HMCo #625s Doris

"[1905-02-07] Tue 7: Began planking #625 [Doris].
[1905-03-13] Mon 13: Launched #634 [Suzetta II] and moved #625 [Doris] to west end of n[orth] shop.
[1905-05-10] Wed 10: Launched #625 Doris. [Also launched #630s Pintail as per drawing 35-33.]" (Source: Herreshoff, Nathanael G. Diary, 1905. Manuscript (excerpts). Diary access courtesy of Halsey C. Herreshoff.)

"Dec[ember] 17, 1904.
No. 625.
Moulds made from figures of #510 [Petrel, designed in February 1899] using ordinary scale [for] Depths and scale 12 3/4" long for Breadths = (7/16).
Frame spaces 15"
Rake of sternpost changed to 45deg, keeping same point on # 49 frame vis. 7.3.6. height.
Stem post and back rudder as in red.
Draw new water lines thru deadwood and rudder, lightening stern post and running out to original thickness at back edge of rudder.
Crown of deck 6 1/2" in 15'-00".
Timbers moulded 2 3/8", sided 2 1/2" at top. Those at ends to be parallel, but frame # 20 to 48 inclusive to increase in siding 3/32" per foot for full length.
Planing 1 5/8" (7/8 + 3/4).
Sheer line given is to under side of deck.
Make rabbet 2 above bottom of keel and keel 5 1/2".
Top of lead to coincide with bottom keel. [Sketch.]
Changes for 625 using 12 3/4 rules for half breadths [followed by offset data for stations # 38 through # 49].
Height of rail is top of rail - sheerheight
- 1 5/8 (= thickness of deck).
(Top of rail underside of caping[sic]).
Cap 1 3/8" x 2 1/2"." (Source: Herreshoff, N.G. [Pencilled note in Offset Booklet HH.4.114.] Haffenreffer-Herreshoff Collection, MIT Museum, Cambridge, MA.)

"Moulds made from #510 [Petrel (1899)] using ordinary scale for depth and scale 12 3/4in long for breadth.
Frame spaces 15in.
Rake of sternpost changed to 45deg keeping same point on # 49 frame vis 7-3-6 height.
Rudder 2ft-8in wide to [center].
Keel white oak 5 1/2in thick.
Forward overhang timbers white oak 7 1/2in x 7 1/2in.
Aft overhang timber white oak 4 7/8in thick.
Crown of deck beam 6 1/2in in 15ft.
Clamp of oak 2 3/4in x 2 3/4in forward of # 16 and aft of # 47.
Bilge stringers # 1 2 7/8in x 5in from # 9 to 47 inclusive.
Planking 1 3/4in yellow pine bottom, 1 5/8in double topsides (7/8 yellow pine, 3/4in cypress).
Waterway white oak 6in wide x 1 7/8in thick.
Rail yellow pine 1 1/2in x 1 1/8in.
Rail caping[sic] mahogany or teak 2 1/2in x 1 3/8in.
Deck white pine 1 5/8 thick, seams filled with Marine glue.
Bulkheads 1 1/8in Butternut with Mahogany trimmings.
Ceiling 1/2in thick (when in plain view made of Butternut)
Sides of cockpit of oak 1 1/8in thick
Floor in cockpit 1 3/8in thick white oak, caulked, seams filled [with] Marine glue.
Cockpit coaming 7/8in x 8in high from deck of mahogany.
Floor generally 7/8in thick.
Floor beams of Oak 1 3/8in x 2 7/8in fastened to frames with steel gussets between # 23 & # 43 incl.
Floor beams forward # 23 and # 43 of oak 1 1/8in x 2 1/2in not fastened with steel gussets.
Note: Ceiling between # 5 & # 52 from floor to underneath mall iron knees." (Source: Herreshoff, N.G. Handwritten note on HMCo Plan HH.5.01780 (025-031) Construction List for #625s Doris dated January 19, 1905.)

"... Doris [Name], 625 [Building Number], 48.3 [Rating], 56.58 [Waterline], 49.83 [L = length at 1/4 beam as for Universal Rule], 14.54 [B = breadth of waterline as for Universal Rule], 9.34 [d = draft of water as for Universal Rule], 1,526 [D = displacement in cubic foot as for Universal Rule (= 97,664 lbs or 43.6 long tons)], 3790 [Sail Area], 4530 [Sail limit Present rule], -740 [Diff.], 4140 [Sail limit Proposed rule], -350 [Diff.], Very able [Notes] ..." (Source: Herreshoff, N. G. "Formula for Obtaining the Limit of Sail-Area in Yachts when Measured by the Universal Rule Formula." Bristol, R.I., July 13, 1907 with later additions. Original handwritten (in ink) document with penciled additions. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE06_00080.)

"June 19, 1934. {1934/06/19} Dear Father: ... Monday in this state was a holiday called Evacuation Day so there was considerable sailing over this week end. There have been a number of your boats in the harbor lately, many with changed names but some of them were originally Petrel, Doris, Flying Cloud, four or five Bar Harbor thirties and many other smaller craft. The sheet, etc., on the Doris seems absolutely perfect in spite of her age: her general scheme of framing must be most excellent. ... Yours very truly," (Source: Mystic Seaport Museum, L. Francis Herreshoff Collection, Box 17, Folder 9: Letter from L. F. Herreshoff to N. G. Herreshoff.)

"... Doris, the first yacht of any consequence built under the Universal Rule." (Source: Herreshoff, L. Francis. The Common Sense of Yacht Design. Vol. II. New York, 1948, p. 49.)

"Perhaps the thing that affected American yachting most after the turn of the century was the New York Yacht Club's adoption of the so-called Universal Rule of measurement for under this rule our finest yachts were built. The first yacht of any size that I know of built under this new rule was Doris, 57' WL which came out in 1905. In that year some match races were sailed between Doris and the old Gloriana, to see how the speed of the old and the new types compared, for they were of somewhat the same general size. It was found that there was not a great deal of difference in their speed although of course Doris rated least under the new rule, but as she was such a wholesome, roomy vessel a great deal of interest in the new rule was manifested, so in the next few years almost all sizeable American yacht clubs adopted this form of measurement, and the rule was to go on for about thirty years before power was brought to abandon it in favor of the International Rule and Cruising Club Rule." (Source: Herreshoff, L. Francis. An Introduction to Yachting. New York, 1963, p. 164-165.)

"S. Reed Anthony, of Boston, who is having a fast racing sloop built at the Herreshoff boat shops, was in town Saturday [January 28, 1905] inspecting the work done on his craft." (Source: Anon. "Bristol and Vicinity." Bristol Phoenix, February 3, 1905, p. 2.)

"There is being built at Bristol by the Herreshoff Mfg. Co, a 55ft. waterline sloop for Mr. S. Reid Anthony, of Boston." (Source: Anon. "New Boat for S. Reid Anthony." Forest and Stream, March 25, 1905, p. 244.)

"S. Reed Anthony, of Boston, who is having a fast racing sloop built at the Herreshoff boat shops, was in town Saturday [March 25, 1905] inspecting the work done on his craft." (Source: Anon. "Bristol and Vicinity." Bristol Phoenix, March 28, 1905, p. 2.)

"A 50 footer sloop yacht, built for Reed Anthony of Boston, was launched from the Herreshoff's shops, Wednesday [May 10, 1905]. The yacht is named Doris in honor of Mr. Anthony's wife, who was present with her husband at the launching, the party that accompanied Mr. and Mrs. Anthony registering at [J. B. Herreshoff's hotel] the Belvedere, where they were entertained after the launching by J. B. Herreshoff. The new yacht is 76 feet in length over all, and was built for cruising purposes, although the boat is capable of speed, as was demonstrated in her first trips yesterday and this forenoon." (Source: Anon. "Yacht Doris Launched." Bristol Phoenix, May 12, 1905, p. 2.)

"The cruising sloop built at the Herreshoff works, Bristol, for S. Reed Anthony, the Boston banker, was launched Wednesday [May 10, 1905], and named Doris. Mr and Mrs Anthony and a party of friends witnessed the launching.
The Doris is an able, big-bodied boat of heavy construction, though her lines and rig are such that she will give a good account of herself in racing runs on cruises. She is 56 feet 6 inches on the waterline, 77 feet overall, 15 feet 8 inches beam and nine feet three inches draft. She has a moderate sail plan, with a mast 61 feet long, topmast 33 feet and boom 54 feet.
She will be brought around the cape about June 1, and will have an anchorage at Beverly.
Doris will be enrolled in both the New York and Eastern yacht clubs. Her owner is considering entering her in the ocean race of the latter club to Halifax, starting Aug 21." (Source: Anon. "Herreshoff Cruiser. Doris, Owned by S. Reed Anthony of Boston, Launched Wednesday." Boston Globe, May 14, 1905, p. 32.)

"[Abstract of register or enrollment. Pos. 243:]
Doris, sloop yacht, of Bristol.
Built at Bristol, 1905.
41 gross tons, 28 net tons; 61.2 ft. x 15.1 ft. x 10 ft. [Register length x breadth x depth.]
One deck, one mast, overhanging head [bow].
Enr[olled] and Lic[ensed] ([as] yacht) May 12, 1905. Owner: Herreshoff Manufacturing Company of Bristol. Master: N. G. Herreshoff, Bristol.
Surrendered [license] June 14, 1905 at Marblehead. ([Record at:] N[ational] A[rchives, Washington])." (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. Doris.)

"Doris, the handsome cruising sloop built by the Herreshoffs for S. Reed Anthony of Boston, the largest sailing yacht turned out at Bristol this season has attracted much favorable attention at Marblehead the past week.
She was given a good tryout under sail a week ago today, but since then has lain quiet, in the absence of her owner, who is on a business trip west.
Aside from necessary sail stretching, Doris is ready for her season, which is rich in promise. Although a cruiser, the boat has speed, and will give a good account of herself in the racing runs of the Eastern Y. C., in which she is enrolled. In the Marblehead-Halifax race, in which it is practically certain she will be entered, good work may be expected of her.
Doris is built of wood, and is a handsome as well as a stout example of Herreshoff construction. Her spars are of moderate length, her rig being well inboard. She has a flush deck, with small companions in mahogany. Her deck fittings are specially neat and elegant for a cruiser. She has a small, shallow circular cockpit.
With full headroom, the Doris is fitted most comfortably for cruising, having accommodations for seven guests. The main cabin is amidships, and the owner's stateroom aft.
Doris carries a crew of six. Her dimensions are overall 75.5 feet, waterline 56.8 foot, beam 15.3 feet, draft 9.3 feet. Her home anchorage is off the owner's summer place on the Beverly shore. [With photo.]" (Source: Anon. "Herreshoff Sloop Doris." Boston Globe, June 11, 1905, p. 46.)

"The 50-foot sloop-yacht Doris, owned by Reed Anthony of Boston, and built by the Herreshoff Manufacturing Company had a new solid wooden mast stepped at the shops Wednesday [August 2, 1905]. The Doris sprung her hollow mast recently." (Source: Anon. "Bristol and Vicinity." Bristol Phoenix, August 4, 1905, p. 2.)

"One of the best bits of news of the week is the confirmation from Bristol of the report that a class of boats like the 57-foot sloop Doris will be built at the Herreshoff works.
From the manner in which the plans for the class are being put forward, it is said to be probable the first of the boats will be started in construction the latter part of September or the first part of October. The Herreshoffs will have the material for construction on hand by that time.
There will be four or five boats in the class, which will rate at 60 feet.
The Doris type is the best example to date of what can be done with the new [Universal] rule in producing a fast cruiser. On the New York yacht club cruise the Doris developed speed that nobody suspected was in her, except, possibly, her designer, winning from racers in her class, boat for boat.
Present indications are that a class like her will lead the sport next year.
The Doris is owned by S Reed Anthony of Boston. [Note: No such class was ever built. But note the existence of a preliminary plan at Hart Nautical Collections: Preliminary drawing 75' x 54'-9" x 14'-7" x 10'-4".]" (Source: Anon. "Class Like Doris. Work Will Begin Soon at Bristol on 60-Raters." Boston Globe, September 3, 1905, p. 30.)

"... It is generally regretted that the projected class of sixty-footers proposed by a coterie of New York Yacht Club members fell through, as it was desirable to secure data concerning the working of the present rule in the larger classes. ... Shark [#531s] and Humma [#553s] were fast racers in their class, and designed under the old water line and sail area rule to get the most speed possible out of them. Under the new rule their lack of displacement handicaps them severely and allows the Doris [#625s], with her full body, to rate far below them in spite of the fact that her dimensions with respect to sail area and over-all length are practically identical with theirs. Boat for boat, Doris, although entitled to a liberal handicap, goes out and beats the larger raters fairly handily, and furnishes convincing evidence of the value of the rule. Measuring identically the same on deck, with the same sail spread almost to the square inch, her snub ends give her a quarterbeam length of nearly 12 feet greater than Humma or Shark. Her big displacement rates her nearly seven feet below the two while her length and sail-area drive her faster. But Doris affords nearly twice the cabin accommodations of either Shark or Humma, thus combining utility and seaworthiness with speed to a degree that must appeal to any sensible mind. ..." (Source: Anon. "New Racing Boats Promise Fine Sport." New York Times, February 4, 1906, p. 11.)

"... The sloop Doris, owned by S. Reed Anthony, is fitting out at Stearns & McKay's yard, Marblehead. ..." (Source: Anon. "Signs of Activity Among Yachtsmen." Boston Herald, April 26, 1908, p. 14.)

"FOR SALE --- Crack Herreshoff sloop built in 1905, and the 'Boat of the season.' 76 ft, overall, 56 ft. 10-in. waterline, 15 ft- 4-in. beam, and 9 ft. 4-in. draft. Gross tonnage, 41 tons. Net tonnage, 28 tons. 25 tons outside lead. 7-ft. headroom in cabin, which is handsomely finished. Two staterooms. Bath and toilet aft, and toilet forward. Six berths for crew forward. Sail area, 3,780 sq. ft. Carries two boats on davits. Large galley stove and ice chest. This is one of the best boats ever turned out by Herreshoff. She is exceptionally stiff and able. Apply to Hollis Burgess Yacht Agency, 15 Exchange Street, Boston, Mass. [Though not explicitly identified, her dimensions, year of build and accompanying photo identify her as Doris.]" (Source: Anon. "For Sale." Yachting, November 1908, p. 233.)

"... S. Reed Anthony's sloop Doris has been refitted throughout and is ready for the season. ..." (Source: Anon. "Yachting Notes." Boston Herald, June 12, 1910, p. 11.)

"No. 8606 --- For Sale --- The finest Herreshoff sloop yacht of her size ever built. Can be bought at a very reasonable figure. 76 ft. o. a., 57 ft. w. l., 15 ft. 4 in. beam, 9 ft. 4 in. draught. Built in 1905. In absolutely perfect condition. Two suits of sails, one a new Ratsey suit; 25 tons of lead on keel. Large cabin, handsomely furnished, 16x15 ft.; roomy stateroom aft, and double stateroom forward. Bathroom, toilet rooms, etc. Large trunk closet, forecastle and galley. Steerage with transom berth. Six berths forward for crew, toilet, etc. This handsome cruising yacht is strongly constructed and is a splendid sea-boat with sharp 'Universal Rule' bow. Completely equipped in every respect. This is an exceptional opportunity for anyone desiring to purchase a high-grade yacht at a moderate price. Inspectable in Boston by applying to Hollis Burgess Yacht Agency, 15 Exchange Street, Boston, Mass." (Source: Rudder, March 1913, p. 161.)

"S. Reed Anthony's 56-foot sloop Doris, one of the first yachts built to the [Universal] rating rule by Herreshoff, will not be in commission this season as her owner will be abroad this summer. The sloop has been put overboard by Stearns & McKay at Marblehead and anchored at the head of the harbor, housed in. Mr Anthony's power launch Ruth, which usually is used as a tender to the Doris, is ready to be put overboard." (Source: Anon. "Yachts and Yachtsmen." Boston Globe, May 18, 1913, p. 56.)

"... The Hollis Burgess Yacht Agency reports the following sales: The 57-foot waterline sloop Doris by S. Reed Anthony to a New York yachtsman, ... The Doris, which was designed and built by Herreshoff in 1905 for Mr Anthony, was the first rating boat launched at Bristol, and one of the first racing yachts built under the universal rating rule. ..." (Source: Anon. "Notes from the Week's Log." Boston Globe, October 12, 1913, p. 47.)

"... Charles E Hellier is contemplating a cruise with the sloop Doris to Labrador waters next Summer. This craft, which was purchased last Fall from the late S. Reed Anthony, will be in water by the first of next month, as work of fitting her out for the season has been started. ..." (Source: Anon. "Notes from the Week's Log." Boston Globe, March 15, 1914, p. 57.)

"...The sloop Doris, built in 1905 for the late S. Reed Anthony of Boston, and now owned by Charles E. Hellier of Boston and Marion, is to have a thorough overhauling, and a number of improvements made by Herreshoff this winter. ..." (Source: Anon. "Yachts and Yachtsmen." Boston Daily Globe, October 31, 1915, p. 58.)

"... Among the recent sales reported by Cox & Stevens are the 57-foot waterline sloop Doris by Charles E. Hellier, Beverly Y. C.. to Louis[e] N. Grace for use on the Maine coast; ..." (Source: Anon. "Notes from the Week's Log." Boston Globe, May 30, 1920, p. 63.)

"... The sloop Doris, once owned by the late S. Reed Anthony of Beverly, Mass., was towed to the Neponset yard of Lawley a week ago. She is ordered to the coast of Maine for the Summer by the owner, T. H. Grace. ..." (Source: Anon. "Notes from the Week's Log." Boston Globe, June 13, 1920, p. 52.)

"The yachting season of 1920 will undoubtedly be one of the most active in years, as is best indicated by the large number of craft being sold and chartered. The following transactions were recently effected through the firm of Cox & Steven's of New York: ... 76-foot, sloop yacht Doris, sold for Charles E. Hellier, N. Y. C, to Louise N. Grace for service on the Maine Coast. ..." (Source: Anon. "Sales and Charters." Rudder, July 1920, p. 61.)

"Doris, a 57-foot Herreshoff cutter was a visitor at Marblehead last week, while on her way from Bristol to Islesboro, Me., where her owner, Miss Louise Grace, has a Summer home. Doris, built in 1905 for the late S. Reed Anthony of Boston, was the first of the larger cutters designed to the rating rule. She was owned also for a number of years by Charles B. Hellier of Boston and used in Buzzard Bay waters, from whom she was purchased by Miss Grace two years ago." (Source: Anon. "Notes from the Week's Log." Boston Globe, July 9, 1922, p. 57.)

"Concordia had another entry in the 1934 Bermuda Race in which we all had considerable interest. I had sold the old Herreshoff cutter Doris to our young friend Lawrence L. Reeve. At 76 feet length overall, Doris was too big for Class A and had to sail in a special class all by herself. She did not do well on elapsed time, let alone corrected time, but, still, she was beautiful to look at, even though we had converted her to a ketch.
[Footnote:] Built by Herreshoff in 1905 Doris was 56ft LWL with a 15ft beam and 9ft 4in draft. Her butternut-finished interior was perfection itself. We found her available for a song at Lawley's, and we had Lawley's perform the work necessary to convert her from a gold-plater handled by a crew of paid hands to a cruising boat for young amateurs. I remember we called on Father's classmate and long-time Howland friend Captain Rodman Swift to oversee the alterations. This conversion gave us a wonderful opportunity to get acquainted with many of the top Lawley workmen. We especially enjoyed discussing details with Bror Tamm, who was deservedly considered the very best at rigging and spar-making. In later years we called many times on Tammy for guidance." (Source: Howland, Waldo. A Life in Boats. The Years Before the War. Mystic, Connecticut, 1984, p. 202.)

"HAMILTON, Bermuda, June 28. ... The only Class C boat in the [New London to Bermuda] race, Lawrence N. Reeve's ketch Astarte, from Philadelphia, also came into the harbor during the day. Biggest boat in the contest, she carried a plus handicap of 3h 3m 12s. Her corrected time was 98h 46m 5s. ...[Astarte ex-Doris came in last of 27 starters.]" (Source: Anon. "Edlu in Class A, Baccarat in Class B, Win New London to Bermuda Race-Stragglers Come In." Boston Globe, June 29, 1934, p. 29.)

"... The entire fleet [of the New London to Bermuda race] finished without serious mishap. The ketch Astarte snapped her main topmast, but was able to finish in good order. ..." (Source: Anon. "625 Miles of Squalls, Seasickness And Fog. Had a Great Time!" Boston Globe, July 15, 1934, p. A6.)

"... Recent brokerage by Belknap & Paine, Inc, E. Arthur Shuman, includes ... the 76-foot ketch Astarte, Ex-Doris [#625s], to Parkman D. Howe of Boston, and Howe's 10-meter Shawara to Frederick J. Dion of Salem. The Astarte, which will be remembered as the first craft built to the Universal Rule, will be converted under Frank Paine's direction to a ketch rig similar to that given Richard Harte's ketch Vayu [#510s Petrel] this season. ..." (Source: Anon. "Notes from the Week's Log." Boston Globe, October 11, 1936, p. A24.)

"... Although the weather has been far from encouraging for yachting, local brokers report some activity and a few sales. E. Arthur Shuman Jr., Inc., has recently sold ... the 76-foot yawl Huntress [#625s ex-Doris] from Parkman D. Howe of New Bedford to Richard Harte of Nahant, and the 56-foot cutter Susan Prentice Reed, a Camper and Nicholson creation of 1935, from Leo Dion of Salem to Parkman D. Howe. Dick Harte, former tennis star, has sold his ketch Vayu [#510s ex-Petrel] to Capt Fred Mix. ..." (Source: Fowle, Leonard M. "From the Week's Log." Boston Globe, April 28, 1940, p. B20.)

"The Director of the Bureau of Marine Inspection and Navigation having authorized on the 14th day of May, 1940, under the provisions of the Act of Congress of February 19, 1920, a change in the name of the gas [sic] yacht, HUNTRESS (201963), tonnage 41 tons gross, RICHARD HARTE, owner, to that of VAYU, public notice is hereby given of such change of name in compliance with the laws of the United States relating thereto. JOSEPH McGRATH, Collector of Customs." (Source: Anon. "Legal Notices." Boston Globe, May 22, 1940, p. 23.)

"Herreshoff's DORIS, 1905, is falsely considered the first yacht of size to have been built to the NYYC Rule. Actually she was constructed over the molds of PETREL, 1899. The N.Y. Thirties of the same year were of the encouraged form and well suited to the measurement system and deserved the distinction. The first schooner to the Rule was the faultless QUEEN, 1906, 92'6" on the water." (Source: Streeter, John W., editorial note. In: Herreshoff, Nathanael Greene and William Picard Stephens. "Their Last Letters 1930-1938." Annotated by John W. Streeter. Bristol, R. I., ca. 1999, p. 108.)

"One of the most significant remaining early 20th century sailing yachts was scuttled this spring by her owner near Mystic, Connecticut. She was the 78' Herreshoff sloop VAYU, ex-DORIS. Launched in 1905, she was the first major Universal Rule yacht built in the Bristol yard. Probably the last boat still in existence to have raced against the famous sloop GLORIANA, for over 70 years she was a noble presence in New England waters, first as a gaff-rigged sloop and later as a Marconi ketch. In her last incarnation, she sailed as a marconi sloop, with a towering mast that stood 90' off the water. Although well past her prime, she was still a magnificent vessel, and reaching into New Harbor, Block Island, leaving no wake but making incredible speed in light air, she was absolutely unforgettable. Although admittedly she did not have a fully developed Universal Rule hull and may not have been one of Mr. Herreshoffs most beautiful yachts, she was one of the last of a rapidly-vanishing breed, and as such was irreplaceable. Her most recent owner had put a substantial amount into the restoration of the yacht, but much more would have been necessary to complete the job, and the right combination of funds, skilled workmen, and facilities, simply did not come together in time for her. Those of us who tried to save her were too few, too poor, and too late." (Source: Nicholson, Nick. "HOBNOBing With the Twelves in Rhode Island." Wooden Boat #17, July-August 1977, p. 11.)

"A report in this column of the demise of the great Herreshoff sloop VAYU was embarrassingly premature. As of September 1, VAYU was sitting at her owner's dock in New London, less engine, less interior, less ballast, and less spars. Her future is uncertain, as her owner wavers between selling her, restoring her, and junking her. The boat would be for sale to an appropriate buyer, but the restoration of such a craft is not exactly a backyard project as she is 78' long and displaces over 60 tons. Seriously interested parties should contact Tug Leasing Corporation. Box 968. New London, Connecticut 06320." (Source: Nicholson, Nick. "Narragansett Bay." Woodenboat #19, September/October 1977, p. 6.)

"In chapter III of the VAYU Saga, the 78' Herreshoff sloop has seemingly gained a new lease on life. Jacques Thiry of New London, Connecticut is purchasing the 73-year-old sloop, and has ambitious restoration plans. The missing 24 ton lead keel is to be recast, replacing the present concrete and scrap iron external ballast. Most of the interior structure of the boat has been removed, which will greatly facilitate structural repairs; and a new interior is planned to make the vessel eligible for Coast Guard certification, and to accommodate more guests for charterwork. Thiry ultimately plans to replace the present marconi rig with a duplicate of the original 3780 square foot gaff cutter rig, which would probably make her the largest gaff-rigged, single-masted racing boat in this country." (Source: Nicholson, Nick. "Narragansett Bay." Woodenboat #21, March/April 1978, p. 7.)

"[Multi page website on Vayu ex Doris documenting her history and calling for prevention of her dismantling. Website apparently created ca. 2002 and since then not updated.]" (Source: http://johan_roodt.tripod.com/doris1905herreshoffcopy/, retrieved January 25, 2011.)

"One of The WoodenBoat Show’s speakers was David Snediker of Snediker Yacht Restoration in Pawcatuck, Connecticut. The yard this year completed the hull planking in the stunning restoration of DORIS of 1905, at 78' LOA the largest all-wooden hull ever built at Herreshoff Manufacturing Co. She was rescued just before demolition in New London, Connecticut.
At this stage, all of her centerline timbers have been replaced using purpleheart. She has been entirely reframed in steam-bent white oak. Her floor timbers are of purpleheart, beveled and given limber holes on a CNC router. 'I was glad to do that, because in restoration, the floor timbers are vital for determining the shape where things are very complicated in that very curvy section down by the keel,' Snediker said. Plus, he said, 'Purpleheart is as stable as teak; it doesn't come and go.' With the restoration predicted to last at least five years --- compared to the original construction time of five months --- wood stability is crucial.
Below the waterline, all of her fastenings, including keelbolts, floor timber bolts, plank-fastening screws, and quilt-patterned backfastenings in the double planking, are of Monel. Her original galvanized-steel hull strapping was replaced using silicon bronze. Their pattern, too, was changed from the 1905 configuration to reflect N.G. Herreshoff’s 1925 standards. The new straps have three X-shaped crossings instead of one. Reinforcement plates have been added in way of the chainplates, and a longitudinal 'belly band' has been added. Recesses were cut in the planking to receive the strapping, leaving the frames full dimensioned for strength.
None of the original planking could be saved. Cypress was used for the first seven new strakes, above which the hull is double-planked, as in the original, using cypress and Alaska yellow cedar for the inner layer and Douglas-fir for the outer layer. The sheerstrake is a full thickness of iroko. The plank pattern and widths very closely followed the original: no single plank is wider than 4 1/4" amidships and they taper to 1 7/8" in the ends. All the planking was hung by a crew of three.
The yard lofted the hull one-half scale from Herreshoff’s table of offsets; then Ed McClave, a Herreshoff specialist with MP&G Boatbuilding and Restoration in Mystic, entered the data in CAD. Molds, one per frame following Herreshoff style, were CNC-cut of four layers of plywood. Parts --- most notably the floor timbers and the transom’s complicated framing --- were shaped on CNC cutters. Off the boat, the frames were bent to the molds and the corresponding floor timbers were attached.
The hull was braced so that the old centerline pieces could be cut away and the new keel slipped into place. When the centerline structure was finalized, original frames were taken out three at a time and the corresponding mold and frame assemblies were set up in their stead. After they were all installed, bands of planking were removed and the new frames faired, followed by strapping and the new planking.
As of midsummer, the sole beams were ready to be installed to provide footing for work on the bilge stringers, sheer clamps, and deckbeams. The original galvanized-steel hanging knees could not be saved; new ones of silicon bronze are being made by investment casting to 3D-printed models provided to a foundy by the yard. The new hollow eight-stave Douglas-fir mast and boom have been completed, too.
Nothing of the original hull remains. However, 'We have a whole bunch of material, and as we move into the interior we’ll start using original stuff,' Snediker said. Relaunching is expected by perhaps 2026.
Snediker Yacht Restoration, LLC, 22 Mechanic St., Pawcatuck, CT 06379; 860–599–0800; www.snedikeryacht.com. [With photos.]" (Source: Jackson, Tom. "Around the Yards." WoodenBoat #288, September/October 2022, p. 15-16.)

"N/A"

"[Item Transcription:] [Typewritten (mimeographed?) letter on 'Tucker, Anthony & Co. Bankers & Brokers, 53 State Street. Boston' stationery:] Dear Sir:-
I am applying for membership in the New York Yacht Club,
Mr. Arthur P. Luke of the COLONIA [#435s] and Mr. W. B. P. Weeks of Boston are respectively proposer and seconder of my name.
If it is not asking too much of you, will you kindly write a letter on my behalf to the Committee on Admissions, telling them of the new yacht [#625s DORIS] that you are building for me and anything else favorable that you may know of.
Thanking you in advance for any trouble you may take in the matter, I remain,
Yours truly, ..." (Source: Anthony, S. Reed. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_00330. Correspondence, Folder 1_14, formerly (84). 1905-02-20.)
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"[Item Description:] I received your letter with blue print of an enlarged #625s DORIS [see Hart Nautical Collections HH.5.02126 (029-030): Preliminary drawing 90ft x 66ft x 17 1/2ft x 10ft-10in (1905-09-30)], am afraid it would be rather cramped for what I want, will you try how a schooner [#190520es] to go in the next schooner class would work out, incl. NGH reply from Oct 23, 1905: sickness prevented me from sketching a schooner, I find the 55 to 64 class A schooner rig and #625s DORIS type of model would be 73' to 75' w.l. and 95' to 100' overall, this is practically the size of the 70 footers [NY70], this is perhaps a larger vessel than you care for, please let me know, also if you want to build this year for if you do we should be getting under-way" (Source: Kennedy, H.V.R. (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_19960. Correspondence, Folder 54. 1905-10-05.)
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"[Item Description:] Newspaper clipping titled 'New Era Appears in Yacht Building. Safe and Sane Types Now Being Developed by Designer Herreshoff' with full page article describing Herreshoff history, NGH and JBH, special emphasis on #590s INGOMAR, #657s QUEEN, #658s IROLITA II, mention of #625s DORIS, NGH's sons (three of whom helped lay down QUEEN's lines), the cottage on Brurnside street for the use of the employees in their recreation or studies, and the Herreshoff Marine Band. With photos sub-titled 'Nat Herreshoff and Foreman on the way to the Shops [driving NGH's Stanley Surry], 'John B. Herreshoff's Yacht, the EUGENIA [#224p], 'Nat Herreshoff's House, Boathouse and Wharf', 'Where Cup Defenders are Born' and Herreshoff Shops from the Water'." (Source: Providence Sunday Journal (creator). Newspaper Clipping. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE14_01150. Folder [no #]. 1906-06-17.)
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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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"[Item Description:] Handwritten (in ink and) table / design rule titled 'Formula for Obtaining the Limit of Sail-Area in Yachts when Measured by the Universal Rule' and signed 'Nath'l G. Herreshoff. Bristol R.I. July 16, 1907'. With formula 'Sailarea not more than C * B * (L * d * D)^.025 in which C = constant depending on rig, as follows: Sloops & Yawls not carrying topsails C=8.75. Full rigged Sloops C=9.8. Full rigged Schooners and Yawls C=9.3. L = length at 1/4 beam as for Universal Rule. B = breadth of waterline as for Universal Rule. d = draft of water as for Universal Rule. D = displacement as for Universal Rule. The following are examples of application of the above formula to some well known yachts designed by the author. Measurements for Universal Rule'. Followed by tabulated data showing Building Number, Rating, Waterline, L, B, d, D, S, Sail limit Present rule, Diff., Sail limit Proposed rule, Diff., and Notes for Buzzards Bay 15 [#503s class], KILDEE [#460s], SIS [#536s], DOROTHY Q [#668s], SENECA [#670s], N.Y.Y.C. 30 [#626s class], NEWPORT 30 [#463s class], ELECTRA [#530s], SPASM [#538s], PLEASURE [#545s], NEITH [#665s], DELIGHT [#679s], GLORIANA [#411s], ALTAIR [#539s], AVENGER [#666s], DORIS [#625s], WINSOME [#664s class], IROLITA II [#658s], YANKEE [#534s], CONSTITUTION [#551s], RELIANCE [#605s], PETREL [#510s], QUEEN [#657s], INGOMAR [#590s], WESTWARD [#692s], AND [KATOURA] [#722s]. [In an article in the March 5, 1905 Boston Globe (p40), N. G. Herreshoff argued that unless there be a stricter limit on sail area in the present Universal Rule, there would be only few cruising yachts racing. This formula is apparently an attempt to address the above issue. See elsewhere for complete spreadsheet transcription.]" (Source: Herreshoff, N.G. (creator). Penciled Table. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE06_00080. Folder [no #]. 1907-07-13.)
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"[Item Description:] Handwritten (in ink) rating rule titled 'Formula for Obtaining the Limit of Sail-Area in Yachts when Measured by the Universal Rule' and signed 'Nath'l G. Herreshoff. Bristol R.I. July 16, 1907'. With formula 'Sailarea not more than C * B * (L * d * D)^.025 in which C = constant depending on rig, as follows: Sloops & Yawls not carrying topsails C=8.75. Full rigged Sloops C=9.8. Full rigged Schooners and Yawls C=9.3. L = length at 1/4 beam as for Universal Rule. B = breadth of waterline as for Universal Rule. d = draft of water as for Universal Rule. D = displacement as for Universal Rule. The following are examples of application of the above formula to some well known yachts designed by the author. Measurements for Universal Rule'. Followed by tabulated data showing Building Number, Rating, Waterline, L, B, d, D, S, Sail limit Present rule, Diff., Sail limit Proposed rule, Diff., and Notes for Buzzards Bay 15 [#503s class], KILDEE [#460s], SIS [#536s], DOROTHY Q [#668s], SENECA [#670s], N.Y.Y.C. 30 [#626s class], NEWPORT 30 [#463s class], ELECTRA [#530s], SPASM [#538s], PLEASURE [#545s], NEITH [#665s], DELIGHT [#679s], GLORIANA [#411s], ALTAIR [#539s], AVENGER [#666s], DORIS [#625s], WINSOME [#664s class], IROLITA II [#658s], YANKEE [#534s], CONSTITUTION [#551s], RELIANCE [#605s], PETREL [#510s], QUEEN [#657s], INGOMAR [#590s], WESTWARD [#692s], AND [KATOURA] [#722s]. [In an article in the March 5, 1905 Boston Globe (p40), N. G. Herreshoff argued that unless there be a stricter limit on sail area in the present Universal Rule, there would be only few cruising yachts racing. This formula is apparently an attempt to address the above issue. See elsewhere for complete spreadsheet transcription.]" (Source: Herreshoff, N.G. (creator). Handwritten Rating Rule. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE06_00260. Folder [no #]. 1907-07-16.)
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"[Item Description:] Blueprint table titled 'Formula for Obtaining the Limit of Sail-Area in Yachts when Measured by the Universal Rule' and signed 'Nath'l G. Herreshoff. Bristol R.I. July 16, 1907'. With formula 'Sailarea not more than C * B * (L * d * D)^.025 in which C = constant depending on rig, as follows: Sloops & Yawls not carrying topsails C=8.75. Full rigged Sloops C=9.8. Full rigged Schooners and Yawls C=9.3. L = length at 1/4 beam as for Universal Rule. B = breadth of waterline as for Universal Rule. d = draft of water as for Universal Rule. D = displacement as for Universal Rule. The following are examples of application of the above formula to some well known yachts designed by the author. Measurements for Universal Rule'. Followed by tabulated data showing Building Number, Rating, Waterline, L, B, d, D, S, Sail limit Present rule, Diff., Sail limit Proposed rule, Diff., and Notes for Buzzards Bay 15 [#503s class], KILDEE [#460s], SIS [#536s], DOROTHY Q [#668s], SENECA [#670s], N.Y.Y.C. 30 [#626s class], NEWPORT 30 [#463s class], ELECTRA [#530s], SPASM [#538s], PLEASURE [#545s], NEITH [#665s], DELIGHT [#679s], GLORIANA [#411s], ALTAIR [#539s], AVENGER [#666s], DORIS [#625s], WINSOME [#664s class], IROLITA II [#658s], YANKEE [#534s], CONSTITUTION [#551s], RELIANCE [#605s], PETREL [#510s], QUEEN [#657s], INGOMAR [#590s], WESTWARD [#692s], AND [KATOURA] [#722s]. [In an article in the March 5, 1905 Boston Globe (p40), N. G. Herreshoff argued that unless there be a stricter limit on sail area in the present Universal Rule, there would be only few cruising yachts racing. This formula is apparently an attempt to address the above issue. See elsewhere for complete spreadsheet transcription.]" (Source: Herreshoff, N.G. (creator). Blueprint Table. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0169. WRDT08, Folder 16, formerly MRDE06. 1907-07-16.)
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"N/A"

"[Item Description:] Penciled table listing OA, LWL, QBL, %, L = LWL + 1/2(QBL-.93LWL), and Mian[?] for Buzzards Bay 15 [#503s], KILDEE [#460s], DELIGHT [#679s], NYYC 30 [#626s], SENECA [#670s], SPASAM [#538s], NEITH [#665s], GLORIANA [#411s], ALTAIR [#539s], AVENGER [#666s], DORIS [#625s], WINSOME [#664s] class, MINEOLA [#529s] class, INGOMAR [#590s] and QUEEN [#657s]. With three formulas for L, one by 'NGH proposed', the other by Louis M. Clark and the third by NGH [apparently the old one]. On verso of printed receipt card by Callender, McAuslan & Troup Co. Undated, the latest of these boats is from 1908 suggesting this to have been prepared for the Universal Rule revision of 1908." (Source: Herreshoff, N.G. (creator). Penciled Calculations. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE03_01780. Folder [no #]. No date (1908).)
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"[Item Transcription:] Order book with carbon copy duplicates of instructions given by NGH titled 'Herreshoff Mfg. Co. Orders from N.G. Herreshoff'. Relevant contents:
§44: Work Order [For] #625s. [When wanted] Early in May. Rigging [7 pages] (1905-01-25 & 1905-01-26)
§78: Work Order [For] #666s. [When wanted] Middle of May. Rig same as for #625s (1907-02-05)." (Source: Herreshoff, N.G. (creator). Order Book. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE08_03460. Folder [no #]. 1900-02 to 1909-10.)
① ② ③ ④ ⑤ ⑥ ⑦ ⑧ ⑨ ⑩ ⑪ ⑫ ⑬ ⑭ ⑮ ⑯ ⑰ ⑱ ⑲ ⑳ ㉑ ㉒ ㉓ ㉔ ㉕ ㉖ ㉗ ㉘ ㉙ ㉚ ㉛ ㉜ ㉝ ㉞ ㉟ ㊱ ㊲ ㊳ ㊴ ㊵ ㊶ ㊷ ㊸ ㊹ ㊺ ㊻ ㊼ ㊽ ㊾ ㊿
① ② ③ ④ ⑤ ⑥ ⑦ ⑧ ⑨ ⑩ ⑪ ⑫ ⑬ ⑭ ⑮ ⑯ ⑰ ⑱ ⑲ ⑳ ㉑ ㉒ ㉓ ㉔ ㉕ ㉖ ㉗ ㉘ ㉙ ㉚ ㉛ ㉜ ㉝ ㉞ ㉟ ㊱ ㊲ ㊳ ㊴ ㊵ ㊶ ㊷ ㊸ ㊹ ㊺ ㊻ ㊼ ㊽ ㊾ ㊿
① ② ③ ④ ⑤ ⑥ ⑦ ⑧ ⑨ ⑩ ⑪ ⑫ ⑬ ⑭ ⑮ ⑯ ⑰ ⑱ ⑲ ⑳ ㉑ ㉒ ㉓ ㉔ ㉕

"[Item Transcription:] As lately there has been talk about changing the rule for rating measurement for yachts and, if changed, to make it a 'sail area rule', I have tabulated some of the data on file with the Race Committee and enclose a copy thinking that it might be of interest. [NP] The tabulation shows the relationship between RM and the square root of sail area, as well as between racing length and the cube root of displacement. From the tabulated figures it would seem that rating measurement might be determined directly from the square root of sail area, as shown in column headed 'X', which is about 0.85 for sloops and 0.78 for schooners, provided a consistent relationship was maintained between L (see column Y) and also between the square root of sail area divided by the cube root of displacement (see column Z). [NP] As displacement is an element troublesome to determine, it would seem as if it might be possible to use Coefficient times (LWL x beam x draft), in place of displacement. She Coefficient is shown in the column headed 'Coef.' which is approximately 0.16 for sloops and 0.18 for schooners. [NP] The product of dividing the square root of sail area by the cube root of displacement is shown in column '2', and the result is approximately 5.3. [NP] It would seem from a study of these figures that a simplified rule might be obtained.
[Incl. blueprint table titled 'Relation between R.M. and sq-rt(S.A.) & L, also between sq-rt(S.A.) & cube-rt(D) in Racing Formula for Rating Measurement for Sloops New York Yacht Club. September 1919. H. de B. Parsons, 22 Williams Street, New York.' and providing comparative data for N.Y.Y.C 30 (New York 30 Class), #709s JOYANT, ALEDA, NAHMA, JOSEPHINE, ALICE, DORELLO, #685s KALINGA (ex-ADVENTURESS), MEDORA, DORELLO II, N.Y.Y.C 40 (New York 40 Class), N.Y.Y.C 50 [New York 50 Class), #666s AVENGER, #694s SHIMNA, #625s DORIS, N.Y.Y.C 65 (New York 65 Class).]
[Incl. blueprint table titled 'Relation between R.M. and sq-rt(S.A.) & L, also between sq-rt(S.A.) & cube-rt(D) in Racing Formula for Rating Measurement for Schooners New York Yacht Club. September 1919. H. de B. Parsons, 22 Williams Street, New York.' and providing comparative data for Sound Schooner Class, VENONA, MILADI, SIMITAR, AMORILLA, #698s QUEEN MAB (ex-VAGRANT I), TIMANDRA, FLYING CLOUD, RADIANT, #663s IROLITA (ex-ISATLENA), TAORMINA, KATRINA, PRINCESS, IRIS, MURIEL, #719s VAGRANT, #772s MARIETTE, SAVARONA, ARIEL, SEA FOX, ENDYMION, #435s CORONA (ex-COLONIA), INVADER, ENCHANTRESS, #706s ELENA).]
[Incl. envelope postmarked Oct 2 (1919) and labeled in pencil by NGH 'Letter from H. deB Parsons about sailarea rule'.]
[Incl NGH reply:] Your very interesting letter of 2nd inst came while I was away on a little cruise, and since my return I have been so very busy that I have not found time to make a study of the tables you inclosed.
There are some good reasons for using sail area as a foundation for rating and I have been much interested in the scheme for several years, and, in fact, spent considerable time in the winter of 1914-15 in making a thorough study of the subject and formulating rules and restrictions necessary with using the sail area rating.
Your study considers existing racing yachts which, with only few exceptions were built since the present measurement rule went into effect. In my studies I also condiered the possible modifications in form and proportions that would arise under the sailarea rating.
To prevent abnormal and unwholesome types being constructed, I found it absolutely necessary to make restrictions or limitations in a number of elements, to wit over all length, and cube root of displacement, in relation to square root of sailarea, freeboard in relation to mean length ((oa+l2)/2), draft up water in relation to square root of sail area but modified in larger sizes for conveniences[?] of navigation.
So by[blank?] in safeguarding the sailarea rating I found it was necessary to take practically the same number of measurements as we do now. Therefore the gain in making a change from our present formula (C * ((L*sq-rt(S) / cube-rt(D)) to (K * sq-rt(S) is a doubtful one.
The problem of getting the most speed with least driving power or crew, would be an interesting one, but if it becomes necessary to enact restrictions & limitations to keep yachts in wholesome form you are really driving designers to work to stereotyped proportions.
If a few slight changes were made in our present [Universal] measurement rules and our present formula (C * ((L*sq-rt(S) / cube-rt(D))used without any limitations it would be good enough for universal adoption and without time limit as it has already been well tried out." (Source: Parsons, Harry DeBerkeley (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_72930. Measuring and Measurement Rules (Box 2), Folder B2F05, formerly MRDE15. 1919-10-02.)
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"[Item Description:] Blueprint sailplan proposal titled 'Cruising Schooner for Miss Louise N. Grace [then owner of #625s DORIS]. … Dec. 7, 1924'. (This schooner would have been built from Model 218 from which also VAGRANT II, MARIETTE and others were built.)" (Source: Herreshoff Manufacturing Co. (creator). Blueprint. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item WRDT06_01550. Folder [no #]. 1924-12-07.)
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"[Item Description:] Handwritten (in ink and pencil) comparison table giving o.a.L, l.w.l, beam, beam at waterline, beam 1/10b above waterline, draft, depth at various positions, outside lead, freeboard at stem head and other positions, displacement to LWL, frame space (2.2*(D)^1/3)^.9 and other factors (I, II, III, IV), keel thick, stem sided, transverse thick, timbers, plankfloors, lead bolts, planking, diag. straps, clamps, deckbeams, deck, belt frames, rudder stock for the following boats #744 Class (Buzzards Bay Boys Boats 1914), #788 Class (Fish Class 1916), #679 DELIGHT (1908), #699 BIBELOT (1910), #828 Class S (1920), #874 CYGNET (6 meter 1922), #718 ALERION (1912 Centreboard), #932 GAME COCK (R class 1925), #727 Class (Newport 29s COMET 1914), #892 GRAYLING (Q Class 1923), #708 CORINTHIAN (P Class 1911), #773 Class (NYYC 40s 1916), #867 VENTURA (1921 Centreboard), #711 Class (NYYC 50s 1913), #625 DORIS (1905). Undated, 1925 or later given the mention of #932 GAMECOCK. Probably 1927 in preparation for NGH's Rules for Wooden Yachts." (Source: Herreshoff, N.G. (creator). Handwritten Table. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE02_06960. Folder [no #]. No date (1927 ??).)
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"[Item Transcription:] Dear Mr. Herreshoff:-
Mr. Cormack has sent me your Scantling Rules to look over and I have gone over them as carefully as I can in my present situation, where of course it is impossible for me to get any data.
The first thing that strikes me about these Rules is the very complicated formulas which you use.
I am afraid that the ordinary designer and builder would threw up his hands the moment he saw the formulas and realized that he would have to use logarithms to work them out. People are accustomed to the use of square roots and cube roots but when it comes to the use of nine tenths power or root I fear for the result.
In my opinion it would be futile to even offer any such formulas for adoption; no yacht owner could possibly understand them.
By this I do not mean that your formulas are wrong or that they should not be used as a basis of the Tables. I think, on the contrary, that they can be used and can be put in a form which everyone can understand and in a form which will dispense entirely with the use of logarithms; and I have so transformed your formulas from (I) to (IV) inclusive.
Take your formula (III) for example, which you write as (cube-rt(D))^1.1
This can equally be written in the following form (cube-rt(D))^1/10 * cube-rt(D)
Now for all the boats to which the Tables will apply the cube root of the displacement will vary from say 3 to 12, the first factor, which involves a tenth root can be tabulated and given in a very short table.
This factor for 3 is 1.116, while for 12 it is 1.282. If this factor be so tabulated then all one will have to do is take the cube root of the Displacement out of any table and multiply it by this factor in order to find your Formula (III). This same table may be need for computing your Formula (IV).
In an entirely similar way your Formula (I) can be reduced to a factor given by a short table and multiplied by the cube root of the Displacement.
On the enclosed sheet I give my revision of your Formulas showing how they would be written in this simpler form and I also give the necessary tables for deriving these factors. On this sheet I have worked out an example taking of course the displacement, beam, etc., from memory. I have given the computation in full even showing the multiplications out in detail. These computations you will note require nothing except the ordinary tables of square roots and cube roots, which every designer is perfectly familiar with.
In this form I think that your formulas would be understood by everyone and could be placed before designers and yachtsmen with a possibility of adoption.
Your Formula (V) which applies, as I understand it, solely to spars, seems to me very complicated, and I have not attempted to simplify this. This Formula I an afraid you will have to attempt to modify yourself as I would hesitate to do anything to it.
I have tried to apply your first four Formulas to one or two boats with which I am familiar in a general way but without having any definite data at hand it is of course very difficult for me to do anything. It seems to me however that these formulas give a a very heavy construction, but this of course may be due entirely to my not having correct data. When I am up and about I shall be able to go into this more fully and in the meantime I hope you will consider carefully my suggestion of putting your formulas in the more simple form which I have outlined.
As I expect to leave here very shortly any letters will reach me at Post Office Box 26, Greenport, N.Y.
Very truly yours, [Charles Lane Poor]
[Incl one page with formula example in ink titled 'Table and Formulas'.]
[Incl NGH draft reply:] Dear Professor Poor,
I have your very interesting letter of yesterday and I am sorry to learn you are in hospital. I trust you will soon be out and again in good health.
I appreciate very much having you criticize my construction rules and accept your suggestion in putting the formulas in such form that they can be worked[?] without using logarithms, although I am a little surprised that you think few designers are conversant with the use of logarithmic tables in these days and to me it appears a shorter way to get the results than by using a specially prepared table and working out by arithmetic.
As to formula V I don't think it very important and might be dropped out. I have used it for a number of years nearly as a check up for the size of sails & spars on the low ballasted type of yachts as developed by the Universal Rule and in that way found it very useful and get results quite easily by logarithms or slide rule.
[This next paragraph crossed out:] Your remark that in working a few examples the rules give very heavy construction is quite correct, perhaps leaving out 'very', and that is the intention. It gives about as heavy construction as in the NYYC 30s and 40s [New York 30s and New York 40s], a trifle heavier than the 50s [New York 50s] and about equal to DORIS [#625s], yawl.
In carrying out your suggestion of using tables, it appears to me still better to tabulate the full value of formulas I and III and save the multiplication and retain your column S[?] to use in forking out formula IV.
[This next paragraph crossed out:] I & III can be obtained directly from table and of II & IV by easy multiplication.
Your criticise[?] that the formulas give a very heavy construction is probably due that you have written (II) = (III) * cube-rt(L/d4) whereas I transcribe[?] it as (III) 6th-rt(L/d4). The rules give very closely the weight of construction as used in the NYYC 30s, 40s and 50s, also in yawl DORIS and many others of my design.
Thanking you for your assistance in the matter.
Sincerely yours, N.G.H.
[This next paragraph crossed out:] P.S. After writing the above, in looking over your work sheet, of example, I notice you have a very large value for (II) and see that you should have taken 6th root of 2/dn instead of 3rd root. Then value of II is 13.15 which I think will give to your example more reasonable size of scantlings." (Source: Poor, Charles Lane (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_73020. Measuring and Measurement Rules (Box 2), Folder B2F06, formerly MRDE15. 1927-09-29.)
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"[Item Description:] Penciled table showing LOA, LWL, Beam, Draft, QBL, Stem, [symbol], sft[?] and Displ[acement] for KATOURA [#722s], WESTWARD [#692s], VAGRANT, QUEEN MAB [#698s], CONSTITUTION [#551s], RESOLUTE [#725s], WINSOME [#664s], 2nd IROLITA [#658s], DORIS [#625s], AVENGER [#666s], 50 Footers [#711s], ADVENTURESS [#685s], IROLITA [#591s], FLYING CLOUD [#703s], BELISARIUS [#1266s], NEITH [#665s], AZOR [#578s], NAULAKHA [#687s], SENECA [#670s], NY30s [#626s], SENTA [#688s], DOROTHY Q [#668s], FLIGHT [#607s], PLEASURE [#907s], QUAKERESS [#676s], KILDEE [#460s], and the 12 1/2ft Class [#744s]. With formulas for mean length L, Draft limit by rule and freeboard at three positions. Undated, on verso of NYYC invitation dated December 11, 1933 but listing of BELISARIUS which was built in 1934/1935 indicates that this was written at that time or later. Filed close to and possibly related to what appears to be an early version of NGH's 'Observations on the Proportions of Sailing Yachts' from July 1936." (Source: Herreshoff, N.G. (creator). Tabulated Dimensions. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE02_03040. Folder [no #]. No date (1936-07 ?).)
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"[Item Description:] Brokerage listing (File No. 971) for #625s HUNTRESS ex-ASTARTE ex-DORIS. Dimensions, particulars. With note '1934 Boat had many things done to her for extended cruising --- re-enforced rudder, new rudder stock, emergency tiller, new forestay fitting, auxiliary strenthening frames, large deck pump, life lines, etc'. Undated, but references to name HUNTRESS which was carried from 1937 to 1940 suggests the date to have been 1940." (Source: Belknap & Paine, Yacht Brokers (creator). Broker Listing. MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.111. Box HAFH.6.3B, Folder Brokers Listings. No date (1940 ?).)
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Note: This list of archival documents contains in an unedited form any and all which mention #625s Doris even if just in a cursory way. Permission to digitize, transcribe and display is gratefully acknowledged.

• Scofield, William A., Jr. (photographer). "National Register of Historic Places Nomination. Photographs." http://pdfhost.focus.nps.gov/docs/NRHP/Photos/84001108.pdf, retrieved January 25, 2011. (2,957 kB)
  Document is copyrighted: No known copyright restrictions. Eight detailed BW photos of Doris in disrepair in Deep River, Connecticut showing outside, interior, deck, original capstan.
• Scofield, William A., Jr., with David S. Revenaugh, and John Herzan. "National Register of Historic Places Nomination." http://pdfhost.focus.nps.gov/docs/NRHP/Text/84001108.pdf, retrieved January 25, 2011. (357 kB)
  Document is copyrighted: No known copyright restrictions. National Register of Historic Places Inventory form. Detailed vessel description. Significance. Provenance.
• Bray, Maynard. "Save A Classic: Vayu. A 1905 Herreshoff." Wooden Boat #162, September/October 2001, p. 144. (157 kB)
  Document is copyrighted: Yes, used with permission. Copyright holder: Maynard Bray (text).

• Doris (HMCo-made index card)
• Doris (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: Doris
Type: Cutter
Length: 56'2"
Owner: Anthony, S. R.

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

• Doris
• Astarte ex-Doris
• 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: Doris
Type: 56' 10" cutter
Owner: S. Reed Anthony
Year: 1905
Row No.: 165

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.

Month: Nov
Day: 19
Year: 1904
E/P/S: S
No.: 0625
Name: Doris
LW: 56' 2"
B: 15'
D: 9' 3"
Rig: Cutter
K: y
Ballast: Lead O.
Amount: 18000.00
Notes Constr. Record: #510 Book.
Last Name: Anthony
First Name: S. R.

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.

"Universal Rule Class L." (Source: van der Linde, Claas. March 7, 2009.)

"In 1940 Richard Harte of Parkersburg, W. Va. owned #510s Petrel as well as #625s Doris, both named Vayu at the time. The same year he sold Petrel Frederick A. Mix and Everett Dumore of Boston, but he would continue to own Doris until the 1951." (Source: van der Linde, Claas. November 25, 2013.)

"Doris has been called by many, including L. Francis Herreshoff, the first yacht to have been designed to the new Universal Rule. This is not the case because not only was her model carved as early as 1899, several years before the Universal Rule became accepted, but also because the New York 30 class of 18 boats was designed and built before Doris was designed and launched. The first yacht designed and built to the Universal Rule is apparently the New York 30 #626s Alera which was first launched on January 3, 1905 while Doris was launched only on May 10, 1905." (Source: van der Linde, Claas. January 5, 2014.)

"Built in 172 days (contract to launch; equivalent to $105/day, 568 lbs displacement/day)." (Source: van der Linde, Claas. January 16, 2024.)

"[Sail area info.]" (Source: Herreshoff, N. G. "Formula for Obtaining the Limit of Sail-Area in Yachts when Measured by the Universal Rule Formula." Bristol, R.I., July 13, 1907 with later additions. Original handwritten (in ink) document with penciled additions. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE06_00080.)

"[Displacement (1526 cubic feet = 97,664lbs).]" (Source: Herreshoff, N. G. "Formula for Obtaining the Limit of Sail-Area in Yachts when Measured by the Universal Rule Formula." Bristol, R.I., July 13, 1907 with later additions. Original handwritten (in ink) document with penciled additions. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE06_00080.)

"Designed displacement on 56ft 7in w.l. = 1526 cu.ft for 97650lbs." (Source: Herreshoff, N.G. [Penciled note.] Construction Plan HH.5.05526 (076-068). https://collections.mitmuseum.org/object/hh-5-05526/. May 24, 1905.)

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