HMCo #149p Jersey Lily

"April 17th, 1888. St[eame]r No 149. JERSEY LILY. Passenger boat. First run over harbor course. Wind fresh NW. 8 on board. No equipment & little coal. ... Speed ... mean = 13.03miles = 11.31knots. Dimensions 65ft x 10ft 8in. Sq[uare] stern. Engine 4, 6 1/2 & 10 x 8. Boiler 3ft 6in sq[uare] (the first water level [boiler]). Propeller 32in x 48in pattern. April 20th, 1888. ... Observations during trial on behalf of Naval boards. ... Disp[lacement] of boat per model weight 15620lbs. 11 persons 1760[lbs]. Coal & water 600[lbs]. Total mean disp. 17980[lbs]. ... Mean ... = 13.75miles = 11.94knots ... ." (Source: Herreshoff, N.G. Note in handwritten experiments and trials booklet titled 'Herreshoff Mfg. Co. Experiments 1884 to 1889' dated April 17, 1888 and April 20, 1888. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum.)

"No. 149, steam yacht, of Bristol.
Built at Bristol, RI, by Herreshoff Manufacturing Co., 1888.
15 95/100 net tons; 62.4 ft. x 10.4 ft. x 5.6 ft. [Register length x breadth x depth.]
Plain head.
Surveyed and measured, April 12, 1888." (Source: U.S. Customs Department, Bristol, R.I. Custom House Record Book, 1870s to 1904 (Collection of the Herreshoff Marine Museum), s.v. No. 149.)

"Washington, D. C., May 17, 1888.
Sir: In obedience to the Department's order of the 14th instant, and under instructions from the Bureau of Steam Engineering, letter No. 508, we proceeded to Bristol, R. I., to the works of the Herreshoff Manufacturing Company, for the purpose of testing a new design of boiler made by that company.
Our instructions contemplated two special tests of the boiler under maximum conditions of forced combustion, with measurements of the evaporation and quality of steam furnished, and an indication of the power of the engines. The Messrs. Herreshoff did not anticipate tests of this character, and, therefore, no provision had been made for making them. No indicator gear was fitted to the engines and, owing to the light hull of the boat, the rough water which prevailed, and the limited time before delivery to the owner, they were led to decline a full-power trial at the wharf. Facilities were, however, furnished for evaporative and calorimetric tests under natural draft, and for a full-power trial in free route, with the combustion forced by means of the steam-jet in the smoke-pipe.
Description of the Boiler.
The new design differs materially from any heretofore adopted by the Herreshoff Company. The boiler consists of a number of vertical elements, each composed of horizontal tubes (five tubes in the boiler tried) of equal lengths, with right and left hand threads, and connected by return bends. Two adjacent elements are connected at the back and lower ends, by short vertical tubes, to a Y-piece, which has a short connection to a mud-drum, situated below the grate-bars. At the upper ends, the same elements are similarly connected to a steam-drum situated just in front of the boiler casing. There are twenty-two of these tubular elements, the lower tubes being about thirteen inches above the grate-bars. At each side of the grate, there is a similar element having a longer connection to the steam-drum and a shorter one to the feed-water pipe near the mud-drum. These side elements and the vertical connecting pipes to the mud-drum serve like water-logs to protect the boiler-casing from the intense heat of the fire. Above the boiler proper and entirely within the casing, there are three horizontal elements forming a practically continuous pipe, the tubes of which are connected to each other as in the vertical elements. These elements serve as a feed-water heater and also protect the top of the casing by reducing the temperature of the gases of combustion.
In front and at the upper part of the boiler is the centrifugal separator, from the top of which the main steam-pipe leads to the engine, and at about the middle of which the steam-drum is connected. The upper element of the feed-water heater receives the main feed-pipe, the lower element being connected to the bottom of the separator. From each side of the separator and near its bottom, a tube leads the heated feed-water underneath the side element to the mud-drum. The ash-pan, mud-drum, grate-bars, furnace, and all tubes are inclosed in a rectangular double-shell casing of No. 16 iron, the 1 1/2-inch space between the shells being filled with mineral wool. The ash-pan is of No. 12 iron. The extreme dimensions of the casing are 3 feet 7 1/2 inches by 3 feet 7 1/2 inches, and 3 feet 10 1/2 inches high. At the top, the casing slopes from the smoke-pipe to each side, making the height 6 inches less than in the middle. The steam-drum and separator project in front of the casing 14 inches. All tubes of the boiler and feed-water heater are of iron, 1 inch in inside diameter, and were separately tested, before they were put in the boiler, to a pressure of 1,000 pounds per square inch. The U-connections are of malleable cast-iron, carefully selected.
The accompanying drawings, which are on a scale of 1/4, clearly show the design of the boiler.
Before starting fires, water is pumped into the boiler until it shows in the glass on the separator, at the level indicated in the drawing. As steam is formed, water is fed to the upper part of and through the feed-water heater and thence to the bottom of the separator, from which the side tubes, before described, lead it, together with any water that may have come from the steam-drum, to the mud-drum. From the latter it circulates upwards through the tubes of the boiler proper. The design looks towards a complete, or nearly complete, conversion of the water into steam before it reaches the steam-drum.
The object of the present design is to produce a boiler which will not require, as did the original Herreshoff coil boiler, the close attention to the feed-water supply, or, at least, not more than is required in any quick-steaming boiler of the ordinary shell types.
The first boiler built on this design, and the one tested by us, is placed on board of a large launch, the Jersey Lily, which is intended for special excursions and arranged to carry the largest possible number of passengers. The hull is very light, finished inside and out in mahogany, with iron strengthening frames. There is alight canopy and a small pilot-house forward.
The engines are of the vertical, inverted, direct acting, triple-expansion type, exceedingly light, but of the best materials and highest class of workmanship. All cylinders are fitted with piston-valves, worked by eccentrics on a counter-shaft which is geared to the main shaft. There is only one eccentric and rod for each valve. The reversing is effected by means of spiral feathers, pinion and rack, the latter being concentric and revolving with the shaft. There is an outside keel condenser. The air and feed pumps are vertical, and are worked by beams and links from the cross-heads of the low and high-pressure piston-rods, respectively.
The following are the principal dimensions of the hull:
Ft In.
Length over all 65 0
Length on water-line 65 5
Beam 10 8
Draught, amidship (light) 33
Draught at stem and stern (light) 0
Weight of hull, boiler, and machinery complete, without coal or water, and two men on board, 7.81 tons. The principal dimensions of the engine are as follows:
Inches.
Diameter of high-pressure cylinder 4
Diameter of intermediate-pressure cylinder 6 1/2
Diameter of low-pressure cylinder 10
Stroke of pistons 8
Diameter of high-pressure valve 2
Stroke of high-pressure valve 1 1/2[?]
Diameter of intermediate-pressure valve 2 1/2[?]
Stroke of intermediate-pressure valve 1 1/2[?]
Diameter of low-pressure valve 3 1/2[?]
Stroke of low-pressure valve 1 1/2[?]
Steam-ports, high-pressure and intermediate-pressure cylinders 1/2[?]
Steam-ports, low-pressure cylinder 1/2[?]
Cut-off, in all three cylinders, from commencement 1/2[?]
The condenser is a copper tube 39 feet 6 inches long, 1/16 thick, and tapering nearly uniformly from 3 1/2 to 1 inches.
The air-pump is single-acting, 3 1/2 inches in diameter and has a stroke of 3 1/2 inches.
There are two feed-pumps, each 7/8 inch in diameter and a stroke of 3 1/2 inches.
Note. --- Two feed-pumps are required with the coil boiler, one to draw from the hot-well and the other from the separator. With the new boiler, only one pump is required, as the water from the separator falls by gravity to the lower part of the boiler.
Weight of engines, complete, including crank-shaft, 831 pounds.
No particulars of the propeller were furnished.
The principal dimensions of the boiler are as follows:
Grate surface, 3 by 3 feet, square feet 9.0
Heating surface above grates, in boiler proper, square feet 134.52
Heating surface above grates, in feed-water heater square feet 70.76
Heating surface, total, square feet 205.28
Ratio of grate to heating surface 1 to 22.81
Weight of empty boiler, including attachments, pounds 2,945
Weight of water in boiler to steaming level, pounds 103
Total weight of boiler and water, pounds 3,050
Under the Bureau's modified instructions (Letter No. 520) the tests mentioned on page 1 of this report were made. In addition, we made a short evaporative and calorimetric test of a rectangular coil boiler. This boiler was of the same outside dimensions of casing as the other and was in the launch Our Mary, a duplicate of the Jersey Lily.
In each of the three tests, the boiler was first pumped up to the steaming level and then a wood fire started, steam being raised in from five to ten minutes. A fire was then started with 30 pounds of white pine, a quantity considered just sufficient to ignite the coal, which was thereafter so supplied as to keep the fire in a uniform condition. The height of the water in the gauge was marked and the trial considered as having commenced.
In the first trial, firing was stopped at the end of six hours, the coal then in the furnace burning out in one hour and twenty minutes. The following table gives the results of the first trial:
Evaporative test of the boiler of the Jersey Lily, at Bristol, R. I., April 19, 1888.
...
FREE-ROUTE TRIAL OF THE LAUNCH 'JERSEY LILY', APRIL 20, 1888.
Steam was raised in nine minutes. Eight minutes after starting the coal fire the engines were started and the launch put under way. At 10.11 a. m., when the steam-gauge showed 143 pounds pressure, the jet was put on and continued in use until the end of firing, except when the safety-valve, which had been set at 200 pounds, lifted. The water from the condenser was measured into the hot well, as was also that supplied to the auxiliary pump, the waste of steam by the jet and safety-valve being supplied from a barrel of fresh water carried on board.
Five hundred and thirty-five pounds of coal, of the same quality and size as that used in the trial at the wharf, were put on board and burned, the last coal being fired at 12.25 p. m. From this time the fire continued to burn for 56 minutes more. The amount of refuse remaining, when the furnace was cleaned, was much smaller than that in the previous trial, owing to the use of forced draft.
The engine data, which were taken every seven and one-half minutes during two and one-half hours of the greatest performance, are averaged below:
Steam-pressure, by guage, in pounds per square inch 193
Vacuum, in inches 24.5
Revolutions per minute 471.7
Lowest number of revolutions per minute 426
Highest number of revolutions per minute 488
...
Soon after starting on the run, the gauge-glass burst, the automatic valves closing immediately, and during the rest of the trial the water-level was regulated by the gauge-cocks.
Ten runs were made over the measured mile, five with and five against the wind and tide, and then two, over a measured course of 3 nautical miles, one with and one against the wind and tide, the speed increasing from 13 to 15 statute miles per hour. The engines were not slowed at any time between the runs, nor in turning. There was no evidence of priming, nor was any water carried over to the engines, although there must have been considerable variation in the height of water in the boiler.
Steam blown through the gauge-cocks appeared to be dry. At 11.24 1/2 a. m., the gauge indicating then 190 pounds, the engines were stopped, the fire burning actively. The auxiliary pump was put on, the jet closed, and the furnace door opened; the steam-pressure fell so rapidly, however, with the bleeder-pipe open, that the door was closed very soon after. There was no lifting of the water or other evidence in the behavior of the boiler that would indicate any more tendency to disastrous results of any kind than in the ordinary shell boiler. Apparently dry steam only was blown through the gauge-cocks, which were frequently opened during the stoppage.
At 11.34 1/2, the engines were again started and the jet put on, the steam-pressure beginning to rise immediately from 185 pounds. At 11.35 1/2, went ahead at full speed. From 12.25, when the last coal was put in the furnace, until 1 p. m., the average pressure maintained was 195 pounds.
At 1.04 the valves were reversed from full speed ahead to full speed astern, the engines backing in 15 seconds, with steam at 150 pounds. Several other trials in backing and also in turning were made, the boat beginning to back from full speed ahead in little more than half her length. The diameters of the turning circles were about twice the length of the boat. She was easily handled, being light; the engines worked without a hitch, the bearings ran cool and required little attention. At 1.21 p. m., the launch was brought alongside the wharf, the steam-gauge showing 70 pounds. The water was left at the bottom of the gauge, apparently. The dry ashes were weighed, the furnace having been well cleaned.
In the Jersey Lily the top of the boiler-casing is easily removable, so that by disconnecting the separator and pipes in front, the whole boiler can be readily lifted out (a space above equal to the height of vertical tubular elements being required to do this) and any tube removed. ..." (Source: Anon. "Report Of A Board Of Naval Engineers On The Tests Of A Herreshoff Boiler, New Type, Fitted On The Launch 'Jersey Lily', And Of A Herreshoff Boiler, Old Type, Fitted On The Launch 'Our Mary', At Bristol, R. I., April 19, 20, And 24, 1888." In: Annual Report of the Secretary of the Navy for the Year 1888. Washington, 1888, p. 363-369.)

"Bristol, R. I., May 31 [1888]. ... For Mr. Munro the Herreshoffs have also constructed during the winter two elegant mahogany passenger yachts, 65 feet in length, each with 11 feet beam. These are built according to the High Speed Lines of the latest models, and they will be used by the owner upon the Shrewsbury river. ..." (Source: Anon. "At the Herreshoffs. Nearly Thirty Miles an Hour Expected from Mr. Munro's Latest." Boston Globe, June 1, 1888, p. 4.)

"The Herreshoff launch Jersey Lily has been sold by Mr. N. L. Munro to Mr. A. J. Riker, of New York, for $4,500." (Source: Anon. "Changes of Ownership." Forest and Stream, December 10, 1888, p. 297.)

"The steam yacht Jersey Lily is having a beautiful cabin of polished mahogany put in at James Lennox' s yard, foot of Twentieth street, South Brooklyn. The Jersey Lily is owned by a Mr Parker, who keeps her almost entirely on the Shrewsbury River." (Source: Anon. "Yachting Notes." Brooklyn Daily Eagle, April 21, 1889, p. 17.)

"CHARLOTTE.
A screw steamer, formerly called Jersey Lily, the property of William J. Riker, of New York. Was designed by N. G. Herreshoff, and built by the Herreshoff Mfg. Co., being launched in April, 1888. Hails from New York City, and sails with the New York Yacht Club.
Official Number, 126,648.
* Present owners Sam'l Mather and C. W. Wetmore.
DIMENSIONS.
Length, over all, 65 feet.
Length load waterline, 63 feet.
Depth, 5 feet 6 inches.
Draft, 3 feet 6 inches.
Beam, 10 feet.
Engine: Triple expansion, condensing, vertical, three cylinders, 4 in., 6 1/2 in. and 10 x 8 inch. Built by Herreshoff in 1888.
Boiler: Water Tube, 1892. Built by Chas. L. Seabury & Co., Nyack, New York." (Source: Mott, Henry Augustus. Yachts and Yachtsmen of America. New York, 1894, p. 217-218.)

"N/A"

"[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 Description:] HMCo plan HH.5.00214 (004-032). Penciled general arrangement plan with midship section and inboard profile titled 'Design for 65ft River Passenger Boat. Herreshoff Mfg. Bristol, R.I. Jan. 17, 1890'. Apparently for #148p Our Mary and #149p Jersey Lily or a proposal based on them." (Source: Herreshoff Manufacturing Co. (creator). Penciled General Arrangement Plan. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0506. WRDT04, Folder 41, formerly MRDE10. 1889-09-07.)
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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:
§32: #149p JERSEY LILY Trial Runs on behalf of Naval Board (1888-04-17&20&22)." (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 Description:] HMCo Plan HH.5.00214 (004-032). Blueprint general arrangement plan with midship section and outboard profile titled '65ft River Passenger Boat. Herreshoff Mfg. Bristol, R.I. Jan. 17, 1890'. Apparently for #148p Our Mary and #149p Jersey Lily or a proposal based on them." (Source: Herreshoff Manufacturing Co. (creator). Blueprint. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0051. WRDT08, Folder 5, formerly MRDE10. 1890-01-17.)
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"[Item Description:] Penciled pantograph hull sections titled 'Preliminary for 65ft Torpedo launch [#189602ep]. Feb[ruary] 22, [18]96. Scale 3/4ft from model [Model 101] of #148 [OUR MARY] & 149 [#149p JERSEY LILY]'. With calculations arriving at a displacement of 288cuft = 18500lbs and other calculations arriving at a displacement 'to upper w.l.' of 20340lbs." (Source: Herreshoff, N.G. (creator). Pantograph Hull Sections. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE04_06150. Folder [no #]. 1896-02-22.)
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"[Item Description:] Penciled pantograph hull sections titled 'For 100ft Torpedo boat. (Not used). From model [Model 101] of #148 [OUR MARY] & 149 [#149p JERSEY LILY] with 1/10 added to stem. Feb[ruary] 26, [18]96'. With calculations arriving at a displacement of 890cuft = 57200lbs." (Source: Herreshoff, N.G. (creator). Pantograph Hull Sections. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE04_06170. Folder [no #]. 1896-02-26.)
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"[Item Description:] Four handwritten (in ink) pages with tabulated data listing 'Shop No', 'Name', '[Tons] Gross' and '[Tons] Net' for a total of 100 HMCo-built boats and classes. Tonnage data is usually precise to two digits behind the decimal. Random comparisons suggest source of tonnage data to be official Custom House data. Boats mentioned are: #664s, #663s, #625s, #665s, #634s, #658s, #657s, #646s, #641s, #617s, #626s Class, #624s, #621s, #616s, #619s, #590s, #591s, #586s, #592 Class, #618s, #605s, #578s, #560s Class, #580s, #553s, #551s, #552s, #546s, #541s, #545s, #538s, #534s, #533s, #532s, #529s, #534s, #530s, #531s, #435s, #437s, #452s, #499s, #429s, #426s, #424s, #481s, #422s, #417s, #414s, #451s, #215p, #213p, #222p, #235p, #230p, #229p, #236p, #224p, #244p, #247p, #249p, #231p, #232p, #228p, #252p, #250p, #251p, #248p, #168p, #164p, #118p, #142p, #174p, #173p, #194p, #189p, #193p, #183p, #178p, #179p, #181p, #182p, #175p, #163p, #148p, #149p, #172p, #155p, #170p, #186p, #188p, #206p, #207p, #205p, #208p, #209p, #210p, #211p, #212p, #216p. Undated (the latest boat listed, WINSOME, was launched in 1907)." (Source: Herreshoff, N.G. (?) (creator). Handwritten List. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE06_00220. Folder [no #]. No date (1907 or later).)
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Note: This list of archival documents contains in an unedited form any and all which mention #149p Jersey Lily even if just in a cursory way. Permission to digitize, transcribe and display is gratefully acknowledged.

• Greene, A. S. (Chief Engineer U.S. Navy). "Report of a Board of Naval Engineers on the Tests of a Herreshoff Boiler, New Type, Fitted on the Launch 'Jersey Lily', and of a Herreshoff Boiler, Old Type, Fitted on the Launch 'Our Mary', At Bristol, R. I., April 19, 20, And 24, 1888." In: Annual Report of the Secretary of the Navy for the Year 1888. Washington, 1888, p. 363-369. (904 kB)
  Document is copyrighted: No. Detailed report on the square boiler of the launch #148p Our Mary and the new improved waterlevel square boiler for her near sister #149p Jersey Lily. Description, discussion, numerous measurement results.

• Jersey Lily (HMCo-made index card)
• Jersey Lily (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: Jersey Lily
Type: Steam
Length: 65'
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.

• Jersey Lily
• Charlotte ex-Jersey Lily
• Louise ex-Jersey Lily
• 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: Jersey Lily
Type: 65' steam
Owner: Norman L. Monroe
Year: 1888
Row No.: 319

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: 1888
E/P/S: P
No.: 149
Name: Jersey Lilly
OA: 65'

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.)

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