172 
FOREST AND STREAM 
[Aug. 27, 1898. 
Article I. — The courses shall consist of a triangular 
course and a course to windward and leeward and re- 
turn. Each leg of the triangular course shall be one 
and one-third nautical miles in length, and shall be 
sailed over three times, making a total of twelve miles. 
The course to windward and leeward and return shall 
be two nautical miles to each leg and shall be sailed over 
three times, making a total of twelve miles. 
Article II. — The start shall be a one-gun flying start, 
with a preparatory signal. 
Article III. — The races shall be sailed without time 
allowance. 
Article IV. — Yachts must not exceed 20ft. racing length 
(S. C. Y. C. measurement). 
The formula for determining racing length under the 
S. C. Y. C. rules is as follows: 
L.W.L. + Sail Area D . - 
: — = Racing Length. 
Article V. — A yacht's draft of hull or keel shall not 
exceed 5ft.. and with the centerboard down shall not ex- 
ceed 6ft. Draft shall be determined when yachts are in 
trim for measurement. Centerboards shall be so con- 
structed that they can be wholly housed without leaving^ 
any proiection below the hull or keel. 
Article VI. — Yachts shall be measured without crew on 
board, but instead thereof a dead weight of 45oIbs. shall 
be carried amidships, approximately at the center of 
buovancv, during measurement. The total actual weight 
of the crew, including all clothes, personal apparel and 
belongings worn by them or carried on board during 
any race, shall not exceed 6oolbs. 
Article VII. — Shifting ballast shall not be allowed. 
(Weighted centerboards shall be considered as fixed bal- 
last!) „ r ,\ A , 
Article VIII. — No outrigger or other mechanical de- 
vice for carrying live ballast shall be allowed. 
Article IX.— The factor of sail area, used in determin- 
ing racing length, shall be ascertained by adding to the 
actual area of the mainsail, computed from its exact 
dimensions, the area of the fore triangle. The hoist of 
the mainsail when measured shall be plainly marked on 
the mast and its outer points on the boom, and gaff or 
other spars, used to set the said, and the sail shall not 
be set beyond these limiting points. The fore triangle 
shall be determined by the following factors: (t) The 
perpendicular shall be the perpendicular distance between 
the deck and a point on the forestay, above which the 
jib shall not be hoisted. (2) The base shall be the distance 
between the forward side of the mast at the deck and the 
point of intersection of the forestay with the bowsprit 
or hull. 
Any jib, when set. must not extend beyond the up- 
per and forward points above defined. 
Sails shall be limited to mainsail, jibs and spinaker. 
The total area of the mainsail and fore triangle shall 
not exceed 500sq.fr. The area of the mainsail alone shall 
not exceed eighty per cent, of the total area. The area 
of the spinaker, measured as a triangle, whose base is 
the length of the spinaker boom measured from its 
out end. when set. to the center of the mast, and whose 
perpendicular is the distance from the deck at the fore- 
side of the mast to the spinaker halliard block, shall 
not exceed twice the area of the fore triangle. 
Article X— The spinaker boom when used in carry- 
ing sail shall not be lashed to the bowsprit or stem- 
head. 
Article XL— The helmsman or helmsmen and crew 
shall be amateurs, and the total number of persons on 
board shall be limited to four. The helmsman may be 
changed at will, and as often as may be desired m any 
race, provided that such helmsmen shall have been named 
in writing, as required by the provisions of Article X. 
of the Declaration of Trust. 
The Challenging Yachts. 
The Seawanhaka C. Y. C. was this year, at last, repre- 
sented by two yachts, from which a final choice was to 
be made before the first race. Both were designed by 
Clinton H. Crane, of New York, and they were practic- 
ally identical in dimensions and type. Seawanhaka, al- 
ready described, was sailed in the trial races of last 
month at Oyster Bay, winning the series. Challenger 
was a new boat, shipped direct from Ogdensburg to 
Montreal just before the races. 
During the winter Mr. Crane attended the School of 
Naval Architecture at Glasgow University, and the 
designing of the challenging yachts was made a part of 
his course of study. The three boats, Seawanhaka, Chal- 
lenger and Cicada, are all practically alike, and differ 
from last year's boats, Alanka and Momo, in a much 
closer resemblance to Gleticairn II. The freeboard is 
greater, the over-all length, especially forward, has been 
increased, the bowsprit has been discarded, the weight 
of centerboard has been greatly increased, the bathtub 
cockpit has been discarded, and the construction has 
been materially lightened. The lines of the boats, as 
originally designed, are very fair and yacht-like for 
this type of craft, intended to sail only on the side; and 
in point of dimensions and form the differences between 
the three boats themselves as well as between them and 
the Duggan boats, Strathcona and Speculator and the 
old Glencairn IT, are so slight that even an expert in 
this type of craft would be puzzled to pick the best. It 
seems now that the possibilities of this type under exist- 
ing conditions have been completely exhausted by both 
Mr. Crane and Mr. Duggan, and that the mere chance 
of the weather might determine the winner. Two 
noticeable features of the Crane boats are the rig, which 
is lower and broader than in last year's boats, and the 
size of the cockpit, about 4ft. wide and nearly 12ft. long 
to the eye. 
The construction worked out by Mr. Crane is novel 
and ingenious. The theory is that the framework of the 
hull, apart from the skin and deck, shall constitute a truss 
or a system of trusses capable of taking all strains of 
mast, centerboard and crew; the planking and decking 
being disregarded entirely as an element of strength, 
their sole use being to keep the water out. As a means 
to this end, Mr. Crane has used two fore and aft girders, 
from bottom to deck, about 4ft. apart, the upper and 
lower members being of light angle steel and the lattice 
work of bicycle tubing. From the lower fore and 
aft member of each girder, at intervals of about 15m., 
runs an inclined strut of bicycle tubing, up to the clamp. 
The two girders are connected by cross floors of light 
wood, with holes bored for additional lightness. The 
frames and deck beams are of very small size, and the 
planking and decking is about 3-i6in. In Seawanhaka 
the skin is of edge-nailed strips, full 3-i6in., the deck be- 
ing laid "in-and-out" like the plating of a steel ship, the 
projecting edges helping to give a hold for the feet. 
The illustration of Seawanhaka shows her condition after 
sailing the trial races. The hull is very unfair and lumpy 
in different places, and the how shows a distinct pulling 
up, causing a serious alteration of form. 
Challenger is the handsomest craft yet turned out in 
the class; when she came to Lake St. Louis she was 
a model of fine work. . Her form was perfectly fair, and the 
construction would pass the strictest scrutiny in all parts. 
The work on all three of the Crane boats was done by 
the Spalding St. Lawrence Boat Company, of Ogdens- 
burg, and in all details, of hull, fittings, spars and rig- 
ging, is as near to perfection as has yet been reached in 
this era of elaborate sailing machines. Challenger was 
planked with white cedar, but the strake below the wale 
was of mahogany, with transom of the same wood. The 
effect aimed at by Mr. Crane was to diminish the ap- 
parent freeboard by means of the dark strake, and in this 
he was successful. The boat was varnished all over; 
while Seawanhaka, originally enameled white, had been 
turned to a yellowish tint by polishing and varnishing. 
The spars were absolutely faultless in material and Con- 
struction, without a knot or blemish. 
Mr. Crane's first object this year has been to reduce 
weight, especially where it does not count as ballast, and 
to this end he has reduced the area of the deck by a 
very large cockpit, and cut the thickness of deck and skin 
to the very last limit. The deck was 3-i6in., so thin 
that an incautious step or an accidental slip, even on the 
part of a light man, would split it. as happened to Sea- 
wanhaka at Oyster Bay, and to Challenger during the 
cup races. The latter boat was intended to last through 
three to six days of racing on Lake St. Louis, and noth- 
ing more, it never being expected by her designer that 
she would be turned to any useful purpose. Her plank- 
ing was just 3-i6in. as worked, and this was decreased in 
the finishing." With an over-all length of about 32ft, a 
beam of 8ft. 3m., as stated, a centerboard of 40olbs, with 
5oosq.ft. of sail, and a crew weighing 6oolbs., it was ex- 
pected that the tritsses would carry all strains, and that 
the planking would hold for about a week. 
As the results proved, this calculation was wrong. The 
trussing held fairly well, though after the first race the 
original fairness of form had begun to disappear, new 
humps and hollows being visible each succeeding day, 
but the planking began to split from the start. When 
taken in tow for the first race. Challenger bumped 
against Dominion, and a hole as big as a silver dollar 
was made in her starboard side, in addition to one 
previously received in handling in transit. After this 
race she showed checks in places, and after the hard 
hammering in the sea 011 Tuesday the planking was 
virtually wrecked. A bad hole under the starboard bow 
near the chainplates was laid to a collision with a log or 
similar wreckage on the leg up toward Beaconsfield, but 
in addition to this the planking was badly checked in 
many places, and the seams started and nails drawn. 
The bottom strake of planking, where the keel would be 
if there had been one, was of oak, and it was split and 
checked for a length of several feet. One place on the 
port side, where a check made on Monday had been 
mended by a thin piece tacked inside, showed a new 
check just below the piece. Temporary repairs were 
made to enable the boat to sail the fourth race, but it 
is doubtful whether she would have been at all safe for 
another race in a heavy sea. It was found so dangerous 
to tow her in a sea, at any speed and with the greatest 
care, that on Tuesday she sailed the four miles from 
the club station to the start. To all appearances, both 
boats were used up when they left Dorval. though it 
may yet be possible to utilize them by stiffening the 
frames and replanking and decking. 
The Defending Yachts. 
The defending fleet this year included four yachts, of 
which three were designed by Mr. Duggan. The fourth, 
Manitou. was. designed by Mr. Huntley R. Drummond, 
an amateur member of the club. She was of the same 
type as the Duggan boats, and proved a very good boat 
in heavy weather. Of the Duggan boats the firstj 
Strathcona, designed for Lord Strathcona, was very 
similar to Glencairn II., while Speculator differed in 
some details of model, but not materially. A third boat 
of the same type was started and well in frame, but after 
the trials of Dominion she was abandoned, and is now in 
the shop. . 
The construction of these boats is similar to Glencairn 
I. instead of Glencairn II., with the smooth-lap or 
ship-lap planking. The Duggan fleet ot last year shpwed 
a novel and in some respects successful system of con- 
struction, with two serious defects. The framework was 
weak locally about the mast, and the plank fastenings, of 
fine iron brads, with the points turned against a stake in 
driving, were not strong enough. Glencairn II. went 
through the races all right, and was raced again this 
year but some of the boats showed serious weakness 
in the plank fastenings. This year Mr. Duggan deter- 
mined to return to the ship-lap, using for the main frames 
stuff about ^in. thick and 2in. deep, sawn regardless 
of the grain, one piece lapping by another. In addition 
to these main frames, lighter ones were bent in between. 
Each main frame was braced by light wooden diagonals, 
to make a truss, and the hull was very thoroughly 
trussed fore and aft in the same manner. Both plank- 
ing and decking, of British Columbia cedar, were fin- 
ished to a thickness of 5-16 to ^in., Mr. Duggan pre- 
ferring a safe thickness, and also relying to a certain 
extent on the skin for strength. The centerboards were 
about the same as last year, the rudders were of a 
peculiar shape, broad below, and the cockpits were 
open to the floor, but quite small compai^d with the 
Crane boats. The illustration of Speculator shows the 
general points of resemblance and difference between 
the work of the two designers. 
The rigs of the Duggan boats this year presented a 
contrast from that of Glencairn II.. being higher and 
narrower, until that of Dominion really suggested Momo. 
In this respect the two designers have changed positions. 
The spars were hollow, not so handsome as those of the 
Crane boats, but standing well in service. The sails 
were made by Oldrieve & Horn, of Kingston, and were 
decidedly an improvement on last year; though not up to 
the work of Wilson & Silsby on the Crane boats. 
In justice to the work of Mr. Duggan, from the be- 
ginning of the 15ft. class, it must be said that while he 
has sought to make the most of every new principle of 
design, he has at the same time, in every boat up to and 
including Speculator, kept as closely as possible to the 
conventional yacht form. His boats have all looked well 
under way, and have been free from such purely freak 
features as the bow of Alanka and similar startling in- 
novations. In Dominion, however, he has departed 
from all conventional and sentimental limitations, and 
followed the general fashion in disregarding everything 
but speed. The deck plan of this remarkable craft is 
similar to Vagary of last year and Akabo of this, almost 
a parallelogram, the two ends being cut off square 
across, and the sides having a slight sweep. Her over- 
all length is 36ft. or a few inches under, her extreme 
beam is 7ft. Sin. at deck, and the breadth across her 
bow and stern is apparently 5ft. There is a good free- 
board, but very little sheer. The centerline of the deck 
runs up to the highest point at the mast from each end, 
and instead of a curve in the transverse section, the 
round of the deck beam, there is an angle like an in- 
verted A or the roof of a house. The boat is difficult 
to describe without diagrams, which are not .now avail- 
able. The beam .of each hull, at the waterline, is 
about 2ft. cjin., with a space of some 2ft. between the 
two hulls. The design shows a distance of 2}4in, 
between the surface of the water and the central 
portion of the bottom, with the allowed weight of 6oolbs. 
on board; and when the boat is afloat in perfectly still 
water without crew on board this distance looks to be 
about 4in. This central portion is a continuation of the 
bottom, at some distance below the deck, probably iSin. 
at. the mast, and is entirely disconnected with the 
deck. The name "toboggan" has been adapted to it, 
and it is claimed that in sailing the boat at times settles 
down on it, either forward or aft, thus preventing the 
pitch-poling that was a striking characteristic of the 
Herreshoff catamarans. The centerboard and rudder are 
the same as in Speculator, the former weighing less, and 
both are placed in the fore and aft centerline of the hull. 
The deck and side view show a resemblance to Vagary 
and Akabo, but below the water each bilge is dropped to 
form a separate portion of the hull, the overhang at each 
end being very long. The cockpit is comparatively small 
and extends to the middle portion of the bottom. 
The construction is very ingenious, and apparently of 
ample strength. Each ot the deep frames, as mentioned 
in the description of Speculator, is really a transverse 
truss, of a simple wooden construction, but very strong. 
A deep A-ertical keelson of wood is worked along the 
bottom of each hull, and also along the center of the 
middle portion, with diagonal bracing. The mast is sus- 
pended from two fore and aft pieces of oak, which rest 
on top of the trusses, by four steel bolts supporting a 
step block. The chainplates run well down the frames, 
inside the planking. Lanyards are used instead of turn- 
buckles, the latter not being readily obtainable in Can- 
ada; as there were numerous other spall fittings re- 
quired, it was not considered worth while to waste time 
over turnbuckles when the same end could be obtained 
by lanyards. Both planking and decking are shiplap, 
about %in. . 
All of the previous Duggan boats, including the 15- 
footers of 1896, have been finished with a special prep- 
aration of potlead, but there has been a general comment 
among spectators on the superior appearance of the 
Seawanhaka boats. El Heirie, Momo and Alank^ all 
bright. While this counts for little, this year Mr. Dug- 
gan has taken to the bright varnish finish for Speculator 
and Strathcona, and Dominion has been enameled white. 
The polishing coats of varnish have turned this to a 
yellowish tint, but she is light enough to show to ad- 
vantage on the water. A careful inspection after the 
hard work of the third race, in a heavy sea, showed some 
slight breaks in the previously smooth enamel along the 
seams of each hull amidships, indicating some strain 
in places, but the hull was apparently as sound and tight 
3.S ever. 
While the forestay sets well inboard, the base of 
the fore triangle is longer than in any of the older boats, 
the triangle being larger, so that a very large spinaker 
can be carried. In both Dominion and Challenger the 
spinakers and spinaker booms have exceeded a reason- 
able limit. While the crews are larger by one man each, 
the increase of size of kites tends to make the work 
harder. 
Before the Races. 
The two Crane boats arrived at Lachine on Aug. 2 and 
3, and were unloaded at the wharf of the Dominion 
Bridge Company, on the canal, being towed up to Dor- 
val and rigged. The Crane party included Messrs. C. 
H. and H. M. Crane. J. H. Stackpole, Sherman Hoyt, 
H. C. Eno, J. R. Solley and P. R. Labouisse, with two 
professional sailors. Seawanhaka and Challenger were 
rigged and sailed against each other over the cup course 
for the week preceding the races. The two Canadian 
boats were also under way from time to time, and all 
four were constantly cleaned and polished to get the 
required surface. On Aug. 8 it was reported that Mr. 
Duggan was seriously ill. While his condition was exag- 
gerated, there was some foundation for the reports in the 
fact that he had to stop all work and place himself 
under the doctor's orders. On Aug. irr he wrote to 
Com. -Emilius Jarvis, of Toronto, asking him to sail 
Dominion on Saturday, as there was no one at Dorval 
who was qualified to take his place at the stick. Com. 
jarvis had already declined an invitation to sail one of 
the Duggan boats' in the trial races, and to attend the cup 
races, being very busy, but he dropped everything and 
took 'the train for Montreal on Thursday, arriving at 
Dorval on Friday morning. He took out Dominion, 
vffiile Mr. Arthur Hamilton sailed Speculator, for a 
trial of the new boat. The great question all day Friday 
was as to the final selection of the sailing committee, it 
being practically settled that Mr. Crane would choose 
Challenger in preference to Seawanhaka for his side. 
