HMCo #91p Mary [Machinery & lines only]

"... We now will turn to the machine shops of the Herreshoff Company in which are constructed all the engines and boilers that are required by the steamers built here, and also the machinery for other vessels built elsewhere and for stationary use. The machinery complete for a yacht 135 feet long, belonging to C. M. Elroy, has just been completed, the engine is a counterpart of that of the Orienta [#89p], it is 350 H. P., and the boiler, which is the largest of the coil type ever made, has a grate 7 feet in diameter. ..." (Source: Anon. "Steam Yacht Building In Rhode Island. The Herreshoff Manufacturing Company And Its Operations." The Mechanical Engineer, September 2, 1882, p. 55.)

"A few weeks ago ex-Senator McElroy launched at Marine City a handsome little steamer called the Mary [#91p]. He spared no expense in fitting the Mary, and in particular endeavored to secure machinery of the highest power and efficiency. Accordingly, the engines were furnished by Herreshoff, the celebrated Rhode Island yacht builder, whose fame has recently been spread about these waters by the yacht Permelia [#92p]. Yesterday a race, unexpected on the part of the officers of the Mary, took place on the St. Clair River between that steamer and the yacht Permelia. The Mary is allowed to carry 200 pounds of steam, but the Herreshoff safety value is set at 110 pounds. The limit upon the Permelia is not exactly known, but it is greatly above those figures. The odds, therefore, were in favor of the trim little yacht, but greatly to the surprise of all concerned she was fairly beaten by the Mary. People on the St. Clair who witnessed the event, and particularly the owners of the winning craft, now begin to think that the Mary is the fastest boat on the lakes." (Source: Anon. "The Yacht Permelia and the Mary." Detroit Free Press, September 29, 1882, p. 8.)

"... The steamer Mary, which was launched from Morley Bros.' yard at Marine City a short time ago and has since been astonishing everybody hy her speed, will be at the foot of Wayne street at noon to day with an excursion from River St. Clair ports. ..." (Source: Anon. "General Items." Detroit Free Press, October 6, 1882, p. 7.)

"Undoubtedly the swiftest steamer propelled by a screw upon the waters of the great lakes is the Mary, owned by Senator McElroy and his associates at Marine City. Though built for freight and passengers, the Mary has passed the swift yacht Permelia [#92p], and bettered the time of the City of Detroit and Idlewild across Lake St. Clair, from the Flats to the head of Detroit River. Her model is very beautiful, but her speed is chiefly derived from the powerful Herreshoff machinery which drives the screw. This machinery is made of steel and brass, occupies but little space and is capable of working at a tremendous pace. The feature, of course, is the Herreshoff boiler, which occupies but little space, and is allowed a pressure by the government inspectors of 200 pounds to the square inch. The Mary is not worked to exceed much more than half limit. The boiler is concededly inexplosive. Distilled water is used, to prevent lime accretions, and the engines being compound, there is no exhaust, and the condensed water is used over and over again. There is a little waste --- a very small quantity --- but constantly made good by the pumps. In the Herreshoff boilers the steam-making process is exactly reversed from the method in ordinary boilers. The water is circulated through a coiled pipe in the midst of which the fire plays. It enters at the top of the boiler as water and is withdrawn at the bottom as steam. Consequently it enters the cylinders at the highest possible power, as super-heated steam. It is a most interesting sight to behold the working of this beautiful machinery.
Yesterday the Mary made her first appearance in Detroit waters. Senator McElroy invited a number of friends to take a sail. A little company of some hundred persons, many of them ladies, embarked on the handsome new steamer at 2 o'clock. A run was made up the river, around Belle Isle and down stream as far as the Springwells Copper Works, returning again to the city. The Mary was everywhere regarded with admiration. Old sailors cheered her as she passed, and the people on the wharves swung their hats. The day was delightful, the water smooth, and the Mary sped along like a flashing sunbeam --- no grinding, no pounding, no smoke, nothing but the trinkling of the fountain-like drops from her cutwater as they fell back upon the deep. Miss Mary McElroy, for whom the beautiful steamer was named, was onboard. A large number of bouquets, presented by friends, decorated the cabin. The guests were very much delighted with the sail, and wished success to Mr. McElroy and the Mary.
A more particular description of the new steamer will be found in the marine columns." (Source: Anon. "The Swiftest Screw Steamer." Detroit Free Press, October 7, 1882, p. 6.)

"The new steamer Mary, recently launched from the shipyard of W. B. Morley, at Marine City, arrived here yesterday with an excursion party, and took a trip around Belle Isle with a number of invited guests, who unite in pronouncing her the handsomest modeled and in every respect the finest craft of her class afloat. Capt. W. B. Morley has placed on these waters a large and varied assortment of ships, all of which have done him credit in their various lines of business, but the Mary is by far the finest finished in joiner work and general build that he has yet turned out. On her trip down she made the distance across Lake St. Clair, from light to light, in seventy and one half minutes, and from the canal to Woodward avenue in one hour, and thirty-seven minutes. Yesterday afternoon she was carefully timed from the Belle Isle light-house to Woodward avenue, a distance, according to the lake survey chart, of four and five-eights, miles, and made it in seventeen minutes and eighteen seconds, with 100 pounds ot steam, and turning 140 revolutions per minute. The Mary is as staunchly constructed and her engine so well arranged that there is not the slightest throb felt when running at full speed. She is the property of the Marine City Stave Company, and has cost her owners about $35,000. The following, taken from the St. Clair Republican, is a very complete description of the new steamer:
The model of the Mary, designed by her principal owner, Hon. C. McElroy, of this city, shows very fine lies, clean run and good bearing. Her general appearance is handsome and imposing, and it is the opinion of the hundreds who have inspected her within a few weeks past that she is the finest looking, most conveniently arranged propeller that ever went on the St. Clair River. The following are her dimensions: Length of keel, 125 ft; length over all, 133 ft; breadth of beam, 19 ft 6 in; breadth of beam including guards, 22 ft 6 in.
The engines are the finest pieces of machinery ever run on the lakes. They were made by the celebrated Herreshoff Manufacturing Company, of Bristol, R. I., and consist of a fore-and-aft compound, 14x24 and 24x24, working a seven-foot wheel, and have made 124 revolutions with only eighty pounds of steam. The boiler was made by the same firm as the engine. It is patent safety coil, non-explosive, and has stood a government test of 300 pounds to the square inch. It is 9 feet high and 9 feet in diameter. The boiler house is lined with tin and the floors are of brick and iron plates. The coal bunkers are of iron and are capable of holding thirty tons of hard coal. The coal runs to within two feet of the fireman and the fire hold is well ventilated and convenient. She carries two steam pumps one for the use of the boiler exclusively and one for washing down the decks and in case of fire.
She also has a deck pump and 300 feet of rubber hose, 84 iron buckets, 300 cork life jackets, one metallic life boat, one wooden boat and one life raft capable of carrying 130 people.
The cabin arrangements are particularly noticeable for elegance and comfort. The ladies' cabin is on the main deck aft of the engines, is twenty-seven feet long and thirteen feet wide, is elegantly carpeted with velvet and well furnished with easy chairs, lounges and sofas. A flight of stairs takes you to the ladies private cabin, which contains four large berths, upholstered seats, well lighted and roomy. These cabins are supplied with wash rooms and two closets. The gentlemen's cabin is on the promenade deck, is 42 feet long by 14 feet wide, has a handsome Brussels carpet, hair cloth furniture of the latest patterns and two large mirrors. The ceiling is painted white and the sides are oiled and varnished; it is lighted by 34 windows, and passengers can at all times have a fine view of the river while the boat is running. The dining room is in the hold, forward of the boiler, is 20 feet long and 9 feet wide, contains 6 large berths for the crew and is lighted by 6 dead lights. Aft of the dining room is the kitchen, store room and pantry. The kitchen is supplied with a coal range, automatic valve to the sink and all other modern conveniences. It is well lighted with four dead lights. Broad stairs lead from the dining room to the main deck, and then another flight to the promenade deck. Forward of the dining-room and separated by the collision bulkhead is the engineers' quarters, a large and comfortable room. There is a large open space on the promenade dock aft of the gentlemen's cabin, which is well supplied with easy chairs and rockers. Her bottom is painted a dark wine color; her hull green, dark brown fender streak and pure white upper works. She has a large roomy pilot house with a five-foot wheel, and steel steering rope. She is officered as follows:
Captain --- Harry Dale.
Engineer --- Chas. Seabury.
Assistant --- Geo. Merrill.
Mate --- Geo. Day.
Cabin Boy --- C. Denias.
Purser --- J. P. Minnie." (Source: Anon. "The Steamer Mary." Detroit Free Press, October 7, 1882, p. 7.)

"Mark Hopkins states that he will bet $5,000 to $3,000 that the Permelia [#92p] will beat the steamer Mary [#91p] three miles in the distance between St. Clair and Detroit. He will also bet any amount that the Permelia will beat any boat on fresh water from St. Clair or Port Huron to Detroit. ..." (Source: Anon. "Marine News. He Wants to Bet." Detroit Free Press, October 29, 1882, p. 13.)

"... The coil boiler in the steamer Mary, gave out on Tuesday [October 31, 1882]. It is not decided whether she will run any more this season. ..." (Source: Anon. "Marine News. Other Port Huron Notes." Detroit Free Press, November 3, 1882, p. 6.)

"... The steamer Mary continues to navigate the St. Clair River, between Algonac and Port Huron. ..." (Source: Anon. "General Items." Detroit Free Press, December 24, 1882, p. 4.)

"... Both the steamers Mary and Agnes, of the St Clair River Line, are disabled. The Mary burst a coil of her patent boiler, and the Agnes broke her connecting straps. ..." (Source: Anon. "Marine News." Detroit Free Press, May 9, 1883, p. 7.)

"... The new steamer Mary, proving herself the swiftest on the St. Clair, her owner, ex-Senator MeElroy is much delighted. ..." (Source: Anon. "General Items." Detroit Free Press, June 21, 1883, p. 7.)

"... . The steamer Mary, which has been laid up for some time repairing her boilers, arrived down yesterday, and will again run between here and Toledo. ..." (Source: Anon. "Notes." Detroit Free Press, August 2, 1883, p. 6.)

"For the fourth time in less than a year the boiler of the steamer Mary exploded yesterday afternoon, and the steamer is again laid up for repairs. The Mary has a Herreshoff coil boiler, the largest one ever made, and its success appears to have been very poor. Twice the explosions have been quite serious, and on several occasions she has been laid up with splits and breaks in the tubes of which the boiler is made. Yesterday the Mary had just arrived at the wharf, foot of Wayne street, and in an hour was to have left for Toledo on her regular 4 o'clock trip. Geo. E. Cunningham the fireman, had just gone below to clean the fires and the engineer was following to assist, when one of the coils exploded where it had been welded a short time ago. Mr. Cunningham, being below, was severely scalded about the face and hands. The engineer and first mate of the steamer assisted him to the deck and an ambulance took him to the Michigan College of Medicine. It is probable that the coil boiler will be taken out and one of the common pattern substituted. [Note: The short repair time suggests the bursting of a single coil and not the entire boiler.]" (Source: Anon. "Explosion on the Steamer Mary." Detroit Free Press, August 25, 1883, p. 6.)

"... The steamer Mary will be ready for business on Friday [August 31, 1883]. Next winter she will receive a new steel boiler. ..." (Source: Anon. "Notes." Detroit Free Press, August 30, 1883, p. 6.)

"... The steamer Mary has gone home to Marine City to have a new steel boiler put in, the coil boiler in use having proved a failure. This closes the route between Detroit and Toledo for the season. ..." (Source: Anon. "Sayings and Doings." Detroit Free Press, September 7, 1883, p. 1.)

"Ever since the season opened there has been war between the steamers running on the St. Clair River route. The steamer Mary formerly ran on the Detroit and Toledo route, but she was taken from that route by parties who purchased her and placed on the route between Port Huron and Algonac. At the beginning of the season the Pick-up, a small steamer, ran opposition to the Mary, but she proved to be no match for her and a steamer called the Massasauga was purchased for the route. It was thought that the Massasauga, as she was a fleet little steamer, would be able to oust the Mary. It, however, was soon ascertained that the Massasauga was not the faster boat, although she made her landings quicker than the Mary. The owners of the Massasauga were determined to run the Mary off the route, if possible, and secured the Pick-up to run in connection with their boat at reduced rates. The Mary was equal to the occasion and also reduced rates. The war continued until about a few weeks ago, when the Pick-up hauled off the route and the fight remained between the Mary and Massasauga. Early in the week the Mary again reduced the rate from twenty-five cents to ten cents for the round trip between Algonac and Port Huron, and arranged her time table so as to leave the wharf exactly at the same time as the Massasauga. It appears that the latter steamer has been a source of expense to her owners during the whole time she has been running on the route, and it is evident from the following special from Port Huron that she could not withstand the last cut in fare the Mary made:
Port Huron, August 28 [1884]. --- The long fight for local business on St. Clair River, between the two fast passenger boats Mary and Massasauga, is ended. The latter hauled off the route to-night." (Source: Anon. "The Fight Ended." Detroit Free Press, August 29, 1884, p. 7.)

".. The steamer Mary will receive a new condenser and have her machinery overhauled to-day at the Riverside Iron Works. ..." (Source: Anon. "Wharf and Wave." Detroit Free Press, July 6, 1885, p. 4.)

"N/A"

"[Item Description:] Casting sketch notebook (carbon copy) [Titled Herreshoff Mfg Co, -Office-, Bristol, R.I.; 1882, mostly signed by C.H.K., steamers #88p, #89p, #91p, #92p, #98p]." (Source: Anon (C.H.K.) (and Herreshoff, N.G.?) (creator). Notebook. MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.120-06. Box HAFH.6.4B, Folder Casting Record Books Sketch and Order Book 1882 CHK. 1882.)
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"[Item Description:] Casting sketch notebook (original copy) [Titled Nathl G. Herreshoffp, Bristol R.I.; 1882, mostly signed by N.G.H.; material and item orders relating to steamers #81p, #82p, #83p, #88p, #89p, #90p, #91p, #92p, #95p, #98p, stock for new boat shop]." (Source: Herreshoff, N.G. (creator). Notebook. MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.120-10. Box HAFH.6.4B, Folder Casting Record Books Sketch and Order Book 1882 NGH. 1882.)
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"[Item Transcription:] Typewritten (carbon copy) court record, 36 pages, titled 'Marine City Stave Company vs. Herreshoff Manufacturing Co. No. 2142. United States Circuit Court. District of Rhode Island. Summary of Testimony'. [A court suit about alleged faulty machinery delivered by HMCo for #91p MARY (machinery and lines only).] Content:
§1: Testimony of Crocket McElroy President of Plaintiff Corp.
§1: Mr. Seabury, engineer in employ of HMCo, came to set machinery up
§1: Boiler exploded 23rd of September [1882]
§1: Mr. Herreshoff was there a few days before that
§2: Seabury wanted to go home in December [1882]
§2: Mr. Herreshoff sold my note to Mr. Hopkins of St. Clair [Mark Hopkins, owner of PERMELIA]
§2: Seabury remained 5 weeks after first explosion
§2: Boiler trouble, condenser leaking, boiler leaking
§2: April 1883 boiler came apart again
§3: Mr. Seabury put additional straps around boiler
§3: August 13, 1883 MARY broke her shaft
§3: Shaft had appearance of having been made of poor iron
§3: August 22, 1883 most serious blow out we had
§4: Counterbalance came loose and broke part of engine
§4: HMCo were paid $12500 per contract plus $500 for altered condenser
§4: Poor welds and cold shuts in HMCo work
§4: Received book 'Directions for Working the Herreshoff System' in fall of 1882
§5: HMCo sent 'a design or tracing for a model which I didn't use'
§5: 'I had seen the boat which they built - the LEILA'
§5: 'the tracing they sent … was for a yacht'
§6: Maximum speed was about 15 or 16mph
§6: Safety valve springs broke
§6: replaced Herreshoff boiler with a modern tubular marine boiler
§7: Testimony of George W. Merrill, marine engineer employed by plaintiff
§7: Mr. Seabury and Mr. Gray were here
§7: While Mr. Seabury was here the inside main coil next to the fire gave out
§7: Nobody was hurt by explosion
§7: Coil between boiler and separator was red hot
§7: 'that is what we call stinking hot'
§8: condenser trouble, counterbalance broke, shaft broke, boiler scalded one main
§9: description of new boiler
§10: Testimony of George E. Cunningham, fireman 'I went off because the boiler busted and scalded me''
§11: Testimony of Joseph P. Minnie, used to be clerk on MARY
§11: Testimony of Crockett McElroy
§11: HMCo: We can furnish one or more men to superintend placing machinery in boat and running the same
§12: Testimony of Asa R. Cole Government Boiler Inspector
§13: 'I didn't discover any weakness upon applying 300 pounds pressure'
§13: Testimony of Crockett McElroy (1887-02-17)
§14: Testimony of John B. Herreshoff
§14: 'we recommended our largest machinery'
§14: 'we showed him this model … named the ESTELLE … I can tell by feeling the model'
§14: we offered two engine sizes
§14: 'middle of April we first received information as to the number of decks to go on to this hull designed by Mr. McElroy'
§15: 'I visited Detroit in August [18]82. Took Mr. Gray out with me from Bristol, and took Mr. Seabury on Board at Troy'
§15: 'I visited Detroit before the end of October, to make a settlement and obtain the last payment'
§15: 'McElroy spoke in the highest terms of the machinery that we furnished'
§15: 'we never built any better machinery'
§16: 'iron tubes for the boiler were bought of the Nason Manufacturing Company and manufactured by Morris Tasker & Co.'
§16: 'we proposed to put into this boiler lap welded charcoal tubes from the Nason Mfg. Co.'
§16: 'coil boiler has been known for fifty to a hundred years and is one of the recognized types of boilers'
§16: 'with all coil boilers any variation in the feeding of the water or the volume of heat makes a great difference [and can be] very injurious to the pipe'
§16: 'this particular boiler is one of our largest'
§17: special safety valve
§17: 'up to this time we had built over a hundred of these [coil] boilers'
§17: overheating consequences
§18: 'we have just furnished our machinery to go to Alaska and two years ago one of our boats … rescued Greely at the North Pole'
§18: 'pipes … are coiled at our shops'
§18: description of how welds are made 'very difficult thing to do''
§19: description of how coils are made
§19: condenser
§19: American Tube Company
§20: boat displaced 60 to 75% more than originally intended
§20: shaft forged by Bridgewater Iron Co.
§21: ORIENTA had new boiler recently, Mr. Seabury is on her now
§22: 'we don't build coil boilers now of this description'
§22: 'they are now scored and put together with screw joints instead of being welded'
§22: 'the boilers we build now have no iron welds'
§22: 'we issue a little book 'Directions for Working the Herreshoff System of Machinery''
§22: 'this book was written probably quite a while before this boiler was made'
§23: afterwards we found a better way to make condenser
§23: 'no welded joint is perfect'
§23: 'we had built over one hundred boilers … of the welded type'
§23: 'we have built five boilers of the size of the MARY's'
§23: 'this is the last large one we built'
§23: 'we used no mandril in making these welds'
§25: Testimony of Nathaniel G. Herreshoff Superintendent of HMCo
§25: 'I designed the boiler partly and the engine completely'
§25: 'this boiler … needs a peculiar handling'
§25: 'the method of welding the tubes used was the best method which experience had taught us up to that time'
§26: inside condenser was new style
§26: 'I prepared the pamphlet referred to'
§27: coil boiler cannot explode
§27: MARY boiler accident was not explosion but blowout
§28: 'it is generally considered .. that the rule for increased power required for increase of speed … is that the power is proportional to the cube of the speed'
§28: Testimony of John B. Lowell marine engineer on GLEAM
§29: Testimony of Frederick Grinnell president of Providence Steam and Gas Company (1887-02-18)
§29: tube welding at HMCo 'I know of no better way of doing it'
§30: 'this tube … has an indication of being overheated here'
§31: Testimony of Darwin Almy foreman HMCo boiler shop since over 9 years
§31: 'about a year after we made this boiler … we changed out method … we changed to a straight pipe boiler with return ways without any welding'
§32: Testimony of William A. Gray HMCo boiler maker for past seven years
§32: I fixed the safety valve
§33: Testimony of Crocket McElroy about letter
§33: Testimony of John B. Herreshoff
§34: Testimony of George W. Merrill
§34: Seabury ran 145 pounds of steam
§35: 'I never heard of the steamer ESTELLE'." (Source: Herreshoff Manufacturing Co.. (creator). Court Testimony. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDW02_04740. Folder [no #]. No date (1887-02).)
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"[Item Description:] After one season and its experiences with your boiler in the 'TRUANT' [#172p] we have determined to replace it with one of the 'Roberts' type of boiler. Would you be willing to take the boiler back and allow anything for it? I am confident that upon examination by you, you will see that some defect or some miscalculation has been made in the construction which will explain all the trouble we have had with it. There is no doubt but that you could use all the material in the boiler and I hope that you will find it to your advantage to take it back with a fair allowance. I am advised that Mrs. Newberry has a good claim for damages in this matter as it is almost identical with the the case decided in favor of the owners of the steamer 'MARY' [#91p] with which you are naturally very well aware." (Source: Newberry, Truman H. Letter to Herreshoff Manufacturing Co. Herreshoff Marine Museum Collection Acc. 97.702. HMM Library Rare Books Room (Box 1), Folder [no #]. 1893-12-(11 ?).)
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Note: This list of archival documents contains in an unedited form any and all which mention #91p Mary [Machinery & lines only] even if just in a cursory way. Permission to digitize, transcribe and display is gratefully acknowledged.

• Mary machinery and lines only (HMCo-made index card)
• Mary machinery and lines only (MIT Museum-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.

Name: Mary
Type: Steam (Furnished power only)
Owner: McElroy, C. E.

Source: Herreshoff Manufacturing Company. "A Partial List of Herreshoff Clients." In: Herreshoff Manufacturing Company. Herreshoff Yachts. Bristol, Rhode Island, ca. 1931.

Year: 1882
E/P/S: P
No.: 091
Name: Mary

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.

"An image and a note about Mary apparently appeared in The Steamboat Bill, Volume 58, Issue 240, 2001 on pages 267 and 295, respectively." (Source: van der Linde, Claas. October 10, 2010.)

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