HMCo #72p Camilla

"[1890-08-09] Sat 9: ... Camilla [#72p] here to overhaul. ...." (Source: Herreshoff, Nathanael G. Diary, 1890. Manuscript (excerpts). Herreshoff Marine Museum Collection.)

"Sept. 2nd, 1890.
Trial of Camilla, no. 72.
With new boiler, engine refitted &c. Has lead keel below the original one. Row bow[sic, i.e. boat] & life raft on deck, very many life preservers, and other weights on board, not in boat originally.
On 3 knot course, wind 14 miles SW, tide flood.
Down. Steam maximum 132, minimum 115, mean 121lbs. Vacuum 15in, revolutions, mean 317. Time 17min 6sec. Speed = 10.54 knots.
Up. Steam maximum 128, minimum 115, mean 120lbs. Vacuum 15in, revolutions, mean 310. Time 15min 58sec. Speed = 11.27 knots.
Mean speed = 10.91 knots = 12.62 miles.
Notes. Very easy firing, using anthracite coal.
Vacuum poor on account of leak in joint of exhaust pipe, by packing blowing out. With good vacuum, some of the unnecessary [p. 2] weight out and engineer more used to the boat fully 1/2 mile per hour should be made by the boat with same steam pressure.
Original trial of Camilla in May 1881. Highest speed, using Cumberland coal & 130lbs steam, 15.05 miles per hour for mean of 4 mile runs.
With 115lbs steam, burning anthracite coal, 13.95 miles." (Source: Herreshoff, N.G.? "Trial of Camilla, no. 72." September 2, 1890. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum, MRDW.)

"Unusual activity is displayed at the Herreshoff works and much yacht work is in hand. ... The steamer Camilla [HMCo #72p Camilla], built for Dr. J. G. Holland, will be ready for delivery in a very short time and a second one [HMCo #76p Idle Hour], 60 ft. long by 9 ft. beam, very much the same in model and arrangement, will soon be turned over to her owner, Mr. B. J. Carver, of this city. Still a third one [HMCo #78p Juliet] is to be built for Mr. A. N. Morris, also of this city. When this batch of triplets steam in circles around the clumsy productions nearer home the public will begin to think with us that Bristol carries off the palm for high speed. ..." (Source: Anon. (C. P. Kunhardt?) "Yacht Building at Bristol." Forest and Stream, March 10, 1881, p. 117.)

"This company is now having erected a large frame building in addition to and adjoining the machine shop and boat works on Summer street, the new building being as large or larger than the original building, where so many fine large and small craft have been constructed and such a variety of first class machinery has been turned out. We visited the establishment a day or two since and by the politeness of Mr. Charles F. Herreshoff, were shown through the various departments of their busy shops.
Among the vessels now being built to order are --- one steam yacht [#72p Camilla] 60 feet in length by 9 feet in width for Dr. Holland, editor of Scribner's Monthly; another [#76p Idle Hour] of the same size for Mr. Carver, a prominent broker of New York city; and still another [#77p Edith] of the same size for a Mr. Woodward, also of New York; also one steam yacht [#78p Juliet], 45 feet long and 9 feet wide, for Mr. A. Newbold Morris, of New York.
A most beautiful steam launch [#73p Launch for St. Y. Radha], 30 feet in length and 5 feet in width, nearly completed, was receiving the final touches of the skilled workmen. This vessel is for Mr. T. Lorillard, and is one of the finest and handsomest craft ever built in this or any other country. Her keel is of oak, the inside planking of cherry, and the outside, from keel to upper works, deck, etc., all of polished mahogany. We noticed that this launch and the others mentioned were all put together with brass screws, --- no nails being used. The inside planking (or boarding) is put on in an acute angle from the outside planking, making the vessel much firmer and less liable to be wrenched or twisted out of shape.
All of the yachts and the launch mentioned are, or will be fitted with the Herreshoff compound engines, and safety coil boilers. ...
It is a specialty at this establishment to do nothing but first-class work, to build no second rate vessels. All the steam launches and yachts are finished up in the very best workmanlike manner in cherry, mahogany and costly kinds of wood. The Company has now in its employ about one hundred men, on boats and machinery." (Source: Anon. "The Herreshoff Manufacturing Company." Bristol Phoenix, March 19, 1881, p. 2.)

"Camilla, steam yacht, of Bristol.
Built at Bristol, RI, by Herreshoff Manufacturing Co., 1881.
15.41 tons; 55 ft. x 8.8 ft. x 5.5 ft. [Register length x breadth x depth.]
Plain head, pointed stern.
Surveyed and measured, May 10, 1881." (Source: U.S. Customs Department, Bristol, R.I. Custom House Record Book, 1870s to 1904 (Collection of the Herreshoff Marine Museum), s.v. Camilla.)

"[License issued to vessel under 20 tons. Pos. 42:]
Camilla, steam yacht, of Bristol.
Built at Bristol, 1881.
15.41 tons; 55 ft. x 8.8 ft. x 5.5 ft. [Register length x breadth x depth.]
No specifications shown.
Lic[ensed] ([as] yacht) May 10, 1881. Owner: Herreshoff Manufacturing Company of Bristol. Master: W. H. Westcott, Alexandria Bay, N.Y.
Surrendered [license] June 17, 1881 at Cape Vincent, N.Y. ([Record at:] C[ustom] H[ouse, Providence])." (Source: Survey of Federal Archives, Work Projects Administration. Ships Documents of Rhode Island. Bristol. Ship Registers and Enrollments of the Port of Bristol - Warren Rhode Island, 1941, s.v. Camilla.)

"WE have always believed that the Herreshoffs, of Bristol, have reached a solution or the question of high speeds in steam yachts by paying especial attention to a combination of lightness and strength both in hull and machinery, and that if we were ever to have fast launches and yachts capable of coping with the productions of the Thorneycrofts, Yarrows and others across the Atlantic, the Bristol builders were more likely to succeed than others adhering to the old order of things. Sufficient, and, we think, well-founded reasons for our belief have already appeared in these columns, and we now prefer to let others speak thereby removing the suspicion or prejudice in favor of coil boilers and composite hulls. We quote the letter of Dr. J. G. Holland, written recently to the Brockville Recorder, Canada, upon trial of the new 60 ft. yacht, built for him at Bristol, and now attached to his summer residence on the St. Lawrence River:
BONNIE CASTLE, Alexander Bay, May 29, 1881.
To the Editor of the Recorder:
The average male human being takes a lively interest in all things that go, or go off --- horses, yachts, balloons, guns and absconding cashiers. Even editors are fond of yachts, as I prove to you by owning the Camilla, and as you prove to me by your frequent kind notices of her. But let us be truthful about her. We must not sacrifice our own reputations to build up and bolster hers. Of course she did not run twenty-four miles an hour on her trial trip. That is a story that it will not do to 'tell to the marines,' as they happen to be the people who know better. Nor was she warranted to go eighteen miles an hour. She was warranted to go at the rate of fifteen miles an hour, and actually went two measured miles in seven minutes and thirty-four seconds --- at the rate of a fraction less than sixteen miles an hour, at nearly slack tide, against the wind, though there was probably tide enough in her favor to counteract the wind. But do you realize what a tremendous pace this is for a small yacht? It is at the rate of 380 miles a day --- equal to the best time of the Arizona between New York and Queenstown.
It is a pleasure to be the possessor of a yacht that passes everything, but I hope I have a higher interest in her than that very selfish and childish one, and I hope the people on the St. Lawrence will look upon her, not as my possession simply, but as an educator. I present her to their inspection as the ripe result of the best and most careful experiments by a skillful band of brothers, through a period of twenty-five years. There is not a part of her model, her boiler, her engine, her wheel, that has not been arrived at by experiment. Now, men who work as the Herreshoffs have worked, developing carefully and slowly their ideas, recording every step of progress, never repeating mistakes and bent only on arriving at the best results possible, cannot fall to be capable of instructing the world. They are the only builders I know who have such an exact knowledge of their art, in every department that they can definitely promise to build a boat of any certain stipulated speed, and hit the mark every time. They are now building two 'Vidette boats' for the British navy [HMCo #74p "149" and HMCo #75p "150"], both shorter than mine, which are to be delivered this summer in British waters on the other side, under the stipulation that they shall be able to run sixteen miles an hour. They are marvels of skillful work, and I have no question of their ability to fulfil their promise. If you will think for a moment of the way in which boats are built on the St. Lawrence you will realize something of the importance which I attach to the arrival of a Herreshoff boat in these waters. Every man is a theorist who undertakes to build a boat here, as a rule. He has his ideas about a model and his idea about a wheel. These two points are those on which theorists mainly exercise themselves. Perhaps they build two, three or five boats in a lifetime. They have no definite idea in advance of what they can accomplish, but great hope; and the results are the boats we have on the river --- some with excellent points, undoubtedly, but all with mistakes easily detected and all of them in some way disappointments. I offer for their study, not my boat, but the work of the Herreshoff Company. It will save them any amount of trouble, for it is not the work of theorists and dreamers, but ot men who know, and who have a right to know. If a man will build a watch exactly like the best Jurgensan repeater he will surely build a better watch than he will if he undertakes to carry out any wild theory of his own. It is just as difficult to build a good yacht as it is a Jurgensan repeater and the Herreshoff yacht combines the best ot all there is known about yacht building and is the result of lives of intelligent experiment.
1st. The hull is modeled with reference to seaworthiness and great speed. My boat came around Point Judith, on her way to New York, with a stiff breeze that would have swamped half the craft on the St. Lawrence, and did it without the slightest danger to anybody. Stiffness and lightness are combined and the three water-tight compartments which she possesses would keep her afloat if she were sawed in two in the middle.
2d. The engine is compound, thus utilizing all the expansive power of the steam. Every bark given on the St. Lawrence by a high-pressure engine is an announcement of power wasted. My old yacht, the Bonnie Castle, is the smartest creature of her inches that I have ever met on the river, yet with forty pounds of steam the Camilla can beat her easily with 150. a compound engine in the Bonnie Castle, with the immense power of her steel boiler, would well-nigh lift her out of the water. I believe that no yacht should be built in the future without the compound engine.
3d. The boiler is a patent of the Herreshoffs and is the distinguishing feature of their boats. In the ordinary yacht the more power that is carried the deeper the boat lies in the water and the more difficult she is of propulsion. The 'patent safety coil boiler' in my boat only carries six or seven pails of water at most and can be run with four. Water is heated in films, rather than in masses. Steam can be got up from cold water inside of ten minutes and the lightness of the boiler has a great deal to do with the speed of the boat. It is very economical in the use of fuel and seems to me to be far superior to the ordinary shell boiler in all respects. Mine was subjected to a water pressure of 1,000 pounds to the square inch before leaving the shop and is licensed to carry 160 pounds of steam. It might just as well be licensed to carry 300 pounds, as I shall never use all that I am permitted to use. A board of United States naval engineers, which spent three months last year in examining the Herreshoff boats, declares that the boiler 'is practically unexplodable.'
4th. The propeller wheel is a special design for my boat, adapted to the size of the boat and the power. It is the result of experiments running through many years and boatmen will be interested to know that it has four blades.
Now you know all about her. You say, 'She will have to come down this way to get scooped.' If she finds herself in running order by the side of any Brockville boat she will justify the claim I have made for her builders and prove that absolute knowledge, arrived at by experiment, is better than inferior knowledge or ingenious dreaming .
Yours truly, J. G. HOLLAND." (Source: Holland, J. G. "The Herreshoff Yachts." Forest and Stream, July 21, 1881, p. 499.)

"STEAM YACHT CAMILLA. BUILT by Herreshoff, 60ft. long, in perfect order; very fast. Address J. P. HOWLAND [sic]. Sing Sing, N. Y." (Source: Anon. "For Sale." Forest And Stream, April 23, 1885, p. 261.)

"... Of late years [the Herreshoffs] have turned their attention to steam and have given to the engineering world the Herreshoff engine and coil boiler. The list of steam yachts is a long one, including some of the fastest afloat, Leila [#40p], Aida [#92p ex-Permelia], Permelia [sic, double-counted, #92p], Ossabaw [#101p], (No. 100) [#100p Permelia], Gleam [#65p], Marina [#105p], Orienta [#89p], Nereid [#83p], Magnolia [#104p], Camilla [#72p], Dolphin [#54p], Xantho [#99p], Juliet [#78p], Sinbad [#49p]. ..." (Source: Anon. (W. P. Stephens). "The Herreshoff Works at Bristol." Forest and Stream, April 16, 1885, p. 236, 237.)

"The following is a list of the steam yachts built by the Herreshoff Manufacturing Company of Bristol, R.I: ... Camilla, built 1881, for Dr. J. G. Holland, Length, 60 feet; breath, 9 feet; depth, 4 feet 7 inches; draught, 3 feet, 5 inches; speed, 15 miles per hour. ..." (Source: Jaffray, Edward S. "American Steam Yachting." Outing, April 1886, p. 23-25.)

"Camilla was a passenger launch in which occupants could choose between sitting under the open canopy forward or within a windowed day cabin aft. Lifelines encircling the forward and after decks indicate that passengers ventured out on deck occasionally. Just how the lovely double-ender resting on Camilla's awning is launched or hoisted is a bit of a mystery; the usual davits are nowhere in sight. Built for Dr. J. G. Holland (editor of Scribner's Monthly), Camilla was powered by a compound, condensing 6-by-10 1/2-by-l0-inch engine with a 51-by-47-inch coil boiler supplying the steam. " (Source: Bray, Maynard and Carlton Pinheiro. Herreshoff of Bristol. Brooklin, Maine, 1989, p. 21.)

"N/A"

"[Item Description:] Handwritten notebook titled in ink '1881. (Supplies.) 60ft Yacht[s]. 48ft Vidette. 45ft Vidette' listing 'Supplies [delivered by HMCo] for 60ft Steam Yachts with 6 and 10 1/2 x 10 Engine & Ii boiler [#76p IDLE HOUR, #72p CAMILLA, #77p EDITH, #79p DIDO]. Also 'Supplies for 45 feet open yacht with 4 1/4 and 7 x 7 engine, G boiler' [#78p Juliet]. Also 'Supplies for 48 feet Vidette boats Nos 74 and 75 [#74p and #75p]'. Also 'List of spare parts for 8 and 14 x 9 Engines. Str. #74 & #75 [#74p and #75p]'. Including an inserted penciled note listing anchors and cables supplied for #590s INGOMAR." (Source: MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.143. Notebook. Box HAFH.6.5B, Folder Supply List for Vessels. 1881.)
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"[Item Transcription:] [Newspaper clipping that can be shown to be from the Bristol Phoenix, March 19, 1881, p. 2:] This company is now having erected a large frame building in addition to and adjoining the machine shop and boat works on Summer street, the new building being as large or larger than the original building, where so many fine large and small craft have been constructed and such a variety of first class machinery has been turned out. We visited the establishment a day or two since and by the politeness of Mr. Charles F. Herreshoff, were shown through the various departments of their busy shops.
Among the vessels now being built to order are --- one steam yacht [#72p Camilla] 60 feet in length by 9 feet in width for Dr. Holland, editor of Scribner's Monthly; another [#76p Idle Hour] of the same size for Mr. Carver, a prominent broker of New York city; and still another [#77p Edith] of the same size for a Mr. Woodward, also of New York; also one steam yacht [#78p Juliet], 45 feet long and 9 feet wide, for Mr. A. Newbold Morris, of New York.
A most beautiful steam launch [#73p Launch for St. Y. Radha], 30 feet in length and 5 feet in width, nearly completed, was receiving the final touches of the skilled workmen. This vessel is for Mr. T. Lorillard, and is one of the finest and handsomest craft ever built in this or any other country. Her keel is of oak, the inside planking of cherry, and the outside, from keel to upper works, deck, etc., all of polished mahogany. We noticed that this launch and the others mentioned were all put together with brass screws, --- no nails being used. The inside planking (or boarding) is put on in an acute angle from the outside planking, making the vessel much firmer and less liable to be wrenched or twisted out of shape.
All of the yachts and the launch mentioned are, or will be fitted with the Herreshoff compound engines, and safety coil boilers.
Two vedette boats [#74p 149 and #75p 150] are being built, each 48 by 9 feet, for the British government, both to be fitted with compound machinery and boilers, same as others mentioned, but of greater power. The yacht Sadie [#186704es] is being enlarged and rebuilt; she was formerly a sloop, but is now a schooner; her dimensions now are, length, 64 feet, breadth, 16 1/2 feet; she is owned by Mr. W. A. Cole, of New York.
They now have, nearly completed, a compound engine and boiler for a yacht 80 feet long, belonging to Mr. Mark Hopkins, of Detroit, Mich., where the machinery will be put in the yacht. The cut be-low is a very good representation of the Herreshoff Compound Engine. [Woodcut of a compound steam engine]
A writer in a recent number of the Scientific American says: The engines used in the Herreshoff system for marine purposes are of the compound condensing type, having feed and air pumps attached. The machinery of this system is especially noteworthy for its extreme lightness and for the judicious distribution of material, all of the parts having ample strength, and no portion being loaded with useless metal, which would rather detract than add to the efficiency of the machine. These engines use the steam with the highest economy, actual and prolonged tests having proved the efficiency to be at least 40 per cent greater than that of the non-expanding type. As to mechanical details of construction, finish proportion and general design these engines leave nothing to be desired.' The same writer concludes his article as follows: 'The entire range of the manufactures of the Herreshoff company exhibit careful and intelligent supervision, and workmanship that is in every way superior.'
The steam yacht LEILA [#40p], 100 feet in length, built by the Herreshoffs about two years ago, has recently been sold to a Club, at Toledo, O., where she will be forwarded about the first of May next.
The Company are building a number of engines and boilers for United States Navy launches, also constructing engines and boilers for running electrical light machines to be used by the United States Electric Lighting Co., of New York. The quickness with which steam may be raised, the freedom from danger of explosion, the lightness of both boiler and engine, and the perfection of the mechanical details, render this system valuable for this purpose, and admits of placing powerful machines in the midst of crowded cities without danger to life or property.'
It is a specialty at this establishment to do nothing but (first-class work, to build no second rate vessels. All the steam launches and yachts are finished up in the very best workmanlike manner in cherry, mahogany and costly kinds of wood. The Company has now in its employ about one hundred men, on boats and machinery.
It is a specialty at this establishment to do nothing but first-class work, to build no second rate vessels. All the steam launches and yachts are finished up in the very best workmanlike manner in cherry, mahogany and costly kinds of wood. The Company has now in its employ about one hundred men, on boats and machinery." (Source: Anon. "The Herreshoff Manufacturing Company." Bristol Phoenix, March 19, 1881, p. 2.)" (Source: Bristol Phoenix (creator). Newspaper Clipping. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE14_01220. Folder [no #]. 1881-03-19.)
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"[Item Transcription:] Penciled experiments booklet titled in ink on cover 'H.M. Co. Experiments. 1880 - 1881'. Relevant contents:
§19: #72p CAMILLA Trial Run Also weight of hull 6993lbs for #74p VEDETTE (1881-05-07 and 1881-05-10)." (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:] [Handwritten (in ink) trial report:] Trial of CAMILLA, no. 72 [#72p].
With new boiler, engine refitted &c. Has lead keel below the original one. Row bow[sic, i.e. boat] & life raft on deck, very many life preservers, and other weights on board, not in boat originally.
On 3 knot course, wind 14 miles SW, tide flood.
Down. Steam maximum 132, minimum 115, mean 121lbs. Vacuum 15in, revolutions, mean 317. Time 17min 6sec. Speed = 10.54 knots.
Up. Steam maximum 128, minimum 115, mean 120lbs. Vacuum 15in, revolutions, mean 310. Time 15min 58sec. Speed = 11.27 knots.
Mean speed = 10.91 knots = 12.62 miles.
Notes. Very easy firing, using anthracite coal.
Vacuum poor on account of leak in joint of exhaust pipe, by packing blowing out. With good vacuum, some of the unnecessary [p. 2] weight out and engineer more used to the boat fully 1/2 mile per hour should be made by the boat with same steam pressure.
Original trial of CAMILLA in May 1881. Highest speed, using Cumberland coal & 130lbs steam, 15.05 miles per hour for mean of 4 mile runs.
With 115lbs steam, burning anthracite coal, 13.95 miles." (Source: Herreshoff, N.G. (?) (creator). Trial Report. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDW02_03490. Folder [no #]. 1890-09-02.)
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"[Item Transcription:] Handwritten (in ink and pencil) trials booklet 'Herreshoff Mfg. Co. Experiments & Trial Trips. 1890. N.G. Herreshoff'. Relevant contents:
§13: #72p CAMILLA Trial Run with new boiler and engine refitted (1890-06-22)." (Source: Herreshoff, N.G. (creator). Trials Booklet. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE07_02260. Folder [no #]. 1890-01 to 1898-08.)
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Note: This list of archival documents contains in an unedited form any and all which mention #72p Camilla even if just in a cursory way. Permission to digitize, transcribe and display is gratefully acknowledged.

• Camilla (HMCo-made index card)
• Camilla (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: Camilla
Type: Steam
Length: 60'
Owner: Holland, Dr. J. G.

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

• Camilla
• Note: The L. Francis Herreshoff index cards comprise a set of some 1200 cards about vessels built by HMCo, with dimensions and / or ownership information. Apparently compiled in the early 1930s, for later HMCo-built boats like the Fishers Island 23s or the Northeast Harbor 30s are not included. Added to in later decades, apparently by L. F. Herreshoff as well as his long-time secretary Muriel Vaughn and others. Also 46 cards of L. F. Herreshoff-designed vessels. The original set of index cards is held by the Herreshoff Marine Museum and permission to display is gratefully acknowledged.

Name: Camilla
Type: 60' steam
Owner: Dr. I. G. Holland
Year: 1881
Row No.: 99

Source: Herreshoff, L. Francis. "Partial List of Herreshoff-Built Boats." In: Herreshoff, L. Francis. Capt. Nat Herreshoff. The Wizard of Bristol. New York, 1953, p. 325-343.

Year: 1881
E/P/S: P
No.: 072
Name: Camilla
OA: 60'

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.

"J. G. Holland owned Camilla only for a short time as he died Oct. 12, 1881, only a few months after her delivery. Camilla was owned by F. Brandreth of Sing Sing, NY in 1883 acc. to the 1883 American Yacht List." (Source: van der Linde, Claas. May 2, 2008.)

"Date this vessel was finished was estimated as May 10, 1881, the date this boat was measured by the U.S. Custom House inspector as per the U.S. Custom House Record Book in the collection of the Herreshoff Marine Museum." (Source: van der Linde, Claas. February 9, 2020.)

"In the absence of better available data displacement was estimated by using the figure for Old Measurement Tons (15.41) from the 1885 Olsen's American Yacht List (Net Register Tons were reported as 10.44 by the 1890-91 Manning's American Yacht List) and converting to lbs by dividing through 2000 (short tons). Note that this figure can only be a rough estimate because register tons as reported in Yacht Registers correlate only loosely with actual displacement figures." (Source: van der Linde, Claas. March 17, 2015.)

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