HMCo #657s Queen

"[1905-12-19] Tue 19: Have order from Mr. Maxwell for a 90' class schooner [Queen, #657s].
[1906-01-24] Wed 24: Cast lead for #657 [Queen] in 6 hours. Also cast 1in. sishu[?] of new keel. Contracted with Merriman for blocks. Fine & cooler.
[1906-02-15] Thu 15: Set up 1st frame on keel of #657 [Queen].
[1906-02-17] Sat 17: ... About 15 frames set up on 657 [Queen].
[1906-02-26] Mon 26: First plate on #657 [Queen]. ...
[1906-03-04] Sun 4: H[eav[y] S rain storm last night. 9 plates on #657 [Queen]. ...
[1906-03-18] Sun 18: 64 plates on #657 [Queen] ...
[1906-04-16] Mon 16: 657 [Queen] plated and began on inside woodwork. ...
[1906-05-19] Sat 19: ... Mr. Maxwell here to see the Queen [#657s]. Fine & warm.
[1906-05-28] Mon 28: Launched #657 Queen in a NE rain storm & stepped foremast.
[1906-06-16] Sat 16: Mr. Maxwell here in Pelt to receive Queen [#657s] and take her away.
[1906-06-17] Sun 17: H[eav]y rain last night. Queen [#657s] left in afternoon, completed. ...
[1910-12-22] Thu 22: ... Mr. Clark here to talk about changes in Queen [#657s].
[1913-05-22] Thu 22: Stepped new foremast in Irolita ([ex-]Queen) [#657s]. ... Overcast with l[igh]t rain & fog.
[1913-05-24] Sat 24: 87[?] rain last night. Continued cold damp weather. Carolina [#721s], the last 50 footer, sailed in PM. Also Irolita [#657s ex-Queen].
[1915-05-26] Wed 26: Viking arrived in AM with Queen [#657s] in tow having Resolute's [#725s] crew [aboard]. ...
[1915-06-18] Fri 18: Resolute [#725s] & Queen [#657s] left for Newport.
[1915-08-12] Thu 12: Very fine. Resolute [#725s] & Queen [#657s] arrive [at] 6PM in tow. ...
[1915-08-18] Wed 18: Mr Emmons here in PM and Queen [#657s] leaves for NY with crew of Resolute [#725s]. Fine NW [wind]." (Source: Herreshoff, Nathanael G. Diary, 1905 to 1915. Manuscript (excerpts). Diary access courtesy of Halsey C. Herreshoff.)

"... Queen [Name], 657 [Building Number], 87.8 [Rating], 92.17 [Waterline], 83.3 [L = length at 1/4 beam as for Universal Rule], 23.8 [B = breadth of waterline as for Universal Rule], 14.87 [d = draft of water as for Universal Rule], 5,965 [D = displacement in cubic foot as for Universal Rule (= 381,760 lbs or 170.4 long tons)], 11000 [Sail Area], 12700 [Sail limit Present rule], -1700 [Diff.], 11550 [Sail limit Proposed rule], -550 [Diff.]" (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.)

"In 1906, QUEEN was built, a ninety-two feet waterline schooner, in which I sailed in many races. She was a fine craft and very seldom beaten." (Source: Herreshoff, N. G. "Some of the Boats I Have Sailed In." Written 1934. In: Pinheiro, Carlton J. (ed.). Recollections and Other Writings by Nathanael G. Herreshoff. Bristol, 1998, p. 71.)

"The next yacht of importance that Captain Nat designed was the steel schooner 'Queen' built for Mr. J. Rogers Maxwell, which came out in 1906, with dimensions of L.O.A., one hundred and twenty-six feet; L.W.L., ninety-two feet six inches; beam, twenty-four feet; draft, fourteen feet ten inches; and she had a small centerboard. It was a great honor to get an order from Mr. Maxwell for a large yacht for he had previously designed most of his own. Mr. Maxwell was probably our best amateur designer of those times, and thus also our greatest connoisseur of yachts. He was a man of ample means and had owned many yachts, large and small, and raced them with great success. It is interesting that when Mr. Maxwell ordered 'Queen' he simply wrote Captain Nat a short note stating that he wanted a schooner for Class B, and that he considered Captain Nat could work her out best without any suggestions, which seems amazing when of late years most owners so confuse the designer with conflicting requirements that the designer has great difficulty in producing even a mediocre yacht.
Although Captain Nat was working on 'Queen' 's designs when Mrs. Herreshoff died, still 'Queen,' in my opinion, was about his finest design. She was an able yacht with moderate overhangs, and his first large yacht built under the Universal Rule of measurement. But the workmanship on 'Queen' was perhaps her most outstanding feature for those who were qualified to judge the matter have said she was the fairest and smoothest metal yacht ever built.
At that time the Herreshoff Company did not have much heavy metalworking machinery, and so most of 'Queen' 's plates were shaped up by pounding them with sledge hammers on an iron slab which is extremely hard and noisy work. At that time there were still some of the crew who had worked on 'Reliance,' 'Constitution,' and 'Columbia,' so that each plate fitted almost perfectly before it was hung. After she was riveted up she was very carefully gone over with dolly irons and metalworking hammers so that at the completion she was nearly as fair as the shell of an egg. After cementing and painting, her underbody and topsides presented a sight that would cause envy to any shipbuilder in the world and was quite in contrast to the welded shell-plating jobs of today.
'Queen' also had metal disks that fitted in each porthole to make her topsides perfectly smooth while racing. Her bronze deck fittings were particularly well finished as at that time there were men skillful at that work which is mostly done by hand. Her spars, most of which were solid, were some of the finest sticks I have ever seen, but 'Queen' is particularly remembered for the arrangement of her main topmast staysail which was arranged to be left set when tacking ship. This was accomplished by leaving off the fore topmast backstay and holding the head of the fore topmast aft with a stay between the topmast heads. You will note early in the chapter, in the letter from Captain Barr, that he speaks of the complicated rig the European schooners were using to accomplish the same results. Right after this most American schooners adopted this rig and it has since been called the Queen Staysail Rig.
'Queen' had a very good captain and crew and I believe was the best kept large yacht I have ever been on, and I have been on some fine ones including the 'Britannia.' I raced on 'Queen' a couple of times and I shall never forget the sight looking forward along her spotless deck, polished bright work, and handsome spars. And Mr. Maxwell, her owner, was a fine, polished gentleman of the old school. She also had beautiful sails, some made by the Herreshoff Company and some by Ratsey, and while 'Westward' and 'Elena' were larger yachts, 'Queen,' to me, will always seem the queen of all sailing yachts both before and after her time. Unfortunately 'Queen' had a rather short life: Mr. Maxwell sold her to E. W. Clark, who renamed her 'Irolita,' but Mr. Clark was not then a hot racing man. The third or fourth 'Irolita' (ex Queen) was destroyed in the fire at City Island about 1910 [sic, i.e. 1920] when many other fine yachts met their end." (Source: Herreshoff, L. Francis. The Wizard of Bristol. The Life and Achievements of Nathanael Greene Herreshoff, together with An Account of Some of the Yachts he Designed. New York, 1953, p. 267-269.)

"Another schooner that was one of the first large Universal Rule yachts was Queen built for J. Rogers Maxwell by the Herreshoff Manufacturing Company in 1906. [She] later ... was named Irolita. She had the distinction of carrying the racing number of B 1 and may have been the first vessel in class B when the new classification in the New York Yacht Club was changed in 1906. Queen was a steel schooner 92' LWL, and it was said of her by people who were qualified to judge such matters that she was about the best constructed yacht ever built: her plating was as fair as the shell of an egg, without the least unfairness where the rivets pulled the plating up to the frames. In those days there was a great deal of skillful hand work on a vessel of this size, and her sails, spars and rigging were works of art. While her cabinet work was quite plain it was beautifully finished, mostly in hand rubbed butternut which is restful to the eyes. Queen had a fine main saloon with a large swinging table, and I have been on her in a race off Newport with the usual ground swell running when she forged along so steadily that the table was set almost as for a banquet with a large silver cup filled with American Beauty roses in its center. Queen was the best kept-up yacht that I was ever on, and I have been on a great many of the very best including Britannia when King George had her. I speak of Queen at some length because the art of yacht building was probably at its height when she was built and the average yacht yard workman's pay was around fifty cents an hour while a good sailor man was paid about $50.00 a month plus the cost of his food and clothes. If some of my readers had a piece or part of Queen in their hands to examine today I believe they would be amazed at the fine workmanship of the good yacht yards of fifty years ago. She was so badly damaged in the fire at City Island about 1914 [sic, i.e. 1920] that she had to be broken up." (Source: Herreshoff, L. Francis. An Introduction to Yachting. New York, 1963, p. 166-167.)

"The Herreshoff Manufacturing company has received an order for a 90-foot steel racing schooner [#657s Queen]. ..." (Source: Anon. "News and Notes of Local Interest." Bristol Phoenix, December 26, 1905, p. 2.)

"Workmen are busy at the Herreshoff boat shops laying down the lines for the new 90-foot steel racing schooner, which was ordered two weeks ago. ..." (Source: Anon. "Bristol and Vicinity." Bristol Phoenix, January 2, 1906, p. 2.)

"Two racing schooners are under construction at the boat shops of the Herreshoff Manufacturing company. One of the vessels [#657s Queen] will be about 91 1/2 feet water line and 126 feet over all. It is being built for J. Rogers Maxwell of New York, a well-known member of the New York Yacht Club. The craft will be of steel throughout, steel plated and beamed, and will be equipped with a small centerboard. She will be built in the south shop, where noted cup defenders have been constructed and the contract calls for completion June 1.
The other craft [#658s Irolita II] to be constructed is a smaller schooner for Commodore E. W. Clark of the Corinthian Yacht club of Philadelphia. She will have a water line length of about 70 feet. It is expected she will be completed by the first of July.
An interesting feature about the work of laying down the lines of these two boats is that three sons of Designer Nat Herreshoff have been assisting their father. The boys are all under 21 years of age and show an aptitude for the work which clearly demonstrates that they are following in the footsteps of their father." (Source: Anon. "Racing Schooners Being Built." Bristol Phoenix, January 16, 1906, p. 3.)

"J. Rogers Maxwell is building his new Herreshoff schooner to lift the King's Cup when it is raced for for the first time next August off Newport. He says the Yankee [#534s] will also be a contestant for the cup, giving him two strings to his bow, and each one promising to be the top of her class. Herreshoff is ordered to make the schooner the fastest that he can turn out under the new rule, and, as she is the first schooner that the Bristol wonder has turned out designed primarily, for racing since the new [Universal] rule went into effect, something surprising is looked for from her. Of course, Mr. Maxwell cannot race both a schooner and a sloop in the same race under his own name, and as Harry L. Maxwell is about to sell Phyrne [sic, i.e. #643s Phryne], it is probable Yankee will be raced this year in his name and be sailed by him." (Source: Anon. "Maxwell Schooner After The King's Cup. Herreshoff Expected to Produce the Usual Wonder in New Boat." New York Times, January 21, 1906, p. 9.)

"Six new boats are under construction at the Herreshoff shops at Bristol, R. I. The largest is the schooner [#657s Queen] for Mr. J. Rogers Maxwell. This boat is quite unlike Ingomar and she is a remarkably beautiful and clean vessel. She is a centerboard boat and has an unusually large amount of room below. ... These six boats include all the work now in hand at the Herreshoff shops. The report that this firm was building a schooner [#190401es] for the German Emperor was erroneous." (Source: Anon. "New Boats Building at Bristol." Forest and Stream, February 17, 1906, p. 274.)

"The Queen is the name chosen by J. Rogers Maxwell for the new schooner building for him by the Herreshoffs, at Bristol, R. I. The skipper of the Queen will be Captain John Hansen, formerly of the Iroquois and the Resolute. The yacht is to be delivered to its owner on or before June 15 [1906]." (Source: Anon. "Of Interest to Yachtsmen." New York Tribune, February 26, 1906, p. 8.)

"... The present season is proving unusually busy for the builders in this vicinity. Particularly true is this of the Herreshoff Mfg. Co. which has not presented so animated a scene since it gave birth to the 'fairest of them all,' Reliance, in 1903. This is due principally to the order placed by Mr. J. Rogers Maxwell, of New York, a prominent member of the New York Yacht Club and owner of the 70-foot sloop Yankee [#534s] which he has raced with much success during the past three years. His new boat will be a combination keel and centerboard steel schooner, 91 1/2 feet on the water line and 126 feet over all. She will be of the same metal throughout, beams included. Her keel was run the latter part of last January in the 'South Shop' famous as the cradle of all the America's cup defenders since 1893, --- and strongly resembles that of the racing sloop Sonya [#624s], built by the Herreshoffs last year for Mrs. G. Turner Farley, of London. While this article is going through the press, the plating of the keel will have been accomplished; also the setting up of the six strakes --- the number that she is to have. The greater part of the steel material required for her construction has arrived. The plates are a quarter of an inch in thickness and, owing to the large number of extra steel workers who were engaged last month, are being rapidly shaped for the strakes.
An interesting and significant fact in connection with the building of this new craft is that Designer Herreshoff, in laying down her lines, was assisted by three of his sons, Messrs. Nathaniel Jr., Sidney and Griswold, all boys in their teens.
It is expected that she will be finished by June 1, which will allow Mr. Maxwell ample time in which to tune her up before entering into competition for the special cup offered by King Edward, of England. Although the new boat will have slightly more overhang, it is said that she will bear a strong resemblance, above water, to the now famous Herreshoff yacht Ingomar [#590s]. ..." (Source: Tucker, Frank Ramsey. "Among the Prominent Builders of Narragansett Bay." Boating Magazine (Cleveland, Ohio), March 1906, p. 92.)

"Wednesday [March 28, 1906] evening several spars in the rough arrived from Boston for the Herreshoff Manufacturing Co.They include masts, booms, gaffs, clubs for topsails and spinnaker poles and are for the Maxwell [#657s Queen] and Clark [#658s Irolita II] boats being constructed at the famous boat shop." (Source: Anon. "Bristol and Vicinity." Bristol Phoenix, March 30, 1906, p. 2.)

"J. Rogers Maxwell has presented as a wedding gift to his son, Harry L. Maxwell, the 70-foot sloop Yankee [#534s]. The new 90-foot racing schooner which is building for him at the Herreshoff shops will be named Queen [#657s], and be in charge of Capt John Hanses." (Source: Anon. "Club House Gossip." Boating Magazine (Cleveland, Ohio), April 1906, p. 143.)

"Work is progressing well on the Maxwell [#657s Queen] and Clark [#658s Irolita II] racing boats being built at the Herreshoff boat shops. The work of laying the deck of the Maxwell boat in the south shop, began yesterday morning. The deck planking will be of 3-inch white pine. It is expected the boat will be launched in a few weeks. ..." (Source: Anon. "At the Herreshoff Boat Shops." Bristol Phoenix, April 3, 1906, p. 4.)

"Yesterday morning the work of laying the decks began on the new Maxwell racing schooner which is under construction in the north shop of the Herreshoff Manufacturing company. It is expected that the boat will be launched about May 15th. ..." (Source: Anon. "New Boats Nearing Completion." Bristol Phoenix, April 24, 1906, p. 1.)

"J. Rogers Maxwell, owner of the new ninety-foot schooner Queen, building at Herreshoff's yard at Bristol, said yesterday that he expected the new boat to be launched on May 21 [1906]. He said he had not heard definitely from Herreshoff, although he asked to be notified in time to make the trip to witness her initial plunge. He expects everything to be ready at that time to complete her as soon as she is in the water, and believes he will have the boat on June 1, according to schedule." (Source: Anon. "May Launch Queen May 21." New York Times, May 12, 1906, p. 6.)

"Nat Herreshoff has notified J. Rogers Maxwell, owner of the new ninety-foot schooner Queen, that the boat will not be launched on Monday [May 21, 1906], as expected, but will be kept on the ways until the following Saturday or Monday [May 28, 1906] to allow time for the completion of every detail upon her, so that she will go overboard with absolutely nothing to be done but to bend sails and sail away. The boat will be delivered to her owner before June 1, after she has had two days' trial trip and can be brought down the Sound without any delay whatever." (Source: Anon. "Launching of the Queen Delayed." New York Times, May 18, 1906, p. 10.)

"The 90 foot steel racing schooner, built by the Herreshoff Manufacturing Company for J Rogers Maxwell of New York, was launched from the south shop yesterday at high tide between 11 and 12 o'clock. The boat was christened 'Queen' by Miss Grace Herreshoff, daughter of Julian Herreshoff. The Queen is 138 feet over all, close to 90 feet on the water line, 24 1/2 feet beam and has a draught of 12 feet with her center board up. The center board drops six feet. She has 25 tons of lead on her keel. The Queen has steel frames and her sides are covered with steel plates. She is built for racing and will no doubt give a good account of herself this summer. She is painted white above the waterline, with green underbody." (Source: Anon. "Racing Schooner Launched." Bristol Phoenix, May 29, 1906, p. 3.)

"BRISTOL, R. I., May 28 [1906]. --- The most important launching that has taken place here since the Reliance took the water was witnessed to-day by a handful of yachtsmen when Nat Herreshoff put the new schooner yacht Queen overboard. Her owner, J. Rogers Maxwell of New York, was not in attendance, and the driving rain kept away the curious and idle who would have gathered to see her. The little knot of yachting men who saw her as she left the shop considered themselves well repaid for the discomforts they underwent, and left the yard talking of her as one of the finest racing craft that the ingenuity of the wonderful Bristol wizard has turned out, in spite of the restrictions of the universal rule, and as remarkable in her way as the Reliance.
The Queen was launched with due ceremony. Miss Grace Herreshoff, the daughter of Julian Herreshoff of Providence, christened the boat as she started down the ways. The cradle and boat had been prepared in the shed as early as 10 o'clock. Exactly at high water, the cable was cut, and she started slowly down the ways, reaching the water at 11:15. Just as her pace began to quicken Miss Herreshoff stepped forward and, breaking a bottle of champagne over her bows, declared, 'I christen thee Queen.'
And well she was named. The contrast to what has been turned out by the great designer under the conditions of the old rule was most astonishing. The Queen has snubbed ends, like the Doris [#625s]; a great beam and easy bilge, but every line of hull betokens grace and power. An idea of her lack of overhang can be gotten by contrasting her dimensions of water-line and overall with Reliance [#605s]. The latter measured 144 feet overall and only 90 feet on the waterline, while Queen is 120 feet overall and 92 feet 6 inches on the water.
Comparing her with Elmina, the best known of the racing schooners built under the new rule, she seems to lack the displacement of the Cary Smith boat, but this impression is probably incorrect, for with her greater water line and her intended sail spread she must have nearly the same displacement to rate alike under the rules. The underbody is carried out much like the Ingomar [#590s], but Capt. Nat himself thinks she will be much faster than the fastest Plant schooner.
The boat has a beam measurement extreme of 24 feet, and draws 14 feet 10 inches. She will carry a sail spread of just over 11,000 square feet. Her spar measurements have not been made public, but when the two masts were stepped in her as she lay beside the dock after she had taken the water they seemed to tower higher than was expected. It was her designer's purpose to give her a bit larger sail area than it was eventually intended to carry, with the idea of cutting it down when it was found by official measurement just how much she lacked in order to make the ninety-foot limit of the Class B boats.
It is not expected that the Queen will be finished for two weeks more. Designer Herreshoff now estimates that she will be turned over to her owner about June 20. The boat is built to race for the King's Cup. It is with this in mind that all efforts have been centred. The silent Nat appeared well pleased with her as she left the ways, and those who know him say that he is assured that the boat will be the first to have her name inscribed on the valuable cup which King Edward VII. has presented to the New York Yacht Club, no matter what contenders appear off Newport to contest the honor with her when she races on Aug. 8." (Source: Anon. "Yacht Queen Launched At Herreshoff's Yard. Built For King's Cup Race. Yachtsmen Declare Boat as Fine in Her Way as the Cup Defender Reliance." New York Times, May 29, 1906, p. 8.)

"On May 28 [1906] the new schooner Queen, designed for Mr. J. Rogers Maxwell, of the New York and Atlantic yacht clubs, was launched from the yards of her designers and builders, the Herreshoff Manufacturing Co. As has been usual with large boats at Bristol, they have been built in the south shop on the cradle of the railway and lowered into the water, a procedure which, in view of the great depth and high center of gravity, seems to be a method that is most safe, and precludes the possibility of accidents. Queen is the most notable boat to be launched this season, and also the largest sailing yacht. Mr. Maxwell will race her in all the races offered.
The event of the season for the big class will be for the King's Cup at Newport, which is to be made quite a social and diplomatic occasion, as well as the yachting event of the year. Queen is built of steel, and as most of the boats that come from Bristol, is well braced to stand the strain and stress of racing. Her dimensions are, length over all 126ft., waterline about 92ft., breadth of 24 to 25ft., and a draft of 14ft. 10in. The sail area is 11,000 sq. ft. Queen is fitted with a centerboard, which, when lowered, will increase her draft about 6ft. more.
Like the sloop Doris [#625s], designed and built last year for Mr. S. Reed Anthony by the Herreshoff firm, Queen is designed under the international rating rule [sic, i.e. Universal rule]. A comparison with Reliance [#605s], who was 144ft. over all, reveals how moderate are the ends of the new schooner.
Elmina II., that was designed by Messrs. A. Cary Smith and Ferris last year for Mr. F. F. Brewster, is much of the same dimensions, but is of the easy bilge type of boat, and, consequently carrying her displacement deeper, it appears greater than that of Queen.
Mr. Nat. Herreshoff is much pleased with the boat, and indeed those that have seen her say she is a masterpiece, being beautifully formed and sweet all over.
The spars are of Oregon pine, and Billman, from Boston, is going ahead with the rigging. The framework below is yet unfinished, but as it is reported that Mr. Maxwell will live on the S. Y. Celt, there would be not much reason to fit any more joiner than is necessary for racing.
Captain John Hansen will be her skipper. He has been long in command of large sailing yachts. Reports as to the delivery of Queen are vague, but it is hoped she will reach New York sometime between the 10th and 20th of June." (Source: Anon. "The Schooner Queen Overboard." Forest and Stream, June 9, 1906, p. 919.)

"[Abstract of register or enrollment. Pos. 768:]
Queen, schooner yacht, of Bristol.
Built at Bristol, 1906.
160 gross tons, 97 net tons; 92 ft. x 24.8 ft. x 15.1 ft. [Register length x breadth x depth.]
One deck, two masts, overhanging head [bow].
Enr[olled] and Lip, ([as] yacht) May 28, 1906. Owner: Herreshoff Manufacturing Company of Bristol. Master: N. G. Herreshoff, Bristol.
Surrendered [license] July 13, 1906 at New York. ([Record at:] C[ustom] H[ouse, Providence])." (Source: Survey of Federal Archives, Work Projects Administration. Ships Documents of Rhode Island. Bristol. Ship Registers and Enrollments of the Port of Bristol - Warren Rhode Island, 1941, s.v. Queen.)

"J. Rogers Maxwell's new schooner yacht Queen was given her first trial spin Sunday [June 17, 1906] afternoon. It was expected that the trial would take place Saturday but on account of the storm it was postponed. Designer Nat Herreshoff and Mr. Maxwell who were aboard the speedy craft expressed themselves as highly pleased with the trial spin which included a run to Newport. Last night the Queen was towed from Newport to New York by Mr. Maxwell's steam yacht Colt. Next month she will enter the 90-foot racing class contests." (Source: Anon. "Bristol and Vicinity." Bristol Phoenix, June 19, 1906, p. 2.)

"... Queen, owned by J. Robert Maxwell, did not do well this year. During the cruise she was beaten by Elmina, which showed up wonderfully well and suceeded in winning nearly all the big schooner prizes. Since last year some changes were made in the rig of Queen, which, it was thought, would improve her speed. She had a new boom five feet longer than her old one, but instead of helping her, it hurt her very much, and in the hard blow the yachts experienced while going to Portland, she would not steer at all and had to put into Marblehead. If she can be got back to her old form, she will still be able to sail good races against the new yachts. ..." (Source: Anon. "Yachting News Notes." Forest and Stream, October 16, 1909, p. 623.)

"... The schooner Queen has been sold by J. Rogers Maxwell to Commodore E. Walter Clark, of the Corinthian Y. C. of Philadelphia, who will race the yacht as much as possible next season. Commodore Clark will change the name of the yacht to Irolita. All his yachts have been named Irolita. He owned a sloop which sailed in the old 50-foot class first, and which is now the yawl Polaris [#591s]. Then he had the schooner Irolita [#658s] built by Herreshoff and which has raced with fair success, and now he will try to win honors with a vessel in the 86-foot class and meet the new Herreshoff boat building for Morton F. Plant, the Westward and Elmina. Queen was built by Herreshoff in 1906, and Mr. Maxwell hoped to be the first to win the King's cup, but Effort, a Gielow-designed sloop, captured that trophy, beating Queen by just 9 seconds. Queen was successful the next year, and has been very successful in her racing. She was not in commission last summer. She is 126 feet over all, 92 feet on the waterline, 24 feet beam and 15 feet 1 inch draft. While yachtsmen generally will be glad that this fine yacht is to be raced again, they will be disappointed that Mr. Maxwell has disposed of the yacht. Perhaps this veteran yachtsman has plans for another racing craft which may appear in some other class. [Maxwell died shortly thereafter.]" (Source: Anon. "Some News and a Little Gossip." Forest and Stream, December 3, 1910, p. 903.)

"... Extensive alterations are being made in the schooner Irolita, which is being placed in racing trim for the coming season under the direction of William Gardner. The Irolita was originally the Queen, and was purchased last fall from the late J Rogers Maxwell by E. Walter Clark, Eastern Y. C. ..." (Source: Anon. "Notes From The Week's Log." Boston Globe, April 2, 1911, p. 62.)

"... E. Walter Clark, of the Philadelphia-Corinthian, New York, and Estern Yacht Clubs, and owner of the racing schooner Irolita, formerly the Queen. It was announced here to-day that Commodore Clark will not again race the Irolita [#657s], which is now being laid up for the Winter at the City Island, New York, yards. Mr. Clark has planned to make a houseboat of the Irolita, and next season this schooner will be minus spars and will move about under power." [Note: Clark continued to race Irolita, ex-Queen through 1914, but later that year he purchased the sloop Istalena [#653s], converted her into a schooner and renamed her Irolita.] (Source: Anon. "Will Build Second Yacht. Herreshoff Accepts Commission for Pynchon-Clark Cup Defender.". New York Ties, September 26, 1913, p. 13.)

"E. Walter Clark ... has the largest fleet of racing yachts owned by any one man in this country. Lately he has purchased the cup sloop Defiance ... and also the 65-foot sloop Istalena [#663s], which was owned by George M. Pynchon. In addition he ownes the 90-foot schooner Irolita [#657s ex-Queen], which he has raced for several seasons ... Just what Commodore Clark intends to do with all these yachts is not known at present. It is said that he intends to change the Istalena to schooner rig. ... This sloop was one of the trio built by Herreshoff in 1907 ..." (Source: Anon. "Yachts And Yachtsmen; E. Walter Clark's Big Fleet." Boston Daily Globe, December 6, 1914, p. 53.)

"Work has been started at Bristol of transforming the sloop Istalena [#663s], purchased last Fall by E. Walter Clark from George M. Pynchon, to schooner rig. This craft will be renamed Irolita by Commodore Clark, while his big schooner Irolita [#657s] will go back to her original name of Queen, under which she was known when raced by her first owner, the late J. Rogers Maxwell." (Source: Anon. "Notes from the Week's Log." Boston Globe, March 14, 1915, p. 61.)

"... The schooner Irolita, formerly the Queen, built at Herreshoff's several years ago for the late J. Rogers Maxwell, is fitting out at City Island for use as a tender to the America Cup sloop Resolute [#725s]. The schooner is owned by E. Walter Clark of Philadelphia, who has decided to change her name back to Queen. Last season she was used as a tender to the cup sloop Defiance, and this year will take the place of the steamer Cape Cod, which was the Resolute's tender in 1914. Capt William Anderson, skipper of one of the New York Y C. 50-footers two seasons ago and first mate aboard the Defiance last year, is to have charge of the Queen. ..." (Source: Anon. "Notes from the Week's Log." Boston Globe, May 16, 1915, p. 58.)

"The schooner yacht Queen [#657s], which is to be the tender for the cup-defender Resolute [#725s], arrived in port Wednesday, and is anchored off the Herreshoff boat yards." (Source: Anon. "Bristol and Vicinity." Bristol Phoenix, May 28, 1915, p. 2.)

"PARTLY DESTROYED. ...
Queen, 145-steel schooner yacht, owned by E. W. Clark, of Philadelphia. ... [Note: While the article is not clear if this Queen is HMCo #657s, formerly Irolita and Queen which was 126' LOA, subsequent articles make clear that it was indeed #657s which was damaged beyond repair in this fire.]" (Source: Anon. "Shift in Wind saved the Shamrock IV." Anon. "Partly Destroyed." New York Times, February 26, 1920, p. 6.)

"The Queen in her racing sails the first year sprung a surprise on the yachtsmen by the use of very small main-topmast stay-sail, carried when on the wind. This innovation was soon followed by all the racing skippers of the two-stickers, and the sail has ever since been known as a Queen staysail." (Source: Anon. "Something New in Schooner-Yacht Rigs." New York Times, August 7, 1925, p. A13.)

"Herreshoffs DORIS, 1905, is falsely considered the first yacht of size to have been built to the NYYC Rule. ... The first schooner to the Rule was the faultless QUEEN, 1906, 92' 6" on the water. With any reference to QUEEN no one with sentimental regard for Herreshoff masterpieces can fail to lament her loss in the great fire at City Island in 1920. Laid up for World War I, the schooner, then IROLITA, was still ashore among other blazing yachts. The heat of her burning so distorted the steel structure that she had to be scrapped." (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, 108.)

"N/A"

"[Item Description:] HMCo Plan HH.5.05837 (079-026). Blueprint rig detail plan titled '#529 [New York 70] Class. Bowsprit & topmast end Cones. Feb[ruary] 3, 1900'. (Other boats referenced on this plan are #532s, #533s, #534s, #590s, #657s, #719s, and #772s)." (Source: Herreshoff Manufacturing Co. (creator). Blueprint. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item WRDT06_01220. Folder [no #]. 1900-02-03.)
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"[Item Description:] Penciled preliminary specifications titled 'For 90ft c.b. schooner' with 20in frames spaces, with 'builge stringers or bulb angles 2 1/2 x 5', 'Centre board trunk to be built up of channel iron', ending with 'All subject to revision upon further study. N.G.H.'. This schooner is still unidentified. INGOMAR had 19in frame spaces. The offset booklet for #657s QUEEN begins with 'Sep. 25, 1905. No. 657. Steel schooner for 90ft Class. Frame spaces 20in' which makes a good case for this schooner being QUEEN. But note that ELENA (which usually was referred to as a 'Class B schooner' also had 20in frame spaces." (Source: Herreshoff, N.G. (creator). Preliminary Specifications. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE03_05170. Folder [no #]. No date (1905-09 ???).)
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"[Item Description:] Penciled preliminary general arrangement plan of a schooner with annotated plan view and inboard profile. Untitled (reference to 'Mr. Rogers room' strongly suggests this to be a very preliminary plan of #657s QUEEN). Undated (QUEEN's contract was recorded December 27, 1905)." (Source: Herreshoff, N.G. (creator). Penciled General Arrangement Plan. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0223. WRDT04, Folder 21, formerly MRDE08. No date (1905-12 ?).)
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"[Item Description:] Penciled preliminary general arrangement plan with plan view and inboard profile of a large schooner. Compare with 2004.0001.0223 which references 'Mr. Rogers room' suggesting it to be a very preliminary plan of #657s QUEEN). Undated (QUEEN's contract was recorded December 27, 1905)." (Source: Herreshoff, N.G. (creator). Penciled General Arrangement Plan. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0267. WRDT04, Folder 24, formerly MRDE08. No date (1905-12 ?).)
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"[Item Description:] Penciled pantograph hull sections and displacement curve titled 'QUEEN #657. 90ft class schooner. From finished model. Dec[ember] 24 1905. Scale 3/8in. Length w.l. 92ft 2in. Marked heights are to under side of rail. … 83.3ft = L. S =10880[sqft].'. With calculation arriving at a total displacement of 5965cuft = 382000lbs = 170.2 tons gross and a wetted surface of 2375sqft. On verso (with 'Herreshoff Manufacturing Company. Established 1861. Incorporated 1879' letterhead) penciled half-sections and some more calculations." (Source: Herreshoff, N.G. (creator). Pantograph Hull Sections. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE04_01770. Folder [no #]. 1905-12-24.)
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"[Item Description:] HMCo Plan HH.5.01731 (024-036). Blueprint general arrangement plan with plan view and inboard profile titled '#657 [QUEEN] Internal Arrangement'. On verso a penciled sketch of a transom." (Source: Herreshoff Manufacturing Co. (creator). Blueprint. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0134. WRDT08, Folder 12, formerly MRDE02. 1905-12-26.)
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"[Item Description:] Penciled pantograph lead sections titled '90ft Schooner #657 [QUEEN]. Scale 3/4 & 1 1/2[?]. Dec[ember] 28, 1905'. With calculations and note 'Required 190000lbs of lead with c.g. .584 of w.l.' and concluding with note 'Result. Keel part appears to be not large enough to contain the required 190000lbs with bottom of keel plate where marked, the calculated outside lead is 18867lbs and its center of gravity .590 of w.l.'." (Source: Herreshoff, N.G. (creator). Pantograph Lead Sections. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE04_07830. Folder [no #]. 1905-12-28.)
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"[Item Description:] HMCo Plan HH.5.12082 (144-115). Blueprint construction detail plan of a midship section titled '657 [#657s QUEEN]. Construction Drawing'." (Source: Herreshoff Manufacturing Co. (creator). Blueprint. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0138. WRDT08, Folder 12, formerly MRDE02. 1905-12-31.)
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"[Item Description:] HMCo Plan HH.5.11994 (144-034). Blueprint detail plan with construction section titled '#657 [QUEEN] Steel bulkhead on # 10 frame' with note 'Approved Jan[uary] 17 [1906] N.G. Herreshoff'." (Source: Herreshoff Manufacturing Co. (creator). Blueprint. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0157. WRDT08, Folder 14, formerly MRDE02. 1906-01-06.)
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"[Item Description:] HMCo Plan HH.5.12006 (144-046). Blueprint detail plan with construction sections titled '#657 [QUEEN] Web Frame # 18. Mast Step' and marked 'Approved Jan[uary] 24 [1906]. N.G. Herreshoff]'." (Source: Herreshoff Manufacturing Co. (creator). Blueprint. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0158. WRDT08, Folder 14, formerly MRDE02. 1906-01-24.)
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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 Transcription:] [On HMCo stationery, marked 'Copy':] Since receiving your letter of 20th I got interested and have spent considerable time in trying to devise perfect rules to give sail area limit. I have tested a number of formula and have finally settled on one that gives very good results in any type of model.
The old rule would allow as much sail for length on a shallow boat as on a deep heavy ballasted one, which is not right if you want to protect a good cruising boat.
This becomes very apparent in working to the new rule for L is reduced and D increased[?] as compared with the older type, and plainly needs more sail for length of L.
I have taken into the formula the elements principally affecting the sail carrying power, but nothing more than is now recorded in taking measurements to obtain the Racing length, i.e.
L = ft length at 1/4 wl breadth and 1/10 of breadth above
B = ft breadth of waterline in widest place
d = ft draft of water
D = cu ft of displacement.
then
Sail area limit in rigs with topsails = 10.8 * L * 1/4 * cube-rt(B * B * d * D) in sq ft
Sail area limit in rigs without topsails = 10 * L * 1/4 * cube-rt(B * B * d * D) in sq ft
This formula is very easily worked with the aid of a slide rule or table of logarithms and gives very good results in any siye of type of model.
Here are a few of our yachts that are well known in the NYYC:
[Actual vs Limit rule]
NYYC 30s [#626s New York 30s] 1035, 1160
Newport 30s [#463s Class] 1017.5, 960
SPASM [#538s ex-COUNTESS] 1633, 1740
PLEASURE [#545s] 1808, 1830
GLORIANA [#411s] [blank], 3500
SHARK [#531s] and ALTAIR [#539s] 3410, 3480
YANKEE [#534s] 6945, 7030
QUEEN [#657s] 11000, 12000
As a penalty I would add to Racing length, twice the excess of sq rt of sail area over the sq root of sail limit by rule." (Source: Herreshoff, N.G. Letter (copy) to Cromwell, Oliver E. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_68390. Measuring and Measurement Rules (Box 1), Folder B1F02, formerly MRDE15. 1907-03-24.)
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"[Item Description:] #590s INGOMAR to be put in commission this year, please send a cost estimate for a suit of sails, believe she has no chance against #657s QUEEN or ELMIRA, I will join INGOMAR in Bristol" (Source: Cormack, George A. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_24190. Correspondence, Folder 71. 1907-05-16.)
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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"

"N/A"

"[Item Transcription:] Butler [Duncan] gave me a letter of recent date in which you suggest that something should be done in the way of alteration in rules of measurement to permit additional draft in yachts to be built in the future.
I have always considered that the tax on draft was too great, and I think that we agree that we have dealt with the penalties on canvas rather leniently. So I fancy if we permitted an increase of draft we must be careful not to allow the increase in sail; otherwise the intention of the rule would be destroyed.
On the increase of draft as suggested by you, would it be possible to build a centre-board boat that would have an equal chance under certain conditions to meet successfully a keel boat. I merely ask this question for the reason that if such a case was possible it would be interesting again to get back to the two types, keel and centre-board; but as I am not at all in sympathy with the centre-board, do not care much about that consideration.
Another matter to be considered is if the draft limit should be increased, would it not be unfavourable to QUEEN [#657s], ISTALENA [#663s], AURORA [#667s] and AVENGER [#666s]? and could AURORA and ISTALENA's lead be lowered to the advantage of these boats? It would seem to me that it would benefit them.
It looks at present as if we were on the eve of a revival in racing. I sincerely trust that such may be the case. When you have time I hope you will write me fully.
Incl. NGH reply: Aug 28. I am pleased to hear from you and trust you are in better health, and that your eyes are not giving you so much trouble.
There seems to be a possibility as Butler may have told you, of some yachts being built to race in the larger classes. It seems to me a shame to build to to [sic] restrictions that handicap the craft from being the most perfect creation conceivable, for good wholesome and fast sailing yachts.
It is very evident that the present restrictions on draft detract from the best qualities being obtained &[?] yachts of over about 35 ft wl. and the restriction on sail area is never[?] approached except in freak craft or racing machines fit for light winds only.
Aside from these two restrictions I think our present rules have developed an extremely good type of yacht, and compared with the type in vogue five to ten years ago, decidedly faster than I ever expected.
I have spent some little time in trying to perfect the measurements & restrictions rules. (It seems desirable to have restrictions to prevent freak designs) and I have some formula that I am quite sure will prove satisfactory. For restriction of draft ans[?]
Draft < (L + 2 1/2 B = 10 ) / 9, and another one which is better but takes logarithms to work it, is < .666 (L * B^2)^(3/10). This allows a little more draft in the intermediate sizes such as AVENGER & AURORA and just about what they should have.
I would recommend that centre-boats should be restricted to 3/4 the draft of keel boats of equal size and that the centreboards be constructed of wood and weighted only enough to sink them.
I worked out a formula for the limit of sail area last year [see document and blueprint dated July 16, 1907] and have not been able to improve on it. It would allow a sail area on some of our well known yachts as follows a little more than QUEEN actually has and slightly over AURORA & AVENGER, slightly less than SENECA [#670s] and a little more than the NYYC 30s [New York 30s].
It is Sail area , C * B * 4th root of (L * d * D) in which I is a constant = to 8.75 for sloops & yawls with topsails = 9.8 in full rigged sloops & = 9.3 in full rigged schooners & yawls. L = quarter beam length, d = draft of water, D = displacement, all as used in the Racing rules. It is worked out easily by aid of logarithms, or with the slide rule.
Replying to your questions. I think it quite possible to build a centreboard boat with the proposed restriction in draft that would under certain conditions compete with the keel type, but in the larger yachts centre-boards are a nuisance that should only be put up with when it is absolutely necessary to use the yacht in shallow waters.
If the QUEEN was allowed more draft and the lead lowered, she could carry a larger rig which would make her faster. Probably enough faster to pay for the increased rating. But still it is a question if the extra 2ft of draft would hold her to windward as well as the board.
AURORA and ISTALENA would be improved by lowering the lead, and the same would apply to AVENGER but not in so marked degree." (Source: Cormack, George A. (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_68810. Measuring and Measurement Rules (Box 1), Folder B1F02, formerly MRDE15. 1908-08-27.)
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"[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:] Enclosed please find the Proposed Amendments to the Racing Rules adopted by the Conference last Thursday, also Mr. Poor's letter as Secretary of the Committee. If you will send me what you think is a good definition of a 'yawl', I will present it to the other members of the Committee. I felt all along, that if they had left the entire matter of changing the rules in your hands, the universal rule in this country would have been much better off. While I did not make the above statement in the exact words at the conference, I expressed my feelings to that effect.
I think you will see Mr. Rumrill [whose contract for #685s ADVENTURESS will be signed December 19, 1908 ]in person either Monday or Tuesday, if not before. Incl NGH draft reply: I didn't get your[?] letter until this a.m[?].
Have looked over draft of amendments and have penciled lightly a few notes in places that may need some attention.
About definition of yawl. I will suggest a group of definitions:
Schooner: A fore & aft rigged vessel with two or more masts and generally with bowsprit, carrying the largest sail on aftermost mast.
Ketch: A fore & aft rigged vessel with two or more masts and generally with bowsprit having the aftermost mast stepped forward of rudder and its sail smaller than the mainsail.
Yawl: A fore & aft rigged vessel with two or more masts and generally with bowsprit having the aftermost mast stepped aft the rudder and carrying a small sail.
Sloop: A fore & aft rigged vessel with one mast and bowsprit.
Knockabout: A small sloop rigged vessel without bowsprit and generally without topmast.
Catboat: A small vessel having one mast stepped near the bow, carrying a mainsail only.
I thank you for your kind consideration of me, but I don't aspire to any such position. My feeling is to see the most perfect rules in force, but I am afraid the present changes are not all what they should have been.
Dec 15 [19]08. I find QUEEN's [#657s] mast is 54% of w.l. IROLITA [#658s] sch[ooner] rig is also 54% and INGOMAR [#590s] 56%. In her case the mast had to be placed aft of proper position to get the saloon forward of it that Mr Plant wanted, rig being a secondary consideration. The only ketch we have built (SPALPEEN [#481s]) the main boom[?] is 60% of w.l. The mizzen mast is stepped forward of cockpit in which the tiller reaches a little way into. I consider the rig a normal one and well suited for a cruising boat. The last yawl we have built (PETREL [#510s]) has mainsail 40% of S and mizzen over 10% of S. The rig is good proportion[?] for cruising yacht, with mizzen larger enough to be of use with mainsail off.
I can see no sense in ruling against such a rig as QUEEN or IROLITA, or any rig that proves censenwi[?] and fast, and the masts stepped inbound enough that they can be held and not strain the vessel. The practical difficulty with most yawls is in straining the stern of the vessel. To overcome that they might rule that the section of the hull where mizzen is stepped must not be less than say 1/2 B in width or 1/6 B in depth, with area of mizzen not more than 1/10 S. I would suggest that instead of the limitation proposed that the Measurer report any abnormal rig to a committee who should decide on its merits and also on handicap to be revised[?] from a standard[?] sloop.
[With table:]
Allowance for rig
Sloops & knockabouts 100% of rating
Yawls 2 masts 93% of rating
Schooners 2 masts 90% of rating
Ketch 2 masts 86% of rating
Yawls 3 masts 81% of rating
Schooner 3 masts 81% of rating
Ketch 3 masts 77% of rating" (Source: Emmons, Robert W. (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_69450. Measuring and Measurement Rules (Box 1), Folder B1F02, formerly MRDE15. 1908-12-05.)
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"[Item Description:] alterations to mainsail and topsails for #657s QUEEN. Pencil reply on verso" (Source: Maxwell, J. Rogers (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_22580. Correspondence, Folder 67, formerly 135. 1909-06-15.)
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"[Item Description:] #657s QUEEN mainsail" (Source: Maxwell, J. Rogers. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_22600. Correspondence, Folder 67, formerly 135. 1909-06-21.)
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"[Item Description:] #657s QUEEN measurement question" (Source: Hallock, William. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_00730. Correspondence, Folder 1_14, formerly (84). 1909-08-28.)
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"[Item Transcription:] [On #692s WESTWARD stationery, marked Southampton:] It was nice to get your letter. I think you had most of the reports of our races. It was bully. We had nine races and finished first boat every time. Except the handicap [race? Lande Cup?] when we were run into at the start but had no damage except in getting off. Even then we won the prize for all classes, with time allowance!
Twelve cups was the result. Huge ones some of them[.] A cabin full.
We get a few more races. On Monday with the cutters.
Then I lay her up here.
Now[?] I've[?] had the experience and the amusement of this season but I don't want to race her any more. Its too frieding[?] on me. I enjoyed the preparations[?] and the cruising just[?] more than the racing.
So the question is shall I sell her and get a cruiser or shall I keep her as a cruiser absolutely, so that i can't[?] be made to race her.
What I think I should like to do is to make her really a cruising boat inside that is that is plank her up inside heavy partitions[?] luxury & comfort. That means taking out lead and the weight would be higher.
Then have a rig to be handled by as few men as practical, not more than 12 sailors.
Now[?] is your cruising rig you gave[?] me the best for this or can you send me a design for one more practical[?] for ocean & real cruising. Is her draught low[?] enough[?] for such a boat? She is a beautiful sea-boat I think. I don't want to be made to feel I meant[?] race[?] QUEEN[#657s?]. I really want her purely as a cruiser.
So please let me hear all answer about the rig & idea as to advisability.
There wouldn't be any racing home anyway for this size boat except perhaps two or three with ELMINA & QUEEN [#657s]. Not worthwhile & I'd rather race a small boat there if[?] I care[?] for it.
With kindest tegligt[?] & hoping for an answer soon I am ...
P.S. Another reason I want to make a cruiser and a small rig is that I want to handle her as much myself as I can and have[?] my sailing master a moderate man so I can have the responsibility some & the glee[?].
I feel as though we should shorten masts & have bigger topmasts than the ocean rig we had. I don't mind spoiling the masts for racing for if I want to race again I think hollow steel masts to make up for the weight being higher in hull would be the best thing. Also with this higher weight a bit off the masts would counteract perhaps.
Anyway I want to cruise perhaps a lot in deep water and do much more myself for I find I enjoy & feel better on the water, if I have[?] this.
Otherwise I suppose a steamer is best for cruising.
Please let me hear from you soon...
Adress The Albany, Piccadilly, London [with envelope postmarked Southampton 28 J(ul)y 10 and stamped in red 'Aug 6, Rec'd'.]" (Source: Cochran, Alexander Smith. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_31880. Subject Files, Folder 32, formerly 17-20. No date (1910-07-28).)
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"[Item Transcription:] I have yours of 28th ult. [July 28, 1910], also cable of August, and want to congratulate you on the fine racing [with #692s WESTWARD] in British waters. I see by the papers that you declined sailing with such heavy handicap as they tried on you and I sympathize with you entirely and I notice you have the support of public opinion.
I am a little sorry that WESTWARD will be laid up before the season is over but I quite realize your feeling. It is an awful strain on one racing a big yacht like WESTWARD and is very wearing on ones nerves.
You have a glorious string of winning which were honestly earned, and now if they are going to handicap you, it is perhaps best to withdraw at the present time.
I think the sea rig put in WESTWARD was a very effective one, as far a[s] driving the vessel with a small sail plan goes, but of course rather ill proportioned for gracefulness, and if you really want to make a permanent change, and give up racing entirely I would recommend making several changes, which would include --- shorting both masts --- topmasts --- bowsprit --- fore gaff, main gaff, a new mainboom, with changes in rigging to correspond, and many of the sails recut.
If you want to have this work done in England, if you wire me I can make a general spar & sail plan and forward it to you.
[Unreadable word] & asking about WESTWARD's qualities as a cruiser. She has demonstrated to you her abilities as a seagoing craft and I am quite satisfied they are fully up to or beyond the average of a racing type of model, but probably not what is possible in a design made specially for a cruiser.
The draft of water is not any too much or a vessel of WESTWARD's size, but more than is advisable in a cruiser, as many harbors will not receive[?] her. There is only one sailing craft in the N.Y.Y.C. fleet that has an equal draft.
Under the condition if you could get a good offer for her, it might be advisable to build anew. But I would not sacrifice, for you are sure of her qualities, besides having attachment for her for the victories you have won with her.
For the pleasure yacht racing, I am quite sure you would find it better in a small craft, the size of AVENGER [#666s] or smaller.
Racing in large schooners here appears to [have] died out. QUEEN [#657s] is laid up and I understand is for sale and ELMINA has really no competition.
With kindest regards and hoping you are quite well, ..." (Source: Herreshoff, N.G. Letter to Cochran, Alexander Smith. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_31970. Subject Files, Folder 32, formerly 17-20. 1910-08-06.)
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"[Item Description:] glad to hear you have another big schooner to build [#706s ELENA], but almost feel sorry that [#657s] QUEEN & [#692s] WESTWARD will both be candidates for the junk heap, should have thought that [Morton] Plant would have built her to Lloyds so that if he wanted to he could have taken the board out & raced her abroad later on, hear you took back [#694s] SHIMNA, think George F. Baker Jr might buy her if someone went to see him, but dont mention my name" (Source: Duncan, W. Butler, Jr. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_42790. Correspondence, Folder 91, formerly 127. 1910-12-09.)
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"[Item Description:] skippers [apparently for Morton Plant's new schooner #706s ELENA] are very rare, I do no not know a man fit to take charge of a big boat except [Charlie] Barr [who would die a few weeks later], Chris [Christiansen] is not available [he became #692s WESTWARD's skipper after Barr's death], John Hanson of [#657s] QUEEN is a good sailorman but not up to the position, Howell not available, Dennis would probably sail & handle her well but is objectionable in many ways, we don't give skippers here any chance to learn, am sending you a book on clipper ships [in the end, Plant chose Bill Dennis as skipper for ELENA]" (Source: Duncan, W. Butler, Jr. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_42800. Correspondence, Folder 91, formerly 127. (1910)-12-13.)
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"[Item Description:] penciled table titled 'L1 by formula ...' and listing data for #706s ELENA, #657s IROLITA [ex-QUEEN], #698s VAGRANT I, #532s RAINBOW, #663s ISTALENA, #666s AVENGER, #685s ADVENTURESS, #703s FLYING CLOUD, #709s JOYANT and #708s CORINTHIAN, #687s CARA-MIA [ex-NAULAKHA] and NY30s" (Source: Herreshoff, N.G. (creator). Table. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_67730. Measuring and Measurement Rules (Box 1), Folder B1F01, formerly MRDE15. No date (1911 to 1915).)
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"[Item Description:] am thinking of getting another larger boat for [son] David to sail around in & have run across the [#581s] ALERT [ex-BOGEY] that you built in 1902, how would she rate?, think [Morton] Plant was right in taking [Capt] Dennis for the new schooner [#706s ELENA], she will be well sailed & with Barr on [#692s] WESTWARD we should have good racing, pity that Clark can not get a decent man to handle the [#657s] QUEEN" (Source: Duncan, W. Butler, Jr. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_42840. Correspondence, Folder 92, formerly 127. 1911-01-04.)
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"[Item Description:] sailed a race on your schooner [#706s ELENA] and she is certainly a magnificent ship, she reached away from #657s QUEEN in a disgraceful way, Capt. Dennis [on ELENA] must improve, I do not see much prospect of getting any boat of my own unless this stone quarry I am working turns into a gold mine" (Source: Duncan, W. Butler, Jr. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_42870. Correspondence, Folder 92, formerly 127. 1911-06-28.)
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"[Item Description:] [#709s] JOYANT &c protest not to be submitted to YRALIS but to Committee, convention will establish limits to classes as there is no telling where you designers will end at the present rate, JOYANT is only a couple of years older than [#687s] CARA MIA [ex-NAULAKHA] and has double displacement yet rates the same, had a splendid cruise on ENCHANTRESS, she is a fine cruiser but no match for ELENA, [#657s] IROLITA [ex-QUEEN] was so badly sailed, PS: you did not enclose profile of JOYANT" (Source: Duncan, W. Butler, Jr. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_42880. Correspondence, Folder 92, formerly 127. 1911-07-19.)
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"[Item Description:] English vs Universal rule, need your advice re #709s JOYANT and #708s CORINTHIAN to prevent extreme changes to measurement rule, racing between #706s ELENA and #692s WESTWARD, #657s IROLITA ex-QUEEN quite as fast, Baker and Dodge consider building in #666s AVENGER and #694s SHIMNA class, incl. NGH reply: International Rule inferior to Universal Rule because too many measurements are taken, thus restricting design and because it leads to yachts to as well suited to general yachting purposes, JOYANT and CORINTHIAN show how well our rule works (fine showing of JOYANT due to good handling), alternative rating formulae, WESTWARD vs ELENA vs QUEEN, SHIMNA has not been beaten yet and it will be hard to do so" (Source: Cormack, George A. (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_24300. Correspondence, Folder 71. 1911-08-26.)
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"[Item Transcription:] [Carbon copy of a letter, marked 'Copy':] I have been in the racing on Long Island Sound for several years, and, consequently, am very much interested in any decision that may be made concerning the racing rules.
Therefore, I have taken the liberty of writing a letter to the Secretary of the Regatta Committee of the Eastern Yacht Club, a copy of which I enclose, regarding that Committee's ruling upon the foul between ELENA [#706s]and IROLITA [#657s ex-QUEEN], which occurred on the Eastern Yacht Club's cruise a few days ago. So far as I can see, ELENA was clearly within her rights and I would appreciate it if you could inform me what was the basis on which the Regatta Committee arrived at its conclusion." (Source: Abbott, Donald B. Letter (copy) to Plant, Morton F. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_75620. Measuring and Measurement Rules (Box 2), Folder B2F17, formerly MRDE15. 1912-07-13.)
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"[Item Description:] Carbon copy of a three-page letter, marked 'Copy', asking the Eastern Yacht Club how it had arrived at the decision to protest #706s ELENA during her recent foul with #657s IROLITA ex-QUEEN." (Source: Abbott, Donald B. Letter (copy) to Eastern YC. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_75630. Measuring and Measurement Rules (Box 2), Folder B2F17, formerly MRDE15. 1912-07-13.)
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"[Item Transcription:] I telegraphed you from downtown and this is in confirmation. The match for the America's Cup is all but completed and now we must turn our attention towards the boats [#725s RESOLUTE].
The Club syndicate is almost entirely formed and expect such will be the case by Monday at the latest and I consider that the members forming it should have the first choice of the boats. Of course you know my preference.
I think that you will hear from a Philadelphia syndicate shortly as I have been requested to meet with Walter Clark, of the IROLITA [#657s ex-QUEEN], and George Pynchon to-morrow at eleven o'clock.
I wish on receipt of this you could give me a tentative idea of the cost of building. This is for my personal information so that I may inform the syndicate as to approximately the amount required.
The Fifties [New York 50s] performed wonderfully during the Cruise [of the NYYC].
I did not join the Squadron until Friday night at Newport and as we sailed from Vineyard Haven on Saturday night, returning on Sunday morning, I lost the opportunity of seeing you.
I am very busy with the Cup matters now and am trying to reduce them to an orderly state. Will you endeavor to answer my letter so that I may receive your reply on Saturday morning. Hoping that you are very well, in great haste,
Most sincerely, ...
N.B. I shall endeavor to see you next week if affairs permit.
G.A.C." (Source: Cormack, George A. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_24790. Subject Files, Folder 2, formerly 96-100. 1913-08-21.)
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"[Item Description:] Handwritten (in ink) rating rule-related table on two pages with dimensions LOA, LWL, overhang fore & aft, mean length, freeboard fore & center & aft, breadth deck & w.l., draft, cube-root (displacement), 1st mast mean length, 1st to 2nd mast, J, P1, H1, B1, G1, V1, T1, P2, P2a, H2, B2, Q2, Y2,T2, sail area, sqrt(SA), sqrt(SA - NYYC Rule) for #605s RELIANCE, #499s COLUMBIA, #725s RESOLUTE, #529s MINEOLA, #663s ISTALENA, #666s AVENGER, New York 50s (#711s, #712s, #713s, #714s, #715s, #716s, #717s, #720s, #721s), #411s GLORIANA, #685s ADVENTURESS, #617s COCK ROBIN II, #586s NELLIE, #709s JOYANT, #708s CORINTHIAN, #670s SENECA, Bar Harbor 31s (#592s, #593s, #594s, #595s, #596s, #597s, #598s, #599s, #600s, #601s, #602s, #603s, #604s), New York 30s (#626s, #627s, #628s, #629s, #630s, #631s, #632s, #633s, #635s, #636s, #637s, #638s, #639s, #640s, #642s, #643s, #647s, #648s), Newport 29s (#727s, #728s, #737s), #691s MORE JOY, #446s ALERION II, Buzzards Bay 550s (#733s, #734s, #736s, #738s, #741s), #617s COCK ROBIN II, #493s JILT, #732s SADIE, #460s KILDEE, Buzzards Bay 15s (#503s Class), Buzzards Bay 12 1/2s (#744s Class), #703s FLYING CLOUD, #669s ELEANOR, #722s KATOURA, #692s WESTWARD, #657s QUEEN, #719s VAGRANT II, #698s VAGRANT, #663s ISTALENA, and #743s HASWELL. With penciled note 'Measurements in ft & inches. Results in ft & decimals'. Undated (the youngest boat on this list is from 1914/1915 and this was probably prepared in preparation for NGH's sail area rating rule of 1914/1915)." (Source: Herreshoff, N.G. (creator). Handwritten Table. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE15_00100. Folder [no #]. No date (1914 / 1915 ?).)
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"[Item Transcription:] [Typewritten letter on 'Lawrence Gas Company, R.W. Emmons, 2D, Treasurer, 79 Milk Street, Boston, Massachusetts' stationery:] Your letter of January 1st [1920] I received more than a week ago. I have delayed answering it until after the New York Yacht Club meeting, which was held night before last, as George Cormack telegraphed and wrote you.
The Committee replied to Lipton they would agree to his terms, namely, to race, beginning July 15th off Sandy Hook, but declined to make any alteration in rig in the way of Marconi topmast. This being settled, George [Cormack] and I have got underway with the schedule for captain, mates and crew for Resolute. [Chris] Christiansen with John Christiansen, whom we had the first year will be our Captain and first mate [on #725s RESOLUTE]. We have already obtained some of our old men.
The question of tender still troubling us. Steamers like CAPE COD will cost to run this year nearly $45,0000 a piece for each boat, which seems a sinful waste of Syndicate money. Charlie [Adams] and I are both in favor or rechartering the QUEEN [#657s], and in order to obtain if necessary more room, building a house over her from the main deck forward in the line of a receiving ship. This will enable us to mess all the men at the same time and give us ample accommodations for sails, supplies and for ourselves. Such a lay-out together with Harold Vanderbilt's tender [#301p MAGISTRATE] would be adequate for our purpose. Nothing definite has been settled, but this is what Charlie and I lean towards. George [Cormack], however, is still in favor of steamers.
The Cup Committee have decided to begin the racing on May 2lst --- a series of 5 races to he held off New Haven; an interval then for alterations, refit, etc., and then a series to begin off Newport about June 4th and continue until the first of July. Newport races only to actually count for selection.
This being the schedule it is out opinion that RESOLUTE should be launched about May 1st, as with her crew on the spot it will not take long to rig her, and from experience of previous years, weather at that time is none too favorable anyway. I do not know how this will suit your plan, but I think if you plan to arrive about that time we can get on all right.
The new wooden mast for RESOLUTE has not been started and there is some discussion as to where to built it. Your ideas were that it should be built in the south shop, if I remember correctly, and unless I hear from you to the contrary I will have it constructed there. Chase has the rigging for same practically all completed. There is not much else to report regarding RESOLUTE.
George Nichols is to arrive in Boston for our Directors meeting next week, and at that time he and I will take up with Sidney the subject of making winches for him, as per an understanding you had with him just before you sailed.
Jim Swan has no doubt written you regarding all the other work in the shop; especially work on the schooner [#827s OHONKARA] seems to have gone on very satisfactorily.
The first little S boat is practically completed, and some of the proposed owners of same have made inspection.
All seem to be pleased with the boats with the exception of one point, and opinion has been so strongly expressed that I have taken it upon myself to alter the specifications as originally planned by you, and I trust you will understand and forgive me in case you have any feeling in the matter. The case is this. The present oak ribbon which you have designed and placed on the first boat with the hollow under side, in place of the usual pear-shaped shear streak, they all desire changed for the older method.
While I recognize your idea, which is a good one both as to cover board for the canvas deck and also the hollowed out underside for shedding water, it gives the boats a very heavy effect looked at from broadside or stern view, and I thought it best to meet their desires in the matter, and the other boats will be built as I stated above on the old method. The only other alteration was the slight tipping of the seats in the deep cockpit boats; the first boats seats are flat, and while comfortable enough in the forward part of the cockpit, are not as comfortable as if dipped in the after part.
Chase is going at the rigging for these boats and the first mast is all done. I will follow out your suggestion and have the boat launched and weighted according to your instructions, but if the weather holds mild, although it has been very cold recently, Charlie Adams and I propose to rig up, launch and try out the first boat under sail before the other sails are made, and I think between us we will discover anything that may not be just right. Arthur Adams, Charlie's brother has just ordered four more 12 1/2 footers, and as we were already building one, we have taken the order for the other four at $750 a piece.
We are in hopes of getting an order for a good-sized house boat to carry us through the spring and summer work. Swazey is on his way South to see two or three gentleman regarding same. We shall need this new work soon.
The expert accountants have been making the annual audit, but at the time of the stockholders meeting held last Thursday, complete figures were not in. I am sorry to have to tell you that their figures so far bring us out with a loss instead of a profit for the year. As soon as I get the final correct figures I will forward you a copy, but although Mr. Garfield, Charlie Adams and myself, as well as Young and Swan are convinced that the profit we should have showed is tied up somewhere in the inventory and we have not yet been able to dig it out. We have already dug out $6,000, and I am in hopes we may find other misrepresentations.
I am convinced our methods are all right, and our book-keeping system all right, and further that any Company which could have paid off $100,000 indebtedness as we did the past year is a good-going concern, and even if this year's statement shows us behind instead of ahead, I am confident we will only come out with all the better balance this coming year. The officers and directors of the previous year were all elected at the meeting, and we are to hold as i stated a Directors meeting Wednesday next.
You must be having splendid weather and a fine time, It seems hard to think of you sailing in summer clothes, while we are experiencing 5 below zero day before yesterday, and now a snow storm with a foot and a half on the ground.
The Alumni of Harvard have chosen me to be their chief Marshal on my Twenty-fifth anniversary this coming June.
This same honor was given to Charlie Adams on his Twenty-fifth, and on that day I am afraid the RESOLUTE will have to stop work --- otherwise my attention from now on will be largely given to her.
They are already at work on the SHAMROCK pearing off some of her fore-foot, and I believe further they are expecting to relay the deck. George [Nichols] will have a hard time to get his work [on VANITIE] done in the same yard, but I do not think we can possibly do anything more for him than we have agreed to. His present plans are, namely; shorten bowsprit and main boom while increasing the height of his rig a little, thereby reducing his sail area enough to reduce his time allowance 30 seconds. Charlie and I think he is working in the wrong way. We would both have left the base line as it is and increased the rig at least 500 sq. ft if not more, giving us more allowance, trying to come nearer to to SHAMROCK's rig. There it would give us a better line on how we will go with the latter. However, I do not think it makes much difference what he does, or what SHAMROCK does, for as Charlie says, if we cannot beat them both we had better quit racing for good.
With my very best wishes for a Happy New Year to you and Mrs. Herreshoff, and hoping to hear from you soon, and further trusting my delay in answering your letter is offset by what I have written, I am
Yours faithfully, ...
P.S.: Since writing I have been in communication with Mr. Kittredge the expert accountant and his statement is as follows; namely that if we fail to find any further discrepancy in the inventory to offset what loss the Company now shows as per figures sent you, there are two items to account for a large loss, namely: The Richards contract [#329p CAROLA] on which we allowed $3,000 for completion and delivery this year, has probably cost us, as figures will show, nearer $8,000. Then since you left, as probably Jim Swan has written the government has assessed their war tax against us on all contracts completed since that law was out into effect, excepting the Richards boat. These taxes amount to some $9,900, and we cannot include them in this years assets, for the reason that in the case of Harry Lippett [#368p MARY ANN], he has refused to pay his tax. In the case of the Sabine launch and the Codman launch [#342p, #343p, #344p or #345p?], as no account of this was made to them, it is the feeling of the Directors that we must pay the tax, although we may get Mr. Codman's. In the case of of Herrick [#311p APACHE and #371p GYPSY] and Crozier [#369p SUNFLOWER], Pinchon [#372p VASANTA] and the others, the matter has been brought to their attention I understand, and we should expect their taxes. Since, however, this question has arisen, we have had a legal clause drawn, and all contracts now go out from the Company's office including this clause and precluding any liability on the part of the Company being stuck for the taxes, as it states this must be paid before delivery is made.
Please do not worry yourself any over these financial details, however, as I think everything will come out all right in the end.
[Penciled PPS:] Enclosed is copy of Butler Duncan's letter just rec[eive]d regarding dates for trial races." (Source: Emmons, Robert W. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_26390. Subject Files, Folder 6, formerly 90-95. 1920-01-17.)
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"[Item Description:] disappointed America's Cup races not to be sailed off Newport but Sandy Hook, #725s RESOLUTE, Chris gathering crew, wages so high that it is terrible to think about it, George Nichols not decided on VANITIE's rig, cost of steamer [tender] awfully high, take a schooner, say #657s QUEEN, and her up, do you think this is feasable?" (Source: Cormack, George A. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_26460. Subject Files, Folder 6, formerly 90-95. 1920-01-19.)
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"[Item Description:] Bay all frozen over but they got the schooner [#827s OHONKARA] safely launched before this last cold snap struck in, work in the shop is going on about as usual, and they had begun I think on the fourth 20-footer [S class], and have three of the 12 1/2-footers completed or partly, they are now starting in working on the new topsail yard for #725s RESOLUTE, and next week will begin on the mast, have about decided if we can secure the schooner [#657s QUEEN] I spoke about in my last for a tender for RESOLUTE, to use her in connection with the [#301p] MAGISTRATE, Sidney at work on new main sheet drums for George Nichols [VANITIE], aluminum gaf for RESOLUTRE, have discovered $4000 variation from first HMCo business figure [i.e. reducing annual loss]" (Source: Emmons, Robert W. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_26550. Subject Files, Folder 6, formerly 90-95. 1920-02-02.)
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"[Item Description:] not enough large stock for ten stave [#725s] RESOLUTE mast, want to use twelve staves, topsail yard is practically completed, one of the little S boats [S-Class] was weighed the other day, and including weight of slings, weight was 5300, slings estimated something over 100 pounds would bring it down to 5175, Charlie [Adams] and I hope to get a trial in one next week, have still no tender for RESOLUTE, may be able to use [#657s] QUEEN, aluminum alloys for RESOLUTE gaff, now that George [Nichols] won't materially alter VANITIE's spars see no need to lengthen RESOLUTE's mast, RESOLUTE topsail to be cut as per NGH instructions by Hathaway, think [#236p] MERMAID [ex-EXPRESS] would you a good boat for use during trials and Cup races, cannot come to Bermuda until we have tender for RESOLUTE" (Source: Emmons, Robert W. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_26760. Subject Files, Folder 7, formerly 90-95. 1920-02-19.)
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"[Item Description:] charter for VANITIE's tender has been closed, it is yacht XARIFA, on Saturday last I chartered the steamer MONTAUK for [#725s] RESOLUTE's tender, I suppose you know that #657s QUEEN is a total loss at Jacob's Yard because of the fire, am sending you a report made to Westervelt on aluminum alloys and steel [for RESOLUTE spar], incl NGH reply: report on thoroughbred metals from Vestervelt is full of information, cannot weld heat treated alloys and would have to use riveting, discussion of alloy gaff for RESOLUTE, am sorry to hear about the destruction of QUEEN" (Source: Cormack, George A. (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_26890. Subject Files, Folder 7, formerly 90-95. 1920-03-09.)
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"[Item Description:] Penciled tabulated data, untitled, with comparative weight data for for Hull, Cabin work, Rig (standing), Equipment (chanin, anchors, boats, sails, etc), Furnishings , water, crew, etc., Outside lead, inside lead (all his data as percentages), Displacement (in lbs and cubic foot), w.l. (in ft), beam (in f.t) and cube-root(D)/lwl for 7 schooner yachts: #590s INGOMAR, #657s QUEEN, #692s WESTWARD, #698s VAGRANT I [marked 'composite'], #706s ELENA, #891s WILDFIRE, and #719s VAGRANT II. With additional calculations for WILDFIRE. On verso of printed voting proxy from Fairhaven Mills for annual stockholders meeting on February 1, 1922. Undated, WILDFIRE the latest of these designs, was contracted for on December 13, 1922." (Source: Herreshoff, N.G. (creator). Penciled Table. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE04_03000. Folder [no #]. No date (1922-12-13 or later ??).)
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Note: This list of archival documents contains in an unedited form any and all which mention #657s Queen even if just in a cursory way. Permission to digitize, transcribe and display is gratefully acknowledged.

• Taglang, Jacques. Mariette and the Herreshoff Schooners. Two vols. Eynesse, 2010.
  Vessel biographies, large-scale sail and lines plans reproduced from original HMCo plans. The definitive book on Herreshoff schooners.

• Queen (HMCo-made index card)
• Queen (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: Queen
Type: Schooner
Length: 92'3"
Owner: Maxwell, J. R.

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

• Queen
• 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: Queen
Type: 92' 6" schooner
Owner: J. Rogers Maxwell
Year: 1906
Row No.: 555

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: Dec
Day: 27
Year: 1906 [sic, i.e. 1905 (contract date)]
E/P/S: S
No.: 0657
Name: Queen
LW: 92' 3"
B: 24' 6.5"
D: 14' 10"
Rig: Schnr.
K: y
CB: y
Ballast: Lead O.
Amount: 77500.00
Notes Constr. Record: Burned Feby 1920.
Last Name: Maxwell
First Name: J. 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 B." (Source: van der Linde, Claas. March 7, 2009.)

"Sail number B 1." (Source: van der Linde, Claas. December 8, 2009.)

"As per a letter by R. W. Emmons to N. G. Herreshoff dated February 19, 1920 (in the collection of the Herreshoff Marine Museum), Queen had been considered as a tender for the upcoming America's Cup races just prior to her demise in the City Island fire of February 20, 1920." (Source: van der Linde, Claas. November 22, 2016.)

"Queen's steering wheel was used in 1926 on #725s Resolute as per a note on plan 138-137." (Source: van der Linde, Claas. June 3, 2020.)

"Built in 152 days (contract to launch; equivalent to $510/day, 2512 lbs displacement/day)." (Source: van der Linde, Claas. January 16, 2024.)

"Sail area 12,003 sqft from untitled two-page rating-rule-related table handwritten (in ink) by N. G. Herreshoff with multiple dimensions for the most important Herreshoff-designed yachts. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum. MRDE15, Folder [no #]. Undated (the most recent boat dates 1914/1915 and the table was probably prepared in preparation for NGH's sail area rating rule of 1914/1915)." (Source: van der Linde, Claas. September 16, 2020.)

"[Sail area 11,000 sq.ft.]" (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 5965 cu.ft. [= 381,760 lbs] from untitled two-page rating-rule-related table handwritten (in ink) by N. G. Herreshoff with multiple dimensions for the most important Herreshoff-designed yachts. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum. MRDE15, Folder [no #]. Undated (the most recent boat dates 1914/1915 and the table was probably prepared in preparation for NGH's sail area rating rule of 1914/1915)." (Source: van der Linde, Claas. September 16, 2020.)

"[Displacement (5965 cubic feet = 381,760 lbs).] (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 at 92.2ft w.l. and 24.1ft beam = 382000lbs[sic] = 5965cuft.]" (Source: Herreshoff, N.G. Penciled untitled note with comparative weight data for large Herreshoff-designed schooners thought to be dated December 13, 1922 or later. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum.)

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