316 
ponesT ANfD STREAM. 
[Oct. is, iM. 
both designers accepted the same conclusion from the 
races of 1897: that Glencairn II. in model, construction 
and details was capable .of but little improvement. 
In the first of his 1898 boats, Strathcona, Mr. Duggan 
practically repeated Glencairn II., using the ship-lap in 
place of the ribband carvel construction, with a gam m 
strength, but a loss rather than a gain in weight. In 
the second boat, Speculator, the small changes of model 
were merely experiments which might or might not 
prove successful, the construction being the same as 
Strathcona. The third boat was Dominion, and after 
her a fourth, similar to the first two, was started and ad- 
vanced to the planking stage, when work was aban- 
doned, as both Speculator and Dominion were fully up 
to expectations, and it seemed safer to concentrate all 
efforts in perfecting them rather than in trying a fourth 
boat In Strathcona and Speculator the general de- 
tails, weight and construction of centerboard, arrange- 
ment of cockpit, etc., were the same as in Glencairn 
II but the sail plan was altered in the direction of 
Momo, the gaff being well peaked up and the hoist 
increased. , 
In the model of his three new boats— Seawanhaka, Cicada 
and Strathcona— Mr. Crane practically followed Glen- 
cairn II., and there was no distinctive point of differ- 
ence in model between Seawanhaka, Strathcona, Chal- 
lenger and Speculator as the four lay side by side at 
the Dorval pier; the differences were merely in details, 
a hardening of the bilge, a little more or less flare to the 
topsides, and a difference of method in handling the 
abnormal fullness of the bilge in the extreme bow, 
which feature characterized all alike. 
It was evident that Mr. Crane fully appreciated the 
fact that in the comparatively slight advance from Glen- 
cairn I. to Glencairn II. the possibilities of the rule 
had been about exhausted, and that no promising line 
of advance was in sight. In looking for some possible 
source of advantage in speed, he very naturally turned 
to construction, to which he had previously given com- 
paratively little attention, being content with the best 
of the current practice of the shops. This time the con- 
struction was made the leading feature of the design, 
and every effort was made to reduce the weight of hull 
to the lowest factor of safety that was admissible for a 
short series of races. As a means to this end, a special 
system of contraction was designed by Mr. Crane, the 
details of which have been already described in con- 
nection with the late races. 
The principle of this system is that the skin and frames 
are disregarded entirely as elements of strength, the 
frames being used only to give the form to the structure 
and to hold the skin, ,and this latter in turn having 
no duty to perform except to keep out the water. All 
the complex strains of the vessel are imposed on a 
series of metal trusses, two principal members run- 
ning fore and aft, the distance between them being about 
half of the beam of the vessel, with a secondary series 
of thwartship braces spaced about 2ft. apart. The trusses 
were built mainly of bicycle tubing, with very light steel 
angles for the upper and lower members. While in 
the Duggan boats the skin was figured as a material 
element of strength, the thickness of the planking, 5-i6in. 
in the boats of 1897, being increased to nearly }i this 
year; in the Crane boats the sole consideration was 
that the planking should hold together under the mere 
pressure of the water. In the first two boats, Sea- 
wanhaka and Cicada, intended to sail the series of trial 
races as well as the final cup races, the planking was 
full 3-i6in., or J^in. less than in the Duggan boats of 
1897. The third boat, Challenger, was started in June 
and intended only for the cup races, which might be 
assumed to cover at most five or six days of sail- 
ing, with a few informal trial spins against Seawanhaka 
after both arrived on Lake St. Louis. Her planking 
was of 3-i6in. stock before laying, being reduced still 
further in the finishing off. The decks of the three 
boats were similarly light, 3"i6in., and in spite of a 
small gain in strength through the planks being laid 'in- 
and-out," they were hardly thick enough to bear the 
weight of a man unless his movements were deliberate 
and careful. . 
In the case of Challenger, all that was required was 
that the trusses should take the main strains, the frames 
should hold their shape, and the planking should keep 
out the water for a matter of a week or probably less, 
the condition of the boat after the cup was won being 
of no moment. The boat, in addition to the preliminary 
trials with Seawanhaka, sailed four actual races, one 
in light weather, one in a fresh breeze and sea, and two 
in a good breeze. The trusses, as far as could be seen 
from the shape of the boat, did their work well; the 
sheer was still fair, and there was not the bodily pulling 
up of the whole bow that was seen in Seawanhaka after 
the trial races. The work of the frames, as shown by 
the local fairness of form, was only partly done, each 
successive day showed an increasing number of humps 
and hollows; that fairness of lines which at first charac- 
terized the boat gradually disappearing. The planking 
proved a failure, as it developed checks in different 
places from day to clay, and after the third race was prac- 
tically a wreck. 
In the secondary features the three Crane boats 
showed important changes from last year. The water- 
tight cockpit was discarded for the open well with light 
jslats on the floor timbers, the opening in the deck was 
both long and wide, much larger than in Glencairn II,, 
one object, apparently, being to save weight; and there 
•were no bulkheads. The centerboards were of com- 
posite construction, bronze sides filled with lead; they 
were fitted, after a plan of Mr. Crane's devised the 
previous year, with rollers on the bolt, so that the 
board could be slid forward or aft in a long trunk to 
suit the balance of the sails. In addition to this they 
each had two pieces of mahogany, one about sin. wide 
and one of double the width, fitted with a brass track, by 
which either could be hung on the after side (the top) 
of the board, thus increasing its area. The sail plans 
were of different proportions, some lofty and narrow, as 
in Momo in 1897, and others broader on the foot and 
with proportionately less hoist. It will be remembered 
that during the trial races the high and narrow rig of 
Seawanhaka was exchanged for the lower and broader 
rig of Cicada, the former boat being improved. The 
rig carried in the cup races was, we believe, the broad 
and low one or of medium proportions. 
The design of Dominion was made at the beginning 
of May, by which time it was pretty well established that 
the boats of 1898 on both sides would show no material 
change from and in all probability no improvement on 
Glencairn II. We are not aware of the origin of the 
suggestion which led Mr. Duggan to take up the fur- 
ther development of the new principle, but it is hardly 
possible for one to study carefully the leading features 
and successful performances of the scow type without 
reaching the conclusion that in theory at least they are 
widely separated from the old normal type and as closely 
allied to the double-hull type. This was pointed out 
plainly, in the Forest and Stream as long ago as the 
cup races of 1896, and we have discussed the question 
of the theory and of the possibility of its successful ap- 
plication in practice with many yachtsmen in the past 
two years. An interesting study in this direction is 
shown in Fig. 5, where the broken line represents the 
windward side and bilge of the Glencairn section. 
When this section is studied with a view to its improve- 
ment, the idea very naturally suggests itself that as the 
only part to be considered as the boat proper is the 
immersed bilge, shown by the heavy line, the emersed 
side, high in the air and offering a material amount 
of windage and a strongly inclined deck, might just 
as well be dropped to the position shown by the full 
lines on the weather side, making a form of section 
such as is shown at A in the same figure. In this new 
section the immersed portion at 22 degrees heel is ex- 
actly as before, but the weather side offers much less 
windage and a deck that is practically level, with a slight 
gain in the lowering of weights. 
This mere cutting apart and spreading a boat of the 
Glencairn type would not of itself produce satisfactory 
results, but the idea of it suggests a very wide field of 
development, the first step being the further perfection 
of each of the two individual bilges. The original body 
plan of Glencairn II., which we have had in our pos- 
session, shows in pencil over the inked lines a rough 
sketch of just such an operation, the extreme beam of 
the individual bilge when heeled being cut away and 
the area of section thus reduced being restored by ad- 
ding to the depth. In Fig. 6 is shown one of Mr. Dug- 
gan's studies of this particular point, the section of 
Dominion as thus finally derived from that of Glen- 
cairn II., the beam of the latter being reduced from 
4ft. 4in. to 2ft. 9m., the depth being increased from ioin. 
to 14m., and the area being the same. This new section 
was worked out so as to keep the center of buoyancy 
when heeled to the most effective angle in the same 
position as in Glencairn II.; these angles being for the 
latter 22 degrees and for Dominion but 15 degrees. In 
Fig. 7 is shown one of Mr. Duggan's studies of the 
midship and bow sections, similar to those in Fig. 3, 
in which Ethelwynn and Glencairn were compared. The 
extent of actual immersion of the bow section, at the 
fore end of the L.W.L., indicates a material gain in 
length over Glencairn, just as she already gained over 
Ethelwynn. 
The advantages attending the new section are sur- 
prising; in the first place for the same stability of 
hull the section itself is greatly improved in outline, 
with much less beam, greater depth, and a great in- 
crease of area and of effective surface to the lateral 
plane; the area of the weather side, exposed to the 
wind, is reduced by nearly a third, the deck is made 
very much more convenient for the crew both in hiking, 
when that is necessary, and in handling canvas; the 
lessened angle of heel has a beneficial effect on both 
sails and centerboard in two ways, it increases the area 
and also the effectiveness of each square foot of surface. 
When we turn from the midship section to the sheer 
and half-breadth plans, as finally perfected, reproduced 
in the Forest and Stream of Oct. 1, other important 
advantages are apparent. Even with the yacht in the 
upright position, the improvement of the fore and aft 
lines resulting from the new form of midship section 
is very evident. The beam of each hull in this position 
is now 2ft. 6in., with a L.W.L. length of 17ft. 6in., the 
level lines, diagonals and bow-buttock lines being all 
fair and of easy sweep. It is when the yacht is heeled 
to her effective angle, however, that the great gain is 
apparent. In this position one-half of the total weight 
is taken from the weather bilge and imposed on the 
lee bilge, increasing its displacement by 100 per cent, 
and immersing to an extraordinary extent both of the 
long overhangs. 
We have shown in the previous issue that in yachts 
of the normal type, intended to be sailed with keel and 
both bilges immersed, the gain in effective length by 
mere heeling is but small, even in the latest yachts with . 
very long overhangs. When we come to the extreme of 
the new type as represented by Dominion, we find pos- 
sibilities of gain such as were never before realized. 
When the inclined plane of flotation of Dominion is 
plotted as for Ethelwynn last week, and for the same 
angle, of 15 degrees, the effective length increases to 
26ft. 9in., a gain of 9ft. 3'n. It is well worthy of note 
that while the gain aft is 3ft. gin., but 7in. over Glen- 
cairn II., the gain forward is 5ft. 6i.fi., as compared with 
a gain of but ift. in the bow of Glencairn II. 
In the case of all boats of the Glencairn type the ab- 
normal lengthening of the forward lines when heeled 
is accomplished in a most bungling and unworkmanlike 
manner, by carrying the turn of the bilge out through 
the entire length of the bow and in some places forcing 
the lines into hard lumps that offend the eye. To the 
uninitiated eye even of an expert who is unfamiliar 
with this peculiar phase of advancement in designing, 
there is no reason for the lump that is certain to be 
but too plainly visible at one point or another of the 
bows of the modern scow type; but when the boat is 
seen heeled to her effective angle the purpose of this 
lump is readily discerned, as it makes the fore end of the 
L.W.L. plane and really lengthens the effective L.W.L. 
In Dominion this lengthening of the forward lines 
is not only much greater in extent, as just shown, but 
it is accomplished in a most artistic manner. As stated 
by us at the time of the races, in one sense the yacht 
has not one hull nor two, but four; when upright and 
in measuring trim she floats on two short hulls, of 17ft. 
6in. measured length. Above each of these is an- 
other hull of nearly 36ft. over all length, and when the 
yacht is heeled to her sailing angle one of these upper 
hulls is immersed until it uses effectively a very large 
proportion of this length. The large diagram shows 
the normal and inclined load lines of the three typical 
boats, Ethelw3 r nn, Glencairn II. and Dominion, the 
former design being enlarged to the 20ft. class, with 
the original proportions of L.W.L., and so giving 20ft. 
L.W.L. The variations in beam and length in the 
change from the upright to the inclined position are 
tabulated as follows: 
COMPARISON OF CHANGES IN BEAM AND LENGTH DUE TO HEELING. 
Angle of 
Heel. 
Be.im at 
L W.L. 
L.W.L. 
Gain in Length 
Up. 
right. 
In- 
clined. 
Up- 
right. 
In- 
clined. 
For- 
ward. 
Aft. 
*Ethelwynn. , 
Glencairn II. . 
t Dominion. . .. 
15deg 
22deg. 
15deg. 
6 5 
6 2 
2 6 
5 T 
4 6 
2 9 
20 
17 6 
17 6 
IS 1 
21 7 
26 9 
loss 
5 6 
5 
8 1 
3 9 
* Enlarged from 15ft. class to 20ft. class, 
t One bilge only. 
This diagram illustrates many of the points touched 
on in the present discussion; it shows, for instance, the 
serious waste of measured length in the Ethelwynn 
as compared with the Glencairn type even in the up- 
right position, the actual loss of nearly 2ft. of effective 
length in the former compared with a gain of over 4ft. 
in the latter when both are heeled from the upright po- 
sition to the effective limit of inclination. The changes 
in the beam of the two are as striking. Ethelwynn 
loses ioin. as she heels and Glencairn 2oin. In Ethel- 
wynn the inclined plane of flotation shows a large area 
on the windward side of the centerline, in Glencairn 
the inclined plane barely laps the center line. The ex- 
tent of the shifting of the center of buoyancy to leeward 
may be gauged very closely by merely estimating the 
center of each of the inclined planes. The inclined 
plane of Dominion shows a great gain over Glencairn, 
especially in length, but also in decrease of beam, mak- 
ing a long and beautifully formed spindle. 
It must not be assumed that the perfected Dominion, 
as here described and illustrated, resulted directly and 
immediately from the recognition of the truth of the 
principle which we have endeavored to set forth in 
these articles; on the contrary, the problem has many 
practical difficulties, only a portion of which have thus 
far been surmounted. When off her theoretic angle, 
either in sailing free or «t frequent intervals when on 
the wind, she is slow compared with the Glencairn 
type. It is by no means an easy matter, even after some 
experience, to keep the right angle under all variations 
of wind in force and direction so that the weather hull 
is just clear of the water; and when it is fairly immersed 
she is another boat. If any one can speak feelingly 
of the pleasure of handling Dominion for the first time 
and with no knowledge whatever of her striking idi- 
osyncrasies, it is Mr. Jarvis, who steered her, with only 
a few hours' trial, in her first cup race. Even in the 
hands of her designer she is yet, both individually and 
as a type, largely an unknown quantity. There is still 
ample room for the improvement of her speed by 
longer trial; and she is at best but the first experiment, 
presumably capable of improvement in ways not yet 
apparent. Even as she stands, she is as a plain matter 
of fact the best racing machine yet produced in the 
20ft. class, far faster in spite of all defects under cer- 
tain conditions, fully as stanch, seaworthy and strong, 
more comfortable for pleasure sailing, and making very 
much easier the deck work of racing. 
We had at the outset no intention of carrying the de- 
scription of Dominion beyond the limits of a single 
paper, but the subject has proved "a most interesting one 
to us at least, and we believe that it is of great import- 
ance at the present time; the necessity for a radical 
revision of the rules and stringent legislation against 
the extremes of modern designing being more pressing 
every year. Our contention from the first has been that 
the design of Dominion is not a mere abstract freak, 
violating all yachting proprieties and deserving only to 
be frowned down by the honest condemnation of all 
good sportsman, but that it is the natural and inevitable 
result of a special system of designing whose legitimacy 
has been freely recognized by all yachting authorities. 
Not alone in the course of preparation of this series 
of articles and the designs, but in many discussions 
and arguments with yachtsmen, we have been compelled 
to make a much more, thorough study of the whole 
subject than was possible during the hurry and excite- 
ment of the races; but this study has only served to 
confirm our first opinions, as published immediately 
after the races. 
It seems hardly necessary now to touch upon the ques- 
tion of the catamaran, as it has been abandoned by those 
who raised it, but if it were worth while to waste the 
time upon it there would be little difficulty in demon- 
strating that there is nothing whatever in the principles 
of the catamaran type or in the various features of the 
best boats of the type which could suggest or lead to 
the development of Dominion; and that the principles 
of Dominion, notably that of sailing on one bilge or 
hull, if applied to any existing catamaran would result 
in failure. The Boston Globe, which is one of the few 
daily papers which have attempted to discuss the ques- 
tion fairly and intelligently, adopted the catamaran side 
at the outset, immediately preceding the cup races, and 
has maintained it ever since, classing the double-hull 
boat as necessarily a catamaran. In its issue of Oct.' 
2, in connection with the plans and description of Do- 
minion, which it pays us the compliment of reproducing, 
it says: 
Taking up the "catamaran" question, it is evident 
that neither in design nor performance is Dominion a 
catamaran, as perfected by the Herreshoffs and as gen- 
erally understood in the yachting world. Yet she is 
clearly a double-hulled boat in that she has two distinct 
watcrline planes and hence two hulls for the purposes 
