142 
FOREST AND STREAM. 
[Jan. 2 6, 1907. 
ILLUSTRATIONS OF WORKING OF 
VARIOUS EXISTING 
PLANKING AND 
YATHTS AND 
FRAMES FORMULAE AS 
RESTRICTED CLASSES. 
APPLIED TO 
Planking. 
Basis of 12in. spacing. 
18ft. 
21ft. 
22ft. 
d 
C/l 
IS) < 
a 
u 
Yacht or Class. 
Class of Massachusetts 
cabin class (recent yac 
cabin class. 
7000 lbs. 
8000 lbs. 
- 120001b s. 
L r 15000 lbs. 
lfiOOO lbs. 
30ft. L.W.L. (Canada Cup Class).:. 
Prominent 56ft. L.W.L. yacht... 
Top of 57ft. or K Class (about 65ft. L.W.L.). 
Prominent 70ft. L.W.L. yacht. 
Note.—Formula; work out in decimals, but terms 
ventence. 
Thickness 
r 
Sectional Area 
A 
Actual 
as per 
Actual 
as per 
Sectional 
Formula. 
Thickness. 
Formula. 
Area. 
1 l/10in. scant 
3 4in. 
V/ s sq. in. 
Vs sq. in. 
.. %in. scant 
%in. 
1 15/16 sq. in. 
2J4 sq. in. 
%\n. 
2 sq. in. 
214 sq. in. 
2 1/16 sq. in. 
.13/1'iin. scant 
13/I6in. 
214 sq. in. 
2 sq. in. 
13/10in. full 
%in. 
2% sq. in. 
2 Vs sq. in. 
214 sq. in. 
2% sq. in. 
. 15/16in. full 
2% sq. in. 
3 1/16 sq. in. 
lin. 
3V g sq. in. 
3 sq. in. 
1 l/16in. scant 
3!4 sq. in. 
1 l/16in. full 
3% sq. in. 
l/16in. full 
1 in. full 
3% sq. in. 
314 sq. in. 
D/sin. full 
l 3 4.n. full 
7 15/16 sq. in. 
7% sq. in. 
21/sin. full 
9% sq. in. 
2%in. full 
2Jiin. full 
steel frames 
‘13/16 scant,” “13/16 full,” etc., above, are 
Boston Letter. 
The final meeting of the committee, having in 
charge the matter of scantlin" restrictions for 
class Q, was held Jan. 16. Those present in¬ 
cluded Louis M. Clark, of the Eastern Y. C., 
Chairman; Sumner H. Foster, representing the 
Boston Y. C. and the Massachusetts Y. R. A. ; 
Henry A. Morss, Commodore of the Corinthian 
Y. C.Winfield M. Thompson, Secretary, and 
designers B. B. Crowninshield, George Owen and 
W. Starling Burgess. Designer John F. Small 
was unable to be present, but the tables which 
he had prepared were considered, and although 
not adopted in form yet his idea that a sliding 
scale was preferable to a fixed set of scantling 
dimensions was recognized as not only just but 
essential. The universal rule classing, as it does, 
boats of widely different lengths and displace¬ 
ments at the same rating, it is obvious that the 
scantlings of the smallest boat might not suffice 
the largest, while those of the latter would give 
an unnecessary strength to the former. 
Mr. Small's scheme was to base his sliding 
scale upon length as a unit, but such a plan has 
its disadvantages since length is but one factor 
of a boat's size. Displacement on the other hand 
seems to afford a better gauge since it is the 
product of length, breadth and draft. It also 
takes into account the weight of ballast, hull, 
spars and sails. The weak point in any theory 
based on displacement as a guide to construction 
is, of course, that a wide, shoal hull needs heavier 
frames than a deep, narrow body, but the uni¬ 
versal rule taxes breadth so severely that this 
point is not one of practical moment. 
Having determined upon displacement as the 
basis the committee then adopted, with some 
slight modifications, the tables prepared by Mr. 
George Owen. Briefly stated the Owen formula 
is based on the theory that construction should 
vary in direct ratio to size, i. e., displacement. 
The size of each element of strength is to be 
ascertained by multiplying a corresponding factor 
of displacement by a fixed constant, determined 
by known examples of construction. In the case 
of frames, deck beams, clamps and bilge stringers 
this is expressed in terms of the square root of 
displacement multiplied by the constant sug¬ 
gested by existing boats; in the case of plank¬ 
ing the cube root of displacement multiplied by 
a similarly ascertained constant gives the mini¬ 
mum allowable thickness in inches. 
That Mr. Owen is not as well known as are 
some other designers furnishes no criterion as 
to his ability. He has designed a number of suc¬ 
cessful boats, but is a new comer to Boston, hav¬ 
ing only recently entered the engineering de¬ 
partment of the Fore River Ship Building Co. 
A keen yachtsman with an analytic, mathematical 
mind, he shows thorough knowledge of the uni¬ 
versal rule and a firm grasp of the questions in¬ 
volved in constructional detail. His rule fits 
closely the scantling dimensions of the champion 
Orestes and follows the best examples of con¬ 
struction when applied to larger or smaller 
classes. Thus, if applied to the 18ft. knock¬ 
abouts, it would permit slightly lighter planking, 
but would compel the use of heavier frames (a 
really needed change), and when applied to the 
21 ft. and 22ft. cabin classes it would exact the 
same thickness of planking, but would allow 
lighter frames. The boats of these two classes 
are not commonly regarded as too heavily built, 
but under the universal rule would be taxed into 
less breadth, less sail area and more body on 
the same displacement, and consequently the 
frames could be shaved down in safety. 
The rule, with a table of comparisons, is given 
herewith in tabular form. 
The designers present at the meeting signed 
an agreement not to design boats for Q class of 
lighter construction than that permitted by the 
adopted tables. Mr. Small and Mr. F. D. Law- 
ley have promised to sign for their firms. Messrs. 
Henry A. Morss and Winfield M. Thompson 
were made a committee to secure the signatures 
of the other Boston designers to this agreement 
and to secure a similar agreement from the New 
York designers covering Massachusetts orders. 
No difficulty in securing signatures to such 
agreements is anticipated. 
After considerable discussion no cabin or 
cockpit restrictions were adopted, the controlling 
reasons being that a number of prospective 
builders to the class do not want cabin houses. 
And it is argued that those who do desire trunk 
cabins will find them no handicap since weight 
can actually be saved by building them; this 
gain in weight offsetting a slight increase in 
windage and less deck room for sail handling. 
If an owner does not want a cabin, he does 
not want it. Viewed from that standpoint it 
seems a hardship to compel him to put one on 
his boat. Not to compel him to do so, how¬ 
ever, does handicap the competitor who wishes a 
boat equipped with complete cabin fittings. Yet 
the universal rule has everywhere been “touted’’ 
as a sure means of producing a capable cruiser 
when outbuilt as a racer. It is self evident that 
a cabin can be added at any time, but purchasers 
of second hand boats are generally chary about 
undertaking such drastic renovations. The 
cabinless raceabouts do not find a ready sale to¬ 
day, but those with cabins, and the far less de¬ 
sirable 21 ft. cabin sloops, just because of their 
cabins, command better prices and a wider mar¬ 
ket. 
Following close on the heels of the announce¬ 
ment of the Gay-Burgess boat, ordered of Her- 
reshoff, comes the news that Mr. L. F. Percival 
has placed an order with Messrs. Burgess and 
Packard to design and build a new Q boat for 
him. Sally IX. is to be planked with mahogany 
with a teak top strake and teak deck fittines and 
will be a worthy successor to her long line of 
illustrious predecessors. 
Other orders are expected from Messrs. 
Fabyan & McKee, Francis Skinner, Esq., for a 
Crowninshield design, and Mr. Charles FI. Til- 
linghast, of Providence, R. I., for a design from 
Mr. George Owen’s board. Several others are 
in the air but hidden by the now customary fog 
of secretiveness. William Lambert Barnard. 
Messrs. Tams, Lemoine & Crane have com¬ 
pleted designs for a one-design class to be sailed 
on Lake St. Regis, N. Y. Ten boats have been 
ordered from Mr. M. F. Reardon, Canarsie. 
The boats will be of the metal centerboard 
variety with watertight cockpits. Waterline 
length, 16ft.; breadth, 7ft., and a considerable 
overhang fore and aft. The rig will be jib and 
mainsail. 
Scantlings for Class Q (18 to 22ft.) 
Under Universal Rule. 
L vITa. 
The universal rule—R :=- : -was adopted at a 
5.5 V D 
meeting of the Class Q Scantling Association, held on 
Jan. 16, 1907: 
GENERAL FORMULA. 
Sectional area in square inches of any frame, deck 
beam, shelf, clamp or bilge stringer, shall be expressed 
in terms of the square root of the displacement in cub : c 
feet times a constant. Thickness in inches of planking 
and deck shall be expressed in terms of the cube root 
of the displacement in cubic feet times a constant. 
FRAMES. 
On the basis of 12-inch spacing on centers. 
Sectional area in square inches = V D X 0.2. 
Frames to be of oak, parallel in siding and moulding 
throughout their length, with bevel allowed for fairing 
with planking. 
SHELF OR CLAMP. 
Sectional area in square inches =: V D X 0.4. 
Shelf or clamp to be of hard pine, and to run from 
stem to transom, with taper allowed due to necessary 
beveling. 
BILGE STRINGER. 
Sectional area in square inches — \/ D X 0.3. 
To be of hard pine, to be full sectional area for its 
whole length, to extend two-thirds the over all length 
of the boat. 
DECK BEAMS. 
On the basis of 12-inch spacing on centers. 
Main beams of'oak. Sectional area in square inches = 
V D X 0.3, for at least four beams. 
Auxiliary beams of sprtice or its equivalent in strength. 
Sectional area in square inches = V D X 0.2. 
Half beams of spruce or its equivalent in strength. 
Sectional area in square inches = VDX 0.15. 
PLANKING. 
Thickness in inches ~ V D X 0.16. 
Thickness in inches = V D X 0.14, if hard pine, or at 
least its equivalent in strength is used. 
DECK. 
Thickness in inches — V D X 0.15. 
Thickness of deck may be reduced %'n. if canvas- 
covered with not lighter than 8oz. duck. 
AGREEMENT FOR SCANTLINGS FOR CLASS O. 
VVe, the undersigned, hereby agree to conform to the 
restrictions adopted by the C.ass O Scantlings Associa¬ 
tion, on Jan. 16. 1907, in any boat designed or owned by 
us. and built later than the above date for racing in 
Massachusetts Bay in 1907. , 
Signed—S. H. Foster. Henry A. Mcrss, Hollis Bur¬ 
gess, B. B. Crowninshield, L. M. Clark, VV. M. Thomp¬ 
son, George Owen, VY. Starling Burge s, Cl.nton H. 
Crane, Henry J. Gielow, C. D. Mower. 
Mousquetatre, power yacht, Ins been delivered 
by the New York Launch and Engine Co. to her 
owner, Mr. Paul E. De Fere. The yacht has 
been fitted up and left for southern water's. The 
dimensions of the new boat are: Length, over 
all, 85ft.; waterline, Soft.; breadth, 14ft., and 
draft, 4ft. A Twentieth Century motor of 75 
horsepower is fitted. The accommodations are 
commodious and comfortable. 
