HMCo #708s Corinthian

"[1911-02-28] Tue 28: Sidney better & left in forenoon. Began planking #708 [Corinthian].
[1911-03-10] Fri 10: Turned over #708 [Corinthian].
[1911-03-12] Sun 12: Mr. Hoyt & Mr. Cuthbert here to see #708 [Corinthian]. ...
[1911-05-05] Fri 5: Launched #707 [sic, i.e. #708s] Corinthian.
[1911-05-07] Sun 7: Mr. Hoyt & measurer Hallock here & measured & tried Corinthian [#708s]. ..." (Source: Herreshoff, Nathanael G. Diary, 1911. Manuscript (excerpts). Diary access courtesy of Halsey C. Herreshoff.)

"Jan[uar]y 1911.
No. 708.
P Class. Jib & mainsail.
Frame spaces 13 1/2".
Sheer height given is under side of deck.
Allow for planking & deck [when making molds] 1 1/8".
Timbers moulded 1 11/16" at head, increasing 1/16" per foot.
Keel 2 7/8" thick, 2" above rabbate." (Source: Herreshoff, N.G. [Penciled note in Offset Booklet HH.4.177.] January 1911. Haffenreffer-Herreshoff Collection, MIT Museum, Cambridge, MA.)

"Among the smaller yachts of this time that Captain Nat designed were the 'P' boats, 'Corinthian' built for the Seawanhaka Corinthian Yacht Club; and the 'Joyant,' built for W. H. Childs of the famous Childs's restaurants." (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. 280.)

"BRISTOL, R.I., May 7 [1911]. --- Interest in the series of races to be sailed this Summer against the Cara Mia [#687s] for the Manhasset Bay Challenge Cup at the head of Long Island Sound has increased since the launching of the first of the two boats of the P class at the Herreshoffs' yard Saturday [May 6, 1911], and with three other new ones in the racing from Marblehead, the sport ought to be worth witnessing.
Of the two Herreshof-designed class P boats, considerable was learned here to-day. They are not alike as to dimensions, as at first supposed, one being larger than the other, the larger craft being, it is learned, in the nature of an experiment by Nat Herreshoff. The smaller of the pair, the Corinthian [#708s], was launched Saturday afternoon, and is to be sailed by C. Sherman Hoyt, a member of the syndicate of owners representing the Seawanhaka Yacht Club. The other members of that syndicate are John De Forest and Clinton H. Crane. A big sail spread is the plan --- about 1,400 square feet, it is learned, will be the amount of canvas. Corinthian's dimensions are, over all length, 55 feet; waterline length, 33 feet 1 inch; beam, 8 feet 4 inches, and draught, 6 feet. 2 inches.
Joyant [#709s] is the name of the larger of the pair, and she is yet to be launched, though one week longer will see her finished and in the water. Joyant is to be the property of Commodore W. H. Childs of the Indian Harbor Yacht Club. Her amateur Captain will be Addison G. Hanan, who steered the Seneca [#670s] to victory a few years ago in the defense of the Rochester Cup. It is a coincidence that each Herreshoff boat has Deer Isle, Me., professional skippers, Philip Haskell in the Corinthian and G. D. Hendricks in the Joyant.
The Corinthian is being rigged in record time in order that she may have her first spin under sail to-morrow, when Sherman Hoyt will probably be on board with Designer Herreshoff." (Source: Anon. "Yacht Corinthian Launched. First of the Two Class P Boats in the Water." New York Times, May 8, 1911, p. 9.)

"... The 31-raters built at Herreshoffs for racing on the Sound are ready for delivery and will leave Bristol next week. The boat for the syndicate of the Seawanhaka-Corinthian Y. C. has been named Corinthian, and will be sailed by Sherman Hoyt, Clinton H. Crane and Johnston de Forest, three of the best sailors of small boats in these waters. Corinthian is 55 feet over all, 33 feet 2 inches on the waterline, 8 feet 4 inches beam and 6 feet 2 inches draft. She spreads 1,400 square feet of canvas. This boat was launched last week and has been tried.
The second boat is Joyant [#709s], built for Commodore William H. Childs, of the Indian Harbor Y. C. She is somewhat of an experiment in model and differs much from Corinthian. Her dimensions are 59 feet over all, 34 feet 5 inches on the waterline, 9 feet 10 inches beam and 7 feet draft. She spreads about 1.500 square feet of sail. Addison G. Hanan is to sail this yacht in her more important races.
Both of the boats are painted white above the waterlines, are exceptional looking craft as to elements of speed and power, have slender ends, finely drawn sheers and the larger of the pair will swing at the least 100 square feet more canvas than Corinthian. The freeboards are not of a character to raise any adverse comment, for Designer Herreshoff struck a happy medium in giving the body sufficient height above the waterline to compare easily with the length of hull and height of spar. The pole masts are lofty, making way for a tall hoist, while the hatch coamings on the deck are stamped down to the point of giving assurance that all comforts for the crew on deck are sacrificed to the object of carrying canvas. ..." (Source: Anon. "Some News and a Little Gossip." Forest & Stream, May 13, 1911, p. 743.)

"... Corinthian, the Seawanhaka-Corinthian 31-rater built by Herreshoff, in her trial carried such a weather helm that changes have been made in her steering gear in order to give the helmsman better control of the boat. Sherman Hoyt was on board at the trial. Corinthian will be brought west next week, and on May 29 [1911] she will be on exhibition off the club house at Oyster Bay, when those members who have subscribed to the fund for the building of the yacht will be entertained at dinner.
Joyant [#709s], the 31-rater for Commodore William II. Childs, of the Indian Harbor Y. C. will be ready next week. ..." (Source: Anon. "Some News and a Little Gossip." Forest & Stream, May 20, 1911, p. 14.)

"Corinthian is a yacht built by Herreshoff to try and win the Manhasset Bay challenge cup. A syndicate of members of the Seawanhaka-Corinthian Y. C. is defraying the cost of this yacht and will help to make some fine sport this summer. The yacht is to be sailed by C. Sherman Hoyt, Clinton H. Crane and Johnston de Forest, three of the best amateurs in these waters. At the time of the trial of the yacht it was stated that she carried a weather helm and had to be altered by her designer. The following letter tells that this was not so: 'Editor Forest and Stream:
'I have noted various comments in the daily press and just now in the columns of your last issue to the effect that the Corinthian carries an abnormal weather helm, and that certain alterations have been made necessary to remedy the same.
'In full justice to Mr. Herreshoff I wish to deny this most emphatically.
'After her first short trial spin a new tiller was fitted at my suggestion, as the original one was too limber and springy to suit my personal taste. No other change in her steering gear, trim or set of mast has been made or will be until her sails, rigging and gear have had a chance to find themselves.
'The boat at all times handles with the utmost ease, although under certain conditions and at a certain angle of keel, if sailed rather fine, carries perhaps a little too much weather helm. Whether it will be advisable to make alterations with the view of remedying this, possibly at the expense of a lee helm under other conditions, can not be determined until further trial.
'I might add that aside from a short preliminary trial spin of less than an hour's duration her only real test so far was the trip from Bristol to Oyster Bay, made a week ago in a little under nineteen and a half hours. Approximately for the first third of the way we had stiff to light head winds, and the remainder was a close reach with a northwesterly and northerly wind which came in very fresh at first and later on in the night almost dropped out at times. Throughout the run, in view of the fact of the newness of everything and our unfamiliarity with the boat, her behavior was most satisfactory.
C. Sherman Hoyt.' " (Source: Hoyt, C. Sherman. "Corinthian is all Right." Forest and Stream, June 3, 1911, p. 21.)

"This Spring, as a memorial to the members that lost their lives in the world war, the Royal Canadian Yacht Club of Toronto purchased through George Owen of Newton four of the Massachusetts Bay 31-raters. All these racers, Bernice, Italia, Nutmeg III and Stranger, were stored in Graves' Yard, Marblehead, and there prepared for shipment to Toronto. ...
The Bernice was built by Hodgdon Brothers from designs of George Owen for George Lee of the Corinthian Yacht Club in 1915.
The Italia and Stranger were also designed by George Owen and built by Hodgdon, the former for George Lee in 1911 and the latter for Richard P. Jonks of Providence in 1913. The Nutmeg III, a Herreshoff production, was built for a syndicate of the Seawanhaka-Corinthian Yacht Club in 1911. When owned by Allen C. Jones of Boston the Nutmeg III, by winning three of the class championships in Massachusetts Bay, captured the cup offered through the Corinthian Yacht Club by Sir Thomas Lipton." (Source: Anon. "Yachts Sent To Canada By Rail. Four 31-Raters Drawn on Wheels Through Marblehead Streets and Put on Cars for Toronto. Road Roller Used as Tractor." Boston Globe, May 5, 1919, p. 13.)

"... Al Falke of the Edgewater Y.C. has sold his 54' Herreshoff-designed and -built yawl Nutmeg to Corsair Cruises Inc., of Cleveland, who will operate the boat on charter cruises." (Source: Anon. [Title?] Yachting, Vol. 84, 1948, [p. 128?].)

"The Manhasset Bay Challenge Cup
Along about 1909, and for many years thereafter, competition for the Manhasset Bay Challenge Cup proved to be one of the chief, and often most controversial, racing features of those years on Long Island Sound. Contestants were of the 31-foot rating or P class, usually about equally divided between entries representing individual Sound and Massachusetts Bay yacht clubs. For the 1911 season, as managing member of a Seawanhaka syndicate to challenge the American Yacht Club, the winner in the previous year, I entered into negotiations with the Herreshoff Manufacturing Company to build us a class P yacht. They were instructed to design and build, with no restrictions on our part as to type, dimensions or cost, what they considered they could produce as the fastest boat for that class.
We received the usual Herreshoff sketchy plan and specifications for a class P yacht at a somewhat staggering cost, and I was instructed by our syndicate to sign up and close the deal. I went to Bristol to do so, but was decidedly disturbed when informed by the blind Mr. John B. Herreshoff that since submitting their bid, Brother Nat on further study had become convinced that a somewhat larger craft than the one originally conceived would prove faster. Owing to increased size and the greater amount of lead involved, it would have to cost some two thousand dollars more than their first named figure. This being in excess of what I had been authorized to commit us to, I went back to New York, secured reluctant consent for the new price and returned to Bristol, only to be informed that in the interim Brother Nat had once more thought of a still larger boat with another big jump in price.
Considerably perturbed, I argued that Herreshoffs had been given a carte blanche order for what in their judgment would be the fastest boat in the class; that we had accepted their first offer in good faith, and that now, when ready to accede to their second proposition, to state it mildly, I was quite disgusted to find they had thought up something else at a still higher figure. I could see no guaranty that if I secured approval for the second jump that this might not be followed by a fourth proposal. I stated in no uncertain terms that when a concern of Herreshoff's repute had been commissioned to design and build what they considered the best possible prospect with no restrictions, if before construction started Nat thought he could improve on the original design, I deemed it ethically their duty to do so without extra cost. We were now ready to meet their second proposition but I was not willing to commit my associates to any constant hiking of costs every time Nat got a new idea.
I signed the contract for the second proposal and Corinthian [#708s] was the result. Soon afterward the Indian Harbor Yacht Club fell for the third design and placed the order for Joyant [#709s].
These two proved distinctly superior to existing boats of the P class on the Sound, and later to those of the Boston contingent, except for their protested measurement and extraordinary disqualification in the Manhasset series, by the divided decision of the special board of judges for that match. ...
The great event, the Manhasset Cup series, soon arrived. The measurements of Joyant and Corinthian were questioned and protests lodged against us on measurement grounds. In the series Joyant won on points, with Corinthian second and Cara Mia [#687s] third.
... it was claimed that our quarter-beam lengths should be increased by bridging what some deemed unfair convex curvatures in the buttock and water-lines of our above water forms. The designer of both boats had taken advantage of the possibility to increase their size and length by offsetting this by increased displacement. ...
Finally, months after the series, Charles Lane Poor, Aemilius Jarvis, and James D. Sparkman, the judges, rendered their verdicts. The first two disqualified Joyant and Corinthian, awarded the cup to Cara Mia, representing the American Yacht Club, while Jim Sparkman filed a violently dissenting minority report. The whole affair left a nasty taste in the mouths of many of us who had the best interests of class yacht racing at heart, but had no effect on the award of other prizes won that year by the two discredited boats, nor as to their legal participation in races for their class in future years. ..." (Source: Hoyt, Sherman. Sherman Hoyt's Memoirs. New York, 1950, p. 69-74.)

"Roger Ashton called from New Orleans the other day, asking about Herreshoff-built P-class boats. It seems that a friend of his named Tom Davidson owns the P-boat CORINTHIAN, Herreshoff Hull No. 708 of 1911, and he would like to hear from other owners of this old Universal Rule class of racing sloops. CORINTHIAN still carries her original gaff rig, and her cabin and joinerwork also date from 1911. She is afloat and looking good outwardly; Tom has stripped her clean inside so he can do some reframing. P-boats flourished in the first two decades of this century, and CORINTHIAN is fairly typical of this non-one-design class at 54ft 4in overall, 34ft 3in on the waterline, 10ft beam, and 7ft 1in draft.
Anyone wanting to contact Tom Davidson can reach him at the Harbor Master's Office (he is assistant Harbor Master), Municipal Pier, New Orleans, LA." (Source: Anon. "Reader Search." Wooden Boat #46, May / June 1982, p. 13.)

"... in 1938 Norm Robertson formed a syndicate made up of himself, Hugh F. Brown, and Colin Dunbar to buy the 54ft-6in 1911 Herreshoff designed and built P-Boat Nutmeg III [ex-Corinthian]. ... they worked all winter to put the boat back into racing condition. With the completion of a new RHYC Clubhouse, in 1939 RHYC celebrated with again hosting the LYRA Regatta. Nutmeg won Division Four, beating Patricia sailed by TK Wade, Mitena [#1275s] sailed by AEmilius Jarvis, and the NY 50 Nonchalant [#720s ex-Acushla], and four others. Robertson sailed Nutmeg throughout the war years until he sold her in 1946 in order finance his son John's new Lightning. ..." (Source: Anon (Royal Hamilton Yacht Club). "RHYC 2015 Hall of Fame Norm Robertson." http://www.rhyc.ca/getmedia/f67a7293-61ee-4614-b78d-6e61f1243d19/Norm_Robertson_Biography_-_Final_-_with_slides.aspx, retrieved February 9, 2017.)

"John Anderson is well underway with the restoration of a third P-Class boat in his workshop at his family farm in Warren, Maine, USA, reports Nigel Sharp. Following on from Olympian and Chips ... is Corinthian, designed by Nat Herreshoff and built by the Herreshoff Manufacturing Company in 1911. This is yet another Universal Class boat to be saved by the intervention of French yachtsman Bruno Troublé. Anderson describes the project as a 'complete rebuild' involving total replacement of the backbone and 95 per cent of the frames and floors. She has a single layer of yellow pine planking below the waterline and double planking above --- yellow pine outer and cedar inner, all fore and aft. It is expected that only the inner layer of topsides planking will be saved. Pretty much everything else will be renewed including the deck and rig, although much of the deck hardware survives and will be used as patterns to cast new fittings. After the work is completed in the autumn of 2019 she will probably spend one season sailing in the States before being shipped to the Mediterranean to join her sisterships there." (Source: Anon. "Maine, Usa: A Hat Trick For P-Class Restorations." Classic Boat (UK), June 2018, p. 85.)

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"[Item Description:] Re subscription for challenge for the Manhasset Bay Cup, current subscribers are August Heckscher, Colgate Hoyt, Peter W. Rouss, J. P. Morgan Jr., Arthur Curtiss James, Walter Jennings, Roland R. Conklin, Howard C. Smith, George E. Roosevelt, William J. Matheson; building, racing and management of challenging sloop [which will be #708s CORINTHIAN] under the absolute control of C. Sherman Hoyt, Johnston de Forest and Henry M. Crane; terms" (Source: Seawanhaka Corinthian YC (creator). Letter. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_75980. Measuring and Measurement Rules (Box 2), Folder B2F18, formerly MRDE15. 1910-12-27.)
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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:] Penciled table titled 'P Class' with data for OA, WL, QBL, B, d, D, S, S/WS for #670s SENECA, #687s NAULAKHA, #708s CORINTHIAN and four versions of an unnamed design --- probably #709s JOYANT. Undated (JOYANT was designed in early 1911.)" (Source: Herreshoff, N.G. (creator). Penciled Table. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE03_01820. Folder [no #]. No date (early 1911 ?).)
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"[Item Description:] Penciled pantograph hull sections titled 'CORINTHIAN. No 708 [#708s]. P class. From finished model Jan 28, 1911. scale 3/4. Frame spaces 13 1/3in. 34ft w.l. 32ft Q.b.l. With calculations for weight (26650lbs), rating (30.95), wetted surface (377sqft), area waterline (225sqft), and an unidentified diagram." (Source: Herreshoff, N.G. (creator). Pantograph Hull Sections. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE04_01100. Folder [no #]. 1911-01-28.)
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"[Item Description:] Penciled pantograph lead sections titled 'No. 708 [#708s CORINTHIAN]. [Date crossed out:] Feb[ruary] 20, 1911. Corrected Feb[ruary] 19, 1911. Scale 1/8 size'. With calculations and note 'Required 15720lbs lead with c.g. .5425 of w.l. ...' and concluding with calculations and note 'Result. ... 15810lbs with c.g. at .547 of wl'." (Source: Herreshoff, N.G. (creator). Pantograph Lead Sections. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE04_08430. Folder [no #]. 1911-02-19.)
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"[Item Transcription:] [Typewritten letter on 'Raymond, Pynchon & Co.' stationery:] Many thanks for yours of June 8th. I agree with you that the fifty-five foot class is a good racing class, and it has the advantage of not being as expensive as our present boats. The trouble with it is, however, that the accommodations are not quite large enough to give those of us who are not fortunate enough to be able to own steam yachts, sufficient room to meet our requirements in cruising.
My own idea is that our present class is the ideal size and I will talk with my friends during the next few weeks and see if it is possible to interest them in new boats of the 'K' class. I am going to [p. 2]outline to them a new boat which I assume would have a somewhat larger hull than the present ones, longer over-hangs with about the same rig, but somewhat better proportioned from the fact of its not having such a big club topsail. Hollow mast, gaff, and club topsails spars, solid topmast and possibly boom. It is useless for me to talk to them on any other lines, except that of highest possible speed.
There was more or less disappointment, as you know, over the belief that our present boats did not seem to embody in their design all the best features for highest speed. The fact that we have done so well with them has been due to extremely good handling and the nerve to race them with their big rigs in all sorts of weather.
Should we decide to build again, we must not be put in the position of having boats which can so easily be outbuilt as our present ones.
I am not sure that I shall be at the boat races in New London, but it is possible, and if so, I will see you there.
In the mean time, if you have any further suggestions to make, please write me and [p. 3] and if you can give me an approximate idea of the cost of this new class, please
do so.
I assume that such boats as I have outlined would be able and at the same time have all the sail which you think would be necessary to get best results. With best regards, as always, I am,
Sincerely yours, ... [Incl. crossed out penciled NGH reply on verso:] It was very interesting to yours of June 16th, and I see you favor strongly the same class that you now have, but with larger hulls than your present one design boats, and with exaggerated overhangs and about the same sail spread, which of course is in line of improvements arrived at in the smallowetant[?] after a few years of racing.
I am a little surprised at your criticism of your present boats which I have had the impression that they were rather fast and well proportioned for what they were designed for. Of course, in 1906 when they were designed I could not foretell the changes made in 1908 rule change that allowed them more draft and placed them below the class limit and made it possible to build much larger vessels for the class.
The 1908 rules are not developing perfect boats by any means. It was a great mistake not measuring the overhangs and it seems not be advisable[?] to limit sizes in yachts of class by some means to keep them near one size.
It appears quite possible to built a boat to rate in the 65 class that would be very much larger than your present boats.
For instance a boat a boat exagualid[?] about as much as Corintian[?] [#708s CORINTHIAN?] in the P class w[ou]ld be about 100ft o.a. & 67ft lwl, 19ft beam and a displacement of over 60% greater and sail area 20% greater than the[?] your present boats. The largest of the P class and apparently a successful one is twice the displacement and nearly 30% more sail area than SENECA [#670s] which was champion in the P class for some time and would now[?] give the new boats good racing if put up against them. SENECA was built at the same time as ISTALENA [#663s] and her sisters and in model is almost exactly like them, so you can see what sheniges[?] are going on in the smaller class, and that it is possible to built a boat of most any size to race in a specified class, and there would be conditions under which the smaller ones will win --- probably a minor part of the races, though.
The cost of yacht in K class will be about $12 to $15 [corrected to $16] per cu ft displacement depending upon size and details of constriction, thus the craft mentioned given[?] would, if built in a simple[?] manner & composite construction, cost about $38,000, or if built of steel with elaborate finish might run[?] up as high as $50,000. ISTALENA could be reproduced at the present time for $27,000 or about $14 per cu ft. [Incl. a second and final, not crossed out penciled draft reply:] I did not reply to yours of 16th ult. expecting I might see you in New London and discuss the matter there. I hope to see you soon, either here or at the head of the sound.
It appears as if the size of a yacht can be changed a good deal for a given rating, and as far as I can see the rating rule is working well excepting (as I mentioned before) allowing exaggerated ends, which of course make a vessel bad at sea, both for safety & comfort. I hope there will be an amendment or change made in the rating rules to cover this defect.
It is difficult to give an estimate of cost of new yachts until the actual size is defined. It would be somewhere between 12 & 16 dollars per cuft disp[lacement]." (Source: Pynchon, George M. (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_24070. Correspondence, Folder 70. 1911-06-16.)
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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 Description:] confidentially, have heard Manhassett Bay Committee will make following report, 1) that the words 'at or near the plane of measurement' are to mean B/10 above or below the W.L., 2) that a fair line is curve which does not increase or diminish its curvature, 3) that in case a bridge is necessary the measurement will be taken to the flattest curve in the prescribed area, 4) [#708s] CORINTHIAN, WINDWARD & two Boston boats will be ruled out as not having filed returns of crews in accordance with deed, 5) [#709s] JOYANT will be measured in accordance with the above & if she exceeds 31 rating will be ruled out, 6) [#687s] CARA-MIA [ex-NAULAKHA] would then win" (Source: Duncan, W. Butler, Jr. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_42940. Correspondence, Folder 92, formerly 127. 1911-08-30.)
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"[Item Description:] committee of Poor, Jarvis & Sparkman have decided the Manhasset Bay Cup & have rendered a rotten decision, [#709s] JOYANT and [#708s] CORINTHIAN disqualified on their form, Sparkman wrote minority report dead against the others, am sorry it has come out this was, will hurt things in general very much, am afraid newspaper controvery will result" (Source: Duncan, W. Butler, Jr. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_43010. Correspondence, Folder 92, formerly 127. 1911-11-21.)
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"[Item Description:] new boat of #709s JOYANT type for Cornelius Vanderbilt, dissent with #709s JOYANT and #708s CORINTHIAN Manhasset Cup decision which will bring new yacht building to standstill, sail measuring, incl. NGH reply: we could build two 80ft schooners if started very soon, price redution for two not as big as for smaller boats, Manhasset Cup decision outrageous, believe JOYANT would be faster without her excessive overhangs, long overhangs not hollow lines should be banned, large displacement should be allowed, sail measuring, agree that a measuring rule needs amendments" (Source: Cormack, George A. (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_24340. Correspondence, Folder 71. 1911-11-23.)
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"[Item Transcription:] I have been appointed one of a Committee of three to run the races for the Manhasset Bay Cup this year, over which, I believe, there was such a squabble last year, especially in regard to your two boats the 'JOYANT' [#709s] and 'CORINTHIAN' [#708s].
The question of measurement will be one of the things this Committee will have to decide. Personally, I am in favor of sticking strictly by our rule as it now is, which does not define bridging of notches, angles or curves in any form. In the event, however, of the other two men being opposed to me, I would like your opinion of the fee modified form of bridging you could suggest for use in measuring the 'JOYANT' and 'CORINTHIAN'. I have not seen either of these boats in the water, but my understanding is the longer the bridging the longer they measure. [Incl NGH reply (the first part of which appears on verso of Butler Duncan letter dated May 21, 1912):] ... perfectly justified in addressing the[?] his decision in the matter.
I inclose[sic] the profiles of both these boats and you will see there not notches or jugs or unfair lines near the waterline.
Lines passing through the points of termination of the quarter beam length are perfectly fair lines with only a very slight reverse or hollow curve in the overhang aft of the after point of quarter beam measurement.
I think you know that I donot believe in the present method in measuring length at the water line and not ensuring overhangs or length on overall length. I hope to see the rules changed before long and stiar[?] then we will have much less wrangling and better boats.
I wrote Mr Duncan of the N.Y.Y.C. Committee last winter suggesting a method of measuring length and as you were of the Committee perhaps you are familiar with it." (Source: Emmons, Robert W. (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_75860. Measuring and Measurement Rules (Box 2), Folder B2F17, formerly MRDE15. 1912-05-17.)
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"[Item Transcription:] I have received no reply from you to my letter of May 17th [re measuring #709s JOYANT and #708s CORINTHIAN]. I enclose you copy sent me of four different methods of bridging, which will be brought up by Chas. Lane Poor, one of the three members of the Manhasset Bay Committee.
We have now decided on the third member, but as I am not absolutely sure how he will stand, I would like to have your opinion on all of these. While I have been on the New York Committee and approve the method they have suggested I do not necessarily think it should be enforced on boats built under the present rule, and I shall endeavor this year to have the races sailed under strict instruction of rules as they now are; nevertheless, a compromise may have to be made, and in that event I should like, as I wrote in my last letter, any suggestions you may have of modified form of measurement, whether of bridging or otherwise. [Incl NGH reply:] Replying to yours of 17th and 21st. I have looked upon the proposed 'Methods of Bridging' of which you inclosed copy and also the ruling for the measurement of waterline and quarter beam length as it appears in the NYYC Book of 1911 and also in the YRA of LI Sound [YRALIS] of 1910 which are Identical. (I have not a 1911 book of the YRA of LI Sound.]
The rule directs as follows:
In case there are any notches, jogs, curves, or angles at or near the plane of measurement of either the load water line or quarterbeam length, they shall be taken to a fair line bridging such notches curves jogs or angles.
You will notice that it directs a fair line bridging &c, not a straight line and does not prohibit a hollow line so called. In my judgment the rule is complete and strong in this present language. It was well drawn up and should not be tampered with. A fair line is not necessarily a straight line, but a curved line that is a correction of an unfair or cocked line and with this understanding the rule is perfectly rational and by making a bridging in that way it would measure the waterline and quarterbeam honestly and give a value to them, and I believe that is all any unprejudiced man can ask for.
I agree that are quite right in sticking to the rule as it now is and believe if the other members of the Committee are fair minded they and[? also?] will see the absurdity in attempting to correct a curved line bridging it by a straight line. It would not be the intent of the rule or give a just measurement. The NYYC measurer[?] Prof. Hallock measured the CORINTHIAN and JOYANT correctly, and was ... [remainder of NGH reply appears on verso of Butler Duncan letter dated May 17, 1912.]" (Source: Emmons, Robert W. (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_75880. Measuring and Measurement Rules (Box 2), Folder B2F17, formerly MRDE15. 1912-05-21.)
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"[Item Description:] Mimeographed paper titled 'Methods of Bridging' and summarizing four different methods of doing so: Method suggested by Charles Lane Poor, Method of International Yacht Racing Ynion (as a result of KLABAUTERMANN protest), Method agreed upon for the race between the Chicago and Canadian Clubs, Method suggested by the Committee of the New York Yacht Club, to be presented to Atlantic Coast Conference. Necessitated by protest against #709s JOYANT and #708s CORINTHIAN. I enclose you copy sent me of four different methods of bridging. Believed to have been prepared by Charles Lane Poor and sent by R.W. Emmons with letter dated May 21, 1912." (Source: Poor, Charles Lane (sent by Emmons, Robert W.). Correspondence (measurement rule) to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_75900. Measuring and Measurement Rules (Box 2), Folder B2F17, formerly MRDE15. No date (sent with R. W. Emmons letter 1912-05-21).)
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"[Item Transcription:] At the request of both the American and Seawanhaka Yacht Clubs, I have consented to act as the third member of the Manhasset Bay Challenge Cup Committee.
I trust that there will be no differences this year and that the race may be pulled off in a satisfactory manner, but to make assurance doubly sure, if any occasion should occur to cause a protest of measurement I wish to be prepared, so I am going to ask you if you will send me the profiles of the JOYANT [#709s] and CORINTHIAN [#708s] on half inch scale, also quarter beam profiles.
I shall not show these drawings unless it becomes absolutely necessary, but in view of the decided stand that I took last year about these two boats, as I said previously, I wish to be fortified by data.
I trust that you had a pleasant Winter and that your holiday brought you renewed health.
I shall endeavor to get to Bristol as soon as possible.
I should like to see you very much. [Incl NGH reply:] Replying to your kind note of 25th relating to the Manhasset Bay Challenge Cup Committee I am inclosing a drawing showing profiles of JOYANT and CORINTHIAN at each end, also plotted lines showing the interaction[?] of a vertical plane passing though the points of quarterbeam measurement of JOYANT only as she is a little more in the extreme of that type of model.
You will see there are no jogs or notches and that all the curved lines are fair lines even to a much critical eye. The rule says in case there are any notches jogs curves or angles the measurement shall be taken to a fair line bridging such notches & c. There is nothing about bridging with a straight line and I presume those who drew up the rule had more sense than to suppose bridging with a straight line would be fair or practicable.
It is beyond my comprehension how that Committee of last year could have misconstrued the rule and allowed any protest at all.
I had a letter a few days ago from Mr. Emmons and I sent him a similar sketch also[? although?] made at 3/4in scale instead of 1/2in as that is the scale of the models and of course more accurate than transposing to a smaller scale.
Hoping that you had a comfortable Winter and that I will see you soon, ..." (Source: Cormack, George A. (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_75800. Measuring and Measurement Rules (Box 2), Folder B2F17, formerly MRDE15. 1912-05-25.)
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"[Item Description:] thank you for letter and drawings, agree with you as to meaning of Rule, don't know if these matches [Manhasset Cup] will be sailed without controversy or not, the boats [#709s JOYANT and #708s CORINTHIAN] will be measured the way they should be and there should not be any bridging of notches, jogs or curves, PS: have idea about new class of boats larger than #663s ISTALENA, #664s WINSOME and #667s AURORA, new Gardner boat will meet #666s AVENGER soon, #667s AURORA's new sails are good" (Source: Cormack, George A. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_17890. Correspondence, Folder 48, formerly 75. 1912-06-03.)
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"[Item Transcription:] As measurer of the American Yacht Club, I measured 'CORINTHIAN' [#708s] yesterday for the Manhasset Bay Challenge Cup Races, and would appreciate it if you could favor me with the displacement in cubic feet on a water line length of 34.85. The forward overhang being 10.40 and the after overhang 9.05. I would also like to know the draft on this waterline.
An early reply will be greatly appreciated. [Incl penciled calculations by NGH.]" (Source: Barney, Morgan (Measurer American YC). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_05550. Correspondence, Folder 20, formerly 136. 1912-06-06.)
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"[Item Description:] please give displacement of the #709s JOYANT on load waterline of 35.20, forward overhang being 12.10, after overhang, 11.05, also the draft, thank you for displacements of [#708s] CORINTHIAN and [#687s] CARA MIA [ex-NAULAKHA] just received." (Source: Barney, Morgan (Measurer American YC). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_05580. Correspondence, Folder 20, formerly 136. 1912-06-11.)
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"[Item Description:] notice of telegram: hear that eligibility of #709s JOYANT and #708s CORINTHIAN will be questioned on scantlings, please put all info in my hands ASAP, incl NGH reply: would like to know who is so hostile to these boats and why should they be attacked, were built to to fill requirements of YRALIS, Hallock measured them and they filled all requirements" (Source: Cormack, George A. (incl NGH reply). Correspondence (telegram notice) to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_17870. Correspondence, Folder 48, formerly 75. 1912-06-19.)
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"[Item Description:] am heartily sick of the whole affair, #709s JOYANT and #708s CORINTHIAN should get get full justice, meaningless bickering on the part of certain parties is very detrimental to the sport, rest assured that your interests will be protected, #706s ELENA had to come to class B, am off this afternoon for New London to join #667s AURORA and sail in a match to-morrow from that place to Mattinicock Buoy" (Source: Cormack, George A. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_17900. Correspondence, Folder 48, formerly 75. 1912-06-21.)
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"[Item Transcription:] I received your note with the proposed new racing rules and thank you very much for sending it to me.
Is this a cut and dried schedule of the rules to be passed? If so I am disappointed for I expected some changes from the present ones that would improve and simplify them.
I hope I will not offend you or anyone who may have had a hand in drawing up the changes but I want to criticize them a little, and trust it may be of some use.
To begin. I cannot see the slightest need in defining notches, jogs, curves or angles any more than in the present rules which is well drawn up and covers any case. This change is probably suggested by the unwarranted attack on JOYANT [#709s] last year. JOYANT has long over hangs which should be ruled against. They were made so by request, not that I approved of them. JOYANT has proved a good boat and is liked by those who have sailed in her, nevertheless I am convinced she would be better in every way, and faster, had the ends been or normal length.
I have applied a straight edge as directed[?] to JOYANT's model and find there is [next three words underlined] absolutely no hollow at the points of quarter beam measurement and only very slight (about 1/2of one percent) hollow at the forward end of l.w.l.
[Next sentence crossed out:] But what is the sense in haggling about hollow lines any way, or any penalizing in form, as long as there are not notches or jogs out[?] for the evident purpose of evading some rule. A simple and sensable[sic] is needed to limit overhangs.
Why not do it directly instead of this proposed limit restriction.
I see lug foresails are not ruled against.
Don't you think it would be well to allow the schooner wants to carry a lug foresail them[?] or[?] for[?] extrem[?] men who carry life insurance polices covering damages from handling the lug foresail.
Certainly, if lug foresails were vetoed, it would be as fair for one as another, or if the love for the lug foresail is so great that the schooner men could not sail without it, just measure the area aft the end of fore boom and add it to the sail area.
Why has the gaff to be 'laying on top of the boom' when being measured?
Assuming the diagonal in mainsail at 96% of the maximum is better than the present method and I approve of it.
In measuring P the perpendicular along aft side of foremast. Why not measure to the upper side of fore boom instead of a distance above deck same as used on main mast?
Every new water line measurement should have a corresponding displacement determine[?] .
I do not see the wisdom in limiting displacement. Big displacement yachts are always the best and most wholesome type. As far as my observation goes the divisor cube-rt(D) is working out perfectly. Under equally good handling the P class boats of different displacement came out alike.
I am not convinced JOYANT is any faster than CARA MIA [#687s ex-NAULAKHA] or CORINTHIAN [#708s] due to the large displacement.
I hope you will look over carefully the suggested changes in the rules I have sent to Mr Cormack for I think there are some things that would be of real value." (Source: Herreshoff, N.G. Letter to Duncan, W. Butler. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_75770. Measuring and Measurement Rules (Box 2), Folder B2F17, formerly MRDE15. 1912-09-08.)
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"[Item Transcription:] Order book with carbon copy duplicates of instructions given by NGH. Relevant contents:
§37: Work Order [For] #708s. [When wanted] Early May (Delivery May 15) Rigging [3 pages] (1911-02-23 & 1911-02-24)
§40: Work Order [For] #708s. [When wanted] April 15th. Merriman Blocks (1911-02-24)
§41: Work Order [For] #708s. [When wanted] April 15th. HMCo Blocks (1911-02-25)." (Source: Herreshoff, N.G. (creator). Order Book. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE08_04730. Folder [no #]. 1909-10 to 1914-11.)
① ② ③ ④ ⑤ ⑥ ⑦ ⑧ ⑨ ⑩ ⑪ ⑫ ⑬ ⑭ ⑮ ⑯ ⑰ ⑱ ⑲ ⑳ ㉑ ㉒ ㉓ ㉔ ㉕ ㉖ ㉗ ㉘ ㉙ ㉚ ㉛ ㉜ ㉝ ㉞ ㉟ ㊱ ㊲ ㊳ ㊴ ㊵ ㊶ ㊷ ㊸ ㊹ ㊺ ㊻ ㊼ ㊽ ㊾ ㊿
① ② ③ ④ ⑤ ⑥ ⑦ ⑧ ⑨ ⑩ ⑪ ⑫ ⑬ ⑭ ⑮ ⑯ ⑰ ⑱ ⑲ ⑳ ㉑ ㉒ ㉓ ㉔ ㉕ ㉖ ㉗ ㉘ ㉙ ㉚ ㉛ ㉜ ㉝ ㉞ ㉟ ㊱ ㊲ ㊳ ㊴ ㊵ ㊶

"[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:] I suppose it may interest you to know that the NUTMEG III [ex-CORINTHIAN #708s] won the leg in the Lipton Cup again this year; also the North Shore Championship and the Corinthian Yacht Club Championship, all three with a larger margin than she had last year.
Both the ITALIA and BRITOMART had two disqualifications each, but even if they had not had these, we would have been ahead.
Mr. Lee, who owns the ITALIA, is talking of a new boat, and I suggested to him if he was going to build a new one, he had better see you, as although your price might be a little higher than some other, it was a fast boat he was after, he could stand the price. If you do happen to build a boat for the class next year, I will do my best to beat her just the same, and will endeavor to do so before they get her tuned up, although I think the NUTMEG will be a hard boat to beat in anything from medium air down, we expect to challenge Hannan[sic, i.e. Hanan, owner of #670s SENECA] for the Manhassett Bay cup next year.
Yours very truly, ..." (Source: Jones, Allen C. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_06010. Correspondence, Folder 21, formerly 141. 1915-09-18.)
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"[Item Description:] Penciled cost estimates and cost calculations titled 'P Class' and showing contract price, 'cost of material & labor record', '+ 25% [for shop overhead]', '+15% [for profit]', '+ 20% increase 1916' with subtotals and grand totals for #687s NAULAHKA, #708s CORINTHIAN and #709s JOYANT. " (Source: Herreshoff, N.G. (?) (creator). Cost Estimate. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE03_01020. Folder [no #]. No date (1916 or later).)
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"[Item Description:] Penciled table titled 'P Class' with data for OA, WL, Beam, Breadth at wl, Draft, Displacement, cube-root(D), Sail area, sqrt (S), Rating, wetted surface, S/WS, cube-root([blank]) / wl for #670s SENECA, #687s CARA MIA, #708s CORINTHIAN, #709s JOYANT, NAHMA ([designed by Addison G.] Hanan [and built by B.F. Wood in 1916]) and 'Proposed' [design]." (Source: Herreshoff, N.G. (creator). Penciled Table. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE03_01190. Folder [no #]. No date (1916 or later ?).)
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"[Item Description:] Penciled sailplan sketch of two superimposed yachts with two different rigs (gaff and marconi). With calculations comparing 'P class' (LWL 34ft, LOA 54ft, displ. 390cuft [= 24960lbs], sail area = 1365sqft) and 'NYYC 30 [#626s class] = 1000lbs[?]' (LWL about 30ft 8in, QBL about 30.7ft, L about 31.0ft, displacement 291cuft [= 18624lbs], sail area 1340sqft and 1300sqft). With note 'CARA MIA [#687s ex-NAULAKHA] 3.60, CORINTHIAN [#708s] 3.80, JOYANT [#709s] 3.74'. On verso of an envelope to NGH in Bristol postmarked January 27, 1916." (Source: Herreshoff, N.G. (creator). Penciled Sketch. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE03_01220. Folder [no #]. No date (1916-01-27 or later).)
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"[Item Description:] Handwritten (in ink and pencil) comparison table giving o.a.L, l.w.l, beam, beam at waterline, beam 1/10b above waterline, draft, depth at various positions, outside lead, freeboard at stem head and other positions, displacement to LWL, frame space (2.2*(D)^1/3)^.9 and other factors (I, II, III, IV), keel thick, stem sided, transverse thick, timbers, plankfloors, lead bolts, planking, diag. straps, clamps, deckbeams, deck, belt frames, rudder stock for the following boats #744 Class (Buzzards Bay Boys Boats 1914), #788 Class (Fish Class 1916), #679 DELIGHT (1908), #699 BIBELOT (1910), #828 Class S (1920), #874 CYGNET (6 meter 1922), #718 ALERION (1912 Centreboard), #932 GAME COCK (R class 1925), #727 Class (Newport 29s COMET 1914), #892 GRAYLING (Q Class 1923), #708 CORINTHIAN (P Class 1911), #773 Class (NYYC 40s 1916), #867 VENTURA (1921 Centreboard), #711 Class (NYYC 50s 1913), #625 DORIS (1905). Undated, 1925 or later given the mention of #932 GAMECOCK. Probably 1927 in preparation for NGH's Rules for Wooden Yachts." (Source: Herreshoff, N.G. (creator). Handwritten Table. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE02_06960. Folder [no #]. No date (1927 ??).)
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Note: This list of archival documents contains in an unedited form any and all which mention #708s Corinthian even if just in a cursory way. Permission to digitize, transcribe and display is gratefully acknowledged.

• Corinthian (HMCo-made index card)
• Corinthian (MIT Museum-made index card)
• Nutmeg III ex-Corinthian (HMCo-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: Corinthian
Type: J & M
Length: 34'
Owner: Seawanhaka Corinthian Yacht Club

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

• Corinthian
• Nutmeg III ex-Corinthian
• 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: Corinthian
Type: 34' 3" sloop
Owner: Seawanaka Corinthian Y. C.
Year: 1911
Row No.: 132

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: Jan
Day: 14
Year: 1911
E/P/S: S
No.: 0708
Name: Corinthian
LW: 34'
B: 10' 5"
D: 7' 1.5"
Rig: J & M
K: y
Ballast: Lead O.
Amount: 7300.00
Notes Constr. Record: P. Class. Nutmeg III Jones 1914.
Last Name: Seaw. Cor. YC

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 P." (Source: van der Linde, Claas. March 7, 2009.)

"Nut Meg[sic] [ex-Corinthian] was one of the fastest light weather P boats that was ever built. norman [Robertson] bought her in 1937 from J[ames] Patrick] McGregor estate. A wonderful time was had by all on her, she was a delightful pleasure sailing boat, and many many races were won by her. Norman hat the Nut Meg for seven years, sold her back into U.S.A. [in] 1945." (Source: Anon. Norman Robertson Family Scrapbook. Note believed to have been written by Sue Robertson, wife of Norman Robertson's son John. Page Copy sent by Robert Mazza to Claas van der Linde, February 9, 2017.)

"Under restoration by John Anderson in Warren, ME in 2018." (Source: Claas van der Linde. September 21, 2018.)

"Restoration completed in summer of 2020 and shipped to Europe where in the fall she participated in (and won her first) Mediterranean regattas." (Source: van der Linde, Claas. September 25, 2020.)

"Built in 111 days (contract to launch; equivalent to $66/day, 240 lbs displacement/day)." (Source: van der Linde, Claas. January 16, 2024.)

"Sail area 1445 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.)

"... about 1,400 square feet ..." (Source: Anon. "Yacht Corinthian Launched." New York Times, May 8, 1911, p. 9.)

"Displacement 416.4 cu.ft. [= 21,152 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.)

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