HMCo #63p [Launch for U.S.S. Tennessee]

"The Herreshoff Manufacturing Company are building two steam launches [#62p and #63p] for the United States government." (Source: Anon. 'Local Notes.' Bristol Phoenix, December 27, 1879, p. 2.)

"... There are also nearly completed at the company's workshops two launches for the United States Navy [HMCo #62p and #63p], each 33 ft. long and 8 1/2 ft. beam. They are very handsomely finished internally with mahogany, cherry and oak; metallic trimmings of polished bronze. They are to be furnished with improved compound-engines, and their trials will take place early in April. ..." (Source: Anon (C. P. Kunhardt?). "The Herreshoff System of Steam Propulsion." Forest and Stream, March 11, 1880, p. 115-116.)

"The summer months have opened busily at the constructing and machine shops of the Herreshoff Manufacturing Company, Bristol. R. I. ... At the docks are two launches [HMCo #62p and #63p], which have been recently built by the Herreshoff Manufacturing Company for the United States naval service. They are secured to the pier immovably, working their screws twelve hours daily. In the launches and on the decks can be seen many wise men, servants of Uncle Sam, who are conducting a very important trial between the old plan and the new compound engine, to determine the difference in consumption of fuel and general effectiveness. These trials are to be exhaustive, and will require several weeks for their completion. The trustworthiness of the report will be guaranteed, when it is known that Chief Engineers Isherwood and Zeller, are at the head of the Board, and are personally active in conducting all the measurements and making all the complex calculations necessary in such a contest. ..." (Source: Anon. (C. P. Kunhardt?) "Yachting News. The Home Of High Speeds." Forest and Stream, June 24, 1880, p. 419.)

"THE HERRESHOFF SYSTEM.
WE take pleasure in presenting to the public the Government report on the recent exhaustive competitive trials between the Herreshoff and the ordinary systems of steam generation and propulsion. We do this with pleasure because they indorse all we have said in favor of the coil boiler, the incomparable engines of the Herreshoffs, and the peculiar and original style of construction they follow in their hulls. For adapting means to an end the Herreshoffs certainly carry off the palm. Some persons have deemed us a trifle 'enthusiastic' in the praise bestowed upon their methods and work. They are recommended especially to this report made by a disinterested and professionally competent board of engineers. The trials in their thoroughness are an example for others, and are in strong contrast to the slipshod statements by which it was ineffectually sought to capture investors for the Perkins adaptation of the same principles. When the Government report is made concerning the full consumption of the coil, and the Perkins copy thereof we will not be found in error in our previous estimates in favor of the Herreshoff boiler. After giving the following report consideration it may well be questioned why the tubular boiler has not long ago been abandoned in launches and yachts:
NEW YORK NAVY YARD, Oct. 26, 1880. Sir --- In compliance with the Bureau's telegram of the 21st inst., to forward a preliminary report in general terms of the results of the competitive experiments made at Bristol, Rhode Island, by the Board of Chief Engineers of the Navy convened for that purpose by the order of the Navy Department, dated June 4, 1880, on a navy steam launch and on two Herreshoff steam launches, we have the honor to submit the following:
All three steam launches were of wood and had nearly the same dimensions. The Navy launch was coppered; the other two were uncoppered, but smoothly painted. The Herreshoff launches were duplicates in all respects except engine, one of them being fitted with compound and the other with simple engines of equivalent power, but the boilers and screws of both were identical. The engines of both Herreshoff launches had the cylinders connected at right angles; they were condensing engines fitted with surface condensors, and the combustion in the boilers was by natural draft. The engine of the Navy launch consisted of a single non-condensing cylinder, and the combustion in the boiler was by the blast of the exhaust steam delivered into the chimney.
The extreme length of the Herreshoff launches was 33 feet 1 inch; extreme breath, 8 feet 9 inches; mean draft of water to rabbet of keel with everything ready for steaming, full bunkers and seven persons on board, 1 foot 7 inches; displacement of sea water at this draft, 8,929 lbs. The weight of the launch, including machinery, for stowage on board ship, was 6,555 lbs.
The Navy launch wan 33 feet 8 1/2 inches in extreme length; 8 feet 7 inches in extreme breadth; mean draft of water to rabbet of keel with everything on board ready for steaming, full bunkers and four persons, 2 feet 2 inches. Displacement of sea water at this draught, 16,682 lbs. The weight of the launch, including machinery, for stowage on board ship was 13,364 lbs.
The simple engines of one of the Herreshoff launches had two cylinders of 4 1/2 inches diameter, and 7 inches stroke of piston. The compound engine of the other Herreshoff launch had two cylinders of 4 1/2 and 7 inches diameter, with 7 inches stroke of piston. The boilers of both launches were of the patent Herreshoff coil type with 6 square feet of grate surface. The screws were of brass, four bladed, 31.3 inches in diameter, 4.6 inches in length, and 44 inches in pitch.
The cylinder of the Navy launch was 8 inches in diameter and 8 inches in stroke of piston. The boiler was of the cylindrical return tube type and contained 6.5 square feet of grate surface. The screw was four-bladed, 35 inches in diameter, and 54 inches in pitch.
With the launches and machinery above described there were made numerous series of experiments as exhaustively as practicable. The vessels were tried over a measured base at speeds varying from 5 to 11 statute miles per hour, increasing in regular progression by half a mile at a time, and in both smooth and rough water. The machinery was thoroughly tried, both with the vessels in free route and secured to the dock, with every possible variation of boiler pressure from 10 lbs. to 100 lbs. per square inch above the atmosphere, increasing by 5 lbs. at a time; with every possible variation of piston speed, preserving the same piston pressure obtained by first depressing the sterns with weights, and then raising them by means of a floating derrick; with every possible measure of expansion for the steam of the different boiler pressures and with the different speeds of piston; and finally by disconnecting the high pressure cylinder of the compound engine and operating the low pressure cylinder alone, experimenting with the same ranges of boiler pressure, measures of expansion and piston speeds as before. In brief, the experiments were made to cover every possible variation of speed of vessel, boiler pressure, measure of expansion for the steam, and speed of piston, and for both the simple and the compound engine. Lastly, an extensive series of experiments were made on superheated steam under the conditions of different steam pressures, speeds of piston and measures of expansion. Each of the series embraced a large number of experiments, the whole occupying about ten weeks of uninterrupted work during June, July and August, 1880, from five o'clock in the morning until eight and nine o clock in the evening, during which about 24,-000 indicator diagrams were taken.
From the indicator diagrams, a set of which was taken every fifteen minutes during the long dock trials, and as often as the paper could be changed on the instruments for the trials in free route over the measured base, the power developed in each case can be exactly ascertained. The coal (anthracite) consumed was all carefully weighed, as well as the refuse from it in ash, clinker, dust, and soot. The feed water pumped into the boiler was also accurately measured, so that in each experiment not only the power exerted, but the cost of that power in weight of crude coal, of its combustible portion, and of the weight of feed water or steam consumed, can be known. In fact, the data taken was complete in all respects, leaving nothing to be desired in this particular.
Until the indicator diagrams are computed, the data reduced, and the results generalized, no exact facts can be given, but the following general opinions arrived at by close observation during these long and exhaustive experiments, can be depended on with every confidence that they will be confirmed when our report is made in extenso.
1. As regards the hulls of launches. The models of the Herreshoff launches and the distribution of their weights have been so perfected by long and intelligent experience and experimenting as to scarcely leave room for improvement, the Herreshoff Manufacturing Company having for many years made, a specialty of designing, constructing and testing steam launches, steam yachts, steam torpedo boats and similar vessels. The material is of the best quality, well seasoned and carefully selected. It is so distributed in the construction of the hulls that the required strength is obtained, with the least weight; the thoroughness and perfection of the fastenings being depended on, instead of masses of material poorly secured. The workmanship cannot be excelled in neatness, finish and skill. These hulls combine the maximum of strength with the minimum of weight, which is the end to be attained in this class of vessels where lightness is of the first consequence for stowage on board ship, carrying capability, small draught of water and speed. In all these particulars of model, construction combination, strength, finish, lightness, qualify of materials and workmanship, the Herreshoff steam launches are incomparably superior to the navy launches, a superiority resulting from the fact that the latter are only occasionally designed and built at the navy yards, and then by persons whose skill and experience lie in the designing and constructing of large vessels, and who devote little or no attention to what is considered as comparatively a small matter, but which if the highest excellence is to be attained requires much special training and experience.
2. As regards the machinery.. The system of machinery employed in the Herreshoff launches is quite original in most of its details. It is diametrically opposite to that which is used in the Navy launches and is in every particular greatly superior to the latter. In the navy launches a single cylinder is employed and the starting and stopping are consequently uncertain and slow, with the risk of damage and accident from running into wharves and vessels, and also loss of time.
In the Herreshoff launches two cylinders are employed connected at right angles, with the resulting quick and certain starting and stopping, saving of time and freedom from risk of accident and collision.
In the navy launches, steam of high pressure (80 to 100 lbs. per square inch above the atmosphere) is used almost without expansion and it is generated in a type of boiler whose strength is only moderately in excess of the pressure. This steam is not condensed but is exhausted direct into the chimney of the boiler to cause sufficient draught for generating the disproportionately large quantity of steam required with this system.
In the navy launches the steam is thus used with the least possible economy, being worked almost without expansion against a considerably higher back pressure than the atmosphere owing to the resistance of the blast; hence, for a given power, more machinery is required, with its increased money cost and weight and bulk to carry, than if the steam were used more economically; or for a given weight and bulk of machinery, less power is developed and consequently less speed of vessel is obtained. If more machinery be placed in the vessel to increase the speed the greater immersion given to the hull by the greater weight acts of itself to diminish the speed, while the greater bulk diminishes the space for the persons or things to be carried. The use of high pressure steam causes more heat radiation from the boiler and engine, which is very objectionable in the small spaces of a launch; the quantity of coal consumed in a given time being greater, the fireman's labor is proportionately greater; while the blast in the chimney is not only annoying to the persons embarked by sending sparks, ash and dirty water over them, but the noise it makes besides being very disagreeable, is so loud as to be heard for several miles, giving an enemy timely notice of approach and almost wholly unfitting these launches for any military purpose where secrecy and surprise are essential. As the steam is not condensed and as the boiler cannot use sea water, tanks of fresh water have to be carried for feeding it. The vessel's load is thus increased by the weight of water and tanks carried, deepening her draught of water and correspondingly lessening her speed, besides occupying space to the exclusion of persons or things to be carried. In fact, the consecutive use of the launch is limited to the time for which the tanks will supply the boiler with water, and at the maximum speed of the vessel they contain but a few hours supply. The military value of the launches therefore, in expeditions, towing boats, carrying despatches, etc., is very limited, and any system that would increase their efficiency in this respect should be promptly adopted.
In the Herreshoff launches the engines are by preference of the compound type and of the simplest design; the two cylinders are connected at right angles and the control of the vessel is thus made complete, there being no time lost and no uncertainty in the starting, stopping and backing. There are no independent cut-off valves, the difference in the areas of the pistons of the two cylinders giving, without that complication, an expansion of from four to five times, so that all the economy possible from this source is attained. The boiler is practically inexplodible, being composed of a coil of iron pipe from two to three inches in outside diameter according to size of boiler. The steam pressure carried, however, is comparatively low, ranging for ordinary use from 40 to 60 lbs. per square inch above the atmosphere; the engines being made strong enough to run under a pressure of 150 lbs., or as much as the boiler can be made to furnish. This boiler has a forced circulation, is absolutely safe both on account of its strength and of the very small quantities of steam and water which it contains; it is operated by natural draft, which, however, can be increased by a small steam jet thrown into the chimney whenever there may be a demand for the maximum quantity of steam. The economic vaporization is as good as that of any other marine boiler. This boiler, owing to its forced circulation, with the feed water entering at the top of the coil while the steam is drawn off at the bottom, can be successfully employed with the highest rate of combustion given by a powerful fan blast delivering the air into a closed ashpit; that is to say, with a combustion of 50 lbs. of coal and over per square foot of grate surface per hour; being in this respect the only boiler composed exclusively of tubes that can be worked at exceptionally high rates of combustion. In all other boilers of this kind the rate of combustion is limited by the fact that as soon as the quantity of heat thrown in a given time on the tubes reaches a very moderate amount, the water is driven from the iron which, deprived of that protection, speedily bursts out.
The coil boiler is the lightest ever constructed for its power, and the weight of water contained in it is the least. This boiler is the peculiar feature of the Herreshoff system and the only part patented.
The engine is condensing, the steam from the cylinder being exhausted into a surface condenser of the simplest design and lightest execution, formed by a copper pipe secured to the outside of the hull just above the keel. By this means the boiler is supplied with fresh water and the slight quantity lost by leakage is restored from a small tank situated beneath the boiler.
The continuous service of the launch is thus limited by only the weight of coal it can carry, and not by the weight of water it can carry. The bunkers can easily and quickly be refilled from other vessels at any locality, but the filling of tanks with fresh water can only be done where fresh water can be obtained.
The use of condensing engines with surface condensers renders the Herreshoff steam launch of real military value from the length of time it can continuously steam and from its freedom from noise. There is no puffing and screaming of the steam exhausted into the chimney after the manner of a locomotive, nor is there any noise from steam blown off at the safety-valve when the engines are stopped temporarily, as the steam is then blown from the boiler directly into the condenser and there condensed. The condenser, under these circumstances, cannot be overheated, as the outboard pipe is in continual contact with continuously changing outside water even when the vessel is at rest.
The navy launch carries 960 pounds of coal in the bunkers and 2,500 pounds of water in the tanks, and in smooth water can maintain a speed of seven statute miles for four consecutive hours, after which the tanks must be refilled.
The Herreshoff launch carries 1,120 pounds of coal in the bunkers, and can maintain a speed of seven statute miles for twenty-eight consecutive hours, after which the bunkers must be refilled. But if there be added to the fuel weight the 2,500 pounds in water in the navy launch, then the consecutive steaming of the Herreshoff launch can be extended to ninety-eight hours.
The maximum speed of the navy launch was 8.5 statute miles per hour, and of the Herreshoff launch eleven statute miles per hour.
When the two launches were tried together in very rough water, against a strong head wind and sea, the superiority of the Herreshoff launch was much more marked than in smooth water. While the navy launch took in so much water over the bows as to endanger her safety, and to require constant bailing with buckets, the Herreshoff launch was dry. She was much better trimmed, lighter, more buoyant, and every way superior in nautical qualities to the navy launch, at the same time making double the speed.
As regards economy of fuel, the Herreshoff launch develops the indicated horse-power with less than half the coal required in the navy launch. In every particular the superiority of the Herreshoff launches to the navy launch was so marked as to be apparent to the most cursory observation. Their weight was one-half and their economy or fuel was double, their nautical qualities were much finer, their carrying capacity was greater, their finish and general arrangement were better, they were noiseless, and their capability of continuous service was enormously greater. The superior adaptability of the Herreshoff system to that of any other known to us, for steam launches, steam yachts, steam pinnaces, torpedo boats, small gunboats, etc., is so unquestionable, that after the most extensive experiments and thorough examination of the subject we are constrained to recommend it, though comparatively new, to the serious attention of the department for such classes of vessels. The management of the boilers differs from the management of boilers of other types, but is soon acquired by the humblest intelligence, and we believe the engineering of the Navy should be familiarized with it as speedily as possible, as its use is certain to extend as its merit becomes understood.
Very respectfully your obedient servants,
B. F. ISHERWOOD, Chief Engineer.
THEO. ZELLER, Chief Engineer
JOHN B. CARPENTER, Chief Engineer.
WM. S. SHOCK, Engineer-in-chief, U.S. Navy.
Chief of the Bureau of Steam Engineering, Navy Department." (Source: Isherwood, et al. "The Herreshoff System." Forest and Stream, November 11, 1880, p. 295-296.)

"Launches like this one used to be an anchored vessel's primary link with the shore, transporting officers, crew, and messages back and forth in the days before radio communication and elaborate docking facilities. In those days, steam plants were the only mechanical power available, but most were too large for launches. The compact Herreshoff engines and coil boilers were an exception, however, and the Navy became so interested in them that it ran trials on this launch [#62p] and her sister [#63p] comparing them with the nearest equivalent Navy design. The Herreshoff version proved superior.
The folding canvas top, known as a 'melon canopy,' was supported on steam-bent wooden bows that pivoted from a common pin. This same canopy design, but with the open end facing aft, showed up on later Herreshoff launches built for pleasure." (Source: Bray, Maynard and Carlton Pinheiro. Herreshoff of Bristol. Brooklin, Maine, 1989, p. 42.)

"[Item Description:] Casting Book # 4, steamers #40p, #54p, #57p, #63p, #67p, #70p, #79p, #89p, #92p, #99p, #100p, #101p, #102p, #103p, #104p, #105p, #106p, #107p, #108p, #109p, #110p, #111p, #112p, #113p, #114p, #115p, #116p, #117p, #118p, #119p, #120p, #121p, #122p, #123p, #124p, #125p, #126p, #127p, #128p, #129p, #130p, #131p, #132p, #133p, #134p, #135p, #136p, #137p, #138p, #139p, #140p, #141p, #142p, #143p, #144p, #145p, #146p, #147p [castings by hull number; front page shows summary size and engine and boiler data for steamers 99 thru 146 as well as repair data for steamers #40p, #54p, #57p, #63p, #67p, #70p, #79p, #89p, #92p, #118p, and #128p]. Undated, vessels mentioned were built between 1878 and 1887. Dates mentioned for repairs range from 1885 to 1887. Note considerable informational overlap with Casting Book # 1, which as in this book also contains data for #99p through #116p, although it appears (!) that Book # 4 lists more patterns per boat than Book # 1. Likewise, considerable overlap with Casting Books # 2 and # 3 which also contain data for boats that are also listed in book # 4. It may well be that information in Book # 4 was copied from books # 1, # 2 and 3." (Source: MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.120-07. Castings Book 4. Box HAFH.6.4B, Folder Casting Record Books Vessel Castings Book 4. No date (1878 to 1887).)
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"N/A"

"[Item Transcription:] Penciled experiments booklet titled in ink on cover 'H.M. Co. Experiments. 1880 - 1881'. Relevant contents:
§5: #63p [LAUNCH FOR U.S. NAVY] Weights and Trim 6554 1/2lbs net weight (1880-08-06)
§8: U.S. Navy Launch Steam Engine Trial (also data for #63p and #64p) (1880-08-13)." (Source: Herreshoff, N.G. (creator). Experiments Booklet. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE07_02030. Folder [no #]. 1880-08 to 1881-06.)
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"[Item Transcription:] Several superimposed penciled sections, some with pinpricks. They are labeled '94ft Torpedo boat [#118p STILETTO] 1883[sic]. Scale 3/4ft', '48f vedette boat [#74p & #75p Vedette boats for the English Navy and #85p & #86p Vedette boats for the French Navy]', '# 55 & 60 [#55p & #60p Torpedo Boats for Peru]', '# 57 & 58 [#57p & #58p Launches for N. Y. Coast Survey]', '#71 [SPORT]' and '# [blank] 33ft launch [probably #62p & #63p Launches for U.S. Navy and others from the same model]'.
On verso handwritten (in ink) satirical list:
Attention: 1 Bells
Are you there?: 1 Bells
Is J.B.H. there?: 2 Bells
Want N.G.H. at machine shop: 3 Bells
Want J.B.H. at machine shop: 4 Bells
Want N.G.H. at boat shop: 5 Bells
Want J.B.H. at boat shop: 6 Bells
Want sand paper: 1-1 Bells
Want cotton wicking: 1-2 Bells
Want drawings of catamaran: 1-3 Bells
Want drawings of steamers: 1-4 Bells
Want drawings of engines: 1-5 Bells
Want drawings for pattern maker: 1-6 Bells
Want brass screws, 7/8in no 8: 2-1 Bells
Want brass screws, 1in no 9: 2-2 Bells
Want brass screws, 1 1/4in no 10: 2-3 Bells
Want brass screws, 1 1/2in no 11: 2-4 Bells
Want brass screws, 2 3/4in no 16: 2-5 Bells
Want brass screws, 2in no 16: 2-6 Bells
Want tire bolts 1 1/4in by 7/32: 3-1 Bells
Want tire bolts 1 1/2in by 7/32: 3-2 Bells
Want tire bolts 1 3/4in by 7/32: 3-3 Bells
Want tire bolts 2in by 7/32: 3-4 Bells
Want tire bolts 2 1/2in by 7/32: 3-5 Bells
Want tire bolts 3 1/4in by 7/32: 3-6 Bells [Undated (ca. 1877?]." (Source: Herreshoff, N. G. (creator). Penciled Sketch. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0591. WRDT08, Folder 45. No date (first half of 1880s and ca. 1877 ?).)
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"[Item Description:] Casting Book # 3, steamers #136p, #63p (Repair), #89p, #118p (Repair), #137p, #94p (Extra), #138p, steamer LOOKOUT ex-HALCYON, #128p (spare parts), #139p [castings by hull number]. Undated, dates mentioned are from 1886. Note considerable informational overlap with Casting Book # 4, which also contains data for most of the boats mentioned in this book." (Source: MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.120-08. Castings Book 3. Box HAFH.6.4B, Folder Casting Record Books Vessel Castings Book 3. No date (ca1886).)
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"[Item Transcription:] [Advertisement by HMCo titled 'From An Old Plate Found in a Loft at Herreshoff Mfg. Co., Dec. 1931. Explanations by N.G. Herreshoff, Esq.' and showing 10 woodcuts with the following explanations:] 1 Represents the early Navy Launches that started in 1879-80. Commodore Isherwood of the U. S. Navy carried on an extensive program of tests and experiments with two of them, No. 62 [#62p] and 63 [#63p], and a Navy launch built in the Washington Navy Yard, in the summer of 1880, lasting over two months. The Board consisted of Com. B. P. Isherwood, Com. T. Zeller and 3 or 4 assistants from the School of Marine Engineers of U. S. N. The Herreshoff launches proved superior to the Navy built and designed launch in every way. Illustration does not do justice to the launch.
2 Represents a class of cabin launches, between 55 and 68 ft long-built in the 80's. JAVELIN, No. 52 [#52p] , was the original (1879).
3 Steam yacht GLEAM, No. 65 [#65p], built for Mr. William Graham of Baltimore in 1880. Length on deck about 115 ft; w. l. 105 ft.
4-5 The general type of steam engines, 1878 to 1885. No. 4 is a marine type compound engine with cut-off valves riding on back of main slide valves. No. 5 stations-type such as used in small shops, as our own machine shop and another for wood working machinery. This type was given up in 1885. Replaced by triple expansion engines with valves worked from side shaft.
6-7 Early coil boilers, given up in 1881 or '82. The vertical drum at side is a steam separator and a good one, but it is not correctly represented.
8 A poor representation of 4 or 5 torpedo boats in 1879 and 1880. One was built for the British Admiralty [#44p HERRESHOFF], two for Chili [sic, i.e. Peru #53p REPUBLICA, #55p ALIANZA (a third boat, #60p, was never delivered)], one for Russia [#64p].
9 Typical cabin arrangement of early steam yachts 80 to 90 ft long.
10 Steam yacht STILETTO [#118p] rated in her time as one of the fastest yachts in the world." (Source: Herreshoff, N.G. (creator). Advertisement Broadside. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE14_01240. Folder [no #]. 1931-12.)
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Note: This list of archival documents contains in an unedited form any and all which mention #63p [Launch for U.S.S. Tennessee] even if just in a cursory way. Permission to digitize, transcribe and display is gratefully acknowledged.

• Launch US Navy (HMCo-made index card)
• Note: The vessel index cards comprise two sets of a total of some 3200 cards about vessels built by HMCo, with dimensions and information regarding drawings, later or former vessel names, and owners. They were compiled from HMCo's early days until 1920 and added to in later decades, apparently by Hart Nautical curator William A. Baker and his successors. While HMCo seems to have used only one set of index cards, all sorted by name and, where no name was available, by number, later users at MIT apparently divided them into two sets of cards, one sorted by vessel name, the other by vessel number and greatly expanded the number of cards. Original HMCo cards are usually lined and almost always punched with a hole at bottom center while later cards usually have no hole, are unlined, and often carry substantially less information. All cards are held by the Francis Russell Hart Nautical Collections of the MIT Museum in Cambridge, Mass.

Year: 1880
E/P/S: P
No.: 063
OA: 33' 1"
LW: 30' 4"

Source: Vermilya, Peter and Maynard Bray. "Transcription of the HMCo. Construction Record." Unpublished database, ca. 2000.

Note: The transcription of the HMCo Construction Record by Peter Vermilya and Maynard Bray was performed independently (and earlier) than that by Claas van der Linde. A comparison of the two transcriptions can be particularly useful in those many cases where the handwriting in the Construction Record is difficult to decipher.

"... Str. #63 - Repair Job. ..." (Source: Anon. [Herreshoff Manufacturing Company. (N. G. Herreshoff?)] No Title. [Handwritten Notes on Outer Cover of Notebook.] No date [ca. late 1880s.] Notebook in the Haffenreffer-Herreshoff Collection, The Francis Russel Hart Nautical Collections, M.I.T. Museum, Cambridge, Mass., obj. no. HH.6.120.)

"Note photos for #62p which may just as well show this vessel." (Source: van der Linde, Claas. January 27, 2009.)

"A note on plan 007-003 (HH.5.0637) suggests that this launch was built for the U.S.S. Tennessee, a screw frigate built of wood at the New York Navy Yard in Brooklyn, New York, and launched as Madawaska on July 8, 1865. By 1879 she had become the flagship of the North Atlantic Squadron under Rear Admiral Robert W. Wyman, with Captain David B. Harmony in command. Technically already out of date (she would soon be succeeded by mastless steel cruisers) she was still the largest vessel then in commission in the American Navy. Only 6 years later, in 1886, U.S.S. Tennessee was decommissioned and sold." (Source: van der Linde, Claas. June 3, 2020.)

"[Displacement 6554 1/2lbs net weight of boat with all tools on board but no coal or water [for #63p (#62p should be the same)].]" (Source: Herreshoff, N. G. Handwritten note in Experiments Booklet 1880 - 1881 under date of August 6, 1880. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum.)

"[Displacement 8929lbs.] (Source: Isherwood, et al. "The Herreshoff System." Forest and Stream, November 11, 1880, p. 295-296.)

Note: Research notes contain information about a vessel that is often random and unedited but has been deemed useful for future research.