FOREST AND STREAM, 
ISepx. 30, 1899- 
Glencairn L 
{Concluded from page 256, Sej>t. 28.] 
The construction of Glencairn I. is so plainly shown in 
the accompanying illustrations as to require little ex- 
planation. Unlike the majority of designers, Mr. Duggan 
gives to the builder a construction plan showmg every 
detail, and lettered and figured in a way that leaves little 
opportunity for error. Instead of the then usual con- 
struction, on a rabbeted keel, Glencairn has no keel 
proper, but a strake of planking in the center of the same 
thickness as the garboards. this being reinforced by the 
wide; very light, but adding greatly to the rigidity of the 
structure, when properly placed. These are used under 
the deck, being gained down into the deck beams and 
effectively stiffening it. 
The water-tight, self-draining cockpit was used in 
Glencairn, as shown in the plans, in place of the open 
slatted floor of Spruce and Ethelwynn. The two 
travelers were of thin bicycle tubing, set in bronze cast- 
ing at the ends. The rudder stock was of light steel 
bicycle tubing, ^in. diameter, with a single blade of light 
steel plate. The rudder was far lighter than those used 
at the time on the American boats. The planking was 
of ^in. white cedar, ship-lapped, without ribbands inside 
after the races, some boat is necessary. This need has 
been long felt and the question has been one which has 
come up at every general annual meeting. For several 
years past committees have been formed to look into the 
question, but the financial part has been too much for the 
club to cope with. 
An important matter mentioned last night was that 
several years ago when it became necessary to build new 
boats, there was practicall}^ no one in the vicinity who 
would undertake the work. Notices were sent out to the 
members asking that a company be formed. Somehow 
<jr other, however, the members did not then realize the- 
necessity of the matter, and the scheme fell through. 
centerboard, one side of which is carried as far fore and 
aft as possible, with a short keelson on each end. On 
the fore end an apron is worked, in place of the usual 
stem knee. As proved by the many 15 and 20 footers 
built at Dorval, this construction is amply strong when 
properly backed up by a system of diagonal braces, as 
shown, and with adequate, provision to take the very 
heavy downward thrust of the mast. In the present 
case the two frames forward and abaft the mast are sawn 
from knees and well braced from the bilge to the partner 
piece at the deck, the mast step being in part supported by 
four bolts from this partner piece. A similar construc- 
tion is employed for the frame at station 7, carrying the 
runner plate. There are no solid chainplates, but steel 
wire rope is used instead, set in a groove in the outer face 
of the frame, the lower end reaching to the keel, where 
it is turned over and secured by riveted staples. The 
upper end of the wire, just above the deck, has a plain 
thimble eye turned in. 
At the time that the first Canadian iS-footers were 
building there were none of the small fittings known as 
"canoe jewelry" to be had in Canada, and there was a 
sentimental objection to importing from the States such 
fittings as were made there for canoes and the small 
racing yachts. The work of suppljdng this need was 
taken up by Mr. Poe, an old canoeist, and manager of the 
the laps. The spars were all hollow, made by the Yacht 
Company of Canada, the mast being but zYiV^. diameter 
at the deck. 
Royal St. Lawrence Y. C. 
There was a very large attendance at a special meeting 
of the Royal St. Lawrence Y. C, held at the Windsor 
Hotel, on Sept. 20, to consider the advisability of re- 
arranging the rules governing the races for the Seawan- 
haka Corinthian Y. C. cup. Mr. J. J. Riley, Jr., presided, 
and the meeting was a very enthusiastic and satisfactory 
one from beginning to end. The proposed changes caused 
much discussion, and were favored by every one, so that 
next year should see a better type of boat in the fight for 
the Seawanhaka cup. 
This morning Mr. Duggan spoke very favorably of the 
change, and thought that next year there would be more 
interest taken in yachting than has been the case during 
the last two or three years. 
At the meeting it was decided to leave the matter to 
the saiUng committee. An early meeting will be called, 
when a special sub-committee will be appointed to con- 
sider the question, and to have full power to deal with the 
Certain gentlemen then thought that it was absolutely 
necessary to do something, and took over the yacht shed 
on a lease, from the yacht club, and boat building was 
done there. There now rises the question of getting up a 
company with sufficient capital to run the proposed launch. 
The matter was explained to the meeting, vvho realized its 
value. It was decided to form a company with $5,000 capi- 
tal, and $1,100 was immediately subscribed at $10 per 
share. A sub-committee was appointed to get out a 
prospectus, and every effort will be made to make the 
affair a success. 
As a great many of the club members do not follow 
yachting, it was decided to make some arrangements for 
having golf links in conection with the club, and a special 
committee Avas struck to make a report on the 
matter. 
An important notice of motion was made by Prof, Cap- 
per. It was to the effect that in future membership should 
consist of jimior, intermediate and senior members, ail 
members between 21 and 25 years of age being eligible 
for intermediate membership, for which the entrance fee 
would lae $3 and the subscription $5. 
As it was gtting late, notice was given to adjourn until 
Oct. 16. 
The matter of the steam launch will be properly dis- 
cussed at the annual meeting. — Montreal Witness. 
Lmotype Company of Montreal, with a shop fitted for the 
highest class of machine work on typewriters and the 
Linotype machine for setting type. The result was the 
assortment of blocks and other fittings which have since 
borne the name of Glencairn, light, strong and beautifully 
proportioned, and made of steel, aluminum, and aluminum 
and phosphor bronzes, according to the requirements _ of 
each case. A great deal of time was spent in learning 
how to make a small, light block that would stand the 
strain and carry a fine wire halyard without cutting or 
jamming, and other essential details also called for much 
!-tudy and experiment. So much time was devoted to the 
blocks, gaff and yard jaws, steel tube travelers, sister 
h'wks, rudder head fittings, deck leaders, etc., that when 
it came to the turnbuckles it was decided to abandon 
tliem and use the plain thimble eyes in the wire "chain- 
plate" and shroud, with a lanyard. This was done in the 
:5-footers, and answered so well that it was continued in 
the 20-footers, and even the big 35ft. Toronto of this 
year was rigged in the same way. With the number of 
novel and excellent fittings of the Duggan boats, there is 
to-day no sign of a tunrbuckle about any of them. 
In all of the earlv boats the "fishtail" type of rudder, as 
used on Spruce IIII., Sorceress and other EngUsh boats, 
was followed, though by degrees this has been abandoned 
for the peculiar shape, deep, narrow at the top, and broad 
at the bottom, shown in the plans of Dominion. The tiller 
is of the "dog's leg" tyoe, first introduced in canoes about 
1884, a light handle about 2ft. long being pivoted by a 
bolt to the upper side of the main tiller, thus allowing the 
helmsman to sit well out to windward and yet to reach the 
tiller easily. This same device, carried on all the 20- 
footers, was also employed on Toronto. 
One feature of the construction - is the liberal use of 
diagonal braces of or ^in, white pine or cedar 2 to 3in. 
rules and all matters pertaining to the Seawanhaka inter- 
national challenge cup races. 
The discussion brought out the fact that the present 
rule taxes the sail area and the L.W.L. of the hull. It 
was pointed out that the taxing of the L.W.L. of the hull 
simply caused designers to make all sorts of mis-shapen 
boats, which would float on the least possible waterlme, 
and yet give them as big a boat as they could design. 
The meeting also appeared to be unanimous upon the 
point that a stronger boat was required. The question as 
to what thickness the planking should be. aroused mucn 
discussion, and ^in. plank, with corresponding ribs, seemed 
to meet with much approval. Half-inch plankmg was the 
least any member suggested. After having the opinion of 
the general meeting, these matters were left to the special 
committee, which will discuss the matter. 
Another point brought out was that, as m the old days, 
racing was not entirely centered at Dorval, and that, 
therefore, the club, in order to make itself of more use to 
the whole of the Lake St. Louis interests, should hold 
some of its races at the various points up the lake, and 
also over the international race course. 
Mr. Walter Kavanagh spoke of the advisability of hav- 
ing a sub-station at some point on the upper part of the 
lake. 
This suggestion was approved, and a special sub-commit- 
tee consisting of the following gentlemen was appointed to 
look into the matter and make a full report at an early 
meeting: Mr. W. Kavanagh. chairman; ex-Com. R. R. 
Stevenson, and Mr. Boulton, Pointe Claire; Mr. J. Raton, 
Lakeside, and Mr. R. A. Mainwaring, 
The discussion on this point brought out the further 
question of the advisability of having a steam launch for 
the use of the club. If the fleet is to be towed up to the 
various points, or the yachts which come down to Dorval 
Shamrock. 
During the past week Shamrock has been out four 
times, on three days doing a trial spin outside the Hook, 
while on one day she was compelled to return shortly 
after starting, as her bobstay proved defective. On Mon- 
day, as told last week, she sailed a windward and leeward 
course of thirty nautical miles in 3h. 39in. On Tuesday 
the weather was clear with smooth water, the wind being 
S. by E., abont six to seven knots. The yacht started 
from the Scotland Lightship at 11 140, the Lawrence hav- 
ing been sent off S.S.E. ten mfles. The wind fell from 
about seven knots to five as she went down the beach, and 
when off Seabright at 12 150 the club topsail was^ sent 
down and a larger one set. The wind backed a littie, so 
that it was a short and long leg to the mark, which was 
turned at i :i8:30, or i ■.37 :33 from the start. The second 
leg was ten and one-half miles, to the Sandy Hook 
Lightship, a broad reach; and a big balloon jib topsail 
was set. The wind worked to the east and freshened to 
about tweh'e knots, and at 2:22:10 she was timed at the 
lightship, making 44m. 37s. for the ten and one-half miles. 
The last short leg was a close reach, the finish being timed 
at 2:44:i.s, making 22m. 5s. for the four and one-eighth 
miles. The time for the whole course, twenty-four and 
five-eighths nautical miles, was 3h. 4m. iSs. 
After a rainstorm during the night, Wednesday morn- 
ing was clear, with very little wind. Erin, with Sir 
Thomas Lipton on board, ran up to Staten Island, "'■here 
the warshin New York was lying, and took on board Rear- 
Admiral Sampson and Captain Chadwick. Shamrock' =; 
topmast had been housed during the storm, but it w'as set 
up in the morning, and when Erin returned after noon the 
two went out to the Scotland Lightship with a very light 
easterly breeze. By good luck it freshened to nearly ten 
