Mat 2, 1896.] 
361 
Brunswick Fur Club. 
A special meeting of the Brunswick Fur Club was held 
at Mechanics Hall, Boston, Mass., on April 20, President 
Heffenger in the chair. 
The report of the committee on the revision of the con- 
stitution and by-laws was accepted. Messrs. W. C. Duff, 
Boston, Mass., and Eoger D. Willians, Lexington, Ky., 
were elected to active membership. 
It was announced that Dr. A. C. Heffenger would give 
a hunting medal, Mr. W. A. Bragdon a trailing medal, 
Mr. A. B. F. Kinney an endurance medal, and Mr. O. F. 
Joslin a speed medal r to be competed for at the coming 
field trials of the club. Adjourned. 
Bradfobd S. Ttjrpin, Secy. 
POINTS AND FLUSHES. 
The advisory committee of the A. K. C, at its recent 
secret meeting, suspended Mr. George Bell for one year. 
The protest against Furlough Mike on the ground of under 
weight, made by R. B. Morgan at St. Louis, was sus- 
tained. Dr. Bigelowand B. Alton Smith were suspended. 
Such are the rumors floating about concerning the recent 
doings of said committee, the profound wisdom displayed 
by the A. K. C. in enjoining secrecy being so self-evident 
that comment is not needed. 
The conditions of the tenth annual Derby of the Mani- 
toba Field Trials Club are announced in our columns this 
week. The club's trials are held in a fine chicken coun- 
try and afford the best of competition. Full information 
can be obtained of the club's secretary, Mr. John Woot- 
ton, Manitou, Man. 
Mr. John W. Munson, of St. Louis, was an interested 
visitor at the Boston show. He has been in Boston 
several months in the interest of the Munson Stencil 
Machine Co., and though deep in business interests his 
affection for the dogs lives on. 
The muzzling order passed by the Massachusetts Cattle 
Commissioners expired on April 23, it having been in force 
three months. The order was the outcome of a rabies 
scare, and applied to Newton, Cambridge, W»atertown, 
Belmont, Somerville, Arlington, Medford, Maiden, Ever- 
ett, Chelsea and Revere. 
Mr. W. B. Stafford, secretary of the U. S. F. T. C, 
announces in our business columns the club's trials for 
1896. The Derby entries of the fall meeting close on May 
15. Pointers and setters will run separately. Mr. Staf- 
ford says: "Field trials are taking on a better outlook, 
and if the papers will do their part I think some of the 
old-time enthusiasm will return. You will notice that 
the TJ. S. Club is the only one that now runs separate 
stakes." 
That yachting, even in the moBt costly craft, is not all fun, is shown 
by the experience of the cutter Ailsa, which was threatened by Riff 
ian pirates while becalmed off the coast of Morocco, only escaping- 
. through a fortunate breeze. The motives of the Rifflans, it is sup 
posed, were purely patriotic, the protection of Algerian designers and- 
builders from foreign comrietition. 
A rtjmob was set afloat last week that is probably untrue, but which 
we hope may prove to have a foundation in fact. It is said that W. 
K. Vanderbilt, the principal owner of Defender, and who is understood 
to have recently bought the interests of Messrs. Morgan and Iselin, 
met with Mr. McCalmont, owner of the steam yacht Girolda and part 
owner of Valkyrie III., on his recent cruise in the Mediterranean, and 
these gentlemen arranged to test the two yachts by a series of races. 
It would be most valuable from a technical standpoint, and also most 
useful in allaying the mutual imitation caused by last year's contest, 
If a thorough triaTof the two yachts could be made for suitable stakes 
Valkyrie III., under Lord Dunraven's management, was certainly not 
seen at her best, and it is also most probable that Defender is capable 
of further improvement. Before any more money is thrown away in 
contests over the America's Cup, it is in eyery way desirable that the 
yachts already built should be tested to the full limit of their capabil- 
ities—a thing which has not been done with either the second or third 
Valkyrie. 
There was buried last week at New York one of the last of a type 
of American shipbuilders which, it is -sad to say, has been for some 
years extinct. These men, who flourished nearly half a century ago, 
asked no protection against any foreign competitor for the good rea- 
son that they had made competition impossible by the excellence of 
their work. The American warship, the American clipper and the 
American yacht were alike recognized in 1850 as the finest of their 
respective classes, unequaled in the world. 
The American shipbuilder of to-day is built on different lines; fail- 
ing entirely in the effort to outbuild his foreign competitor in a par- 
ticular class of vessel, he comes before Congress with a bill designed- 
to "protect" him from the legitimate consequences of his own igno- 
rance, cupidity and lack of foresight. There is, to us, in this whole 
matter something cowardly in the extreme, and, we believe, thor- 
oughly un-American. 
The American steam yacht, which the Payne bill is designed to pro- 
tect by the exclusion of all foreign-built craft, is a discredit to the 
enterprise and mechanical skill of the nation and a laughing stock 
outside of a small circle immediately interested in construction 
The largest and most pretentious, the Nourmahal, might readily be 
mistaken for a Reading collier if her yacht signals were not flying: 
the famous Atalanta was a complete failure, in spite of her heavy 
cost, as she came from her builder's yard, requiring immediate alter 
ation and a lengthening of 15ft. to fit her for use. The homely Elec- 
tra, slow at best, was still slower when first built, her original engines 
being soon replaced by new ones, and finding their proper place in a 
tugboat. Of the newer yachts, Wadena had to be rebuilt after trial 
with 15ft. added amidships to correct the original faults of design; the 
Comanche, though comfortably fitted below, has the bows and top- 
sides of a British tramp steamer. As to the less pretentious wooden 
yachts, such as Narod and the new Anita, they are beneath com 
pariEon. 
Two of the worst examples are the new and costly yachts Columbia 
and Thespia, steel craft built in 1894 and 1895. The former is an ab- 
solute failure; in spite of the puffery of a certain clique of American 
papers, it is generally known that in appearance she is second to 
some of the New York tugs, that her internal space has been sacri- 
ficed to engines and boilers that fail to drive her at the guaranteed 
speed, and that she is practically useless to her owner, 
There are some facts about this particular yacht which are most 
interesting. In the first place her owner asked for bids from British 
designers and builders, who declined to guarantee the desired speed. 
The order was then placed with American builders, the newspapers 
were filled for months with the promised achievements of this new 
marine wonder, and after all she failed on her speed trial, not making 
the guaranted 18 miles. Her owner, having no use for her, has char- 
tered her for short intervals whenever it has been possible, and 
one of the charterers, Mr. Eugene Higgins, is also one of the four 
Americans against whom the Payne bill is especially aimed. If Ameri- 
can steam yachts are indeed the finest and fastest afloat, why is it 
that Mr. Higgins, after actual trial of the Columbia, placed his order 
with a yacht designer on tha C yie instead of a building firm on the 
Delaware? 
The Columbia was supposed to be of the latest design, a modern 
yacht in all respects. After her failure her builders, when again 
called upon, did not venture on any new departure, but sought safety 
in the duplication of the design of a yacht a dozen years old; the 
Stranger, one of the best of American steam yachts in her time. The 
result, as shown in the new Thespia, nominally completed last year, 
is a failure as complete and thorough as in the Columbia. 
From the standsoint of protection to American industry, the Ameri- 
can steam yacht is a fraud of the worst kind, in that the design, if it 
can be called such, is usually made by some German or Scandinavian 
ship draftsman employed at low wages in an American shipyard. 
The builders of American steam yachts have not yet learned that the 
designing of such craft, each involving an expenditure of several hun- 
dred thousand dollars, is a specialty, not to be rashly undertaken by 
men entirely unfamiliar with it, but demanding long training and 
practice that is deserving of a fitting remuneration. While money is 
lavished on the decorator, the furnisher and the maker of ice and 
electric light plants, neither builder nor owner are willing to pay a 
fair fee to a competent designer. 
The present condition of affairs in steam yachting is precisely paral- 
lelled by that existing fifteen years since in sailing yachting. Had the 
efforts then made by a few fanatics to exclude all British yachts been 
successful, such American craft as Gracie, Fanny and Arrow would 
still be sailing about as representatives of American yachting, and the 
designing of yachts would still have been in the hands of the old 
builders instead of such men as A. Gary Smith, Herreshoff and the 
late Mr. Burgess. All the wonderful progress of recent years has 
come from just such fair and wholesome competition with foreign 
builders as the Payne bill is designed to stop. With British yachts 
excluded, such craft as Columbia and Thespia may sail about our 
home waters undisturbed in their claims of superiority to everything 
afloat, and those who continue to patronize Steam yachting will have 
to put up with what the builders choose to give them. 
Looking alike to the iiterests of American yachting, American 
designers and American shipyards, we hope that the attempt to apply 
to yachts that system of exclusion which has driven the American 
flag from the high seas, filled every American port with foreign 
tramp steamers, and produced just two ocean steamers of American 
build in forty years, may fail; and that the present condition of af- 
fairs may continue. We have no doubt whatever that as soon as both 
owners and builders learn to appreciate the true facts of the case 
and the designer is recognized and recompensed as he should be, a' 
type of American steam yacht will be produced that will be in every 
way fitted to stand beside the modern American sailing yacht. 
New Yachts. 
For two years past the firm of Samuel Ayers & Son, at one time lo- 
cated on Water street, New York, and later at Bay Ridge, where the 
cutters Liris and Kathleen and many steam craft were built, have 
been established on the Hudson River at Nyack, where a large three- 
story shop has been built, with a basin and railways, giving excellent 
facilities for building and repair work. This spring the firm is busy 
with several peculiar craft, two steamers and one electric launch, 
all designed by C. D. Mosher, of New York. The larger steamer, for 
E. B. Warren, of Lake George, is of 80ft. length and intended for high 
speed, the hull being of very light construction, but to carry power- 
ful engines. The yacht is narrow, with a flat bottom and long straight 
sides; the bottom rising in a concave curve over the wheel. The stern 
is of peculiar form, of the hourglass type, a difficult piece of construc- 
tion in wood. The planking is double, the frames being of lxlx jkin. 
steel angles, with channel bar keelsons and diagonal steel strapping 
sheer strakes, etc. The planking is fastened with 3 16 in. Tobin bronze 
screw bolts with iron nuts, thousands of these specially made bolts 
being required. The yacht, which is building in a special shed erected 
for her, is now planked up. 
On the main floor of the large shop is the electric launch, 75ft. long, 
for John Jacob Astor, a handsomely modeled craft, with much more 
curve to the sides than the other yacht, but with a similar stern. In 
this yacht the frames are of oak, part steamed and part sawn, while 
the planking is also double. The frame throughout is an excellent 
piece of work. One of several peculiar features is the use of two 
centerboards, working in the usual way through the middle of the 
oak keel, the yacht being fitted with sails in case of a failure of the 
electric power. She will be the largest electric craft yet built in this 
country. 
The third yacht is just under way, a 45ft. high speed launch for 
George B. Magcun, of New York. The construction, model and 
engines will be of novel design. 
On the second floor of the large shop there is now ready a fleet of 
Ave new 15-f ooters for the Tappan Zee Y. C. , all from one design by C. E. 
Davis, of New York. They are of the skipjack type, wide, roomy 
boats, the beam carried well aft. They have good overhangs at each 
end, large cockpits, and promise to be very handy and shipshape 
craft. All are rigged alike with boom and gaff mainsail and jib, and 
Steel plate centerboards. The price is about $185 each. 
On the same floor are two new 20-footers designed by W. P. 
Stephens, both bulb-fins. The first one, Bogie, for C. J. Stevens, 
which has been ready for launching for a couple of weeks, is 30ft. 
over all, 19ft. l.w.l., 6ft. 3in. beam and 11m. draft of hull, the Tobin 
bronze tin with its 5501bs. of lead making a total draft of 5ft. The 
yacht is lightly but very strongly framed, with part sawn hackmatack 
frames and part steamed oak, a very light bent frame of steamed 
oak being spaced in between each pair of regular frames to take the 
fastenings of the double skin. The inner skin is of white cedar, the 
outer of clear, comb-grained yellow pine in single lengths. The 
planksheer is of oak and the deck of %in. white pine in narrow strips, 
the seams payed with Jeffrey's marine glue. There are the usual two 
watertight bulkheads of diagonal construction and a watertight cock- 
pit about 4in. above the water, the fin housing in a trunk, the bed- 
pieces running well fore and aft and forming a keelson. The keel it- 
self is in one piece from stemhead to transom. The frame is strength 
ened at the chainplates and runners and below deck at the partners 
by Tobm bronze straps. 
The rig is the same as in Scarecrow and Ethelwynn, a leg o' mutton 
mainsail and a jib, the latter set on a short bowsprit, about 3ft. out- 
board. The spars are hollow, made by the Outing Goods Co., and the 
rigging is of phosphor bronze wire rope. 
The second boat, now in frame, is very similar in model and rig, but 
with 1ft. more overhang forward and 3in. more beam; she will carry 
the same rig, but without the bowsprit, the jib being tacked to the 
stemhead. The same arrangement of fin and bulb will be used. Both 
yachts show up well above water, with their long ends and well-lined 
shepr ; and the fore and aft lines are all very easy. 
Koko, Bulb-Fin Racing Yacht. 
DESIGNED BY W. P. STEPHEN'S. 
The bulb-fin Koko was designed in 1894 for W. G. MacKendrick, E»q., 
of Toronto, by W. P. Stephens, yachting editor of th« Forest and 
Stream. Mr. MacKendrick, who is an old canoe sailor and member of 
the A. C. A., was desirous of exchanging the sliding seat of a canoe 
for something rather more stable and capable of carrying a passen- 
ger or two of an afternoon and at the same time fit for racing so a 
bulb-fin boat for the existing 21ft. class of the Lake Yacht Racing 
Association was determined on. Through an unforeseen change in 
his business after the boat was commenced, he has had very little 
leisure during the racing season for the past two years, and has never 
been able to give the necessary time to sailing and keeping the boat in 
the best of racing form. She has, however, proved fast and made 
an excellent record about Toronto and Hamilton. The yacht was 
named after the small boy who was such a general favorite at the 
A. C. A. meet of 1890, at Jessup's Neck. 
The dimensions are: 
Length, stemhead to taffrail 28ft. 
Overhang, bow t 4ft. 
stern 5ft. 
Length, l.w.l 19ft. 
Beam, extreme 6ft. 
1-w.l 5ft. llin. 
Draft, hull.... , llin. 
with fin 5ft. - 
Freeboard, bow , 2ft. 
lowest lft. 
stern , lft. 
Displacement, cubic feet 40.24 
fresh water 2,5071bs. 
Coefficient of curve of areas 55 
Area of midship section 3.76sq. ft. 
lateral plane, hull 12 50?q ft. 
scag 1 72sq. ft. 
fin 25 62sq. ft. 
6in. 
6in. 
61n. 
Sin. 
2in. 
6in. 
Fin, 
39.84sq. ft. 
steel 2401bs. 
Bulb, lead , , 8B01bs. 
O. B. from stem at l.w.l 10.55ft. 
C. L. R. from stem at l.w.l. 11.15ft. 
C. E from stem at l.w.l. . . , 10 00ft. 
The bulb as originally designed was to weigh but 7751bs , hems of 
the same form as that of the Scarecrow, but this weight was increased 
in building to about 880. The table of offsets is to the outside of hull, 
the thickness of deck and planking being deducted after the lines are 
run in on the floor. The waterlines are spaced 3in. apart, the stations 
lft. 7J^in., and the buttock lines 9^in. A special scale is given to 
reduce the design to the 15ft. class. 
KOKO— TABLE OP OFF3KTS. 
(The small figures indicate eighths of an inch.) 
Station. 
Heights. 
Stem 
Y 
Z 
0...... 
i 
3 
4 
5 
6 
8 
9 
10 
11 
12 
13 
14 , 
Transom. . , 
Half Breadths. 
Bottom 
of Keel. 
Deck at 
Side. 
Deck at 
Center. 
Deck 
Waterlines. 
D. 
> % 1 
B. 
A 
L.W.L 
W. 1. 
W. 2. 
W. 3. 
3 1 
3 
1 
3 
.i \ 
1" 
2 0 s 
"J 
3 
0 B 
Z* 
1 3' 
2 
10* 
2 11* 
102 
6" 
1« 
11 
2 
$V 
2 10* 
1 % S 
1 V 
1 02 
S« 
- 
7* 
2 
72 
2 
9 B 
1 11 
1 8* 
1 6' 
1 
44 
1 l 3 
9 
2 6 
A* 
2 
50 
2 
86 
2 42 
2 2* 
2 1 
1 
11' 
1 8< 
1 4' 
112 
24 
2* 
2 
4* 
2 
7 7 
2 85 
2 7* 
2 6* 
2 
4' 
2 2' 
1 IP 
1 
66 
10 
li 
2 
34 
0 
2 11" 
2 11J 
2 10 s 
2 
9 3 
2 7 a 
2 5 
2 
06 
1 
44 
4' 
0 3 
2 
25 
2 
6* 
3 1« 
3 14 
3 12 
3 
C 3 
2 11 
2 S« 
2 
5 
1 
9 6 
fl 3 
0 
2 
2 
2 
6 
3 2» 
3 2« 
3 25 
3 
1' 
3 0 8 
2 10' 
f ^ 
75 
2 
l 3 
1 08 
0 ' 
1* 
2 
5« 
'? ? 
3 3 
' 3* 3 
| 
2 1 
4 ia ! 
2 lis 
•*! 
8 3 
2 
2 3 
1 1' 
0« 
2 
1 = 
2 
52 
3 2« 
3 2» 
3 22 
3 
15 
3 0 s 
2 11 
2 
7 3 
2 
0« 
104 
2i 
2 
li 
2 
4i 
3 li 
3 1 
3 0 6 
3 
02 
2 ii 
2 85 
43 
1 
7a 
4* 
2 
1« 
2 
4« 
2 10' 
2 10 8 
2 10 3 
2 
9" 
2 79 
2 4 3 
■%' 
9 5 
i ■* 
7a 
2 
1* 
2 
4* 
2 ?« 
2 7 s 
2 6" 
2 
5» 
2 21 
1 9" 
84 
11 
2 
2 l 
2 
4* 
2 36 
2 3* 
2 22 
1 
118 
1 6 3 
1 3i 
2 
2 T 
2 
46 
1 10« 
1 10» 
1 9' 
I 
7 3 
1 !'■> 
1 7 3 
2 
3 6 
g 
4 a 
1 51 
1 1' 
41 
1 11 
2 
4« 
2 
5 3 
1 
1 
_ J3 
<O.Q 
MM 
12 
12 
I 2 
12 
14 
2 
3 
3 
3 
£ 5 
i 3 
2 
18 
14 
12 
Diagonals. 
D. 1. 
31 
10i 
1 42 
1 108 
2 42 
2 9 
3 1 
3 :3» 
3 52 
3 55 
3 S2 
3 ge 
3 li 
2 94 
2 51 
1 11» 
1 5' 
1 06 
D. 2 
I 
1 1 
1 6 3 
1 112 
2 34 
2 94 
2 11 
2 li 3 
2 10* 
2 9 
2 62 
2 24 
1 98 
1 4 
9 3 
4i 
D. 3 
3« 
8» 
1 05 
1 42 
1 73 
1 94 
1 11 
1 11' 
2 0i 
1 114 
1 10 
1 7 s 
1 4i 
11» 
62 
04 
The sail plan and details of construction will be given next week. 
