HMCo #719s Vagrant II

"[1912-11-03] Sun 3: Fine & cold in AM. Mr. H.S. Vanderbilt here in PM & evening and closed contract for 78-1/2 ft schooner (#719) [Vagrant II].
[1912-11-04] Mon 4: Began laying down #719 [Vagrant II] schooner. ...
[1912-11-12] Tue 12: Very fine & warm. Made trip by Limited train to NY & return to interview Lloyds representative & H.S. Vanderbilt [who had recently ordered #719s Vagrant II]. Home at 10PM.
[1912-11-14] Thu 14: Began furnace work on frames of 719 [Vagrant II].
[1912-11-17] Sun 17: H. S. Vanderbilt [owner of #719s Vagrant II] here all the afternoon.
[1912-11-22] Fri 22: Set lead mould for 719 [Vagrant II] on cradle. ...
[1912-11-29] Fri 29: Cast lead for #719 [Vagrant II] schoooner.
[1912-12-01] Sun 1: H.S. Vanderbilt [owner of #719s Vagrant II] here.
[1912-12-27] Fri 27: NE rain & low barometer, ch[anging] to strong NW in evening. 8 frames set on keel of #719 [Vagrant II].
[1912-12-28] Sat 28: ... 14 frames up on #719 [Vagrant II].
[1912-12-30] Mon 30: Violent S rain storm in PM. ... Frames up for length of keel on #719 [Vagrant II].
[1913-01-04] Sat 4: Part[ly] clear. Wind W to WNW. 41deg. 13 lbs press[ure], moderating in PM. Harold Vanderbilt here. Began plating #719 [Vagrant II] ...
[1913-01-11] Sat 11: Harold Vanderbilt [owner of #719s Vagrant II] here. ...
[1913-01-12] Sun 12: 9 plates on #719 [Vagrant II].
[1913-01-18] Sat 18: Harold Vanderbuilt here with Mr. Hunewell about cabin details [for #719s Vagrant II]. ... Very mild weather. Fog & l[igh]t r[ain].
[1913-01-19] Sun 19: 24 plates on #719 [Vagrant II] and part of deck & cabin sole stringers. Very heavy W [wind] last night. Up to 12 lbs per sq. in. Fine & moderate today.
[1913-05-17] Sat 17: Launched #719 Vagrant at 9:40 and stepped masts. Christened by Mrs. Oliver Iselin 2nd. Very cool weather all the week. ...
[1913-06-01] Sun 1: Very fine. Calm early. Tried Vagrant #719 under power and made 4-3/8 miles [per hour] in harbor course = 3.8 k[nots]. Later, [a] very successful trial trip in fresh SSW breeze, going down as far as Bishop R[iver]. Mr. Vanderbilt well pleased.
[1913-06-12] Thu 12: Tested Vagrant [#719s] standing pull – 415 lbs. ...
[1913-06-27] Fri 27: Vagrant [#719s] here for various little things and left in evening.
[1915-06-14] Mon 14: Thick fog. ... Vagrant [#719s] arrived for new sails. ...
[1916-05-09] Tue 9: Fair & clear with strong NW [wind] in PM. Vagrant [#719s] dragged mooring.
[1919-02-25] Tue 25: Fine, calm. Vagrant [#719s Vagrant II] arrived to be hauled into south shop. ..." (Source: Herreshoff, Nathanael G. Diary, 1912 to 1919. Manuscript (excerpts). Diary access courtesy of Halsey C. Herreshoff.)

"June 18, 1915
Test of Vagrant under power. Vagrant was here for new sails and a trial on Harbor Course was made. Mr. Vanderbilt in charge and N.G.H. & S.DeW.H. assisting.
Run over south half, tide nearly low, very slight air S.W. ad hardly and current.
Vagrant has been fited with a new motor with chain drave to propeller shaft. Motor 6 cyl, 5 1/2 x 6 Sterling of last year pattern. Ratio of chain wheels [question mark].
Propeller, unfolding, 36in dia[meter], [blank] pitch.
Machinery running very well with no vibration worth mentioning. Engine room rather noisy. Rev[olutions] on test of motor 700 r.p.m.
[Followed by tabulated trial run data with mean speed being 6.8kn]." (Source: Herreshoff, N. G. Handwritten note in Experiments Booklet '1911 Trial Trips and Experiments' under date of June 18, 1915. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum.)

"In the fall of 1912, we had orders for the noted New York Yacht Club Fifty Foot Class, and also VAGRANT 2nd for Harold Vanderbilt." (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. 72.)

"For the season of 1913 Captain Nat designed the steel schooner 'Vagrant' of eighty-five foot rating for Harold S. Vanderbilt. This was the second schooner this owner had had named 'Vagrant,' and her principal dimensions were, L.O.A., one hundred and nine feet; L.W.L., eighty feet; beam, twenty-four feet ten inches; draft, fourteen feet ten inches. 'Vagrant' was built to Lloyd's rules of construction as a 100 A-l vessel so was comparatively heavy, but though not particularly handsome, on account of her rather straight shear; she nevertheless proved to be so well liked that there were eventually two others like her built. They were the 'Mariette,' built in 1916 for J. F. Brown of Boston (afterward named 'Cleopatra's Barge') and the 'Ohonkara,' built in 1920 for Carl Tucker of New York. These three steel schooners were particularly able and comfortable and had a lot of accommodation. It might be said that Harold Vanderbilt first took to racing seriously when he owned this 'Vagrant,' and he won the Astor Cup with her in 1921, 1922, and 1925, as well as the King's Cup in 1925, and many other yacht club runs."(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. 282.)

"BRISTOL, R I, Sept 28 [1912]--- There is a probability that an order will be placed with the Herreshoffs this Fall for a new racing 75-foot schooner for class B to be built of steel and wood during the Winter, for a racing man of the New York Yacht Club. Designer Herreshoff has drawn the plans, but the order has not been placed thus far. ... " (Source: Anon. "Bristol Notes." Boston Globe, September 29, 1912, p. 61.)

"BRISTOL, R I, Nov 30 [1912] --- ... The Herreshoffs are preparing to mold the lead keel for the Harold S. Vanderbilt schooner yacht, for which the steel frames are almost shaped. ..." (Source: Anon. "Bristol Notes." Boston Globe, December 1, 1912, p. 51.)

"The casting of the lead keel for Harold S. Vanderbilt's new racing schooner was successfully accomplished last Friday [November 29, 1912] afternoon, under the supervision of Designer Nat Herreshoff. About 80 tons of metal were used. The work of setting up the frames began yesterday. The craft will have a 78 foot waterline." (Source: Anon. "Bristol and Vicinity." Bristol Phoenix, December 3, 1912, p. 2.)

"BRISTOL, R I, May 10 [1913] --- The new Vanderbilt schooner Vagrant, which was to be launched by Herreshoff today, is to be put overboard next Saturday, May 17. The craft is after the model of the old schooner Vagrant, with improved lines." (Source: Anon. "Bristol Notes." Boston Globe, May 11, 1913, p. 51.)

"Special to The New York Times. BRISTOL, R.I., May 17 [1913]. --- The Vagrant II, a new steel racing and cruising schooner, the finest yacht in construction ever produced in Bristol, and owned by Harold S. Vanderbilt, was successfully launched this morning at 10 o clock from the Herreshoff shops, Mr. Vanderbilt and party, including Mr. and Mrs. Oliver Iselin, Jr., J.H. Hollands, M. Blagdon, A. Johnson, and F.S. Von Stade, all of New York, being spectators.
Mrs. Iselin broke a bottle of champagne on the schooner's bow, christening the craft Vagrant II.
The schooner, which has handsome hull, is painted white above the water line, has a broad deck, and is double-riveted throughout. Her Lloyd register is A-Z.
Vagrant II will be enrolled in D class, New York Yacht Club, and will sail against Muriel, Elmina, and Princess in the Eastern Yacht Club cruise in July. It will then go to Europe and try for cups at Kiel and in the Solent.
The schooner is equipped with a 45-horse power engine for cruising, has a cold storage plant, and a sub-marine signal apparatus. She will carry a square sail forward and studding sails. The dimensions are: Over all, 108 feet; waterline, 82 feet; beam, 23 feet; and draught, 15 feet." (Source: Anon. "Vagrant II is Launched. Harold S. Vanderbilt's New Yacht To Race Here And Abroad." May 18, 1913, p. S1.)

"[Abstract of register or enrollment. Pos. 944:]
Vagrant, schooner yacht, of Bristol.
Built at Bristol, 1913.
134.27 tons; 90 ft. x 24.8 ft. x 16 ft. [Register length x breadth x depth.]
One deck, two masts, overhanging head [bow].
Enr[olled] and Lic[ensed] (consolidated) ([as] yacht) June 5, 1913. Owner: Herreshoff Manufacturing Company of Bristol. Master: John B. Herreshoff, Bristol.
Surrendered [license] June 17, 1913 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. Vagrant.)

"Rear Commodore Harold S. Vanderbilt's schooner Vagrant is fitted with a 70-horsepower engine. This engine is placed under the steel floor of the saloon and is reached by a shaft from the deck. At the entrance of this shaft is painted in Iarge letters, 'No admittance. No smoking.'" (Source: Anon. "Yachts and Yachtsmen." Boston Daily Globe, June 13, 1915, p. 53.)

"... Harold Vanderbilt's auxiliary schooner Vagrant was at Herreshoffs the first of last week for a new suit of sails. This was the first appearance of the Vagrant at Bristol in two years and she attracted considerable attention owing to being painted a battleship gray. ..." (Source: Anon. "Notes From The Week's Log." Boston Globe, June 20, 1915, p. 59.)

"Harold G. Vanderbilt's schooner yacht Vagrant arrived in Bristol, Sunday [May 7, 1916] morning and is anchored off the Herreshoff's boat shop. The Vagrant, which was built by the Herreshoff Manufacturing Company, has been in Southern waters during the winter. She is to be overhauled." (Source: Anon. "Bristol and Vicinity." Bristol Phoenix, May 9, 1916, p. 2.)

"... Rear Commodore Harold S. Vanderbilt of the New York Yacht Club brought his auxiliary schooner Vagrant to Bristol last Monday for the final finishing. Since the Vagrant's return from a southern cruise the war paint, by which the yacht has been known since she was launched, has been transformed to a clear white. While at Bristol Mr Vanderbilt inspected his new 63-foot power tender [Magistrate #301p], built by Herreshoff this Winter. ..." (Source: Anon. "Yachts and Yachtsmen." Boston Daily Globe, May 14, 1916, p. 48.)

"The season of 1926 promises to be the greatest for schooner racing for many and many a year. The Advance, John S. Lawrence's new schooner, the yacht of the 1925 season [which had been designed by Burgess, Swasey & Payne and built by Anker & Jensen in Norway], with her new rig of staysails on the foremast in place of a gaff foresail, added much to the interest of the racing of the two-stickers last Summer.
As a result both the Resolute and [William Gardner-designed] Vanitie, America Cup sloops of 1914 and 1920, are to come out for the racing of 1926 under schooner rig with jib-headed mainstails and staysails between the two masts. The Resolute, which her new owner, E. Walter Clark, will race under that name, is being overhauled, strengthened, changed to schooner rig, and fitted below decks for cruising at Herreshoffs. ...
Ex-Commodore Harold S. Vanderbilt's schooner Vagrant, which did so well on the New York cruise and especially so in the Astor Cup and King's Cup matches off Newport last season, with the old gaff mainsail, is also at Herreshoff's for a change in rig to one similar to that of the Advance. Thus next season, if George L. Batchelder's new craft reaches this side of the Atlantic in time for the racing, there will be eight schooners with the modern rig of racing --- John S. Lawrence's Advance, Winthrop W. Aldrich's Flying Cloud [designed by Gardner in 1913], Nathaniel F. Ayer's Queen Mab [#698s ex-Vagrant I], E. Walter Clark's Resolute [#725s], Harold S. Vanderbilt's Vagrant [#719s], Robert T. Tod's Vanitie, and Charles L. Harding's Wildfire [#891s]." (Source: Anon. "Yachts and Yachtsmen." Boston Globe, January 24, 1926, p. A52.)

"... Just before the close of the season [of 1925] Capt. George Munsell brought the Vagrant over from Greenport for a trial under her new rig. The tall Marconi mast was installed, and for a day or two she cruised about the Bay off Prudence Island under the sails which she will carry on the Eastern and New York Yacht Club runs next summer. ..." (Source: Swan, William Upham. "Busy Days at Bristol." Yachting, January 1926, p. 56-57.)

"Harold S. Vanderbilt's Maintenon, the power tender to his schooner Vagrant, has been finished and launched [at HMCo], and will leave this week for Greenport, where Vagrant has been stored for the winter. She will tow Vagrant back to Bristol, where she will be re-rigged. Vagrant was one of the racing schooners that stuck to the old gaff-headed mainsail last year, but she will come out with a Marconi this season, and some sort of staysail rig between the masts. Just what the scheme is, neither the designer nor the owner will say, but it is thought to be the same design that has been made for the Resolute [#725s], and that has been kept secret also." (Source: Davis, Jeff. "Yachting Gossip." Providence Journal, April 25, 1926, p. ?.)

"The new mainmast for ex-Commodore Harold S Vanderbilt's racing schooner Vagrant was stepped at the wharf of the Herreshoff Manufacturing Company recently.
The mast, which is a foot longer than the spar which is being made for the Resolute [#725s], is 140 feet from heel to truck, 19 1/2 inches in diameter at the spreaders and weighs 4210 pounds, the biggest ever made at the plant. When it was stepped about two tons of wire rigging was festooned about it so that the total weight picked up by the shears at the end of the wharf was considerably more than four tons.
Like all modern racing yachts masts, the stick is hollow, built up by what the sparmakers call the laminated process, and contains between 120 and 130 separate pieces of wood cemented together, 10 pieces forming the circumference, the pieces are of different lengths so that the splices will not be at the same point.
Vagrant was warped out to the end of the wharf under the shears and the mast was slung a little above the balance and as the head was hoisted, the heel slid slowly forward until it swung clear of the wharf and the immense stick hung practically perpendicular over the yacht's deck. Then the fall was eased away and guided by guys leading forward and to each side, the heel was dropped slowly through the deck and into the step in the keelson. The job took a little more than an hour.
Vagrant will be a different appearing craft this year. She was one of the comparatively few racing schooners last season that carried the old-time schooner rig with topmasts and a gaff headed mainsail. Most of the other schooners of the New York and Eastern Yacht Club fleets had adopted the pole masts and Marconi mainsail first used on Queen Mab [#698s ex-Vagrant I], and the [W. Starling Burgess-designed] Advance had gone them one better by substituting staysails between the masts for the old-time gaff headed foresail. Under the old rig, however, Vagrant had won the Astor Cup for schooners in 1921, 1922 and again in 1925, and the King's Cup in 1922 and 1925." (Source: Anon. "Big Mast Stepped." Bristol Phoenix, May 14, 1926, p. 6.)

"... Another big schooner out this Summer will be Harold S. Vanderbilt's Vagrant, but it is reported that she will not be raced. ... Vagrant was not out last season, as Ex-Commodore Vanderbilt's yachting was confined to the racing of the Class M sloop Prestige [#1058s]. ..." (Source: Anon. "Notes From The Week's Log." Boston Globe, May 6, 1928, p. B22.)

"... Vagrant (Motor Yacht [sic]) --- 178 gross, 126 net, built Bristol, R. I., 1913, was transferred July 11th [1938] by Harold S. Vanderbilt to Thomas F. Hamilton. ..." (Source: Anon. Marine Progress, 1938, vol 6, [p. 30?])

"Early in 1940, Thomas F. Hamilton began to acquire on the Pacific Coast a fleet of yachts for an enterprise to be known as Malibu Yacht Charters. Yachts of every size and description were made available for experienced yachtsmen of for those who have always sought the thrill of sailing their own yacht. War came and Hamilton turned over to the Coast Guard and Navy twenty of these yachts.
With the end of the hostilities, the fleet came home for reconditioning and April, 1946, found Malibu Yacht Charters again in business with headquarters at 238 North Canon Drive, in Beverly Hills, with branch offices at Newport Beach, Calif., Seattle, Wash., with branch offices at Newport Beach, Calif., Seattle, Wash., and Vancouver, B.C. The Malibu fleet now comprises some 65 yachts, a number of which are based at each of the above locations.
The flagship of the fleet is the 110' diesel yacht Malibu, Hamilton's own yacht in prewar days. In addition are the 112 diesel yachts Malibu Tilikum, Malibu Marlin, Malibu Tyer, Malibu Inez, and Princess Louisa Inlet, each powered by a 300 horse power diesel motor. Included in the fleet are the 146' auxiliary schooner Vega and the 128' auxiliary schooner Vagrant. The latter was bought from Harold S. Vanderbilt and sailed over to the Mediterranean just before the war. There she was caught by the German invasion. Now at Marseilles, she will be returned to America soon.
The remainder of the fleet is made up of fast Chris-Craft cruisers of various sizes, ranging from 25' to 50', for cruising and fishing in the protected inland waterways of British Columbia and the Pacific Coast. There's a boat in the fleet for every individual requirement for one or a couple or a group, from an afternoon sail to a cruise of a week, a month or longer. ..." (Source: Anon. "Malibu Yacht Charters Offers Pacific Coast Cruises." Yachting, 1947, vol. 81, [p276?].)

"Three new aluminium alloy spars for the 178 ton schooner Vagrant, built in 1913, will be half the weight of the old wooden spars. The spars now being completed by Ian Proctor Masts are for the 109 ft (33-1 m) schooner Vagrant, 178 tons, which is at Trieste on the Adriatic. She was built in 1913 for Mr Vanderbilt, designed by Nathaniel Herreshoff and built at his famous yard at Bristol, Rhode Island, USA. She carries over 7,000 sqft (650 sqm) of sail, but the new aluminum masts will weigh half the ..." (Source: Anon. "Big New Mast for an Old Yacht." Engineering, vol. 210, 1971, [p. 714?].)

"[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 pantograph hull sections titled 'No 698 [#698s] VAGRANT [I]. From finished model. 56ft lwl cruising schooner. Scale 1/2in. M[ar]ch 24, [19]10'. With calculations showing a QBL of 50ft 7in and arriving at a total displacement of 1833cuft = 117300lbs = 52.4 long tons and a wetted surface of 1130sqft. Other calculations are marked 'L NGH rule'. In lower left corner calculations marked #719 [VAGRANT II]." (Source: Herreshoff, N.G. (creator). Pantograph Hull Sections. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE04_01260. Folder [no #]. 1910-03-24.)
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"[Item Description:] Carbon copy of typed 'Specifications For All Work And Material Required For The Master's And Guest's Portions Of Cabins [in #719s VAGRANT II] for Harold S. Vanderbilt'." (Source: Walker & Gillette Architects (creator). Specifications. MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.012. Box HAFH.6.1B, Folder Hull No. 719s. No date (1912).)
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"[Item Description:] HH.5.02149 (029-055). Blueprint general arrangement plan with plan view and inboard profile titled 'Schooner 103ft overall x 77ft W.L. x 21ft Beam. Scale 1/4in = 1ft. Sept[ember] 17 1912'. Marked with pencil 'VAGRANT [#719s]'. [Note: The dimensions clearly indicate this to be #191222es Unbuilt Schooner for NYYC Member which had been planned as a class of boats in the summer of 1912. But mention of VAGRANT suggests that this schooner design subsequently evolved into the slightly larger VAGRANT II]." (Source: Herreshoff Manufacturing Co. (creator). Blueprint. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0139. WRDT08, Folder 12, formerly MRDE02. 1912-09-17.)
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"[Item Description:] Penciled calculations beginning with 'Oct 30. Length * 21/16 = 1.4 Breadth & depth * 4/3 = 1.333. O.a. +/- 107ft 4in. wl = 78ft 4 3/4in. Beam 23.33ft …'. At right a table comparing data for VAGRANT [#698s] with several design versions. (Though not specificl identified, this is quite certainly a preliminary design for #719s VAGRANT II which was contracted for on November 2, 1912.)" (Source: Herreshoff, N.G. (creator). Penciled Calculations. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE03_01930. Folder [no #]. (1912)-10-30.)
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"[Item Description:] Penciled pantograph sections with pinpricks titled 'VAGRANT. Scale 3/8in = 1ft'. Both #698s VAGRANT I and #719s VAGRANT II were designed from the same Model 218, but VAGRANT II was built at a scale of 3/8in while VAGRANT I was built at a scale of 1/2in which suggests that VAGRANT II is referred to by these sections. Undated, possibly November 1912 after the contract for VAGRANT II had been signed (but note that preliminary plans had been drawn even earlier). " (Source: Herreshoff, N.G. (creator). Pantograph Hull Sections. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0393. WRDT04, Folder 34, formerly MRDE08. No date (1912-11 ???).)
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"[Item Description:] Penciled pantograph lead sections titled 'Lead for No. 719 [#719s VAGRANT II]. Scale 1/2 & 1 1/2. Nov[ember] 7, 1912'. With calculations and note 'Required. 101500lbs of lead with c.g. [at] .615 of w.l. w.l. is 78.4ft. Frame spaces 21in ...' and concluding with note 'Result. 143.64cuft with c.g. at 35.18 frame space --- 101900lbs at ... .6026 of w.l.'." (Source: Herreshoff, N.G. (creator). Pantograph Lead Sections. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE04_08290. Folder [no #]. 1912-11-07.)
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"[Item Description:] HMCo plan no. 29-60. Blueprint general arrangement plan with inboard profile and plan view titled '109ft o.a. x 78ft-6in w.l. x 24ft beam x 14ft draft Schooner' showing #719s VAGRANT II." (Source: Herreshoff Manufacturing Co. (creator). Blueprint. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0142. WRDT08, Folder 12, formerly MRDE02. 1912-11-07.)
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"[Item Description:] HMCo Plan 141-86. Blueprint detail plan titled 'Midship Section. #719 [VAGRANT II]' showing a construction half-section with a view inked notes changing frame & floor scantlings." (Source: Herreshoff Manufacturing Co. (creator). Blueprint. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0141. WRDT08, Folder 12, formerly MRDE02. 1912-11-11.)
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"[Item Description:] Steering wheel cover plate design including name, hull no, and year for #719s VAGRANT II." (Source: Herreshoff Manufacturing Co. (creator). Steering Wheel Cover Plate Design. MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.132. Box HAFH.6.4B, Folder Steering Wheel Cover Plates. No date (ca1913).)
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"[Item Description:] Ink on paper tabulated rigging data with instruction 'Paste this b.p. [blueprint] over 'halyard blocks' in Block list [for] no 719 [#719s VAGRANT II]. (Main throat and peak halyards have been changed to one less sheave and one size larger ropet.)'. With note '2 prints. Jan[uary] 27, 1913'." (Source: Herreshoff, N.G. (creator). Tabulated Data. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE06_01030. Folder [no #]. 1913-01-27.)
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"[Item Description:] HMCo Plan HH.5.00476 (001-054). Photostat construction plan with interior plan an inboard profile titled 'VAGRANT. 719 [#719s]. Length O.A. 109 ft.Draught 14ft-4in. Extreme Beam 23ft-8in. Scale 3/8in = 1ft. May 6, 1913'." (Source: Herreshoff Manufacturing Co. (creator). Photostat Construction Plan. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0198. WRDT08, Folder 15, formerly MRDE02. 1913-05-06.)
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"[Item Description:] measuring #719s VAGRANT II, measuring NY50" (Source: Webb, Harold C. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_67690. Measuring and Measurement Rules (Box 1), Folder B1F01, formerly MRDE15. 1913-06-19.)
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"[Item Description:] account of #719s VAGRANT II's trip across the Atlantic, regarding the sea-going qualities of the boat I cannot say too much, proved very buoyant and easy in a seaway and even when driving into a head-sea, not a creak in any part of the boat at any time, which proved the excellent quality of her construction nor did we have any trouble whatsoever with the standing rigging, rigging and blocks for the light sails and topsails proved to be too light and we are discarding practically all of it for heavier as was also necessary in the old #698s VAGRANT and in the #692s WESTWARD, will place rail with cleats around the foremast, windlass not enough power to break out anchor, above statements not made in a spirit of criticism but merely to give you my frank opinion of the boat, I was much pleased with the jib and mainsail sailing boat [#191306es or #191307es], which proved fast, seaworthy and easy to handle, VAGRANT now on her way back to the U.S., enclose photos of #692s WESTWARD, VAGRANT is quite fast, unquestionably faster than any boat in her class" (Source: Vanderbilt, Harold S. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_17410. Correspondence, Folder 46. 1913-09-14.)
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"[Item Description:] Penciled tabulated data (loa, lwl, qbl, extreme beam, beam at wl, draft, dsiplacement, S, displacement in tons, price) comparing #725 [RESOLUTE], '65 rating', an unnamed design 85ft LOA and 60ft LWL, another unnamed design 92ft LOA and 65ft LWL, VAGRANT II [#719s] and '2-mast[?]' (128ft LOA and 92.2ft lwl. On verso of a printed card by the Automobile Legal Association warning of speed traps. Untitled, no further notes, undated (RESOLUTE was built in the winter of 1913 / 1914.)" (Source: Herreshoff, N.G. (creator). Cost Estimate. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE03_00530. Folder [no #]. No date (1914 or later).)
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"[Item Description:] sending photo of #719s VAGRANT II when she was averaging 11.5kn, 'I trust that you will not take as a personal matter any difficulties which I may have experienced in dealing with your firm in the past, I have I regret to say found your brother a rather hard man to get on with, wishing you every success with #725s RESOLUTE, the last [sic, i.e. first] letters of which spell 'loser' backwards curiously enough'" (Source: Vanderbilt, Harold S. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_17450. Correspondence, Folder 46. 1914-04-01.)
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"[Item Description:] measuring #719s VAGRANT II" (Source: Webb, Harold C. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_67720. Measuring and Measurement Rules (Box 1), Folder B1F01, formerly MRDE15. 1914-06-09.)
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"[Item Description:] measuring #719s VAGRANT II, how is the pantograph progressing?" (Source: Webb, Harold C. (incl NGH notes). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_67710. Measuring and Measurement Rules (Box 1), Folder B1F01, formerly MRDE15. 1914-06-14.)
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"[Item Transcription:] Order book with carbon copy duplicates of instructions given by NGH. Relevant contents:
§59: Work Order [For] #719s and stock. [When wanted] in 4 weeks. Plough steel wire rope (1912-11-29)
§61: Work Order [For] #719s and stock. [When wanted] Soon as possible. Manila rope (1913-01-02)
§69: Work Order [For] #719s. [When wanted] Tuesday 10th [June]. Rigging (1913-06-06)." (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.)
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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:] [Typewritten letter on '30 East 42nd Street, New York' stationery:]
My dear Mr. Herreshoff:
Many thanks for your kind letter of the 21st instant received on my return from Bermuda.
You must have been very much disappointed if you happened to see the account in yesterday's World of the poor showing made by the KATOURA [#722s], hut fortunately the account is entirely wrong.
I enclose the Log of the trip down and also of the return trip. We had very light weather all tie way down and and the VAGRANT [#719s] finished about an hour ahead of us, but Mr. Vanderbilt informed me that he had used his motor for about 36 miles in the flat calm, so we could get no line on the speed. When we started from New York she started about half an hour ahead of us, and we overhauled and passed her a little South of Long Branch.
Coming home the weather was very light for the first 36 [corrected to 32] hours, and the VAGRANT held us pretty well. After that we got a good breeze and made excellent time. We anchored off the Ambrose Channel Lightship Saturday evening at 7:19. The VAGRANT went to New London, and I believe they sighted Montauk Point Saturday at 11:45 p.m. They did not arrive in New London until Sunday about noon. 0f course, sailing entirely different courses [p. 2] makes it pretty hard to get an accurate line on the speed.
I am more than delighted with the sea qualities of the KATOURA. she is the driest boat I have ever sailed on.
She is very comfortable in a sea way, [inserted in pen: not one creak except the swinging table which we fixed with brass bearings], and of course the only criticism is with her lofty rig, in a dead calm with a heavy swell she slaps around at a great rate.
I expect to come to Bristol by Saturday of this week and I trust that the starboard launch [#191301ep] will be ready to take away. I will explain to you the little troubles that we have had with the [Herreshoff 4in x 5in Gasolene] engine, but I think that we are gradually overcoming them.
With kindest regards, I remain,
Very truly yours,... [With two enclosed sheets with image of 'KATOURA 1914' letterheads and voyage progress reports from Ambrose Light to Bermuda and back in 3d 19h 50m and 3d 0h 34m, respectively.]" (Source: Tod, Robert E. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE04_07290. Folder [no #]. 1915-05-25.)
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"[Item Description:] Penciled note listing prices for 70 footers of the #529s class, #658s IROLITA II, #698s VAGRANT I, #719s VAGRANT II and ISTALENA of the #663s class followed by what may be cost estimates for 'Dub[?] VAGRANT 2nd', '91 o.a., 66 w.l., 20 beam = power' and 'Dub[?] MARIETTE [#772s] + power'. Undated, the latest of these boats, MARIETTE was built in 1916." (Source: Herreshoff Manufacturing Co. (?) (creator). Cost Estimate. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE03_03270. Folder [no #]. No date (1916 or later ?).)
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"[Item Description:] HMCo Plan HH.5.00839 (009-054). Photostat technical drawing titled '1 3/4" Coupling with Locking Device for Locked Folding Propeller. Job No. 10263'. (This job number involved work for #719s VAGRANT II." (Source: Herreshoff, A. Sidney deW. (creator). Photostat Technical Drawing. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0205. WRDT08, Folder 19, formerly MRDW00. 1919-04-29.)
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"[Item Transcription:] As lately there has been talk about changing the rule for rating measurement for yachts and, if changed, to make it a 'sail area rule', I have tabulated some of the data on file with the Race Committee and enclose a copy thinking that it might be of interest. [NP] The tabulation shows the relationship between RM and the square root of sail area, as well as between racing length and the cube root of displacement. From the tabulated figures it would seem that rating measurement might be determined directly from the square root of sail area, as shown in column headed 'X', which is about 0.85 for sloops and 0.78 for schooners, provided a consistent relationship was maintained between L (see column Y) and also between the square root of sail area divided by the cube root of displacement (see column Z). [NP] As displacement is an element troublesome to determine, it would seem as if it might be possible to use Coefficient times (LWL x beam x draft), in place of displacement. She Coefficient is shown in the column headed 'Coef.' which is approximately 0.16 for sloops and 0.18 for schooners. [NP] The product of dividing the square root of sail area by the cube root of displacement is shown in column '2', and the result is approximately 5.3. [NP] It would seem from a study of these figures that a simplified rule might be obtained.
[Incl. blueprint table titled 'Relation between R.M. and sq-rt(S.A.) & L, also between sq-rt(S.A.) & cube-rt(D) in Racing Formula for Rating Measurement for Sloops New York Yacht Club. September 1919. H. de B. Parsons, 22 Williams Street, New York.' and providing comparative data for N.Y.Y.C 30 (New York 30 Class), #709s JOYANT, ALEDA, NAHMA, JOSEPHINE, ALICE, DORELLO, #685s KALINGA (ex-ADVENTURESS), MEDORA, DORELLO II, N.Y.Y.C 40 (New York 40 Class), N.Y.Y.C 50 [New York 50 Class), #666s AVENGER, #694s SHIMNA, #625s DORIS, N.Y.Y.C 65 (New York 65 Class).]
[Incl. blueprint table titled 'Relation between R.M. and sq-rt(S.A.) & L, also between sq-rt(S.A.) & cube-rt(D) in Racing Formula for Rating Measurement for Schooners New York Yacht Club. September 1919. H. de B. Parsons, 22 Williams Street, New York.' and providing comparative data for Sound Schooner Class, VENONA, MILADI, SIMITAR, AMORILLA, #698s QUEEN MAB (ex-VAGRANT I), TIMANDRA, FLYING CLOUD, RADIANT, #663s IROLITA (ex-ISATLENA), TAORMINA, KATRINA, PRINCESS, IRIS, MURIEL, #719s VAGRANT, #772s MARIETTE, SAVARONA, ARIEL, SEA FOX, ENDYMION, #435s CORONA (ex-COLONIA), INVADER, ENCHANTRESS, #706s ELENA).]
[Incl. envelope postmarked Oct 2 (1919) and labeled in pencil by NGH 'Letter from H. deB Parsons about sailarea rule'.]
[Incl NGH reply:] Your very interesting letter of 2nd inst came while I was away on a little cruise, and since my return I have been so very busy that I have not found time to make a study of the tables you inclosed.
There are some good reasons for using sail area as a foundation for rating and I have been much interested in the scheme for several years, and, in fact, spent considerable time in the winter of 1914-15 in making a thorough study of the subject and formulating rules and restrictions necessary with using the sail area rating.
Your study considers existing racing yachts which, with only few exceptions were built since the present measurement rule went into effect. In my studies I also condiered the possible modifications in form and proportions that would arise under the sailarea rating.
To prevent abnormal and unwholesome types being constructed, I found it absolutely necessary to make restrictions or limitations in a number of elements, to wit over all length, and cube root of displacement, in relation to square root of sailarea, freeboard in relation to mean length ((oa+l2)/2), draft up water in relation to square root of sail area but modified in larger sizes for conveniences[?] of navigation.
So by[blank?] in safeguarding the sailarea rating I found it was necessary to take practically the same number of measurements as we do now. Therefore the gain in making a change from our present formula (C * ((L*sq-rt(S) / cube-rt(D)) to (K * sq-rt(S) is a doubtful one.
The problem of getting the most speed with least driving power or crew, would be an interesting one, but if it becomes necessary to enact restrictions & limitations to keep yachts in wholesome form you are really driving designers to work to stereotyped proportions.
If a few slight changes were made in our present [Universal] measurement rules and our present formula (C * ((L*sq-rt(S) / cube-rt(D))used without any limitations it would be good enough for universal adoption and without time limit as it has already been well tried out." (Source: Parsons, Harry DeBerkeley (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_72930. Measuring and Measurement Rules (Box 2), Folder B2F05, formerly MRDE15. 1919-10-02.)
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"[Item Transcription:] [Three type-written pages with Reasons for Amendments to Racing Rules:] The reasons for changes of Racing Rules is to bring them up to date, as the changes in rig the last few years has appeared to make some rulings almost absurd. Also to improve the measurement.
Subjects Changed.
1. Classification of Yachts of various rigs.
The classification should be by the size as expressed by 'measurement', and not by the combination of else and rig, i.e., a schooner of same size as a sloop should class together in mixed races and the schooner receive time allowance, instead of being put in a class with smaller sloops.
2. Rating for Racing.
With the modern development in rigs and sails, it is very obvious a schooner or yawl will sail much closer to a sloop than allowed for in the past, and the amendment proposed is based on my observations and experience.
3. The definition of Ketch and Yawl.
I have proposed to be independent of hull size and entirely dependent on the rig itself.
4. Waterline one tenth above.
It is probably apparent to every racing yachtsman that overhang has its value for racing speed, quite as much as has quarter beam length. The intention is to measure that part of overhang that is of value for racing speed and not restrict the ends higher above the water, leaving the length on deck so the owner may have his choice of the character of the overhangs
The fixture of the quarter beam length as by formula,-Percentage 100 -sq-rt(LWL) is to the writer wrong almost to absurdity.
There can be no standard of relation between load water line and quarter beam length and it is not desirable to attempt to fix one. There is no reason why the Q.B.L. ratio to L.W.L. should be less in large yachts than small ones. 5. Under all sails set abaft mast, etc. the proposed method of measurement of sails is more universal for variations of, and different types of rigs, and takes care of variations in else due to weather conditions and stretch quite as well as the present method of measurement.
Since the object is to measure fairly the opportunity of setting sails there appears no justice in the present upper limitations of P, etc., and I am taking the point at lower side of sheave or block, etc., believing that is a fair point for the measurement. Also it is better to measure to a 'black band' on boom and gaff instead of to the extreme end of the spar.
The object in the spinnaker boom limitations is to keep it within the size the crew can handle readily. The suggested rule appears to do that very well.
6. There appears to be so much trouble from the use of battens in the leach of sails, the greatest being the almost impossibility of setting a sail in strong winds, without having battens break and injuring the sail, it is the writers opinion that they should be barred. This would detract from the good setting of sails, and would also tax the skill of sailmakers to overcome the difficulties and to produce good sails, but it is believed the prohibition would result favorably in the end.
7. Limitation on Draft, Displacement and Rig.
The present draft of water rule does not allow enough draft in yachts between 30 and 100 foot, and too much in smaller and larger ones. It is a crude rule and should be revised.
The limitation of displacement in the formula for measurement is entirely unnecessary and puts a check on designing yachts of the most wholesome type and should certainly be expunged. A rule that would discourage such yachts as ENCHANTRESS, ELMINA, QUEEN MAB [#698s ex-VAGRANT I], VAGRANT [#719s] and her sisters, the NYYC 50 footers [New York 50 class] and 40 footers [New York 40 class] and many others which are considered by yachtsmen generally the most satisfactory type, cannot be right. In the case of a yacht built to Lloyd's Rules it is quite necessary to have the displacement over the present limitations if she is ballasted and rigged to get the best results in racing.
To prevent rigs taking proportions which are undesirable there should be limitations on extremely high masts and also on long bowsprits and booms. I have attempted rules for limitations which I think will be found satisfactory. [Signed 'Nathl. G. Herreshoff' and dated 'Bristol, R.I., August, 1920.]" (Source: Herreshoff, N.G. (creator). Racing Rule. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_73710. Measuring and Measurement Rules (Box 2), Folder B2F08, formerly MRDE15. 1920-08-00.)
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"[Item Transcription:] [Four type-written pages with Reasons for Amendments to Racing Rules:] The reasons for changes of Racing Rules is to bring them up to date, as the changes in rig the last few years has appeared to make some rulings almost absurd. Also to improve the measurement.
Subjects Changed.
1. Classification of Yachts of various rigs.
The classification should be by the size as expressed by 'measurement', and not by the combination of else and rig, i.e., a schooner of same size as a sloop should class together in mixed races and the schooner receive time allowance, instead of being put in a class with smaller sloops.
2. Rating for Racing.
With the modern development in rigs and sails, it is very obvious a schooner or yawl will sail much closer to a sloop than allowed for in the past, and the amendment proposed is based on my observations and experience.
3. The definition of Ketch and Yawl.
I have proposed to be independent of hull size and entirely dependent on the rig itself.
4. Waterline one tenth above.
It is probably apparent to every racing yachtsman that overhang has its value for racing speed, quite as much as has quarter beam length. The intention is to measure that part of overhang that is of value for racing speed and not restrict the ends higher above the water, leaving the length on deck so the owner may have his choice of the character of the overhangs
The fixture of the quarter beam length as by formula,-Percentage 100 -sq-rt(LWL) is to the writer wrong almost to absurdity.
There can be no standard of relation between load water line and quarter beam length and it is not desirable to attempt to fix one. There is no reason why the Q.B.L. ratio to L.W.L. should be less in large yachts than small ones. 5. Under all sails set abaft mast, etc. the proposed method of measurement of sails is more universal for variations of, and different types of rigs, and takes care of variations in else due to weather conditions and stretch quite as well as the present method of measurement.
Since the object is to measure fairly the opportunity of setting sails there appears no justice in the present upper limitations of P, etc., and I am taking the point at lower side of sheave or block, etc., believing that is a fair point for the measurement. Also it is better to measure to a 'black band' on boom and gaff instead of to the extreme end of the spar.
The object in the spinnaker boom limitations is to keep it within the size the crew can handle readily. The suggested rule appears to do that very well.
6. There appears to be so much trouble from the use of battens in the leach of sails, the greatest being the almost impossibility of setting a sail in strong winds, without having battens break and injuring the sail, it is the writers opinion that they should be barred. This would detract from the good setting of sails, and would also tax the skill of sailmakers to overcome the difficulties and to produce good sails, but it is believed the prohibition would result favorably in the end.
7. Limitation on Draft, Displacement and Rig.
The present draft of water rule does not allow enough draft in yachts between 30 and 100 foot, and too much in smaller and larger ones. It is a crude rule and should be revised.
The limitation of displacement in the formula for measurement is entirely unnecessary and puts a check on designing yachts of the most wholesome type and should certainly be expunged. A rule that would discourage such yachts as ENCHANTRESS, ELMINA, QUEEN MAB [#698s ex-VAGRANT I], VAGRANT [#719s] and her sisters, the NYYC 50 footers [New York 50 class] and 40 footers [New York 40 class] and many others which are considered by yachtsmen generally the most satisfactory type, cannot be right. In the case of a yacht built to Lloyd's Rules it is quite necessary to have the displacement over the present limitations if she is ballasted and rigged to get the best results in racing.
To prevent rigs taking proportions which are undesirable there should be limitations on extremely high masts and also on long bowsprits and booms. I have attempted rules for limitations which I think will be found satisfactory. [Undated, but compare with identical tzped version which is signed 'Nathl. G. Herreshoff' and dated 'Bristol, R.I., August, 1920.]" (Source: Herreshoff, N.G. (creator). Racing Rule. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_73840. Measuring and Measurement Rules (Box 2), Folder B2F08, formerly MRDE15. No date (1920-08).)
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"[Item Description:] Francis has shown me your letter and include[?] th T class boats would measure by the old length & sail area rule at about 23 and are therefore will writing [sic, ie. well within] the limit, but 2 class boats would not be, I would not recommend putting any restriction on displacement as I believe it much better to encourage good wholesome boats that would be fit for cruisers than racing machines, even I think it a mistake to limit th rue value of displacement in the [formula] for it discourages the construction of such good boats as ENCHANTRESS, ELMINA, QUEEN MAB [#698s ex-VAGRANT I], VAGRANT [#719s] and her sisters, the 50s and 40s of NYYC and many others of which are considered the best of our modern fleet, that are handicapped by it, considering the exteme propotions being adopted around the Cape in some of the so called Marconi Rig, which cannot be considered a safe rig for cruising and rough water sailing, believe it well if a limitation is put on extreme length of spars of any kind, and I worked over this ubject some and have formulated the following, undated (handwritten by NGH on envelope of the American Sociological Congress, postmarked from Washington Sep 16, 1920)" (Source: Herreshoff, N.G. Letter to Ellis, Ralph N. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRRT_340. Unidentif. / Non-Cataloged, Folder MRRT. No date (after 1920-09-16).)
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"[Item Description:] Seven mimeographed pages with race results of the Cruise of the New York Yacht Club of 1922. Races: Astor Cups off Newport, R.I. on August 2d, 1922. 1st Run Newport to Mattapoisett on August 3, 1922. 2dt Run Mattapoisett to Vineyard Haven on August 4, 1922. 3rd Run Vineyard Haven to Provincetown on August 5, 1922. 4th Run Provincetown to Gloucester on August 7, 1922. 5th Run Gloucester to Marblehead on August 8, 1922. Among the finishers were schooners #719s VAGRANT II, #698s QUEEN MAB ex-VAGRANT I, #663s IROLITA ex-ISTALENA, #827s OHONKARA and #772s MARIETTE, New York 50s #721s CAROLINA, #711s ISTALENA ex-VENTURE, #720s ACUSHLA ex-HARPOON and #717s BARBARA, New York 40s #776s ROWDY, #777s ZILPH, #804s SQUAW, #774s MISTRAL, #779s SALLY ANN ex-JESSICA, #781s PAMPERO and #773s MONSOON ex-MAISIE, New York 30s #629s COUNTESS ex-MAID OF MEUDON, #648s MINX, #632s ALICE ex-TABASCO, #640s BANZAI, #637s ORIOLE and #630s LENA ex-PINTAIL, as well as cutter #586s BUTTERFLY ex-NELLIE." (Source: NYYC (creator). Race Results. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_72340. Measuring and Measurement Rules (Box 2), Folder B2F01, formerly MRDE15. 1922.)
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"[Item Description:] thank you for sending snapshots taken by your daughter from #378p HELIANTHUS III of #719s VAGRANT II when she won the Kings Cup" (Source: Vanderbilt, Harold S. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_17470. Correspondence, Folder 46. 1922-09-06.)
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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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"[Item Description:] sorry not returning to #378p HELIANTHUS III at Newport on Tuesday, couldn't get off #719s VAGRANT II, #891s WILDFIRE is fast and could easily have won the King's Cup but Harding's handling is not good, eager to see her model and also that of the new #892s GRAYLING" (Source: Cormack, George A. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_18090. Correspondence, Folder 49, formerly 76. 1923-08-27.)
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"[Item Transcription:] Printed pamphlet titled 'Racing Rules. New York Yacht Club. 1924'. Incl. a printed 'List of yachts, the measurements of which are on file with the Race Committee. July, 1924.
Schooners
D 7 FLYING CLOUD
D 10 IROLITA [#663s ex-ISTALENA]
C 5 MARIETTE [#772s ]
E 14 NOMAD
F 22 NORKA
C 2 OHONKARA [#827s ]
D 8 PRINCESS [#658s ex-IROLITA II]
E 9 QUEEN MAB [#698s ex-VAGRANT I]
E 16 SHAWNA
C 12 SONNICA
C 7 VAGRANT [#719s ]
FF 1 WANDERER IX
D 22 WILDFIRE [#891s ]
Fifty Class
N.Y. 52 ANDIAMO [#716s ex-SAMURI]
N.Y. 55 CAROLINA [#716s ]
N.Y. 53 IROQUOIS II [#721s ]
N.Y. 54 MYSTIC [#715s ex-GRAYLING]
N.Y. 56 SPARTAN [#716s ]
Forty Class
N.Y.Y.C. 8 BANSHEE [#782s ex-PAULINE]
N.Y.Y.C. 2 COCKATOO [#775s ex-DOLLY BOWEN]
N.Y.Y.C. 12 IRIS [#777s ex-ZILPH]
N.Y.Y.C. 6 MISTRAL [#782s ]
N.Y.Y.C. 7 PAMPERO [#775s ]
N.Y.Y.C. 9 ROWDY [#777s ]
N.Y.Y.C. 3 SALLY ANN [#779s ex-JESSICA]
N.Y.Y.C. 10 SHAWARA [#782s ]
THIRTY CLASS
N.Y. 18 ADIOS [#647s ex-ANEMONE]
N.Y. 1 ALERA [#647s ]
N.Y. 7 ALICE [#632s ex-TABASCO]
N.Y. 15 BANZAI [#647s ]
N.Y. 8 CAROLITA [#633s ex-CARLITA]
N.Y. 4 COUNTESS [#629s ex-MAID OF MEUDON]
N.Y. 14 FIJI II [#639s ex-CARA MIA]
N.Y. 5 LENA [#630s ex-PINTAIL]
N.Y. 12 MINX [#638s ex-NEOLA II]
N.Y. 11 ORIOLE [#637s ex-ORIOLE]
N.Y. 13 PHANTOM [#648s ex-MINX]
0 Class
L.O. 1 GEORGIA
L.O. 4 GREY DAWN
L.O. 5 MAISIE
L.O. 3 NIMBUS
Various Classes
N 2 ALICE
N.Y. 58 BARBARA [#717s ] (Aux. Sloop)
P 1 BUTTERFLY [#586s ex-NELLIE]
M 15 LADRONE [#634s ex-SUZETTA III] (Aux. Yawl)
N.Y. 51 REVERY [#720s ex-ACUSHLA] (Aux. Yawl)
M 6 VENTURA [#717s ]
K 3 WINSOME [#717s ] (Aux. Ketch)'.
Of 49 yachts listed (including 11 NY30s, 8 NY40s and 5 NY50s plus 2 NY50s and 1 NY70 out of class) 37 or 75% were designed and built by Herreshoff." (Source: New York Yacht Club (creator). Printed Pamphlet. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE08_01830. Folder [no #]. 1924.)
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"[Item Transcription:] Yours of the 15th and the N.Y. Herald of the 17th with your picture on VAGRANT [#719s], both arrived this day making me feel quite in touch with the affairs that interest me. It was very opportune for I had just come from voting against another road bond issue projected by real estate sharpies as usual.
Your account of ALERION [#718s] all through is most interesting and your theory of the bottom fouling most likely correct. I laid up SUNSET just after painting in the basin & over mud bottom but not touching it. We well see what happens to her. I have the foremast on the new design within 30in of the stem w.l. & 4ft 6in forward of the C.B. which is in the same position from mid section as before. With a jib headed sail, i hope to get the balance & main driving power from this sail alone, with the small jib for use with mizzen, or the latter without the jib, or possibly a reef in, with the mainsail. At any rate I am figuring to use the jib only in light winds, or emergencies in heavy ones and the mizzen likewise, but all this seems a long way off as yet, unless Wirth manages to sell MELODY, when I would add a four feet to the new plan midships & manage to build her right away. MELODY is still good but her accommodations are not suitable for Camp use & it would hardly pay to alter her. We are pleased with your enquiries about the 'Shack'. To begin with, another year should see us really doing something towards more cottages for the Camp. The last two built year before last cost too much money to rent at the reasonable rates which we have heretofore made. Fortunately we found customers, but have been striving to hold down this item & not have to cater to the ultra wealthy class. Last week, I was called upon by the agent of a new material & building process which appealed to me quite strongly. Maybe something will come of this. In the mean time we hardly care to put any permanent structures on our home waterfront, hence what I suggested for you in my last letter. I mentioned this matter to the new material man & incidentally gave your name. 'Why! said he. I went to College with Francis Herreshoff and would take special pleasure in helping you out with the building of a portable cottage.' The material is 3 or 4 ply 1/4in veneering cut from inland cabbage palmetto, cemented together with bitumen & other things, providing almost perfect insulation & consequent dryness. So far, so good we will know more later. This chap's name is E.L. Routs[?]. With this I enclose a sketch to scale of the fortunately vacant space on the N.E. side of my boat house. I wondered why several C. trees died in this patch & I never replanted them. Now I know. Also all the coconuts indicated, lean away far enough so that you should not be bombarded with the nuts. We will underpin the building to nearly same height or just the same as my boat house. Will either construct of concrete or buy of metal a septic tank. Almost soft water we get by driven[?] pipe a few ft. Drinking water we get from Munroes cistern. Lighting current we can take from our circuit. Furniture & fittings, [next three words crossed out] anchors & chains from Miami. Labor, ah, there's the rub. My builder says that in about six weeks (note the time) he thinks he can spare the men. Thanksgiving time is hustling the mommers[?] a trifle but the Camp always has cottages a plenty at pre season rates, one, Buttonwood, right on the waterfront.
So if you will take the chart mentioned, place the 8x14 portable, canvassed roof, screened & emtained[?] sided home at proper distance from the front so as to have room for the main building between it & the shore & then make a plan of the latter, or if it suits best leave the 8x14 out of the plan altogether and our estimators (sounds well) will try & give you the figures asked for soon as we can get figures from Mr Routs in his material. The 8x14 has a side extension closet 3x8 [sketch]. We thought it might answer very well for kitchenette and trunk storage.
For heating, we have a spare open front stove but I would prefer one of our airtights as in these a fire can be kept all night which is the time calling for heat in Fla. winters. Of course the open fire is cheerful & pleasant. I've been thinking of the sale of the H[erreshoff] works and do home some satisfaction comes of it. We note the ad in papers.
With best wishes ...." (Source: Munroe, R.M. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_40020. Correspondence, Folder 83, formerly 102. 1924-08-19.)
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"[Item Transcription:] [Original letter:] Commodore Vanderbilt called here today with the VAGRANT II [#719s] and when he found that the GAMECOCK's [#932s] mast was ready to go and that there was difficulty in shipping it by express he very kindly offered to take it on the deck of the VAGRANT which is going to Port Washington.
We landed it on deck today and she left for Newport this afternoon, and we understand she will leave Newport tomorrow afternoon or Sunday for Port Washington.
Trusting that it will be convenient for you to arrange to take it away from her upon her arrival, we are ..." (Source: Brightman, Thomas (Herreshoff Manufacturing Co.). Letter to Morgan, Junius S. Herreshoff Marine Museum Collection Acc. 98.68. Correspondence, Folder 30, formerly 179. 1925-07-24.)
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"[Item Transcription:] You will have heard from Junius how pleased he is with 'GAME COCK' [#932s]. Unfortunately, I have not been able to get away from the office at all this week, hut hope to do so tomorrow.
I enclose letter from the Measurer in regard to 'GAME COCK's' quarter-beam length. It does not seem possible that she can be out as far as he claims. What is your suggestion? I was fearful there might be trouble over the quarter-beam when the boat came down without quarter-beam marks as required under the new Rule. When I was in Bristol, I forgot to mention this, but later when talking with Charles [Nystrom], asked him to get you to spot the points so that we might mark them before she was measured.
I enclose a 1925 [rules] book in case you have not one, though assume the Company's office must have gotten a copy; incl. NGH reply: I have yours of 24th with inclosures of Mr. Webb letter & L[ong] I[sland] R[acing] A[ssociation] book. I also have an interesting letter from Junius M[organ] describing his sailing.
The reason the quarterbeam marks were not on. I went by the 1922 LIRA book you sent me last Feb. I have never been appraised of a change in the rules for marking. Charles mentioned to me after returning from N.Y. such marks shoudl be on and I told him he was mistaken as it was the measurer's job to measure q.b.
Refering to Webb's letter which I return. I have no way at hand of checking up as the original model is in Coconut Grove. I am very positive it was worked down to give 24' 9" q.b.l. on 26' l.w.l. and I can hardly believe the boat is so different from the model. Would suggest then?] the measurer check upon, and if he is correct the only thing to do is to clip spar measurements, either by shoring[?] boom or better to raise boom hanging bands higher on mast.
The figures I sent you were actual l.w.l. as i then measured in a rain. the marks were put on at 6' above base line, or 5' 8 3/4" above bottome of boat[?] at lavert[?] place as designed. It was done by[?] Alden at my instructions, and I told him to check up lengths between marks, which he told me came out about 1 1/2" short (as I remember) of the designed 26'0". However, I would expect the q.b.l. corresponding to this place 24'9".
I think it was lucky that Harold [Vanderbilt] was here in VAGRANT [#719s] and seemed very pleased to take the new mast on. The new mast without metal work on weighed 163 [lbs], and is probably about 5 lbs lighter than the first mast. It feels very much stiffer and I believe is a good one. It may be desirable to keep the little spreader under the starboard shroud.
Take care in getting the shrouds properly adjusted, and I think they should be rather tight. Put shims under heel of mast to make the backstays come to right place on track.
Would like to hear your observations & comments on holding down boom to (?) & (?)." (Source: Nichols, George (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_30360. Subject Files, Folder 27, formerly 10-15. 1925-07-24.)
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"[Item Transcription:] Dear Mr. Morgan.
Please excuse my negligence in not acknowledging your kind letter of [September] 10th [1925]. I will be glad to advise about changes of launch [#282p CORSAIR] until I leave for the south and I shall in a few days begin the design for an R boat [#932s GAMECOCK] for you.
In relation to certain changes in Racing rules appertaining[?] to Measurements principally which I have to suggest I donot want to be considered as one making unnecessary trouble for the yacht owners or do it for any personal advantage. it is only to correct defects and get the Rules in best possible form, and have them so they will not produjest[?] the most desirable type of yacht.
To my mind such results can only be got at thru experimentation and to that end rules must necessarily be changed from time to time, so that manifest[?] improvements in type of yachts will at least be merited.
The general formula for obtaining rating I donot think can be improved, but I do think it unfortunate that the coefficient .18 had not been made .2 in the first place so the rating would be nearer to L in a normal boat. But a change now would not be desirable as the classification would have to be changed to kick yachts in their respective classes.
The present method of obtaining L I think very faulty and should be improved. The relation of Q.B. length to l.w.l. should not be dictated, but each should be taken at its value to produce the best type of yacht. There is no reason why q.b.l. should bear[?] a relation of 100% - sq-rt(lwl) and it is quite wrong to allow sharper water lines in large yachts than small ones. If a fixed relation between lwl and q.b.l. was desirable it would be better to have it the same in all sizes but it is not desirable.
Seeing the tendency to make the overhangs very flat in order to gain more useful length for racing that is not measured, I propose to take another length measurement in the same plane that Q.B.L. is taken in and then combine it with lwl and qbl to obtain L. I suggest that the plane from which all calculations are made be called 'Established waterline plane' instead of Load waterline plane, and the length taken in this plane be called 'Established waterline' (E.W.L.). The new measurement taken in plane 1/10 of breadth above be called Load waterline (L.w.l.).
Also. Change the name 'Quarter beam length' to 'Quarter breadth length' (Q.B.L.) as the time honored Breadth of Beam is the breadth at height of main beam and not at waterline.
The formula for obtaining L I propose shall be L = (LWL + EWL + 2*QBL) / 4.
In this formula I consider the three length measurements are taken at their relative values for racing and preventing the ends from becoming too flat for comfortable motion in a seaway. After experiments use it is still found bows are made too flat for easy motion in sea, the formula might be changed to L = (LWL + EWL + 3*QBL) / 5.
This of course does away with the formula 'Percentage + 100 - sq-rt(l.w.l.)'.
Limits and Penalties.
Draft of water is not used as a factor in measurement. The only object in having a limitation is for convenience in docking and navigation, both for easy motion at sea and ability to navigate in waters of restricted depth. The present limitation rule is simple, but does not fill the requirements properly. It allows an unnecessary amount of draft in small boats and not enough in yachts of intermediate classes.
As examples the 75 foot w.l. yachts SHAMROCK VANITIE and RESOLUTE [#725s] all had centreboards beside a full allowance of draft. ELENA [#706s] schooner had centreboard beside full allowance of draft.
To improve this limitation I suggest a modification of the rule as follows:-
When L is 16ft or under draft limit .25L
When L is between 16ft & 36 draft limit .22*(L=2.18)
[etc, etc]
In centreboard yachts draft when centreboard is up not to exceed .125L.
Penalty to overdraft to be as now ( 3 times excess added to Rating).
I am opposed to the limit put[?] and[?] displacement in divisor of Rating measurement formula.
I know it was advised and adopted without due amount of trial of the formula as it originally stood. It came about when to[?] P class yacht JOYANT [#709s] had made a very successful season at racing in command of Addison Hanan. Hanan was a very clever helmsman and had been winning out in other boats. After JOYANT's initial season under HANAN she never showed more than average speed but has always been considered a desirable type of yacht, excepting that she had excessive overhang and that might fairly have been attacked instead of displacement. Her cube-rt(D) / lwl = .23. VAGRANT [#719s] and class cube-rt(D) / lwl = .217. QUEEN MAB [ex #698s VAGRANT I] .2185.
FLYING CLOUD [#703s] and HASWELL [#743s] .22.
All I consider the most satisfactory yachts fit for deep sea cruising and at the same time fast enough to give good sport in racing.
Another consideration is Yachts built to Lloyd's Rules are so heavy in hull construction that it is quite necessary to have cube-rt(D) / L more than 20% * lwl + .5 in order to carry sufficient amount of ballast.
I hope to see this limitation expurgated from the rules.
The restriction of position of mainmast in (two-masted) schooners to aft of 53% of water line length has no justification and is a devv[?] strict against improvement[?].
My experience indicates that the best possible position for the mainmast is a little forward of what the rule allows. Can any one give a good reason why the position of the mainmast should be restricted? Often the layout of cabin or of deck beams & framing would ask for a position against the ruling. I think it difficult to make any just ruling for placing the mast and it better be left free for future developments. A tentative ruling might be that the centre of mast be not forward of centre of displacement and when in that position the schooners rating to be 95% of that of a sloop rig. If the mast is farther aft each % of w.l. length shall be deducted from 95% rating. That would make the rating with mast in present restricted position about 92% of sloops rating.
The height limit of jib-headed or leg-o-mutton mainsail I should make universal for for[?] any rig and make the upper point of measurement for any sail (including club topsails) from the deck as follows:
Single masted yachts not over 1.8*sq-rt(S)
Two masted yachts not over 1.5*sq-rt(S)
Triple masted yachts not over 1.4*sq-rt(S)
Having a plus constant in the present rule is quite a mistake, as any one can see. [Undated. Reference to 'letter of 10th' shows this to be a response to Junius Morgan's September 10, 1925 letter to NGH and thus would suggest that NGH wrote this about September 15, 1925.]" (Source: Herreshoff, N.G. Letter to Morgan, Junius S. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_31080. Subject Files, Folder 30, formerly 10-15. 1925-09-(ca15 ?).)
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"[Item Description:] HMCo Plan HH.5.12172 (146-053). Blueprint sailplan titled 'Leg O'Mutton Rig for VAGRANT [#719s]. Sept. 27, 1925'." (Source: Herreshoff Manufacturing Co. (creator). Blueprint. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item WRDT06_00640. Folder [no #]. 1925-09-27.)
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"[Item Description:] Penciled note with data for lwl, displacement, wetted surface, sail area and S/WS for schooners IROLITA [#658s], VAGRANT [#719s], RESOLUTE [#725s], WILDFIRE [#891s] and QUEEN MAB ex-VAGRANT I [#698s]. Undated, RESOLUTE was rigged as a schooner in 1926." (Source: Herreshoff, N.G. (creator). Penciled Note. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE03_03350. Folder [no #]. No date (1926 or later).)
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"[Item Transcription:] Handwritten (in ink) trials booklet titled '1911. Trial Trips and Experiments'. Relevant contents:
§11: #284p [POWER LAUNCH FOR #719s VAGRANT II] Trial Run best mean speed 17.46mph (1912-05-08)
§17: #191304ep [POWER LAUNCH FOR #719s VAGRANT II] Trial Run best mean speed 12.22mph (1913-06-12)
§21: #719s VAGRANT II Trial Run best speed 6.85kn (1915-06-18)." (Source: Herreshoff, N.G. (creator) and Herreshoff, A. Sidney deW. (creator). Trials Booklet. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE07_04280. Folder [no #]. 1911-06 to 1926-05.)
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"[Item Transcription:] [Typewritten signed letter on 'E.W. Clark & Co., Bankers' stationery:] I am in receipt of your letter of the 15th
instant [May 15, 1926]. We have had the usual delays on RESOLUTE [#725s] some due
to changes I have made and others to the rush of business at
this time of year, the last delay, which could hardly be expected, was due to a low run of tides and the fact that the railway was not long enough to allow the yacht to float off the cradle. They tried to launch her last Tuesday, the 18th, and
this morning she was still in the shops. I was in Bristol last
Friday and expect they will get her off tomorrow, as the tides
began to run high. They wanted about a foot more tide so that she
would float.
I hope she will be entirely rigged by the time you get home, also the decks planed, and I shall be glad if you will be there when we try out the new rig [staysail schooner].
Mr. Vanderbilt tried out the VAGRANT [#719s VAGRANT II] [with her new staysail schooner rig] in a fair breeze of wind in Buzzard's Bay, after I left him a week ago, and is sure that she will tack in 7 points, which is quite remarkable.
I expect to be in Bristol on Saturday when you
arrive.
Yours_very truly, ..." (Source: Clark, E.W. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_47060. Correspondence, Folder 104. 1926-05-24.)
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"[Item Description:] I was glad to get your note this morning, it looks to me as if you would have to rig CAROLINA [#721s] to suit yourself when you get home, I have not been able to get down to Bristol & the yard is so busy with VAGRANT [#719s] & RESOLUTE [#712s] that no one has time to work out the details, the enclosed cutting from the [New York] Times tells of the reception of your [Herreshoff] prize by the [N.Y.Y.] Club, you will note there was passed a resolution favoring the preparation of scantling tables, I understand this was at the instigation of several people who are considering the building of sizable racing schooners & who have a fear of being out built by ..." (Source: Nichols, George. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_29780. Subject Files, Folder 26, formerly 10-15. 1926-05-24.)
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"[Item Description:] Typewritten letter, sorry to have missed you in New York, have written Nystrom in regard to VAGRANT [#719s] about changes in new rig, main staysail, job going off to leeward, balloon staysail, VAGRANT seems much faster in reaching in light weather than previously, we lost our only race by tring to carry a large jib topsail on the wind in a very light air as we used to do quite successfully last year but this year VAGRANT is so much closer winded that it will be impossible to carry a larger jib topsail than # 2 to windward, even in the lightest of airs, if VAGRANT is ready before Wednesday and if you would like to do it please do not hesitate to go out for a sail and try her out, I hope you had a pleasant trip up from the South." (Source: Vanderbilt, Harold S. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item WRDT06_00090. Folder [no #]. 1926-06-05.)
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"[Item Description:] will add your new supplementary condition in the deed of gift [of the Herreshoff Medal], spent 3 days on #719s VAGRANT II with her new staysail rig, wonderfully closewinded, rig discussion, #954s MARY ROSE sailed through harbor with only sails between her masts which convinced me of the new rig, MARY ROSE jib seemed too large for strong winds" (Source: Cormack, George A. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_18140. Correspondence, Folder 49, formerly 76. 1926-06-14.)
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"[Item Transcription:] There's a gale in the N. Mexican Gulf going on which is giving us heavy S. to S.W. squalls and rain. Glad to hear from you tho the items about RESOLUTE [#725s] and VAGRANT [#719s] made me hot. I think your solution of the real troubles at the back of it all are correct. Under the conditions which you do all sorts of work and especially of this kind and for these people who ought to have sense enough to give time for experimental things to be worked out makes me have a poor opinion of them as gentle and real sailor men. Don't bother with them any more but lets get what little pleasure is yet coming in other ways.
Had a slight scare over a week ago but as it was of so little consequence did not think to mention it in my last letter to you. Heard the fire engines clattering down the road but that's nothing hereabouts so just looked down along shore for smoke & seeing none dismissed it. Later on a rumor reached me that they had gone to a yacht afire at the Curtis James place [where #907s PLEASURE was moored], had gotten bogged on the front lawn and another engine had to pull them out but nothing further about the yacht. Naturally we got a move on instanter[?]. A small pile of brush on Bindley place just N.E. burned up and the fire chappies got a steer into the wrong gateway, that's all. No sparks ever went over the line and I believe they didn't bother to put it out. W.J. Matheson is fixing up his basin and when done, they will probably go at that of James but Hugh says he will look out for PLEASURE & if necessary we will bring her up to the old Camp basin which can be used tho not finished. You struck the nail on the head when you wrote that in my planning 'PRESTO', the first of my light draft boats having extreme stability, that I had deepened the bilges & kept the fore and aft lines true & sweet. This is what I did do but at the same time it entered my head that so long as I was willing to give up some windward speed that I might just as well experiment on the relationship of reduced sail area to beam and see how far both could be cut down but still retaining all displacement & weight of ballast possible. Almost the exact proportions were more or less accidentally obtained at this first trial for PRESTO was perfect with one except in, let's say two. One was a little efficiency in primary stability which a little more waterline beam would have corrected & better windward footing secured to as at first stated, speed in that direction was not to be expected further than normal. Extreme stability however, was the most noticeable for a more able craft I never sailed. The other defect was that she steered too easy for comfort & safety to her crew. Having as she did a rocker keel from four foot clean aft to transom which was above the water 18in and emersed[sic] length of 35ft forward of 5ft 3in overhang aft and a freeboard of 24in, l.o.a. 42ft 10in, w.l. length 36ft 10in, deck beam 10ft 6in, w.l. beam 9ft 1in, draft 28in, ballast inside, cast to fit 4 1/2 tons iron, dead rise 1in to 1 ft[?]. Rudder, regular balanced sharpie type steered with a 3 1/2in iron tiller. I sailed her three years without trouble except too quick a helm which I corrected by a skeg from just aft of C.B. to within a ft of rudder and lower corner rounded up. This allowed anyone forward or aft to retain their footing on deck much better than before tho at no time was she ever out of control in heavy following seas but a helmsman can be careless.
At this time I added the big topsail of 214 [sq]ft area which with the area of the 3 lowers made 1159, all available with the wind aft. Yet clear to the W. coast of Fla with a year of sailing along the Keys she never took a knock down that I remember. Her main mast was 8in at the deck. Mizzen 5 1/2. Neither had shrouds, the main having a runner to use as shroud by the wind or at two other distances aft as a backstay. I heard from her owners at New Orleans for many years after her sale & always in words of praise. The craft that came after embodied the same lines with variations to suit clients & self & no complaints except one very curious one of 'SAVALO' is too stiff?' so I offered more mast but it was not done. The envies[?] set me are more interesting to me than you thought for. I got to figuring on eccentric latter chunks once upon a time and the epeychordial[?] questions came up but I never got further than wondering at the engine work on my watch case. Glad you gave up figuring on a rule of curves. You might have neglected modeling a new boat.
Best wishes to you all from 'We uns' and hurry up down. Gave the cradle another dope of my pat. oil yesterday. The wheel pin holes have taken up rather than enlarged, notwithstanding the heavy boats hauled.
Sincerely ..." (Source: Munroe, R.M. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_41050. Correspondence, Folder 85, formerly 102. (1926)-08-25.)
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"[Item Transcription:] [Typewritten signed letter:] I am very glad to have your letter of the 2d [December 1926] and to know that you had such a comfortable trip and found things also comfortable in your new cottage [at Coconut Grove].
I have written Tom [Brightman] to say that if Mr. Hanan wants to order his new rig [for #712s SPARTAN] from the Herreshoff Company, he can have it made according to one of your plane.
The award of your medal is in the hands of the Flag Officers and will probably be acted upon at their meeting on the 14th of this month. I should assume that it will go to a schooner this year, and probably to either VANITIE or ADVANCE, but as each of these and also RESOLUTE [#725s] were disqualified once, it is possible that either VAGRANT [#719s VAGRANT II] or WILDFIRE [#891s] may show a better record. [The Herreshoff Medal for 1926 was awarded to VANITIE.]
Sincerely yours, ..." (Source: Nichols, George. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_16720. Correspondence, Folder 44, formerly 143. 1926-12-04.)
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"[Item Transcription:] [Printed circular, two sheets of paper:] New York Yacht Club The Cruise 1927
Additional Racing Instructions Run From Huntington To New London—16Th August
In case of no wind at Huntington at the proposed time of the Start on the 16th August, the following signals will be made by the Flagship: etc. ... [Plus printed circular:] New York Yacht Club
List of yachts, measurement certificates of which were on file with the Race Committee on August 1, 1927, which will be valid for the Cruise.
SCHOONERS: C Class
C 2 OHONKARA [#827s]
C 7 VAGRANT [#719s]
C 3 VANITIE
D Class: D 25 ADVANCE
D 7 CONSTANCE
D 22 WILDFIRE [#891s]
D 5 LYNX
E Class: E 4 AURELIA
E 9 QUEEN MAB [#698s]
E16 SHAWNA
F Class: F3 CURLEW
F 4 MARY ROSE [#954s]
F 1 PLEIONE [#714s]
F 11 CACHALOT
G Class: S.C. 11 CLYTIE
S.C. 12 NADJI
S.C. 9 NOKOMIS
S.C. 6 SEVEN SEAS
G 1 WANDERER IX
G 7 MALABAR VII
H Class: H 3 FLYING FISH
H 2 ADVENTURER
KETCH: H 7 ANGELICA
SLOOPS
J Class: J 1 KATOURA [#1050s]
L.0. Class: L.0. 1 GEORGIA
L.0. 4 GREY DAWN
L.0. 5 MIRAGE
L.0. 3 NIMBUS
M Class: M 5 CAROLINA [#721s]
M 3 CHIORA [#713s ex-IROQUOIS II]
M 38 DOLLY
M 4 IBIS [#715s ex-GRAYLING]
M 1 PRESTIGE [#1058s]
M 6 SPARTAN [#712s]
10 Meter Class: 10M 9 BLAZING STAR
10M 7 BRANTA
10M 4 CYTHERA
10M 11 DRAGON
10M 8 ESQUILA
10M 6 NARCISSUS
10M 14 NAUTILUS
10M 10 RAEBURN
10M 12 REDHEAD
10M 10 REVENGE
10M 13 SHAWARA
10M 3 SYNTHETIC
10M 1 TWILIGHT
10M 5 VALENCIA
N Class: N 2 ALICE
P Class: P 1 BUTTERFLY [#586s ex-NELLIE]
50 Class: N. Y. Y. C. 52 ANDIAMO [#716s ex-SAMURI]
40 Class: N. Y. Y. C. 42 COCKATOO [#775s ex-DOLLY BOWEN]
N. Y. Y. C. 50 MARILEE [#955s]
N. Y. Y. C. 46 MISTRAL [#774s]
N. Y. Y. C. 47 PAMPERO [#781s ex-PAMPARO]
N. Y. Y. C. 45 TYPHOON [#773s ex-MAISIE]
N. Y. Y. C. 49 ROWDY* [#776s]
30 Class: N. Y. 1 ALERA [#626s]
N. Y. 7 ALICE [#632s ex-TABASCO]
N. Y. 9 AMORITA [#635s ex-ADELAIDE II]
N. Y. 15 BANZAI [#640s]
N. Y. 4 INTERLUDE [#629s ex-MAID OF MEUDON]
N. Y. 5 LENA [#630s ex-PINTAIL]
N. Y. 11 ORIOLE [#637s]
N. Y. 13 PHANTOM [#648s ex-MINX]
N. Y. 17 PHRYNE (Rig changed to jib-headed mainsail.) [#643s]
Q Class: F. I. S. 3 CHANCE [#1059s]
F. I. S. 1 CYRILLA II [#1054s]
F. I. S. 2 JUDY [#1055s]
F. I. S. 4 MAMEENA [#1060s]
YAWLS M Class: N. Y. 51 REVERY [#720s ex-ACUSHLA]
M 1 RUGOSA II [#983s]
... August 1, 1827. [Compared to the equivalent list from 1924 the number of boats has increased from 49 to 73, while the number of Herreshoff-built yachts has shrunk from 37 to 32 or 44%.] [Incl envelope from Race Committee NYYC to NGH, labeled in red 'Rating & allowance' and postmarked August 4, 1927.]" (Source: NYYC. Correspondence (circular) to Members. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_73330. Measuring and Measurement Rules (Box 2), Folder B2F07, formerly MRDE15. 1927-08-01.)
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"[Item Description:] Handwritten (in pencil and ink) table titled 'Examples in Formulating Measurement Rule, Sept 1933' and providing data for LOA, LWL, Length quarter beam plane, Q.B.L., Mean beam, Draft, Freeboard, Displacement, Sail Ara, Rating by Universal Rule, Corrected length, Sailing Length, Power Number Pn, Draft Limits for Racing and Cruising Yachts and others for a #722s KATOURA, #692s WESTWARD, #719s VAGRANT, #698s QUEEN MAB ex-VAGRANT I, #499s COLUMBIA, #725s RESOLUTE, New York 50 Class, #703s FLYING CLOUD, New York 30 Class, #461s COCK ROBIN, #732s SADIE, and Buzzards Bay 15 Class. Undated (part of NGH's Power number (Pn) measurement rule from September 1933)." (Source: Herreshoff, N.G. (creator). Table. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_74060. Measuring and Measurement Rules (Box 2), Folder B2F09, formerly MRDE15. No date (ca1933-09).)
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"[Item Description:] Hulls, anchors and pipe berth cut-out models and diagrams. Among others deckline cut-outs for BETTY ANN, #300p SHADOW III, NOMAD, Fishers Island 31-footer, Fishers Island 23-footer, Sub Chaser 110ft x 18ft, 11ft-6in Boat [built from Plan] 76-17 [now named Plan 28-21] (76-33 [now named Plan 28-23]) for Mr Tiffany's #934 [HARLEQUIN] [this may be a reference to #191901es], 18ft-9in Launch [#191002ep] used on #692 [WESTWARD], 14ft Rowboat [#190912es] [built from Plan] 76-14 698 [#698s WESTWARD], 19ft-4 1/2in x 5ft-4in Launch [#191304ep] for #719 [VAGRANT II], 14ft-8in Gasoline Launch [#190307ep] for 590 [#590s INGOMAR], 10ft-3in Boat [# ?] for 376 [#376p ESLOMA], 18ft Dories [#191729es] for #323 [SP-2840], #293 [Power Launch for #215p ROAMER], Vosper [Torpedo Boats built from 1943 - 1944), AMC Minesweeper [#411p, #412p, #413p, #414p], 16ft-10in x 5ft-1in [#191307es Colonia Sailing Cutter] for #719 [VAGRANT II], 711 Class [New York 50s], [dinghies #191308es and #191309es] for #722 [KATOURA], 12ft [dinghy #191106es ?] for 698 [#698s WESTWARD], 25ft-10in x 6ft-1in [built from Plan] 2-83 [#191301ep Owner Launch for #722s Katoura], 11ft-0in Rowboat [# ?] between davits on #251 [LANG SYNE] Feb [19]06, 23ft-4in x 6ft-4in [#287p Stock launch later Crew Launch for #722s KATOURA]. Generally undated, the last vessels referred to appear to date from 1944." (Source: MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.130. Cut-out Models and Diagrams. Box HAFH.6.4B, Folder Models and Diagrams. No date (1944 and earlier).)
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"[Item Description:] Penciled pantograph hull sections with pinpricks titled 'VAGRANT [#719s]. July 4, 1958'. With note 'For templates for model for Royal Bermuda Yacht Club presented by Harold Vanderbilt. ... This model of 2nd VAGRANT was made by mistake. It should have been the 1st VAGRANT (later called QUEEN MAB [#698s]. The model is now at my house ... Florida. A.S. deW. H. Sept[ember] 30, 1963'." (Source: Herreshoff, A. Sidney deW. (creator). Pantograph Hull Sections. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE04_01930. Folder [no #]. 1958-07-04.)
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Note: This list of archival documents contains in an unedited form any and all which mention #719s Vagrant II 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.

• Vagrant II (HMCo-made index card)
• Vagrant II (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: Vagrant
Type: Schooner
Length: 79'1"
Owner: Vanderbilt, H. S.

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

• Vagrant II
• 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: Vagrant
Type: 79' schooner
Owner: Harold S. Vanderbilt
Year: 1913
Row No.: 706

Source: Herreshoff, L. Francis. "Partial List of Herreshoff-Built Boats." In: Herreshoff, L. Francis. Capt. Nat Herreshoff. The Wizard of Bristol. New York, 1953, p. 325-343.

Month: Nov
Day: 2
Year: 1912
E/P/S: S
No.: 0719
Name: Vagrant
LW: 79' 1"
B: 23' 8"
D: 14' 4"
Rig: Schr.
K: y
Ballast: Lead O.
Amount: 70000.00
Notes Constr. Record: Cabins extra
Last Name: Vanderbilt
First Name: H. S.

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

"[See also:] Specifications for all work and material required for the master's and guest's portions of cabins for Harold S. Vanderbilt by Walker & Gillette Co. In: Technical and Business Records pertaining to the Herreshoff Manufacturing Company, Series VI, Folder HH.6.12 (Hull No. 719), Box HAFH.6.1B." (Source: Hasselbalch, Kurt and Frances Overcash and Angela Reddin: Guide to The Haffenreffer-Herreshoff Collection. Francis Russell Hart Nautical Collections, MIT Museum, Cambridge, Mass., 1997, p. 63-79.)

"Major refit at Huismans in the Netherlands including new staysail schooner rig with new Rondal alumnium masts 2017/2018." (Source: van der Linde, Claas. December 18, 2017.)

"Built in 196 days (contract to launch; equivalent to $357/day, 1491 lbs displacement/day)." (Source: van der Linde, Claas. January 16, 2024.)

"Sail area 8133 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.)

"Displacement 4565 cu.ft. [= 292,160 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 292,500lbs = 4565 cu.ft.]" (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.