478 FOREST AND STREAM. [Dec, i, ism. 
An International Measurement System. 
While it is doubtful whether the New York Y. C. could have been 
induced to entertain any proposal from the Yacht Racing Association 
for the adoption of a common measurement system for British and 
American yachts, at the same time we regret that the latter body 
has abandoned the proposed attempt toward such a desirable end. 
The differences in the rules of the two nations are even now in many 
respects so small that they might easily be eliminated, with obvious 
advantages to bo 1 h parties in the event of a continuance of building 
for international racing. One of the most earnest advocates of a 
common rule is "Thalassa," the well-known English yachtsman and 
yachting writer, and his latest contributions to the subject, after 
appearing in the Yachting World, have just been reprinted in 
pamphlet form by that journal. 
In reviewing the whole subject, "Thalassa" begins with the appoint- 
ment of the committee last August to report on the working of the 
present Y. R. A. rule, and the failure of that committee to attain any 
practical end After pointing out the close similarity of the two 
formulas, "Thalassa" shows how the addition of the two factors, 
leneth and sail, in the Seawanhaka rule, makes it superior to the 
Y. R. A. rule, in which the same factors are multiplied, giving prac- 
tically a cubic instead of lineol quantity. As he shows, this differ- 
ence, of itself, would remove the tendency to extreme length which 
exists under the Y. R. A., rule, a fact that disposes of the bugaboo 
placed befom yacht owners in the discussion of a sailing length classi- 
fication a few years ago, to the effect that classifying by the Seawan- 
haka rule would recreate the long, narrow hulls. 
The general proposition for a common international system is, we 
believe for the first time, put into definite shape by "Thalassa" as fol- 
lows: That the Seawanhaka formula and time scale be adopted by the 
Y. R. A., and that on the other band the American clubs adopt 
the Y. R. A. method of measuring sails in place of the present method 
of spar measurement by the Seawanhaka rule; and also a classification 
by sailing length in place of waterline length. If there be any so fool- 
ish as to quibble over either side leaning too much toward the other, 
this proposed exchange would from its fairness be unobjectionable 
on (=uch a score; but what is of inflnhely greater importance is the 
undoubted fact that both parties would gain in their home racing by 
thf proposed new features; while a strong stimulus would be given to 
international competition in all classes. We have always considered 
the Y. R. A. method of measuring sail as inferior in accuracy and 
especially in certainty verification to the Seawanhaka method, and we 
still believe that the latter, with a proviso, if desired, which would 
include the club topsail, would prove the better; buttbis point at most 
is of slight importance. 
In support of this scheme, the details of which have evidently been 
carefullv considered, "Thalassa" gives the following tables of result 
under the new classification, introducing, in addition to many exist- 
ing yachts, a pair of imaginary boats in each of the two larger classes. 
The table is carried down to the half-rating class, but we give only 
the sizes from 20 rating upward. 
Class I. 
Big cutters. No limit of rating at present. 
Name of Yacht. 
L W.L. 
Sail Area. 
Actual, 
1894. 
Limit by 
Y. R. A. 
Rating. 
American 
Corrected 
Length. 
98.00 
93.00 
90.00 
89.24 
87.25 
86.93 
9,016 
10,359 
11,588 
10 816 
(1893) 
(100) 
10,404 
11,449 
12,100 
19,267 
12,712 
12,792 
("Lion) imaginary . 
Class II. 
Proposed new class. 
(Battle Axe) imaginary 
(Bowie Knife) imaginary 
75.00 
70.00 
(90) 
7,200 
7,857 
(80) 
7,225 
8,100 
Class III. 
40-raters, classified by American rule. 
(40) . 
(62) 
60.75 
3.947 
3 950 
4,000 
60.45 
3.967 
3.970 
4,038 
59.92 
4.000 
4 005 
4,105 
Queen Mab 
59.20 
4.053 
4 054 
4,199 
59.17 
4,046 
4.056 
4.203 
Thalia 
59.14 
4.055 
4 058 
4,206 
58.55 
4,098 
4,098 
4,284 
Class IV. 
20-raterg, classified by American rule. 
Asphodel. 
Stephanie 
Deirdr6.. . 
Luua 
Dragon. . , 
Theima. . . 
Audrey... 
Inyonf 
46.53 
46.53 
46.17 
4H.10 
46.04 
45.78 
l 44.73 
\ 43.52 
43.91 
2,576 
2,566 
2,506 
2.595 
2,601 
2,571 
2,641 
2.740 
2,732 
(48J0 
2,547 
2,547 
2,584 
2,591 
2,597 
2,628 
2,732 
2,862 
2,818 
The effect on the largest class is discussed as follows: 
"Taking the classes in the table seriatim, we first come to the big 
cutters, for which at present there is no top limit of any kind. The 
only limit is the engineering difficulties connected with a single stick 
carrying about a quarter of an acre of sails, Vigilant's sail area, as 
measured for tbe race on Aug. 4, 1894, being 0.265 of an acre in area, 
and Britannia's 0 2a8 of an acre. Up to the limit of a quarter of an 
acre of sail in a cutter's rig, the engineering difficulties now appear to 
have been fairly well met, but it has been done at great expense to 
those owners who have faced the question practically. It is therefore 
only fair to present owners, and the time seems well chosen, to place 
a top limit of rating on the class of big cutters. 
"International racing in the big class i« mainly at present a contest 
for supremacy between Great Britain and America. If, therefore, we 
ask them to agree to a limit for this class, it should be expressed in 
their own formula of rating, viz.. corrected length, and an agreement 
made that all contests should, if possible, be conducted under this 
rating rule; in which event the competitors would in all probability 
come to the starting line at equal rating, and there would be no time 
allowance, which now detracts from the perfection of racing other- 
wise obtainable in the large class. A limit of rating would, moreover, 
enable the two countries to meet with yachts which embody the dis- 
tinctive national types more than is possible at present. Indeed, with 
a limit of hull length on waterline alone as at present in the Cup races, 
the wonder is that the competitors should have embodied any dis- 
tinctions in type. If, therefore, we ask them for a rating limit to 
cover the Cup, and other similar races, we can well afford to accept 
their rating of 'corrected length' (misleading name) as the gauging 
rod. 
"This formula ^jtJ^ brings Vigilant to a rating of 97 50, and Bri- 
2 
tannia to a rating of 95.45, andSatanita to a rating of 98.71. It would 
be unfair to the existing owners of big racing cutters to fix upon any 
limit below their present rating, and the limit of 100 which I proposed 
in the Meld, Nov. 11, 1893, seems fair to all. The letter may be quoted 
here: 'Sir, my proposals concerning the challenge for the America 
Cup (which seems to have met with some attention on the other side), 
put in their simplest form, are: 
" '(1) That the Y. R. A. challenge and select the yacht when the time 
comes. (2j That the competitors be limited to a sailing length of 100, 
whien shall not be exceeded, any combinations of L. and S. A. which 
do not exceed 100 by New York rule being permitted. (3) No time 
allowance to either if below 100. (4) People on board to be limited to 
fifty. (5) Length of hull on waterline to be measured with those 
people on beard, and marks affixed on the hull. (6) Other conditions 
as agreed to by Lord Dunraven in 1893. — Thalassa.' 
"The unbiased reader "will gather from the figures given in the two 
classes now examined, that the American rating rule possesses the 
important advantage over our own rule of rendering the lengthening 
of a design for any class more disadvantageous in sail, and the shorten- 
ing of the design more advantageous In sail. Put in another way, if 
any hull length be taken as the pivoting point in any class, it is neces- 
sary to reduce stability more thoroughly when increasing said hull 
length under the American rule; and, on the other hand, when hull 
length is reduced, stability can be increased more actively under the 
American than under our own rule. In short, the American rule is 
harder on L. and easier on S. than the Y. R. A. rule. Again, in a 
third manner, it can be stated as a fact that the sail curve for length 
is steeper with the American rule than with our own rule. The simple 
adoption of the American rule, without any modification in regard to 
B or D, or girth, would therefore carry us in the direction we wish to 
go. Whether it would carry us far enough is open to grave doubt." 
The questions of defects of some modern types and the advantages 
looked for in any future change of rule are very fully discussed, butat 
too great length to reproduce here. "Thalassa" proposes, as an effec- 
tive but moderate remedy, the following supplement to the Seawan- 
haka rule: "Add to 1. w.l. the excess of extreme beam over 2% times 
the depth of hull at quarter beam, to find the length for rating." The 
objects aimed at by this change are (1) To encourage Internal space, 
irrespective of tbe position of the waterline; (2) To handicap adversely 
the extreme boats recently developed by compelling them to clip sail 
in order to keep within the rating. (3) To arrange this handicap alge- 
braically, so that there shall be no tax at and below the moderate 
point selected; and above it, that the tax shall be hardest on the most 
extreme boats." 
Tbe effects of the proposal on various types of 1-raters, about 19ft. 
sailing length, are very fully shown in tabular form. The possibilities 
of development, especially in some unforeseen and mischievous direc- 
tion, are so unlimited under any new rule when the competition is 
keen in building and racing, that we hesitate to pass judgment on 
"Tbalassa's" proposal without a more careful consideration than is pos- 
sible on the first reading; but it bears evidence of a comprehensive 
study of the whole subject, in the light of the many other proposals 
recently made, and is at least free from the objections made to others. 
One thing is needed to put the plan into convenient and popular form, 
a terse and compact expression (other than "rating") for the two 
awkward terms "sailing length" and "corrected length," together 
with the omission of that most unjustifiable nuisance, the numbering 
of classes I., II., III., etc. We recommend the pamphlet to American 
yachtsmen as worthy of careful reading. 
The Centerboard. 
In a recent interview Mr. A. Cary Smith is reported as speaking as 
follows in connection with Mr. Nixon's criticism of tbe centerboard: 
"I do not care to publicly criticise statements of this kind, but the 
centerboard deserves many good words. In the first place, a large 
racing centerboard yacht, of from 80ft. to 90ft. , is a better sea boat 
than a keel craft, for these reasons: The keel boat, to compete with 
the centerboard, must draw from 17 to 21ft., and with Buch a draft 
she cannot be very wide, and the weight carried on the keel will be 
from 70 tons to 80 tons. Such a craft will be a bad boat before a big 
sea, as she is liable to be 'pooped,' the narrow stern and great weight 
not lifting quickly enough to escape the waves. 
"Again, when 'hove to,' the keel boat must take the full fury of the 
wind and sea, because the deep draft will not allow of her drifting to 
leeward to avoid the sea. At such times the centerboard craft, from 
her light weight and greater buoyancy, will lift to the sea and scud 
like a duck. The Iroquois, a centerboard schooner, rode out the 
famous March blizzard under a maintrysail only without injury. The 
spray from the caps of the seas was blown over her topmasts. After 
thirty hours of this experience the trysail was slackened as the boat 
fell off, and, the helm being put up. she went off before the wind like 
a bird. Her captain told me that she was the best sea boat he ever put 
his foot on. 
"The Navahoe, Lasca and Vigilant, all centerboards, crossed the 
ocean quite lately, and their sea qualities have been greatly com- 
mended. The first of these had the wife of the owner on board both 
going and returning, which speaks volumes for her sea qualities. 
"The great runs of the Lasca and Vigilant stand alone for boats of 
this size, and show that their sea qualities must be of the first order. 
The Lasca ran out a gale without any trouble. 
"When we come to the question of speed between the two types of 
boats, the unbroken series of defeated keels that have come from Eng- 
land to establish their superiority must be eloquent testimony for the 
centerboard. 
"Once more, the sea experience of these centerboard boats and the 
feature of the overhang at bow and stern will in time be utilized on 
seagoing steamers." 
While we quite agree with Mr. Smith as to the seagoing qualities of 
centerboard yachts of the type of Iroquois, Las"a and Volunteer, his 
deductions, as far as the more modern types are concerned, are hardly 
logical. Assuming that the centerboard craft of good depth of body 
but no outside keel, such as Iroquois, is a better rea boat, an I in par- 
ticular has certain advantages, when hove to in the worst weather, 
over the narrow cutter of great depth, the parallel does not hold in 
comparing the modern representatives of the two types, Navahoe and 
Vigilant with Valkyrie and Britannia. The inference that the keel 
boat must be much narrower and deeper than the centerboard is not 
borne out by tbe dimensions of these craft: Vigilant 26ft. beam, 13ft. 
6in. draft; Navahoe 22ft. 6in beam and 13ft. draft, both cent°rboards; 
and of the keel craft, CoJonla 24ft. beam, 14ft. 6in. draft. Britannia 
23ft. beam, 16ft. draft, and Valkyrie 22ft. 4in. beam and 17ft. 3in. draft. 
It would ce almost as fair to take Britannia as compared with Navahoe 
and to argue that the modern centerboard boat is narrower than the 
keel craft; as in the face of the above figures, to credit one type with 
a material difference of beam such as would affect the seagoing qual- 
ities. 
The matter of draft Is subject to the same comparison, Vigilant and 
Navahoe should properly be classed with the keel boats, and not with 
Volunteer, Lasca and Iroquois. To ua Mr. Smith's argument is much 
as follows: Iroquois, of moderate depth and draft, a light centerboard 
and no outside keel, has proved herself an excellent sea boat— ergo, 
as Mr. Smith himself would say, Vigilant and Navahoe, of much 
greater displacement and draft, of very different model, and exces- 
sively heavy and deep outside keels, must be good sea boats— because 
they carrv ballast centerboards of great weight, which are probably 
not used in an ocean passage. 
In our opinion the centerboard and keel discussion is now confined 
to a very narrow limit. The success of Kathleen, Minerva, Gossoon, 
Gloriana, Wasp anel Britannia, with the comparative failure of such 
modern centerboard boats as Shark, Hawk, Verena, Ventura and 
others of less note, should be convincing proof that the keel type may 
be made as fast, to make a moderate claim, as the centerboard, in any 
size of yacht. On the siie of the centerboard, it maybe said that 
such a craft as Iroquois makes as good a cruiser and sea boat as can 
be set afloat, with a moderate draft that is highly advantageous for 
many uses, and with good accommodation but little hampered by the 
centerboard trunk. In the smaller classes, however, now that men 
have learned to understand and use the keel type; the general use of 
the keel boats proves that the disadvantage uf draft is more than 
compensated for to many yachtsmen by the increased accommoda- 
tion. 
As far as the large classes are concerned, the defeat of the British 
yachts in the Cup races cannot be assumed as conclusive evidence of 
the superior speed of the centerboard; especially as it is off -set by 
Minerva, Wasp and Gloriana on the other hand, to say nothing of 
Britannia. The only conclusive test would be the building of an 
American keel yacht and a trial with the American centerboards. 
This interesting experiment should have been made in 1893, but the 
opportunity was wasted when Colonia was made to draw less than 2ft. 
more than Vigilant. Even with this handicap, the good work of Colonia 
in the trial races of 1893 is to us satisfactory ground for believing that 
the superior speed of the keel can be demonstrated as fully in the 
largest as in the smaller classes. 
The owner or designer who will study carefully and impartially the 
course of racing for the last half dozen years will find ample data to 
enable him to decide between the keel and centerboard accoi ding to 
the size, intended use and home waters of a projected yacht; whether 
for racing, cruising or a combination of both; for Long Island Sound, 
Marblebead, the Chesapeake or Florida. The one point not yet set- 
tled, and to which discussion may very profitably be limited, is the 
value of a great weight carried as ballast in the centerboard ; especi- 
ally when associated with a hull that is essentially of the keel type. 
Neither of the experts, Mr Nixon nor Mr. Smith, throw any light on 
this, the vital point of thb centerboard controversy to-day. * 
YACHT NEWS NOTES. 
The American Shipbuilder of Nov. 15 contains a good portrait of 
Henry Piepgrass, the well-known yacht builder of City Island. 
Yampa, schr., has been sold by Chester W. Chapin to R. S. Palmer, 
former owner of the Marguerite. Capt. Edward Sherlock has taken 
command of her and will fit her out at Boston, where she has gone 
from Tebo's. Mr. Palmer will sail in January for the Mediterranean, to 
witness the spring racing. 
We" have' received from'Mr. Thos. W. Schurmann. of Calais, Me., a 
couple of photos of the fast yacht St. Croix News, built by Henry A. 
Davidson, of Calais, from designs by Mr. Thomas Olapham. The 
yacht was built as a prize for a contest instituted by the St. Croix 
News, and is owned by Mr. Thos Vanstone. She is 27ft. over all, 19ft. 
lOin, J.w.l., 9ft. 6in. beam, and 21in. draft, without board. While 
designed for a fast cruiser, she has shown great speed in the races last 
summer, defeating all of the fast boats of St. Andrew's and Quoddy 
bays. Her best point is to windward and in heavy weather. She will 
he refitted next season with a new mast and light sails. 
A steam yacht of French design, the Jeanne Blanche, is now build- 
ing by the Societe des Forges et Cbantiers de la Mediterranee, for Mr. 
Rodolphe Faulquier, a French yachtsman, owner of a smaller yacht 
of the same name. The new craft, designed by Mr. Largane, tbe naval 
architect of the works, will be 167ft. between perpendiculars, 21ft. 3in. 
beam, and 13ft. draft. The owner and his wife are enthusiastic cruis- 
ers, and the yacht will be most comfortably and elegantly furnished. 
She will be rigged as a two-masted topsail schooner. The hull will 
be of steel and the engines will give a speed of nearly 14 knots. 
Tha bright little paper, the Model Yachtsman and Canoeist, gives 
notice in its November issue of its suspension after this year, the sup- 
port which it receives not being sufficient to warrant its further pub- 
lication, a fact for which we are very sorry in the interests of model 
yachting. 
Capt. J. R. Hattrick, Mate John W. Hattrick, and Engineer Robert 
Valentine, the crew of the steam yacht Alcyon. which left this port 
July 16 last, bound to Baracoa and Guantauamo, and which was 
abandoned with her engines disabled and subsequently towed into 
Baracoa by a Spanish gunboat, as previously stated, have just arrived 
at this city from Charleston, where they had been landed in the fruit 
schooner Nellie Coleman, from Baracoa. The trip throughout was 
one of continued misfortunes, and the Alcyon was forced into innu- 
merable perils along the Southern coast and Bahamas through re- 
peated accidents to her machinery. Captain Hattrick stated yester- 
day that their trip south to Florida was made through the canals, and 
no serious mishaps occurred until after he had taken his departure 
from Ragged Island, Oct. 9. The following day a heavy gale was 
experienced and the boilers burst and the engines gave out. For five 
days all hands stuck to the yacht amid most trying circumstances, 
making every effort to save her. Provisions and water had given out, 
and the seas were breaking completely over her. Oil bags were rigged 
out over the bows, with the effect of keeping the sea from breaking 
over her, and at the end of the fifth day Captain Hattrick located 
himself to be within close proximity of this uninhabited island. The 
sea having moderated somewhat, they abandoned the yacht and 
pulled for the island of Cayo Mono, reaching there on Oct. 14. They 
were now quite exhausted and lay down in the sand and slept all 
throughout the first night. During the day they suffered greatly 
from the powerful rays of the tropical sun, but the nights were spent 
comfortably, although they became very stiff from exposure to the 
heavy dews. There was no vegetation on the island saving the cocoa 
plums, which grew wild, and these were partaken of ravenously, with 
the result that they became very ill. On Oct. 20, when the sea mod- 
erated, they put off to Cocoa Cay, where they were immediately 
placed under arrest by the Spanish marine officer stationed there, 
charged with being filibusters. Captain Hattrick's Spanish papers, 
which fortunately he had preserved, served to disclose his identity, 
and he was then kindly treated and taken down to Baracoa by that 
officer in a small sloop, reaching thTe Oct. 23. There he made a 
statement to the American Consul. Through the efforts of the Con- 
sul a Spanish gunboat was sent in search of the yacht, and she was 
found to have drifted ashore to the westward of Baracoa. She was 
hauled off and towed to her destination, but while ashore it was found 
she had been boarded by the natives and plundered of furniture and 
nearly everything of value. Captain Hattrick says he received the 
kindest treatment at the hands of the lighthouse keepers along the 
Bahamas. — Philadelphia Ledger, Nov. SI. 
The Larchmont Y. C. announces the following fixtures for the sea- 
son 1895: Saturday, June 15, spring regatta; Thursday, July 4, annual 
regatta and first special race for 30 and 21-foot classes; Friday, July 
12, second special race for 30 and 21-foot classes; Saturday, July 13-21, 
annual sail; Saturday, Aug. 3, third special race for 30 and 21-foot 
classes; Saturday. Aug. 31, fourth special race for 30 and 21-foot 
classes; Monday, Sept. 2 (Labor Day), fall regatta and fifth special 
race for 30 and 21-foot classes; Thursday, Sept. 5, sixth special race 
for 30 and 21-foot classes: Saturday, Sept. 7, seventh special race for 
30 and 21 -toot classes and raae for 0 lint cups for cabin cats; Saturday. 
Sept. 14, Larchmont cup for schooners and eighth special race for 30 
and 21 -foot classes. 
Lucille, steam yacht, Geo. W. Vanderbilt, will have a new Almy 
boiler. 
Monhegan, schr., is fitting out at Poillon's for a Southern cruise. 
The Erie Y. C, of Erie, Pa., has elected the following officers: Com., 
George T. Bliss; Vice-Corn., George Berriman; Rear-Com., C. C. 
Wicks; Sec, E. B. Lynch; Treas., Walter Reitzel; Meas., Wm. Marks, 
Jr.; Asst.-Meas,, Wm. Morrison; Surveyor, F. Lynch, Jr.; Asst -Sur 
veyor, Donald Sturceon; Surgeon, Dr. Harvey. Com. Bliss, H. M. 
Eaton and Charles Heydrick were appointed a committee to secure a 
charter from the court. 
The Beverly Y. 0. has adopted the following recommendations of 
the special committee on measurement of the Cape Cod division of 
the club's racing fleet: That the classification shall remain as it is, 
and the clause of Rules of the sailing regulations relating to meas- 
urement be amended by substituting for it the following, viz : '"Rac- 
ing measuremement south of Cape Cod shall be the length of the 
yacht on a line parallel with and above the waterline; the perpendicu- 
lar distance of this line above the waterline shall be, for first class 
5in. ; second class, 4in. ; third class, 3in. ; fourth and fifth classes, 2in." 
That the next following paragraph be amended so that it shall read, 
"The waterline length shall be measured when the yacht is afloat, aiid 
in her ordinary sailing trim." 
Zettler Rifle Club. 
New Yobk, Nov. 21.— The Zettler Rifle Club held its weekly gallery 
shoot at headquarters last night. Eighteen memherswere present 
and participated in the competition. Messrs. Flach, Holges, Ross and 
Dorrler are having a class for the first position for the most poin ts. 
In the shooting last night Flach led his competitors for the best Ave 
scores. In the race for the champion medal for the best score on the 
first entry the honors were divided between L. Flach and M. Dorrler 
each making 246. The best ten shot score was made by Flach, Flaisted 
and Ross each with 247. Scores: 
Championship medal, first entry: Louis Flach 246, H. Holges 245, 
M. B. Engel 242, B.' Zettler 242, G. W. Plaisted 236, B. Walter 238, R. 
Busse 288. A, Klein 219, G. H. Downs 229, M. Dorrler 246, F. C. Ross 
245. C. G. Zettler 245. H. D. Muller 288, F. Schmidt 231, Dr. Grosch 23 i, 
S. Ruzzini227, Gus Nowak 224, H. Munz 207. 
Best 5 scores: 
L Flach 246 243 247 244 247 
H Holges 245 246 244 245 244 
FC Ross 245 245 243 247 244 
M Dorrler 246 245 243 242 244 
Best 10 shot score: L Flach 247, F. C. Ross 247. H. Holges 246, B. 
Walther 244, M. B. Engel 243, B. Zettler 242, Gus Nowak 241, G W. 
Downs .32, A. Klein 237, G. W. Plaisted 247. M. Dorrler 246, C. G. Zet- 
tler 245, Dr. Grosch 243, R. Busse 244, F. Schmidt 242, A. D. Muller 242, 
S. Buzzini 232, H. Munz 229. 
Gallery Tournament. 
New York, Nov. 26.— The Empire Rifle Club closed a three days' 
gallery prize shoot at its headquarters Saturday night. There was 
the usual attendance of the local gallery experts and tbe result was 
sharp competition and high scores. The programme called for ten 
prizes from $25 to 82. There was a special prize, a diamond badge, 
for the shooter making the five highest scores. There was a spirited 
race for this prize, and it was finally won by L. Flach on the folio wins 
scores: 75. 74, 74, 74, only four points off from the possible on the five 
scores. Mr. Rosenbaum was only one point behind Flach on his total 
for the five scores. The competiton for tbe first prize, $25, was de- 
cidedly interesting and resulted in four men tiding for the first posi- 
tion, each with 149 points out of a possible 150. In fact the pace was 
such that even the experts had to be in good form in order to get a 
nibble at the prizes. There were five full scores made during the 
shoot. Ties divided: 
L Flach 75 74-149 
Wm Rosenbaum 75 74—149 
L Buss 75 74—149 
F CROSS 75 74-149 
MB Engel 74 74—148 
H Holges 74 74—148 
M Dorrler ,...74 74—148 
WC Collins 75 72—147 
HD Muller 74 73-147 
R Busse 73 72—145 
CEGensch 73 72—145 
B Zettler 73 72—145 
