[Ave 27, 1898. 
as they stood along on one long port tack. 
The wind soon increased to its old force, but Domin- 
ion hardly seemed to feel it as she went out to windward 
with an easy motion over the seas. There were hard 
puffs at times, in which Challenger heeled to a hard 
angle and luffed up. The observatory on the mountain, 
as it proved, recorded the force of the wind as eighteen 
miles, the record for the heaviest breeze in last year's 
races being twenty miles. 
At I P. M. Challenger tacked, well inshore off Bea- 
consfield, Dominion at once coming about for the mark, 
showing a long lead of open water. One long leg on 
starboard brought Dominion to the mark, she haying 
to pass on the lee side and tack around, to lead it to 
starboard. Her time for the two miles was 29m. 30s. 
Challenger followed 2m. 35s. later. 
After rounding they jibed booms to port and set 
spinakers, Challenger having trouble with hers before 
it was properly set. The run was made by Dominion 
in. 13m. 49s., she losing 49s. to Challenger, thus having 
im. 37s. to her credit as she luffed over the line on 
starboard tack to begin the second round. She stood 
along on starboard until Challenger rounded, tacking at 
the line, when Dominion also came about, with a long 
lift out to windward. 
As they beat out again the wind was a little lighter, 
the sun now shining hot overhead. At 1:40 Dominion 
went on starboard tack for the mark, Challenger tacking 
a little later. The times showed a further gain of 3m. 
49s. for Dominion. 
They jibed and set spinakers as before, and ran down; 
challenger making up just half a minute. 
On the last round the wind freshened, and Challenger, 
to leeward and close under the Pointe Claire and Bea- 
consfield shore, caught it very hot as puff after puff 
struck her. She would have been far better off under 
three reefs instead of two, as there was no hope of her 
winning save through an accident to Dominion, and 
she was straining hull and spars to no purpose. The 
wind, which had varied through the race, was now 
more to the westward. Dominion turned the last mark 
with a gain of 4m. 34s., and a lead of 9m. 29s. She set 
no spinaker, and carried her boom on the starboard side, 
topping it well up and taking things easily. Challenger's 
crew raced her as hard as she could be pushed to the 
finish, carrying a spinaker all the way over the last leg, 
the wind being lighter than in the first part of this 
round. Dominion lost im. 3s. orf the run, but won by 
8m. 26s. 
THIRD RACE. 
First Round— First Leg. 
Time. Elapsed. Loss. Lead. 
Dominion 1 09 30 0 29 30 0 02 25 
Challenger 1 11 55 0 31 55 0 02 25 
Second Leg. 
Dominion 1 23 19 0 13 49 0 00 49 0 01 37 
Challenger 1 24 56 0 13 00 
Second Round— First Leg. 
Dominion 1 47 25 0 24 06 0 05 25 
Challenger 1 52 50 0 27 54 0 03 49 
Second Leg. 
Dominion 2 02 04 0 14 39 0 00 30 0 04 55 
Challenger 2 06 59 0 14 09 
Third Round— First Leg. 
Dominion 2 31 16 0 29 12 0 09 29 
Challenger 2 40 45 0 33 46 0 04 34 
Second Leg. 
Dominion 2 44 45 0 13 29 ..... 0 08 26 
Challenger 2 53 11 0 12 26 0 01 03 
Fourth Race. 
I Triangular Course. 
Wednesday, Aug. 17. 
The wind held fresh through Tuesday night, but fell 
by sunrise, there being almost a calm on the lake, with 
heavy clouds in the N.W., ending in a brisk shower at 
8 o'clock. Temporary repairs were made to the hull 
of Challenger, and she bent her cotton mainsail. During 
the morning in spite of threatening clouds the sky 
cleared until the sun was shining brightly at noon, with 
a light west wind and smooth sea. Challenger towed out 
astern of Vailima, and bent her silk mainsail in place 
of the cotton one. Dominion came out after Chipmunk. 
The signals were given at 12:35, 12:45 and 12:50. 
The course was triangular, with buoys to starboard, a 
close reach to first mark, a beam wind to the second, the 
Pointe Claire buoy, and a run in. 
This time Challenger got the start, Dominion being 
close on her weather quarter, both moving slowly. 
They crossed on the starboard tack, and trimmed for a 
close reach, Dominion working out to windward, but 
Challenger footing decidedly faster. The wind fresh- 
ened, heeling Challenger to a stiff angle at times, but she 
seemed to like the conditions, and opened out a good 
lead on Dominion, being 50yds. ahead when half over 
the leg. She luffed around the mark with a lead of 
im. 42s. 
They reached off under the same sail, with sheets 
eased, Challenger losing im. 2s. The last leg was run 
with spinakers to starboard before a freshening breeze, 
now more to the west. When half way over the leg each 
turned in cne reef before the turn to windward. The 
end of the round showed a gain of 50s. for Challenger, 
making her lead im. 30s. 
It was now a beat to the \rst mark with more wind 
and a rising sea. Challei £er held her. own for a 
time, but Dominion at last began to overhaul her, and 
there was a hot fight as they neared the mark, Dominion 
coming up on Challenger's weather quarter and finally 
on her beam. Challenger was obliged to give room 
at the mark, which she did, Dominion passing clear 
ahead with a lead of 6s., having gained im. 36s. in the 
one and one-third miles to windward. 
As Dominion turns slowly for a 20-footer, Mr. Crane 
attempted to shoot inside and through her lee, but as 
soon as Challenger lost the wind behind Dominion's 
sails she lost way also, and the current carried her 
against the buoy. She cleared without damage, but was 
of course disqualified. 
The reach aGross showed a loss of 58s. for Challenger, 
and on the run, under spinakers, she was only able to 
cut this down by 46s., so that Dominion started the third 
round with 18s. lead. 
On the beat out she added 54s. to this, and she also 
made a gain of im. 17s. on the reach across to Pointe 
Claire. On the last leg each shook out her reef, and 
Challenger picked up 2s., Dominion leading- over the line 
by 2m. 27s. The full times were: 
FOURTH RACE. 
Preliminary, 12:35:00. Preparatory, 12:45:00. Start, 12:50:00. 
First Round— First Leg. 
Time. Elapsed. Loss. Lead. 
Challenger 1 09 30 0 19 30 0 01 42 
Dominion 1 11 12 0 21 12 0 01 42 
Second Leg. 
Challenger 1 20 13 0 10 43 0 01 02. 0 00 40 
Dominion 1 20 53 0 09 41 
Third Leg. 
Challenger 1 33 20 0 13 07 0 01 30 
Dominion 1 34 50 0 13 57 0 00 50 
Second Round — First Leg. 
Dominion 1 52 50 0 18 00 0 00 06 
Challenger 1 52 56 0 19 36 0 01 36 
Second Leg. 
Dominion 2 02 10 0 09 20 0 01 04 
Challenger 2 03 14 0 10 18 0 00 58 
Third Leg. 
Dominion 2 14 40 0 12 30 0 00 46 0 00 18 
Challenger 2 14 58 0 11 44 
Third Round— First Leg. 
Dominion 2 30 25 0 15 45 0 0112 
Challenger 2 31 37 0 16 39 0 00 54 
Second Leg. 
Dominion 2 39 40 0 09 15 0 02 29 
Challenger 2 42 09 0 10 32 0 01 17 
Third Leg. 
Dominion 2 52 45 0 13 05 0 00 02 0 02 27 
Challenger 2 55 12 0 13 03 
After the Races. 
Great preparations were made for an entertainment in 
honor of the visitors on Wednesday night. A large danc- 
ing floor was laid on the club lawn, the house, grounds 
and pier were piped for acetylene gas and the generating 
apparatus was set up specially; Chinese lanterns were 
hung on the pier, a dinner was prepared and the band 
of the Victoria Rifles was in attendance. A special train 
from Montreal brought numerous guests, while others 
drove in from the surrounding country. 
By the time that all hands had reached the club 
house after the finish of the last race, it was noised 
around that Mr. Crane had received a telegram from the 
race committee in New York ordering him to refuse 
all courtesies extended by the R. St. L. Y. C, and to 
return to New York. With this much truth for a founda- 
tion, there went around all sorts of absurd rumors as 
to the probable action of the Seawanhaka C. Y. C. In 
obedience to the orders, Mr. Crane and his party did 
not appear at the club house during the evening. During 
the evening telegrams of congratulation came in from 
London and other places. The dance was a success as 
far as the Montreal and Dorval people were concerned, 
breaking up at a late hour. The sailing committee had 
planned to give a dinner on Thursday evening to the 
members of the Seawanhaka C. Y. C, but a change 
was made in the programme. 
The telegram, as finally published in the daily papers, 
was from Mr. Kerr, one of the race committee, and Mr. 
Dresser, a member of the Seawanhaka syndicate, who 
lately resigned from the committee in consequence of 
being interested in a competing yacht: 
"We wish our representatives to leave there the very 
first hour practicable after final race, also to preserve 
a very dignified attitude concerning this event, and not 
accept public or formal hospitalities. We will address 
the Royal St. Lawrence Y. C, saying that we will com- 
municate with them regarding this contest as soon as we 
can gather our scattered committee. 
Dresser and Kerr. 
Seawanhaka and Challenger were stripped immediate- 
ly after the race, on Wednesday; everything was packed, 
no light matter, considering the amount of spars, gear, 
sails and sundries in the outfit of the two, and the naphtha 
launch Gadabout, of the club, towed them down to 
Lachine and through the lock to the Dominion Bridge 
Company's wharf. Mr. Duggan met them here and had 
the boats lifted out by the company's derrick and landed 
on the bank, whence they were loaded in the afternoon 
on a canal boat for Ogdensburg. 
On Thursday afternoon a challenge was received by 
the Royal St. Lawrence Y. C. from the Inland Lake Y. 
A., of which Mr. J. W. Taylor, of Minneapolis, is presi- 
dent, for a race next year. 
On Friday a meeting of the sailing committee was 
held, at which it was decided to recommend to the dub 
that the cup be returned to the Seawanhaka C. Y. C. 
The reasons for this action, which will be fully stated 
later, are that it is felt that, a material change of the 
conditions is necessary, and that this can best be made 
by the club which established the cup; also, as Mr. 
Duggan will retire from the contest, owing to business 
and the state of his health, the club has no designer to 
rely on in the future. 
It would be impossible to speak too highly of the 
hospitality and courtesy extended to the Seawanhaka 
men and others from the States, both by the club 
officials, the sailing committee in particular, and by in- 
dividuals. While the orders to Mr. Crane, to refuse to 
race and to decline all courtesies, aroused a good deal of 
feeling on the part of the Canadians, it was not displayed 
in any way toward Mr. Crane or other of the visitors, 
and every possible courtesy was shown them up to the 
moment of their departure. During their stay they had 
the full privilege of the club house, ways, etc., and every 
aid that could be given them in handling and shipping 
their boats, etc. 
Catamaran and Doable-Hull. 
The formal protest of Mr. Gibson, in behalf of the 
Seawanhaka race committee, sets forth very plainly the 
view of many, both from the States and Canada; in 
brief, that Dominion was of a type that is universally 
barred in yachting by usaare and common consent. As 
to the exact nature of this type a very indefinite idea 
prevails; in the protest itself the term catamaran is used 
as synonymous with double-hull. While a catamaran 
must of necessity be a double-hull craft, it does not 
necessarily follow that the reverse is the case, and that 
every double-hull boat is a catamaran. The catamaran 
is, by a strict dictionary definition, a craft composed 
of two entirely separate hulls, connected by a deck or 
more properly a light skeleton framework; the deriva- 
tion of the word is ascribed to katta, tied, and maram, 
wood, literally tied trees, indicating its original form, 
two trunks or logs connected by cross pieces lashed to 
them. A very common form of modern catamaran is the 
life raft seen on every passenger steamer, two cylinders 
of galvanized iron connected by a light framework in- 
tended to support several people. It was one of these 
catamarans which Naval Constructor Hobson used in 
escaping from the wreck of the Merrimac, 
The catamaran is known to yachtsmen mainly through 
the ingenious sailing machine invented twenty-two years 
ago by N. G. Herreshoff, two canoe hulls, placed at 
some distance apart in proportion to their length, and 
connected by a framework of joints, springs and com- 
pensating levers so as to allow each to work independent- 
ly of the other. Each hull was provided with its own 
centerboard and rudder, and the connecting framework 
carried a light oval car for the crew. The one feature 
of this device which made it successful was the use of 
the ball and socket joints with springs, as in the nu- 
merous previous experiments with rigidly connected hulls 
the craft had always worked and strained in rough water 
and had proved very slow. The leading principles of the 
catamaran are very light displacement, easy lines, and 
stability obtained by the great breadth of beam, both 
hulls being equally immersed. 
The Type of Dominion. 
It must be plain upon even a brief consideration that 
Dominion is not a catamaran. Her displacement, i,75olbs., 
is as great as the other boats in her class, her beam is 
less; while the opening between the two portions of 
the hull extends above the normal plane of flotation, she 
is structurally but a single hull, very rigidly constructed, 
with not only an unbroken deck covering both hulls and 
all the space between, but with an unbroken bottom, 
continuous from hull to hull, and for the entire length, 
and enclosing, with the deck, a material amount of 
space. She possesses none of the distinctive charac- 
teristics of the catamaran, and at the most she can only 
be fairly discussed as a double-hulled boat. 
There will no doubt be a hunting over of old records 
of a quarter century ago for precedents as to the status 
of catamarans in yachting, but at present we have no 
opportunity for this, nor do we see that it has any proper 
and legitimate bearing on the discussion. The only 
question, as we see it, is whether Dominion is a double- 
hulled boat, and if so, whether the Royal St. Lawrence 
Y. C. was iegally and morally justified in selecting her. 
In discussing the question with several who have op- 
posed her, it has been conceded by them that a mere 
hollowing of the bottom, even up to the plane of flota- 
tion, so long as this plane is one and unbroken instead 
of in two separate parts, does not of necessity con- 
stitute a double-hulled boat; in other words, that as the 
rules now stand, a designer may give any amount of 
concavity, the reverse of deadrise, to the floor of his 
vessel so long as it is below the water when in measur- 
ing trim. As a matter of fact, as already stated, Domin- 
ion's middle bottom is -from 2 T /> to 4in. above the water, 
showing two distinct and separate planes of flotation. 
Conceding that Dominion is a double-hulled boat, 
though in reality she is very much more, we doubt very 
much whether any precedent can be established, even at 
a long interval of time, which will prohibit her entry; 
but in our opinion this is but an immaterial issue. The 
whole question is one that can only be fairly discussed 
on its immediate merits, and in connection with the 
most recent developments of the modern craze for 
high speed, which promises to kill this class as it has all 
others. 
Exactly two years ago, or in the Forest and Stream 
of Aug. 22, 1896, in discussing the then novel El Heirie, 
we pointed out, for the first time in print, the new and 
distinctive principle of design on which both she and 
Glencairn I. were produced, of designing but one bilge 
of the yacht, considered in itself for the time as a 
complete hull; and of heeling the boat, when under way, 
so as to sail on this one bilge alone or on its fellow. 
So far as we are aware, while working in a general 
way toward this end, Mr. Crane in El Heirie did not 
follow out exactly this method, but in designing Glen- 
cairn I. Mr. Duggan and Mr. Shearwood deliberately 
disregarded every part of the hull except the immersed 
waterline at a strong angle of heel, and that portion of 
the bilge beneath it. The immersed waterline was first 
plotted, as nearly symmetrical as possible, and considered 
as the normal L.W.L. plane; the section lines of the 
bilge, showing an easy spindle form of narrow beam, 
were then plotted and faired by lines equivalent to bow- 
buttock lines. After this portion of the boat was com- 
pleted, the opposite bilge being, of course, a counter- 
part to it, the middle portion at each end and the top 
sides were drawn in so as to connect these two bilges, 
and at the same time to make of the vessel a harmonious 
whole with a suitable form for sailing at times on an 
even keel, when she could not well be heeled, as when 
running; and such as to be readily constructed after the 
usual methods. The Forest and Stream, in the article 
alluded to, which we reprint in another column, made 
all of this perfectly plain within a few weeks after the 
advent of the two successful embodiments of the prin- 
ciple, El Heirie and Glencairn I. 
It was- perfectly well understood that these boats 
evaded the measurement of L.W.L. in a new and effec- 
tive manner, and placed an entirely new value on L.W.L. 
as a factor of the Seawanhaka rule. They wiped out at 
one sweep the existing class of the normal type, and it 
was generally considered a very smart and perfectly 
justifiable trick. The fact was perfectly appreciated, not 
only by designers and experts, but by many who make 
no claims to a knowledge of the technical points of 
yachting, that an entirely new principle had been in 
troduced. 
From the days of Noah down to the trial races of the! 
Seawanhaka cup, in 1895, a period that covers many ad- 
vances in naval architecture, it has been the object of de- 
signers to produce vessels that would sail with both 
bilges equally immersed (in theory at least), and with 
their keels as deeply immersed as possible. Especially 
has this been the case with all yachts, as instanced by| 
the sandbags piled to windward of old, and the grow- 
ing weight and depth of lead keels in more recent years.' 
It was on this principle that Sorceress and Spruce, witH 
the first American 15-footers, Ethelwynn, Trilby, Olit 
and Trust Me, were designed. The winners of the tria 
g 
