Ava. U, 1897.] 
FOREST AND STREAM, 
185 
m. 
GLENCAIEN II. 
Mr. Duggan at the helm, Mr. Shearwood forward, and Mr. Paton on starboard side. 
From photo by Wai- Notiman « Sod, Mom real. 
and the sheer of the hull is not materially impaired by it. 
Each deck beam was laid out in the original drawing, all 
being faired by buttock lines. In Avoca this was not done, 
but the deck was run in by eye, and with rather disastrous 
results so far as appearance goes. The crown amidships is of 
a peculiar sweep; m fact, an ellipse, flat in the middle, where 
cut by the cockpit, and with an excessive curvature in the 
side deck. No two beams are of the same sweep, not one is 
either straight or of a true circular sweep; but outside of this 
they look to include every curve of the conic sections. The 
fore and aft lines of the deck wander down, up, and down 
again, with a flat place forward of the mast, a very high tur- 
tleback amidships, and a flat near the rudder head. This 
effect has been exaggerated by some changes of form which 
have taken place in the course of much hard sailing. 
While by no means adding to the shipshape appearance of 
the boats, this high crown is really an admirable feature, 
allowing them to float high if entirely capsized, and with 
the well out of water. When carefully managed, as in 
Glencairn II., there is very little to be said against it on the 
score of looks. It is, of course, a disadvantage in working 
about the deck, unless the boat is greatly heeled. 
In connection with this last feature, it must be considered 
that all of these boats have open cockpits about 6ft. long and 
4ft. wide, with only a light grating on the floors along each 
side of the centerboard trunk. At the same time they have 
no bulkheads, but are entirely open from end to end. The 
experience thus far in the few capsizes that have occurred 
shows that there is little or no danger of taking water below, 
the hull floating very high and with the coaming well clear 
of the water. The shallow, suspended cockpit, seen in all of 
the New York boats which pretend to anything more than a 
perfectly flush and closed deck, is not found in any of the 
Duggan craft. 
Talking these six boats as compared with the New York 
fleet, Momo — with a moderate freeboard and a shallow cock- 
pit — being the best, and Skate — with no freeboard and a 
flush deck save for the cheesebox in which the light sails 
were stowed— being the worst, there is simply no compari- 
son in the matter of convenience and general use apart from 
speed in cup racing. While the New York boats, as they 
stand, are mere racing machines and fit only for skillful rac- 
ing men, the Montreal boats are really little ships, of quite 
as good a type as is at all consistent with a shallow hull be- 
low water and an absence of fixed ballast. During the races 
both Islander and Rogue— the latter not in the trials, though 
having scored second in points in the series of ten races for 
the Ross prizes — were out on the course, each with one or 
two men and four or five girls aboard, as though they were 
big catboats instead of mere racing machines, their main 
use. Grlenowen sailed the whole series of trial races, but on 
the day of the special matches between Glencairn and Avoca, 
Mr. Davidson had her out with several ladies aboard, knock- 
ing around the course very comfortably. One of the boats 
in constant attendance at the trials was the 15-footer Anita, 
designed by Mr. Duggan last year for Mr. Eadie, and still 
raced in the 15ft. class, of the same general dimensions and 
type as Glencairn I. Young Mr. Eadie had her out all the 
time, sailing her single-handed or with a couple of ladies 
aboard. 
After the victory of Glencairn over El Heirie last year, and 
of Momo, a compromise between the two types, over Skate 
and Keneu this year, it would certainly seem that the type 
developed by Mr. Duggan, of yacht-like form, w'^h good 
freeboard and considerable bulk of topsides, and with open 
cockpit, is not only faster as a racing craft than the slab 
type, from Question to El Heirie, with low freeboard, no 
sheer and a flush deck; but that it is well adapted to general 
uses of which the latter is in no way capable. It is not for- 
gotten that Glencairn I. had a shoal and watertight cockpit; 
and it is not yet a certainty that the compromise, Momo, 
may not show a decided advantage in speed over Glencairn 
II.; but we have very little doubt that a further comparison 
of the two types through a prolonged series of races will show 
that while the slab type with flush deck is fit only for racing, 
the new Duggan boats while quite as fast in racing, are as 
good for a certain general use, especially about Lake St. 
Louis, as anything of a similar draft can be. It is very evi- 
dent that, save for one defect, every boat of the six can be 
used for an indefinite time in the future as a most con- 
venient and speedy sailing boat, just as the 15-footer Anita, 
now is, on a much smaller scale. 
The one weak point of these boats from other than a racing^ 
standard, is the construction; but as this was planned solely 
from considerations of speed, and as it is amply strong 
enough for the present season, in spite of the large number 
of races sailed, they are open to no criticism on this account. 
The construction is certainly excellent and most ingenious in 
its details. As in Glencairn I., there is nokeel.thegarboards 
meeting, with but a light batten, %in. inside. There is a 
good keelson, the centerboard trunk carried well forward and 
aft. The shiplap planking used in Glencairn I. has been 
abandoned in favor of the ribband carvel, with some original 
details. The planking is but %in. thick (in Avoca it is but 
5-16in.) and about 5in. wide. Both planking and decking are 
of British Columbia cedar. With a very full middle body 
and comparatively small ends to cover, a peculiar system has 
been followed. The bottom planks all run fore and aft, 
practically of the same width from end to end, and parallel 
with the garboards. The planks of the topsides run around 
the boat from stem to transom in the usual manner. The 
outer planks of the bottom are necessarily short gores, the last 
one straight on the inner edge and with a circular sweep on the 
outer, where it meets the lower plank of the topsides. 
Planked in the usual way, with a regular diminish of each 
plank from midships to each end, there would be an exces- 
sive sweep to almost every plank, to cover the hard bilge 
and straight Dottom and flaring topsides. As it is, not only 
are the planks nearly straight, but many of them are of par- 
allel width, saving a great deal of time in spUing off and 
getting out the stuff, as well as in fitting and fastening. 
The ribbands are about %in. square, and of course there is 
one inside of each seam. The frames are all steamed, about 
H by >^in , spaced about 6in., and are set down into the rib- 
bands. After the moulds are notched and set up, the rib- 
bands are run over them; then the ribbands are jogged out 
to receive the frames, and the latter are bent in and fastened. 
With the framework thus completed, it is a comparatively 
rapid and simple job to get out the garboards and other 
ulanks, to fit them and fasten to the frames and ribbands, a 
"chair nail," of iron, similar to one of the old-fashioned 
"cigar box nails," but larger, being used. 
The interior of the hull is stiffened by strong cross-floors 
under the mast, and by diagonal braces all over. 
In connection with the cross floors, one serious defect de- 
veloped in all of the early boats. In order to avoid the cut- 
ting of these floors, the edge keelson, a prolongation of the 
centerboard trunk, and the backbone of the boat, was 
stopped short of the mast to allow the floors to cross. This 
proved to be a serious mistake, the great strain on the mast 
forcing down floors, bottom and deck. It was effectually 
remedied, however, by building in a couple of deeper floors 
at the partners, carried up as frames on the sides; in one 
boat the mast is actually hung on cantilevers from the fore 
end of the centerboard trunk, thus relieving the bottom be- 
low thf step of much of the original strain. In Glencairn II. 
the keelson has been carried well forward, crossing over the 
floors, and the mast stepped on top of it, making a very 
strong support and avoiding all straining of bottom and 
The centerboards of most of the boats are of rectangular 
shape, and built up; two pieces of sheet steel riveted to- 
gether at the edges, and spaced about lin. a^jart through the 
middle by wood blocks, then the lower portion is filled with 
shot or melted lead until a weight of 200 to 2501bs. is obtained. 
The metal triple blocks, by which the boards are easily 
handled by one man, are works of art in their way, the in- 
vention of Mr. Poe. They are very small and light, but 
amply strong for the work, and fitted with roller bearings of 
steel rod. They were specially designed for this use, and 
have proved most successful. In one or two boats, plain 
steel plate boards, }im. thick, have been used. 
The deck fittings are very convenient and serviceable; there 
is hardly a coaming to the cockpit, but a strip about lin, 
high runs from its fore end nearly out to the stern, forming 
a needed brace for the feet on the after deck. The ends of 
the cockpit each have a similar strip. This strip was some 
Sin. high in the first boats, but was cut down, as the height 
proved unnecessary. Just abaft the mast are two fiaring 
pieces about Sin. high, meeting at an angle and throwing off 
all water that may come over the bows, though the users of 
the boats unite in saying that the decks are never wet in_a 
sea. Abaft the stemhead in the center of the deck, is a strip 
ATOCA. GLENCAIEN: II. 
From]photo by Wm. Nottman & Son, Montreal. 
