Oct. 10, 189«, 
FOREST AND STREAM^ 
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the many details of^type, fornix dimensions, rig, weights, 
construction, etc., were fully and carefully worked out at 
odd limes while the design was pending; after the main points 
were settled the lines were quickly drawn, being run in as 
fairly as possible to suit the eye, particular attention being 
■ paid to the buttock lines and to the sections of the bow. The 
areas of the sections were taken off with the planimeter and 
the displacement calculated as a check on the first rough 
estimates, but the curve of areas was not plotted until a long 
time after; no diagonals were run in, as the bow-buttock 
lines and the numerous level lines showed the form to be 
reasonably fair. "With a little more time over the final fair- 
ing some of tbe hard spots that show in the lines could have 
been worked out, but not to an extent that would have im- 
proved the boat. 
As soon as the lines were completed in pencil and the dis- 
placement and position of C. B. ascertained, the final sail 
plan was begun and worked out in connection with the locat- 
ing of the centerboard and rudder. The mast was shifted a 
little from tbe position first proposed; the centerboard was 
located in about the only place that it could well go, having 
in mind the proper balance of sail, various structural necessi- 
ties and space for the lifting arm to clear the mast and boom. 
After the sad plan was completed and the board and rudder 
located, the oflisets were measured from the scale drawings 
and the entire lines 'were reproduced of actual size on a large 
sheet of detail paper laid down on the floor of the drafting 
room. Very little fairing proved necessary, owing to the 
number of stations and level lines, and the number and 
accuracy of the offsets. The six sawn frames were, shown 
full size without planking; the rabbet, top of keel, details of 
transom, and the sizes and positions of frames, head ledges, 
deck beams and all other beams were drawn to the full scale. 
As soon as this work was completed and the drawings 
shipped to Clayton, the sail plan was finished and a number 
of blue prints made for the sparmaker, sailmaker, etc. The 
last work of all was the making of a full-size templet for the 
centerboard plate, of the patterns for the bronze lifting 
handle, rudder frame and other parts, all of which were 
made by the designer; and of wooden models, full size, of 
the hanging gear for the board, the chain plates, deadeyes, 
and similar details to be made of sheet metal. This was 
done as the surest and quickest way of having every part so 
that it would fit when finally assembletl at Greenwich, as 
there was not time to send spars, sails, board, etc., to Clay- 
ton to be fitted complete before shipment. 
The construction of the hull was decidedly lighter than 
that of any of the older Scarecrows, and was an experiment; 
but in no detail was strength sacrificed to lightness. The 
keel was of clear spruce, sided 4in. amidships and tapering 
to 2in. at the ends, being moulded to 2fin. for the length of 
the trunk amidships and thence tapering quickly, being 
IJin. deep at the fore end, the stem head, and fin. at the 
transom. In working it out the bottom was left flat for a 
breadth of 2in., forming a corner about ^in. deep outside the 
rabbet amidships ; then, after the planking was completed, 
this corner was planed off so that the bottom of the keel 
faired into the planking for its whole length. The fore edge 
of the stem was lined out to Jin. and, with the whole bottom 
of the keel, was finally shod with a sheet of -/gin. brass. The 
keel was steamed and tet on a form shaped from the lines on 
the floor to the exact keel contour and set up on the stocks. 
The main frames, six in all, at the fore end of the waterline, 
abaft the mast, at each bulkhead, abreast the trunk and at 
the after end of the waterline, were cut from hackmatack 
knees of the required sweep, being sided -g^in. and moulded 
ii'm. at heels, lin. at bilge, and tapering to -fin. at heads. 
Between them, and spaced about 6in., were bent frames of 
rock elm, f Xfin. from end to end. The heels of all the 
frames were jogged into the keel from below and well 
fastened, after the fashion of racing shell construction. 
Cross floors were used fore and aft, and the frame at station 
15 was solid, of iin. butternut, in one piece with the deck 
beam. 
The planking was double, the inner skin of white cedar 
iin. thick, running diagonally from the keel to the wale, 
the upper hood ends being fastened to the clamp or inwale. 
The outer skin was of -j^gin. Spanish cedar, running fore 
and aft, and between the two was a thickness of Union silk, 
laid in paint. 
The two bulkheads were of i%in. cedar, also double, with 
silk between, the two layers crossing diagonally. Some 
consideration was given at first to the idea of omitting ^he 
bulkheads and building a veiy light hull, open from end to 
end, but stiffened by two full-length bilge clamps on each 
side of tbe keel; but this was abandoned in favor of the fixed 
water-tight bulkheads. The question of a high water tight 
floor, as in the Scarecrow, was also considered and dis- 
missed in favor of the deep well, the floor being merely light 
slats on the frames. Another idea that was discussed and 
rejected was that of a plate centerboard of rectangular foim 
and of considerable depth, not pivoted, but movable fore 
and aft, as well as vertically, in the trunk, as has since been 
done in Vesper, Olita and several other 15 footers. While 
this plan had much to recommend it in the absence of posi- 
tive data as to the proper length, breadth and position of the 
knife centerboard in the new type of boat, and offered in- 
viting opportunities for experiment, it was rejected in favor 
of the simple, fixed and pivoted board of the Linton Hope 
pattern. Arrangements were made for shifting the board a 
certain distance aft if necessary, but they were never used 
in practice, as the board proved in the proper position. 
The deck beams were of butternut, fin. by lin., but made 
deeper at the ends to meet the clamp. The deck was of -,*tiin. 
white cedar covered with canvas. The hull was thoroughly 
braced in many ways, the mast in particular was very 
strongly stepped, and in all her racing no signs of wringing 
or weakness were ever visible. The weight of the hull, as 
already stated, was 3551bs. when put on the cais at Clayton, 
which included all the woodwork, but no fittings except the 
brass stem and keel bands, brass plate and eyebolts at stem- 
head, four chainplates, two for the runners, and the rudder 
tube. Unfortunately we have never been able to obtain the 
complete weights of all parts, but when officially measured, 
after over four weeks' immersion and consequent soakage, 
she trimmed to an average immersion of about Jin. over the 
8in. waterline. The displacement to this waterline was 
l,0221bs., and when this measurement was taken she had on 
board, in addition to the 3001 bs. representing the crew a 
weight of lOOlbs. of lead to be carried as fixed ballast. Al- 
lowing 781b8. for the added displacement due to the immer- 
sion below the designed line, the total displacement would 
be in round numbers l.lOOlbs., and deducting the weight of 
lead ballast there remains l,0001bs. for the loaded displace- 
ment with crew, and 7001bs, for the weight of hull, spars, 
sails, fittings and gear. We shall give next week the sail 
plan and some further details of constructioo. 
