HMCo #133p Henrietta

"[1889-11-26] Tue 26: ... St[eame]r Henrietta (Daisy) [#133p] here to lay up.
[1890-03-31] Mon 31: Daisy [ex-Henrietta #133p] floated and left for Newport.
[1890-12-16] Tue 16: Hauled out Lucile [#110p or #122p], Daisy [#133p], and Katydid [#165p]. ...
[1891-07-04] Sat 4: Launched Daisy [#133p ex-Henrietta].
[1891-11-04] Wed 4: Finished putting new engine in Daisy (#133).
[1893-11-11] Sat 11: Hauled out Katrina [#163p] at Pt. Pleasant, and Daisy [#133p ex-Henrietta] on Brownell lot.
[1894-03-20] Tue 20: Launched Daisy [#133p ex-Henrietta] from Brownell lot. ..." (Source: Herreshoff, Nathanael G. Diary, 1889 to 1894. Manuscript (excerpts). Herreshoff Marine Museum Collection.)

"... Str. #133 - 48Ft. long. 4-6 1/2+10x8 Eng[ine]. G Sq[uare] [Boiler]. ... " (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.)

"Str. 133 Henrietta - name changed Daisy - May 13, 87. ... 48ft long. 7ft 6in Beam. 3ft 7in Depth. 2ft 6in Draft. 4" & 6 1/2" & 10" x 8" Eng[ine] aft of Boiler. G[?] sq[uare]. Boiler. [Pattern] 23 Prop. Wheel 28" Dia. 4 Bl[a]d[es]. L.H." (Source: Herreshoff, N.G. Handwritten Note in Casting Record Books Vessel Castings Book 4, s.v. Steamer 133. MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.120-07. No date (1878 to 1887).)

"#133.
[When lofting from the measured offsets use ...]
14" rule athwarships & depth.
16" fore & aft." (Source: Herreshoff, N.G. [Penciled note in Offset Booklet HH.4.013.] Undated, ca. 1886. Haffenreffer-Herreshoff Collection, MIT Museum, Cambridge, MA.)

"I became acquainted with Edwin D. Morgan in the summer of 1890. He then owned the big schooner CONSTELLATION, the 40' sloop MOCCASIN, and the steam launch HENRIETTA of our build[ing]." (Source: Herreshoff, N. G. "Boats and Yachts that I have been Especially Interested in by Sailing and Some of Which I Have Owned." Bristol, April 1932. In: Pinheiro, Carlton J. (ed.). Recollections and Other Writings by Nathanael G. Herreshoff. Bristol, 1998, p. 107.)

"... Mr. N. L Munro has ordered a steam launch [#133p Henrietta] from the Herreshoff Manufacturing Company for use on the Shrewsbury. ..." (Source: Anon. "Yachting Notes." Forest And Stream, May 20, 1886, p. 338.)

"Henrietta, steam yacht, of Bristol.
Built at Bristol, RI, by Herreshoff Manufacturing Co., 1886.
3 37/100 tons; 46.6 ft. x 7.6 ft. x 3.8 ft. [Register length x breadth x depth.]
Plain head, round stern.
Surveyed and measured, June 15, 1886." (Source: U.S. Customs Department, Bristol, R.I. Custom House Record Book, 1870s to 1904 (Collection of the Herreshoff Marine Museum), s.v. Henrietta.)

"Henrietta is the name of a steam launch just built by the Herreshoff Manufacturing Company, of Bristol, R. I., for Norman L. Munro, of this city. She is elegantly built, principally of mahogany, and a large amount of polished bronze makes her very attractive to the eye. The most astonishing quality, though, is her speed, which is probably greater than ever before attained in a vessel of her size; and we may remark that in all the high speeds attained with other boats, the very best bituminous or semi-bituminous coals are used, that have only 3 to 5 per cent of ash, and to burn the coal fast enough inclosed stokeholds are used, into which air is forced with blowers. But the Henrietta uses anthracite coal of ordinary marketable quality, and the natural draught is increased by a small steam jet in the uptake.
We append dimensions of the boat and record of trial trip, which have been furnished us by her builders:
The Henrietta is the 133d steamer of our build. Her dimensions are: Length on deck, 48 ft.; length on water line, 46 ft. 6 in.; beam, 7 ft. 6 in.; depth, 3 ft. 9 in. She is open nearly two-thirds of her length; has air tight compartments at each end, and four water tight bulkheads. The hull is built of wood, and the planking, decks, etc., are double thickness of mahogany. The keel and entire frame is of white oak, and all fastenings are of copper and bronze.
Engine is of the triple expansion type, of our latest design, and intended for a very high steam pressure. The cylinders are 4 in , 6 1/2 in., and 10 in. diameter, and the stroke of piston is 8 in.
Boiler is the "Herreshoff patent safety," and is of our usual improved type. It has about 9 sq. ft. of grate surface, and the draught is accelerated by a steam jet in the up-take. The fire and engine rooms are not inclosed.
Screw propeller is of bronze, with four blades, and is 28 in. diameter. The boat is almost entirely free from vibrations, even at the highest speed.
The trial for acceptance was made June 14. Six runs were made over a base of one mile (5,280 ft.) in Bristol Harbor. There was a moderate wind abeam, and the sea was quite smooth. A moderately hard red ash anthracite coal was used, that has about 15 per cent of ash.
Run.; Mean steam.; Time.; Speed.; Mean of pairs
1; 244lb.; 8m. 3 sec.; 19.67;
2; 240 "; 3m 2 sec; 19.77; 1972
3; 244 "; 2m 59sec; 20.05;
4; 242 "; 3m 1sec; 19.91; 19.98
5; 244 1/2 "; 2m 59sec; 20.11;
6; 250 "; 2m 58sec; 20.22; 20.165
Mean speed, 19.955 miles = 17.3 knots.
Full time occupied, including turns, was between 24 and 25 minutes. There was no heating of bearings whatever, and it was the second time the boat had left the dock.
The Henrietta left Bristol for New York at 4:48 A.M., June 10, in a dense fog, having two persons only on board, the engineer and pilot. She was detained fully one hour by the fog, and was overtaken by the Stiletto, also bound to New York, off Horton's Point, L. I., at 12:15 P.M., just as the fog cleared away. She ran side and side with the Stiletto [#118p] to Sands Point, and arrived under the Brooklyn Bridge at 6:15 P.M., having had head tide nearly all the way. The actual running speed was over 13 miles per hour; and if allowance be made for fog and adverse tide, her speed was nearly 15 miles per hour.
Consumption of coal from Bristol to New York, 900 pounds. Weight of the boat in running trim, 10,000 pounds. Immersed cross section, 7 1/2 square feet nearly." (Source: Anon. "The Fastest Steam Launch." Scientific American, July 10, 1886, p. 16.)

"The beach-combers who infest the narrow strip of sand between the ocean and the Shrewsbury River rubbed their eyes yesterday. The keepers of the drawbridges at the Highlands and Seabright went home and said they had seen the sea serpent going up the Shrewsbury at the rate of three miles a minute, and the Summer residents along the shore made up their minds that there was going to be a war between New-Jersey and Coney Island, and that the navy had arrived from Trenton to stake out a few torpedoes. Soon after 2 o'clock the keeper of the drawbridge at the Highlands heard several short, sharp shrieks off to the northward, and looking in the direction of Spermaceti Cove he beheld a yellow streak and a gray streak approaching him at a tremendous speed. He opened the bridge as quickly as he could, and then held his breath while the two prodigies shot through. A few minutes later the keeper at Seabright had a similar experience.
People, who had the coolness to examine the objects as they tore up the river, quickly recognized in the foremost one Norman L. Munro's lightning steam launch Henrietta, her yellow hull sliding through the tortuous channel at a great pace. Behind her they saw a long, low, lead-colored iron craft, sharp at both ends, with a short, black smoke-stack, belching forth volumes of thick black smoke, and looking like a marine ghost as she whizzed through the water. They got out their glasses and just behind the keen stem of tbe vessel read the word 'Stiletto.' Then they awoke to the fact that the fastest boat in the world was going up the Shrewsbury in the wake of one very little slower. Mr. Norman L. Munro, owner of the Henrietta, recently invited Mr. John B. Herreshoff, the builder of the Henrietta and Stiletto, to come from Bristol, visit him at his country residence adjoining Hollywood, Long Branch, and bring the Stiletto along with him.
At noon yesterday the Stiletto appeared at Pier No. 4 North River. Mr. Munro was there with the Henrietta to meet and escort the other vessel up the Shrewsbury. The two boats left the pier at 1 P. M. and went down the Bay at a marvelous speed. They reached the wharf at Sandy Hook in 59 minutes. The regular Long Branch boats take from 1 hour and 10 to 1 hour and 20 minutes to make the run. The Henrietta led the way up the narrow and crooked channel of the Shrewsbury, while the catboats indigenous to those waters fled in dismay. They reached Mr. Munro's wharf at Branchpoint at 3 o'clock. Mr. John B. Herreshoff and family, Mr. Byron De Wolff, and Mr. Norman L. Munro and family were on board the Stiletto. Mr. Herreshoff will return to Bristol to-night." (Source: Anon. "Two Marine Flyers. The Fastest Steamers Afloat Go Up The Shrewsbury." New York Times, October 2, 1886, p. 8.)

"At the Third Annual Regatta and Cruise of the American Yacht Club the Launch Henrietta Beats the Lot, but Jay Gould's Atalanta Makes the Best Time and Beats Her Own Record. ...
This year the Atalanta has beaten her own record, having made the run in 4 hours 34 minutes 57 seconds. But this year it was the performance of the launch Henrietta, which the Herreshoffs have recently built for Mr. Norman L Munro, the publisher, that was the sensational feature. We had seen her down the bay in company with the Stiletto [#118p], and we had heard marvelous stories of her racing with the steamer St. John, and of her ambition to try conclusions with the Mary Powell; but it was not until she actually demonstrated in this race what she could do in a 92-mile run that we had any real idea of her marvelous speed. Her water-line length is 46 ft. 7 in., and to compare her speed with a leviathan of 229 ft. is, indeed, pitting a David against a Goliath. She did not beat the time of the Atalanta, nor of the Stiletto, of the year before, but she covered the distance in 5 hours 22 minutes and 14 seconds, which, when her diminutive size is considered, makes her run more remarkable than that of the Stiletto the previous year. ... That the coal consumption is at a minimum in this little steam launch Henrietta, is proven by the fact that she was able to carry full enough for this ninety-two mile run. In point of fact, she started with 1.600 lbs. of coal on board, and so close was the calculation made, that when off Bartlett's Reef Light Vessel, only a few miles from the finish, the last shovelful of coal was thrown into the furnace. They had two or three barrels and some boxes, and these sufficed to keep steam until the finish. Perhaps with a larger supply of coal the time made might have been better, for of course there must have been some little economizing when the coal pile was observed running low.
Had the Henrietta also been started with the Atalanta, possibly her time might have been better, but it was considered glory enough for her to beat yachts like the Lagonda, Meteor and Orienta [#89p], all over 100 ft on water-line, and with these she was started, running away from them at once like a flash, and in an hour going out of sight of the club boat, the Iron Steamboat Company's steamer Cygnus, which was running full sixteen miles per hour.
Next day, in a little race that was improvised at Shelter Island, the Henrietta ran a distance, measured accurately as 5 1/2 miles, in 17 minuites 12 seconds, or at the rate of 19.13 miles an hour. Ths may be taken as her maximum speed, for the distance was short, and the conditions favorable for steaming, the water perfectly smooth. She had, however, to turn the mark, and of course, this added to her time. Perhaps in a straightaway course she would have run for this short distance at the rate of twenty miles per hour, and it is safe to say that nothing of her size ever went as fast before.
So much for the Henrietta, whose performance was the feature of the race. In fact, there was not much else to the cruise of the American Yacht Club, which began July 15 and ended July 17. ..." (Source: Anon. "Another Herreshoff Wonder." Spirit of the Times, July 24, 1886, p. 825.)

"... Henrietta; this fast launch has been sold by Norman L. Munro to E. S. Jaffray. Mr. Munro has a new launch [#142p Now Then] building at Herreshoff's. ..." (Source: Anon. "Yachting Notes." Forest And Stream, May 5, 1887, p. 334.)

"... The Henrietta has lately been to the shop for a spring overhauling before going into commission under her new owner, Mr. Howard Jaffray, and the firm have also a duplicate of her [probably #139p Lotus Seeker] now finished in stock. These boats are 48ft. over all, 47ft, l.w.l., 7ft. 6in. beam, and 2ft. 2in. draft of hull and 2ft. 8in. draft of shoe. They are built after the usual method of the firm, a double skin, the strakes running fore and aft, and steamed frames, all being fastened with brass screws. The workmanship is of the very highest grade, the joints of each skin being almost invisible and no caulking being needed. The decks, like the bottoms, are of double thickness, being laid in whitelead with brass screws and also require no caulking. For the skin and decks mahogany has been proved to be better than any other wood, and it is used for all the smaller craft. ..." (Source: Anon. "Steam Yacht Building At Bristol." Forest and Stream, June 2, 1887, p. 424.)

"The steam yacht Daisy has been purchased by Mr. Allan Thorndike Rice, editor of the 'North American Review,' from her late owner, Mr. Howard Jaffray. The Daisy is the famous launch Henrietta, which made such a sensation among the steam launches in 1885. She was built by the Herreshoff Company, at Bristol, R. I., for Mr. Norman L. Munro, of this city, and was by far the fastest vessel of her size ever built in America up to that time. The Henrietta has been greatly exceeded in speed by Herreshoff's last effort in the same line, the Now Then, lately built for Mr. Munro. ..." (Source: Anon. "Steam Yacht Racing." Spirit of the Times, October 15, 1887, p. 411.)

"NEWPORT. R. I., Oct. 18 [1890]. --- ... Mr. E. D. Morgan has received a new twenty-seven-foot steam launch [#165p Katydid] from Herreshoff of Bristol. The new boat is very broad, and very much resembles a naval launch, having two separate cockpits, the forward one for the working force and the after for passengers, each protected by a table folding top. She is hand-somely finished in mahogany and brass. Mr. Morgan also has a naphtha launch belonging to the Catarina, and the long Herreshoff steam launch Daisy [#133p, formerly named Henrietta]. (Source: Anon. "The Resorts Of Fashion. ... A New Launch For Mr. E. D. Morgan." New York Times, October 19, 1890, p. 10.)

"... Change of Owners. ... Launches. ... Daisy, E.D. Morgan to S. Nicholson Kane. ..." (Source: Oddie, J.V.S. (NYYC Secretary). Leaflet in the Halsey C. Herreshoff Collection at the Herreshoff Marine Museum titled "Supplementary Leaves to be pasted in Club Book". New York Yacht Club, August 1st, 1893.)

"... The Daisy, formerly the Henrietta, a high speed steam launch, owned by Mr. Walter Langdon, Hyde Park, N. Y., is being fitted with a new boiler at Nyack [Seabury]. ..." (Source: Anon. "Yachting Notes." New York Herald, March 11, 1894, p. 13.)

"The high-speed steam launch Daisy, New-York Yacht Club, Mr. Walter Langdon, owner, arrived at Seabury & Co.'s works yesterday morning about 11:30 A. M., from Bristol, R. I. She will be hauled out and fitted with one of Seabury's latest type safety water tube boilers. Her machinery, &c. will be gone over in general." (Source: Anon. "Yachting News and Notes." New York Times, March 27, 1894, p. 7.)

"EXECUTOR'S SALE. --- RICHARD V. HARNETT will sell at auction, at the Real Estate Exchange, 59 Liberty st., on Tuesday, the 18th of June [1895], at 12:30, the steam launch DAISY, built by Herreshoff; length 48 feet, beam 7 1/2 feet and draught 3 feet 9 inches; speed over 19 miles; launch can be inspected at Seabury's Yard, Nyack. For further description of launch and inventory of equipment apply at MANNING'S YACHT AGJENCY, 45 Beaver st." (Source: Anon. [Classified Ad.] New York Herald, June 11, 1895, p. 12.)

"... F . Augustus Schermerhorn, one of the trustees of the [Columbia] University, has purchased for the crew the Herreshoff steam launch Daisy, built in 1891 for E. D. Morgan [sic, i.e. in 1886 for Norman Munro]. The Daisy is 46 feet 7 inches long on the water line, with a breadth of 7 feet 6 inches, and is furnished with the latest style of engines. She has a speed of over eighteen miles an hour and should be an admirable coaching launch. The title of the Daisy is vested in the trustees, and the crews must stand the expense of her fitting out and the cost of running her during the training period. ..." (Source: Anon. "Among the Colleges. Columbia." New York Tribune, April 19, 1897, p. 4.)

"Daisy, steam launch, N. C. Reynal, has been sold through Tams & Lemoine to Columbia College for use in coaching the crews. Daisy was originally the Henrietta, built by the Herreshoffs in 1886 for the late Norman L. Munro, and she made some very fast runs when she first came out in New York waters. It was with her that Mr. Munro proposed to steam in a dozen loops around the steam launch of the steam yacht Atalanta in going a certain number of miles. Needless to say, the race never came off." (Source: Anon. [Title?] Forest and Stream, 1897, vol. 48, [p. 318?].)

"THE year following the Stiletto's [#118p] advent [1886], her builders sent to New York, on the occasion of the annual regatta in June, another notable craft, the open launch, Henrietta [#133p]. She was 48 feet overall, 46 feet 7 inches lwl, 7 feet 6 inches beam, and 3 feet draft, with a triple-expansion engine 4 and 6 1/2 and 10 inches by 8 inches. She too showed a very high speed in her ordinary running about New York, and made a record a little later in the American Yacht Club regatta, when she covered the Larchmont-New London course in 5 hours, 22 minutes, and 14 seconds, being second to Atalanta out of a fleet of steam yachts very much larger than herself.
The owner of the Henrietta, to whose order she was built, was the late Norman L. Munro, of New York, an enthusiast in the development of the highspeed steam yacht. He had already built the Norma, a large-decked steam yacht, from which much was expected, but which proved a failure. The success of the Henrietta led to the placing of an order with the Herreshoffs for a larger craft, and in 1887 the Now Then [#142p] was launched at Bristol. She was of the regular wooden construction of the firm, 86 feet 4 inches over all, 81 feet 9 inches lwl, 10 feet beam, 5 feet 7 inches depth of hold, and 3 feet 2 inches draft, with triple-expansion engines 7 1/2, 12, and 19 inches by 10 1/2 inches, and a coil boiler 6 feet 3 inches by 5 feet 3 inches. Though a fast boat, the Now Then by no means came up to the standard of the Stiletto and Henrietta, and failed to meet the expectations of her owner. The following year she was returned to her builders in partial payment for a new and still larger yacht, from which a much higher speed was expected. The Say When [#150p], as she was named by Mr. Munro, was 138 feet overall, 115 feet lwl, 14 feet beam, and 4 feet 6 inches draft, --- an elaborately-built craft, with mahogany planking and a complete outfit of the most improved Herreshoff machinery. The Now Then was of the decked launch type, with the stern cut away on deck and broadening out just at the surface of the water, but the Say When was of the conventional steam-yacht type, with longer clipper stem and the usual yacht counter. Though a serviceable boat, she too failed to realize the speed expected of her." (Source: Stephens, W. P. "The High Speed Steam-Yacht as a Factor in Torpedo Boat Design." Van Nostrand's Engineering Magazine. August 1898, p. 786.)

"The Columbia crews had no coaching yesterday. In the morning, while getting up steam a serious accident occurred to the coaching launch Columbia. One of the boiler valves exploded, shattering part of the smokestack and the root and rendering the boat useless. She was taken at once to the Morris Dock, where repairs were immediately begun. It is expected she will be ready to-day. There is an unconfirmed rumor that the engineer and fireman just discharged had a great deal to do with the accident. The oarsmen seemed to believe this. At any rate, their remarks upon the subject were none too cordial. ..." (Source: Anon. "Columbia's Accident." New York World, June 3, 1898, p. 8.)

"Saturday, James Myers, manager of the Varsity crew made arrangements for extensive renovations on the launch 'Columbia,' which is now in dry dock at 35th street, Brooklyn. The total cost of these improvements will be fourteen hundred dollars, which will cover repairs to engine, retubing boiler, and new fittings throughout." (Source: Anon. "Repairs to Launch." Columbia Daily Spectator, Volume XLVII, Number 40, 9 November 1903, p. 2.)

"... The present launch is in a bad state of repair and to place it in first class condition will require a large expenditure. This being the case the directors are considering the purchase of a motor boat for use in coaching. Several boats are under consideration, and it is hoped that in a short time a decision will be reached. There is an annual expenditure for repairs, wages, etc., of about $2,000 on the present launch, and it is thought that there will be a large saving of expense if a motor boat is secured...." (Source: Anon. "Crew Work Begins. Boat to be Purchased." Columbia Daily Spectator, Volume XLIX, Number 68, 19 December 1905, p. 1.)

"... Owing to the fact that the launch 'Columbia' is out of commission this year, the management has decided to put a motor boat at Coach Goodwin's disposal. ..." (Source: Anon. "Crews to Go on River Soon." Columbia Daily Spectator, Volume XLIX, Number 119, 13 March 1906, p. 1.)

"... The motor boat Hard Boiled Egg has been chartered to be used in the Coaching of the crews next spring. The old launch Columbia is out of commission and it was believed that the expense of fitting her up would be more than that of hiring a better equipped boat. The motor boat will be renamed the Columbia." (Source: "Rowing Plans at Columbia." Elmira Star Gazette, January 26, 1906, p. x.)

"... The Herreshoff steam launch Columbia which has been used for coaching purposes for the last six years, is to be discarded for a motor boat ..." (Source: Anon. "Among the Colleges. Columbia." New York Herald, March 26, 1906, p. 10.)

"... The Columbia authorities, have decided to buy a new coaching launch to take the place of the old steam launch Columbia, which has been found too large and unwieldy to follow the crews. The Columbia was last used in 1904, and since that time motor launches have been hired from season to season. It was found that last year it cost as much to rent the coaching launch as it would to buy a new one." (Source: "Freshman Race is Arranged." Syracuse Post Standard, January 16, 1909, p. 5.)

"... Most of my time in the winter of 1892-93 was spent going from Newport to Bristol, where the Vigilant [#437s] was being built, and I went back and forth all winter in my good Herreshoff launch, the Daisy, except when there was so much ice in the harbor that we were able to walk from Brenton's Cove to Commercial Wharf on a road made by the soldiers coming over to Newport. As is the case with salt water, particularly in the tideway, the ice did not last long and gradually I was able to make my way nearer and nearer to Bristol. I remember one day it had quite an arctic look. On a large cake of ice near Prudence seven big seals were lying, one of them a large bull seal, and it was surprising how near they allowed us to approach before making an effort to get away. ..." (Source: Morgan, Edwin Denison. Recollections For My Family. New York, 1938, p. 179.)

"As time went on at rare occasions I got a ride on the water. One day E. D. Morgan appeared with a marvelous vision of shining mahogany with brilliant brass stack and trimmings. The Daisy, one of Nat Herreshoff's earliest steam prodigies, reputedly, and to me implicitly, was the fastest thing that floated. Mr. Morgan had come to take my beloved and then young and very beautiful Aunt Elizabeth Cameron for a sail. I horned in somehow and had my first sight of the Tappan Zee and the Hudson up to West Point; but the purring engine, the sense of speed, with a definite thrill of fancied danger, left me no time for scenic beauties." (Source: Hoyt, Sherman. Sherman Hoyt's Memoirs. New York, 1950, p. 6-7.)

"It appears that five of these launches, looking much like stretched-out Whitehall rowing boats, were built by the Herreshoff Mfg. Co. Henrietta was the first, built for publisher Norman Munro, who returned the following year for the fast steam yacht Now Then [#142p] and the year after for the even faster and larger 138-foot Say When [#149p].
... Henrietta [had] a molded sheerstrake, docking bitts forward and aft, and the usual steamboat canvas awning to keep the sun out and the coal dust from settling on the passengers. With an open cockpit and democratic seating, Henrietta was no doubt used as a passenger-carrying ferry in some sheltered water area." (Source: Bray, Maynard and Carlton Pinheiro. Herreshoff of Bristol. Brooklin, Maine, 1989, p. 25.)

"[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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"[Item Description:] Casting Book # 2, steamers #70p; #79p, #117p, #118p, #119p, #120p, #121p, #122p, #123p, #124p, #125p, #126p, #127p, #128p, #129p, #130p, #131p, #132p, #133p, #134p, #135p, #139p, [castings by hull number]. On last page handwritten note 'Commenced Work on Triple Cond[?] Eng. new one Nov 11/85. H com[?] on Nov 13/85 10 A.M. C.H.K.'. Undated, most vessels mentioned were built between 1885 and 1886. Note considerable informational overlap with Casting Book # 4, which also contains data for all of the boats mentioned in this book, although it may be (!) that Book # 4 lists more patterns per boat than Book # 2." (Source: MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.120-05. Castings Book 2. Box HAFH.6.4B, Folder Casting Record Books Vessel Castings Book 2. No date (1885 to 1886).)
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"[Item Description:] Casting Book # 2 [B (there is another Casting Book # 2)] showing hull castings as per title only for steamers #148p Our Mary and #149p Jersey Lily. Contents, however, also include castings for other boats including #188903es Yawl Boat for #157p Aquila, #405s Alice, #406s Iris, #54p Dolphin, #65p Gleam, #104p Magnolia, #104p Magnolia, #133p Henrietta, #151p Ballymena, #152p Cushing, #155p Augusta [III], #156p Antoinette, #157p Aquila, #158p Launch for Seal Fishing, and #162p Judy. Also listed are many parts for a quadruple engine (probably for #152p Cushing or for #150p Say When or #151p Ballymena). While other casting lists record both castings made at home and at outside foundries, this book appears to list only castings made at outside foundries and none at home. A first part of the booklet from front to about the middle shows casting numbers, descriptions, numbers of castings and foundry where made with dates ranging from Sept 10, [1887] to Dec 14 [1889]. A second, upside down, part of the booklet begins at the end and then goes back to the middle showing for the same date range 'Patterns sent away' with pattern numbers and names of foundries these were sent to. A further section then shows castings required for #152p Cushing and as well as castings required for Lagging, Pumping Engines, Feed Pump and Air Pump, all these possibly also for #152p Cusing. A final section shows 'Patterns ordered home' with pattern numbers, foundry names these were received from and dates ranging from Sept 12 [1887] to Dec 16 [1889]." (Source: MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.120-03. Castings Book 2B. Box HAFH.6.4B, Folder Casting Record Books Hull Castings Order Book 2. 1888-09-10 to 1889-12-14.)
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"[Item Transcription:] Handwritten (in ink and pencil) experiments and trials booklet titled 'Herreshoff Mfg. Co. Experiments 1884 to 1889. N.G. Herreshoff'. Relevant contents:
§24: #133p HENRIETTA Trial Runs (1886-06-12 & 1886-06-12)." (Source: Herreshoff, N.G. (creator). Trials Booklet. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE07_03520. Folder [no #]. 1884-05 to 1890-05.)
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"[Item Transcription:] About the main-sheet fastening [for #411s GLORIANA].
I think the cleats would be good if they were large enough but if you have not got the pattern for the right size I think the timber[?] heads[?] or bitts[?] would be best.
I would like to have some of that same white[?] paint of mine on the DAISY's [#133p ex-HENRIETTA] bottom. If [E.D. Morgan's engineer] Mr. Taylor has not got any I think Mr Carver[?] could get some from Port Jefferson.
Yes it was all right to varnish KATY-DID [#165p] & the tender should be bright all over.
I see by the papers that the 'SAYONARA' carried her sail better than the MINEOLA. I shall do all I can to go to Bristol when the boat is all ready to leave but if I cannot get there I hope you will see that all the light sails fit well before she gets out of Wilson[?] naer[?]. I drove[?] about 24 miles today just to see the MINEOLA at anchor[?]. I understand the NYYC intend giving a big sweepstakes for the 46's. Let me know when you think the 'GLORIANA' will be ready. [Incl. envelope.]" (Source: Morgan, E.D. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_77660. Correspondence, Folder 98. 1891-05-28.)
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"[Item Description:] I duly rec[eive]d your letter and sketch for which I am much obliged. After consideration I have come to the conclusion that I will not attempt the two blues at present so please paint her [#465s PUCK] as true Prussian blue from 'water lines' (as at present made) to under side of oak streak & try and get the bottom paint a French gray, like bottom paint on DAISY [#133p ex-HENRIETTA]. What a delightful sail we had [apparently on June 1 when visiting Bristol]. I told Mrs Morgan about it & made her envious. I also told her I thought you would have returned in about 2 hrs w[or]k[?] proud[? proved?] to be a pretty good pace, with kind regards to the family & hopes for another sail soon, I am ... [P.S.] I rec[eive]d the dimensions, thank you. [Part of group of letters in envelope marked 'Letters from E.D. Morgan'.]" (Source: Morgan, E.D. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_37390. Correspondence, Folder 73, formerly 77. 1896-06-06.)
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"[Item Description:] Photograph. [Backside of Trophy Cup shown in HH.6.208:] ANEMONE [#4p] 1870, LIGHTNING [#20p] 1876, STILLETO [#118p] 1885, HENRIETTA [#133p] 1886, NOW THEN [#142p] 1887, BALLYMENA [#151p] 1888, CUSHING [#152p] 1890, VAMOOSE [#168p] 1891, PORTER [#184p] 1896, MORRIS 1897 [#190p]." (Source: Anderström (creator). Photograph. MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.209. Box HAFH.6.7B, Folder Photograph. No date (1899 ?).)
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"[Item Transcription:] I have within a few days returned from Mexico, and yesterday received from Mr. Belmont copies of correspondence between you, 14th and 19th April inclusive.
Mr. Belmont's present understanding as to the capability of the 'SCOUT' [#203p] is as received originally from me and confirmed by you in his presence in your model room ---a speed of more than 20 miles on trial, an average of 17 miles in ordinary use. I am thus definite because I was most careful to convey to Messrs. Belmont and Vanderbilt [#207p MIRAGE] the impression of the boats I received from you as nearly as possible word for word, and I furthermore told them that as the matter was an exact science with you, there was no guess work about it, quoting the performances of 'NOW THEN' [#142p] 'DAISY' [#133p ex-HENRIETTA], 'ITEM' [#183p] 'VANISH' [#177p] &c between Newport and Sound Harbors as well as elsewhere. The question of our using the launches [#203p SCOUT and #207p MIRAGE] between Newport and the vicinity of New York came up frequently in conversation and was included as among the ordinary uses. However, the point is, what can the SCOUT do between Newport and Roslyn? and there is only one way to answer this question satisfactorily between Mr. Belmont and yourself, that is for you personally to make the run from Newport to Roslyn in her. This only will demonstrate the point at issue, the water tank capacity. You are involved in nothing more serious than a pleasant Sunday trip down the Sound with no expense for return trip, as I am sure Mr. Belmont would gladly assume such incidentals. Once the boat has demonstrated under your supervision exactly what she can do, the whole matter will assume a much more tangible form. At present all appear to be at cross purposes. I am taking this trouble with the single purpose of bringing about a termination to this question which shall be satisfactory to the principals. As to my own feelings in the matter, I note what you say about Mr. Belmont having been misinformed as to the capacity of the SCOUT, and also your scathing criticisms of my agent, Mr. Taylor, who was sent by me for the purpose and with the order to make the best possible showing for the boat." (Source: Morgan, E.D. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_37870. Correspondence, Folder 74, formerly 77. 1900-05-09.)
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"[Item Description:] I propose to use on the bottom of the VANISH [#177p] the same kind of paint that I used to have on the DAISY [#133p ex-HENRIETTA] and of which I have some in the wreck. If her bottom has not already been painted, I will have some of that forwarded to you at once. In fact, in any case I think I will have it forwarded and ask you to have it put on. Of course you understand that the bottom should be quite dry and the salt from the salt water entirely removed from it, and that the paint itself should be constantly and thoroughly stirred while being put on. If you will see to this for me I will be greatly obliged, and in order that the paint may not go astray I will have it forwarded to you personally." (Source: Morgan, E.D. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_38190. Correspondence, Folder 75, formerly 61. 1903-04-04.)
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Note: This list of archival documents contains in an unedited form any and all which mention #133p Henrietta even if just in a cursory way. Permission to digitize, transcribe and display is gratefully acknowledged.

• Henrietta (HMCo-made index card)
• Henrietta (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: Henrietta
Type: Steam
Length: 48'
Owner: Monroe, Norman L.

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

• Henrietta
• Daisy ex-Henrietta
• 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: Henrietta
Type: 48' steam
Owner: Norman L. Monroe
Year: 1886
Row No.: 279

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: 1886
E/P/S: P
No.: 133
Name: Henrietta
OA: 48'

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.

"Norman L Munro [1844 - February 24, 1894], the New York publisher who recently died, was at one time a resident of this town [Bristol]. Several years ago he had two steam yachts built by the Herreshoff Manufacturing Co., which bore the peculiar names of the 'Say When,' [#150p] and 'Now Then' [#142p]. [He had also been the owner of #133p Henrietta, #148p Our Mary, and #149p Jersey Lily]." (Source: Anon. "Local Affairs." Bristol Phoenix, March 3, 1894, p. 2.)

"Date of finish from 1880s NGH design book, s. v. 'The Henrietta': 'The trial for acceptance was made June 14 [1886]'." (Source: van der Linde, Claas. June 12, 2015.)

"Str. no. 133. 48ft launch for Munro. 7ft 4in beam. W[ei]g[h]t all complete except coal and water 9000 lbs. ... Trial for acceptance ... W[ei]g[h]ts. Hull, mach[inery] & equipment 9000. Coal 300. Water 200 = 500. 4 men 650. [Total] 10150lbs." (Source: Herreshoff, N.G. Note in handwritten experiments and trials booklet titled 'Herreshoff Mfg. Co. Experiments 1884 to 1889' dated June 14, 1886. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum.)

"Displacement, 10,000 pounds in running trim, from Scientific American, July 10, 1886, p. 16." (Source: van der Linde, Claas. November 4, 2014.)

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