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boat that is staunch and able in a sea, and at the same 
time of fairly good appearance, even beside the shapely 
craft of the old type. 
In their first competition, in 1896, Mr. Crane was at a 
disadvantage compared with Mr. Duggan, as he under- 
took to design but one boat, working alone on her. 
Mr. Duggan, on the other hand, with the assistance of 
Mr. Shearwood, began his special study of the 15ft. class 
in the fall and continued it all winter, designing and 
superintending the construction of seven boats; the 
last and best, Glencairn L, being begun after the first boats 
had been tried in several races. The preliminary canvass 
of the subject was very thorough, after the method al- 
ready outlined above, and resulted at a very early stage 
in the actual building in the rejection of the Ethelwynn 
form and the adoption of the features afterward per- 
fected in Glencairn I. But one of the seven boats was 
over 14ft. l.w.l., several were just over 13, and the latest, 
Sothis and Glencairn L, were but 12ft. 6m. l.w.l., giving 
a sail plan of nearly 300sq.fr.; that of Ethelwynn in 
1895 being but I98sq.ft. This sail plan, ably carried by 
Glencairn I. at Oyster Bay, was an important factor in 
the winning of the cup for the first time. 
A careful study of the work of the two designers in 
1896-7 and 8 will show on the part of Mr. Duggan an 
early appreciation of the three great factors of ad- 
vantage, the perfection of the form of the bilge, with its 
increase of length; the reduction of measured length and 
the increase of sail area; and the retention of ample free- 
board; these being developed to a higher degree in 
each successive boat up to Dominion. Such a study will 
show ample grounds for the decisive victory of Glen- 
cairn L over El Heirie, and of Glencairn II. over Mo- 
mo, and will suggest further that had Speculator been 
chosen to defend the cup this year, it would still have 
remained in Canada. 
The very radical change from the old type to the new, 
as brought about by El Heirie and Glencairn I. in 1896, 
was accepted as a matter of course by all directly in- 
terested in the Seawanhaka cup. Both designers were 
praised for their clever work, and every incentive was 
offered to them to continue in the same line of develop- 
ment. The size of the competitors was increased, by 
the Seawanhaka C. Y. C, from 15 to 20ft., and both 
parties agreed to a limit of 17ft. 6in. as the minimum 
L.W.L., with its sail area of soosq.ft. In the course 
of a long and thorough discussion of numerous details 
of the races, a number of minor changes of measurement, 
etc., being made, no proposal came from either side to 
limit the undue development of the newly discovered 
principle of the single-hull-double-bilge, with its patent 
evasion of the standard measurement of load water- 
line. 
The extinction of the old type of yacht was accepted 
as a distinct advance in designing; and each side started 
in to rival the other in the production of an up-to-date 
racing machine that should achieve but one object, the 
winning of the cup. 
The problem was materially simplified by the elimin- 
ation of one of the principal variable factors, the ratio 
of L. to S. A. by the mutual agreement on a minimum 
limit of 17ft. 6in. to the L.W.L., with its corresponding 
maximum of 500 sq. ft. for the sail area; the two de- 
signers being thus on an equality in this question. 
In dealing with the other two of the main factors, the 
form of bilge giving the greatest increase of effective 
length and the question of freeboard and sheer, Mr. 
Crane made a compromise between El Heirie and Glen- 
cairn L The general dimensions and model of the 
new Al Anka and the second boat, Momo, were practi- 
cally the same as in Glencairn I., wider than El Heirie, 
and with a decided flare to the topsides. In the mat- 
ter of freebbard and form of bow, however, the charac- 
teristics of El Heirie were retained, there being a low 
freeboard, little sheer and an abrupt snubbing in of all 
the forward lines, making a blunt and exceptionally ugly 
bow on Al Anka, while that of Momo, though far less 
extreme, was still cut off short of the fair termination of 
the for and aft lines. 
The five boats designed by Mr. Duggan for the new 
class, though varying in beam from 7ft. to 9ft., were 
all of one general model, an adaptation of Glencairn I. 
to the new class and conditions, the general form being 
little changed. The midship section, freeboard and 
form of bow, carried out to the fair ending of the lines, 
were practically enlarged and adapted to the 20ft. limit of 
the class and the 17ft. 6in. limit of L.W.L. 
In the minor details Momo was of comparatively 
heavy construction, with moderate crown to the deck 
and a shoal self-draining cockpit. Her centerboards, of 
which she had several for the purpose of experimenting, 
were of solid steel or bronze of about 20olbs. weight, 
and her sail plan was notably high and narrow. The 
Duggan boats, Glencairn II. for example, were of very 
light construction, with an excessive crown to the deck, 
a cockpit open to the floors, with no bulkheads, a built 
centerboard of about 40olbs., and about 2ft. more on 
the base of the sail plan and 2ft. less on the hoist than 
Momo. While Momo proved herself very fast in a light 
air, and was fast off the wind in all conditions, she was at 
a serious disadvantage beside Glencairn II. in the strong 
winds and sea that marked most of the races. With 
some gin. less freeboard for her whole length, nearly 
2ft. less bow, with hard blunt lines, and a high weight 
of rig even when reefed, she made a poor showing ex- 
cept in the light weather of the first day, at which time 
a fair comparison of the two was impossible, owing 
to the disabling of Glencairn II. at the start. 
The performance of Glencairn II. in both light and 
heavy weather, she having proved the best of the defend- 
ing fleet in the light weather of the trial faces, showed 
very little margin for improvement within the rules and 
conditions of the class. Her proportions and general 
model, the result of the extensive experiments of 1896 
in the 15ft. class and of the trials of 1897 in her own 
class, seemed hardly capable of improvement. Her 
construction was as light as was consistent with reason- 
able safety from a racing standpoint, with a very small 
margin for reduction of weight, though capable of im- 
provement in the way of better plank fastenings. Her 
rig was satisfactory, but her canvas was poor, good 
sail-makers being less easily found in Canada than in 
the States. 
If their work of the present year is a true criterion, 
