HMCo #743s Haswell

"[1914-11-07] Sat 7: Cast lead keel for #743 [Haswell]. Mr. Tiffany here in PM. ...
[1915-05-13] Thu 13: L[ight] r[ain] last night. L[ight and] variable [wind]. Tried sch[ooner] yacht Haswell [#743s] in forenoon. ..." (Source: Herreshoff, Nathanael G. Diary, 1914 to 1915. Manuscript (excerpts). Diary access courtesy of Halsey C. Herreshoff.)

"Bristol, R.I.
Oct. 26, 1914
Dear George [Nichols],
...[Asks about decision about Fish Class order.]...
We are fortunate in having an order for a small schooner so I hope can keep our shop open. Yours sincerely,
Nathl. G. Herreshoff." (Source: Herreshoff, N. G. [Handwritten letter to George Nichols.] Bristol, October 26, 1914. In: Coll. 198, Box 17B, Folder 13B "Correspondence pertinent to the new One-Design Class; 1914 Aug-Oct. Manuscripts Collection, G. W. Blunt White Library, Mystic Seaport Museum.)

"Sept[ember] 29, 1910.
No. 703.
Cruising composite sloop.
Frame spaces 18 1/2".
Planking 1 3/4"
Keel 4 7/8"
Siding of Stem & overhangs 6 1/4"
Frames 1/2 length amidships 2 1/2" x 1 1/2", in ends 2 1/8" x 1 5/16"
Sheer height given is to top of deck
Deck is 1 3/4" thick
Crown of beam 6 12" in 15'-6".
[The above figures also applie to #743s.]
No. 743 Schooner rig.
To be lengthened slightly at bow and stem as per red figures [in offset booklet], to give 60' overall. Also rudder changed from 45deg rake to 30deg rake from same position of porthole in keel." (Source: Herreshoff, N.G. [Pencilled note in Offset Booklet HH.4.175.] Haffenreffer-Herreshoff Collection, MIT Museum, Cambridge, MA.)

"Nov. 4, 1914.
Layout for planking seams on #743 [Haswell].
-> Same in #954 [Mary Rose].
To define positions on frames for punching holes for planking bolts.
The layout for plank on [center symbol] (# 20 frame) is as follows.
Beginning at sheer height (marked S):
Plank sheer 1 3/4in
Sheer strake 6in then
4 strakes of 5 1/2in wide to seam A
6 strakes of 5 1/2in wide to seam B
4 strakes of 8 1/2in wide to seam C
4 strakes of 8 1/2in wide to seam D
Garboard 10 1/4in wide more or less.
It is expected to steal in a short hood under aft end of garboard, which should be about 8in wide at aft end and 11ft or 12ft long.
From [center symbol] aft fugures are given for the seam intermediat[e] between C and D which is marked cd. It is intended to steal in short hoods in the seams which are intermediat[e] between C and cd, als cd and D, and they would be 8ft or 9ft long, thus:
[Sketch]
Note: On account of the shrinkage and twisting of model since originally measured corrections on the scriveboard will have to be made when laying down the following measurements so to come to original lines. [Note by Maynard Bray from March 7, 2021: These instructions are for composite yachts whose steel frames have to be punched for the plank fastenings before they're erected, and probably before they're even bent. I expect there'd be a wooden batten that transferred NGH's directions from the lofting (aka the skrive board) to the piece of angle iron that, when bent, will become a frame. From the batten, the steel will be marked for punching. I don't know what HMCo's punching device looked like, but I expect much like a huge drill press, in which case holes would be punched with the pieces lying flat --- i.e. before any bending took place. After the frames are erected (rightside up, I presume for composite yachts), and a plank is clamped into place, its frame-to-plank bolt holes would be bored from inboard to outboard through the previously-punched holes. The holes will then be counterbored from the outside for the bolt heads. If all goes well, the bolts will land just as they should --- and as NGH instructed. I imagine NGH laid battens along the half model to establish seams A, B, C, and D just as he did for steel-plated hulls, only these wood-planked, composite hulls would be subdivided according to plank widths.]" (Source: Herreshoff, N.G. [Pencilled notes in Offset Booklet HH.4.175.] Haffenreffer-Herreshoff Collection, MIT Museum, Cambridge, MA.)

"Coconut Grove, Fla. 8051. M[ar]ch 21, 1930.
My dear Mr. Rigg,
In reply to your interesting letter of 17th [March 1930] in which you say you and a friend are considering having the Herreshoff Mfg. Co. build you a duplicate of Haswell. For a fast cruiser, I have always considered Flying Cloud [#703s] (and Haswell which [is] exactly the same except having slightly more over hang,) the best design I have made.
I am very sure you will not be disappointed if you build from that design.
I hardly feel about giving advice on the rig for it depends very much on ... For myself I would prefer a yawl, or ketch with mizzen... [Mr. Rigg is believed to be the New York yacht broker T. Linton Rigg who had owned #907s Pleasure for a short time after NGH had parted with her.]" (Source: Herreshoff, N.G. Letter to [T. Linton?] Rigg. March 21, 1930. Offered for sale by Rulon-Miller Books, https://www.rulon.com/pages/books/56429/nathaniel-greene-herreshoff/two-page-autograph-letter-signed-on-personalized-stationary-n-g-herreshoff-bristol-r-i, retrieved December 27, 2020.)

"In 1915, the small cruising schooner yacht HASWELL [was] built, being in hull model a duplicate of [the] sloop FLYING CLOUD [#703s]. In later years, she became famous as a racing yacht, both on Lake Ontario and [the] Pacific coast." (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.)

"Dear Mr. Rigg,
In reply to your kind note of 31st [January 1935]. I believe the three boats Flying Cloud [#703s], Haswell [#743s] and Mary Rose [#954s] (all three being alike, except the latter lengthened a little) to be very perfect models to combine good sailing qualities with cruising comfort. All are strongly built and fit for sea-going. ... Haswell at first had no sailing record but was fortunate in falling into the smart Canadians hands --- [Aemilius] Jarvis --- , who got her rig in shape and made a brilliant record with her even winning with schooner rig allowance against the crack J-class yachts, and her next owner, on the Pacific Coast did wonders with her. ... Of course you know that in ordinary racing success depends in the ability of the owner and skipper on average at about 3-1, and in ocean racing, the owner, skipper, and crew on average about 4-1 ..." (Source: Herreshoff, N.G. Letter to [T. Linton?] Rigg. February 2, 1935. Offered for sale by Rulon-Miller Books, https://www.rulon.com/pages/books/56477/nathaniel-greene-herreshoff/two-page-autograph-letter-signed-on-personalized-stationary-n-g-herreshoff-bristol-r-i, retrieved December 27, 2020.)

"N. G. HERRESHOFF 6 WALLEY STREET BRISTOL, RHODE ISLAND May 12, 1936. {1936/05/12} Dear Francis, ... The cruising schooner 'Haswell' has run up quite a record, and 'Flying Cloud' would have if she had been in hands that raced her. Your affect Father." (Source: Mystic Seaport Museum, L. Francis Herreshoff Collection, Box 17, Folder 12: Letter from N. G. Herreshoff to L. F. Herreshoff.)

" 'Haswell,' with a length overall of sixty feet, water line forty-six feet nine inches, beam, fourteen feet two inches, and draft eight feet one inch, was a fine little vessel though when new she did not appear very rakish or sporting. She was higher freeboard than was then customary, but, like several others of Captain Nat's designs, after ten or fifteen years, she became very desirable, and some people who have known her will say she was one of the best all-around small cruisers ever built. She later had the name 'Diabolo' and became a famous racer on the Pacific Coast. I regret I do not have a picture of her to show you for even today she would seem a modern design. 'Haswell' was originally built for Mr. H. L. Tiffany of New Bedford, and later under the name of 'Diabolo' was owned by Mr. W. W. Pedder of Los Angeles." (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. 302.)

"The frames for H. L. Tiffany's new cruising schooner [Haswell] have been set up in the Herreshoff shop. The general outlines of the schooner can now be determined, as the stempiece and sternpost have also been set up." (Source: Anon. "Yachts and Yachtsmen." New York Times, December 6, 1914, p. 53.)

"... Since the small schooner Haswell was launched at Herreshoffs a week ago [ca April 3, 1915], the work of rigging the yacht has been carried on with difficulty, owing to the weather. The fittings have all been placed in the cabin, the masts have been stepped and the riggers are at work on the rigging and sails. The schooner was launched under difficulties, as the railway had sagged to such an extent that the yacht had to be warped out of the shop by a large force of workmen. ..." (Source: Anon. "Notes from the Week's Log." Boston Globe, April 11, 1915, p. 63.)

"... The 45-foot waterline schooner built by Herreshoff for H. L. Tiffany of New Bedford has been named Haswell. This yacht was launched the first week of the month and is ready for a trial spin. ..." (Source: Anon. "Notes from the Week's Log." Boston Globe, April 18, 1915, p. 37.)

"... The schooner Haswell, built this year by Herreshoffs for H. L. Tiffany of New Bedford, has completed her trials at Bristol. This craft is very high-sided, somewhat after the lines of Harold Vanderbilt's Vagrant [#719s], and has a full midship section. In the trials in lower Narragansett Bay the Haswell proved an able craft and a good sail carrier. ..." (Source: Anon. "Notes from the Week's Log." Boston Globe, May 2, 1915, p. 61.)

"The schooner yacht, Haswell, built by the Herreshoff Manufacturing Company, for E. L. Tiffany of New Bedford, was given a trial trip in the harbor and lower bay yesterday." (Source: Anon. "Bristol and Vicinity." Bristol Phoenix, May 14, 1915, p. 2.)

"... Aemilius Jarvis, formerly commodore of the Royal Canadian Yacht Club of Toronto and very well known to the local yachtsmen, recently purchased from Henry L. Tiffany of New Bedford the 44-foot water line schooner Haswell. This schooner was designed and built by Herreshoff in 1915 for Mr Tiffany. She is 62 feet over all, 41 feet water line, 14 feet 2 inches beam and 8 feet 1 inch draft. ..." (Source: Anon. "Notes from the Week's Log." Boston Globe, July 13, 1919, p. 51.)

"Aemilius Jarvis, former Commodore of the Royal Canadian Tacht Club of Toronto, who served on the last Manhasset Bay Cup Committee, has recently purchased the 44-foot waterline schooner Haswell from Henry L. Tiffany of New-Bedford. She is a Herreshoff boat." (Source: Anon. [No title.] New York Times, July 20, 1919, p. 19.)

"Commodore Aemelius Jarvis of Toronto, who recently disposed of his Herreshoff schooner Haswell [#743s], has purchased from George M. Pynchon the New York one-designed 50-footer Istalena. ... The sale of the Haswell removes from the entries for the Bermuda race the schooner generally considered as the probable winner of the long ocean race." (Source: Anon. "Istalena Replaces Haswell." Boston Globe, May 27, 1923, p. 50.)

"... The schooner Haswell has been sold by Commodore Aemelius Jarvis of Toronto to A. R. Peddar of Santa Barbara, Calif. The schooner, brought from the lakes to New York to be prepared for the Bermuda race, has been shipped by steamer to the California coast. Haswell, a 41-foot water line schooner, was built by Herreshoff in 1915, has been entered by Mr Peddar in the Trans-Pacific race to Honolulu. ..." (Source: Anon. "Notes From The Week's Log." Boston Globe, May 27, 1923, p. 50.)

"By roundly defeating the greatest field of schooners, ketches and yawls ever assembled to race on the Pacific Ocean, W. W. Peddar's Diablo, ex-Haswell, again proved that she is the fleetest craft of her class in the West Diablo, a 62-foot schooner, built by Herreshoff and shipped to the west coast on the deck of a steamer two years ago was the winner of the California-Honolulu ocean classic last season.
On June 14, twelve of the best-known yachts of the West took the gun at Portuguese Bend on the start of the 124-mile jaunt around San Clemente Island, the longest race on the Pacific this year. ...
Diablo took the lead from the start and steadily drew away from her competitors. When the field was but a few miles from shore Diablo had gained a two-mile advantage. In spite of the fact that she was becalmed for four hours on the westerly end of San Clemente, she finished in the record time of 20 hours or 5 hours and 52 minutes ahead of Dan Lauber-sheimer's yawl Ortona, ..." (Source: Vance, W. W. "Diablo Again the Victor." Rudder, August 1924, p. 50.)

"The Herreshoff designed 60 foot schooner, Diablo, is flying the flag of a new owner, Frank S. Wade of the Alamitos Bay Yacht Club..." (Source: Anon. [No title?] The Rudder, vol. 71, 1955, p. 58.)

"DIABLO, 60 ft schooner, owned by an American, Captain Frank Wade, struck a reef near Tau Island, about 16 miles east of Nukualofa, about 4 am on August 17. [Includes RNZAF Photo.]" (Source: Pacific Islands Monthly, vol. 35, 1964, p. 103.)

"HONOLULU. The 60-foot yacht Diablo of Newport Beach, Cal., was wrecked Monday [August 17, 1964] when she went aground on a reef 35 miles south of Nukualofa Island in the South Pacific, the Coast Guard reported.
The seven-man crew was reported safe after being removed by the motor vessel Hifonua. The Diablo finished third in the recent yacht race from Hawaii to Tahiti.
The crew consisted of owner Frank S. Wade, Ron Amundsen, K. Dean Davidson, Phil Strona, Paul Strona, Joe Reiter and Jim Sawyer.
The area is 495 miles south - southwest of Pago Pago, American Samoa.
The schooner, built in Bedford, Mass. [sic, i.e. Bristol, R.I.], in 1915 was brought to California by A. R. Pedder of the Santa Barbara Yacht Club, who sailed it to victory in the Santa Barbara - Honolulu race in 1923.
The current owner, Wade, of Long Beach, had kept it berthed at the Balboa Bay Yacht Club. Newport Beach." (Source: Anon. "Newport Yacht Diablo Wrecked on Pacific Reef." Los Angeles Times, August 18, 1964, p. B4.)

"NUKUALOFA (Tonga), Sunday [August 23, 1964]. The American yacht Diablo reported on Monday to be stranded on a reef, has been abandoned.
The action of the sea has placed the vessel high and dry at low tide. She is badly holed.
Salvage operations have been started by Reichelmann Bros.
A major problem is the removal and salvage of the eight-ton lead keel.
The mast and other parts have been removed and stored on nearby Tau Island." (Source: Anon (A.A.P.-Rauters.) "Salvage Starts on Stranded U.S. Yacht." The [Melbourne Australia] Age, August 24, 1964, p. 9.)

"In cruising boats of this size, NGH preferred high topsides as a means of achieving full headroom (as well as an uncluttered deck), thus avoiding the expense and inherent weakness of a trunk cabin. The result was a practical, but not always beautiful, craft. Simplicity seems to have been especially sought in Haswell, because she carries pole topmasts (meaning that her topmasts are simply extensions of her lower masts), sails with no battens, and a single headsail rigged to a boom so as to be self-tending.
NGH, as was so often his custom, used one of his existing half models for Haswell the one made for the sloop Flying Cloud [#703s] five years earlier. Both boats were of composite construction.
Within a few years of her building, Haswell was taken to the West Coast and renamed Diablo." (Source: Bray, Maynard and Carlton Pinheiro. Herreshoff of Bristol. Brooklin, Maine, 1989, p. 87.)

"N/A"

"N/A"

"[Item Transcription:] Order book with carbon copy duplicates of instructions given by NGH. Relevant contents:
§2: #743s HASWELL Work Order 'Rigging Loft. 6th sheet. 743. Runnung rigging. [When Wanted] Early in spring.' (1914-11-14)
§3: #743s HASWELL Work Order 'N.G.H. to Office. Rigging Loft. 743. Merriman Blocks.' (1914-11-14)
§4: #743s HASWELL Work Order 'N.G.H. Rigging loft from Machine shop. 743. Our brass blocks … [When Wanted] Early.' (1914-11-14)." (Source: Herreshoff, N.G. (creator). Order Book. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE07_00860. Folder [no #]. 1914-11 to 1925-11.)
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"[Item Transcription:] Order book with carbon copy duplicates of instructions given by NGH. Relevant contents:
§84: Work Order [For] #743s. [When wanted] Early in spring. Rigging [5 pages] (1914-11-01)." (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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"[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 Description:] sending copy of telegram from Los Angeles: 'my schooner #743s DIABLO formerly HASWELL won every first at Santa Barbara regatta, she was disqualified under Long Island Sound rule they claim mainmast too far forward, I have filed protest, can you please send me copy of her old racing measurements when she raced New York or vicinity, W.W.Peddar', so far as we know DIABLO never raced on East Coast, can you send information, NGH reply: HASWELL was designed for cruising and mainmast was placed without regard for silly mast placement rule, after changing owners she leaked into racing simply because she was fast, if a yacht proves herself superior for all purposes, does it not demonstrate the absurdity of such a restricting rule?" (Source: Power, S. L. (NYYC secretary's clerk) (incl NGH reply). Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_18120. Correspondence, Folder 49, formerly 76. 1925-08-26.)
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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 Transcription:] Will you be good enough to lend me the plans of the 'DIABLO,' ex-'HASWELL' [#743s], and the 'TALAYHA,' ex-'ATHENE' [#520s]? I am anxious to include them in a history of the Honolulu Race which I am preparing. I will take good care of them, and after the cuts are made, will return them to you in good condition, and will of course pay all expenses of postage and making of photostats or black line prints. I am particularly interested in the lines and sections, and sail plans, but if possible would like the accommodation plans also.
As you may remember, the 'DIABLO' won the race in 1923. She has also enjoyed a phenomenal racing career on this coast. Until 1929 she was undefeated here, and since that time there have been only four or five boats that could beat her at all consistently. Then, on the 14th and 15th of last month, she pulled a fine comeback by winning the 90-mile race around Santa Barbara Island against a field of fast ones. Mrs. W. W. Pedder, who owns 'DIABLO,' has not raced her much for the past three years, but states she plans to do so more next season.
The 'TALAYHA,' which has just recently become the 'ATHENE' once more, has taken part in two Honolulu Races. In them she carried a jib-headed cutter rig. Both times she had hard luck. In 1928 she carried away her bowsprit early in the race and although she finished first, did not save her time over several of the other boats. In the 1930 race the head of her mainsail ripped out soon after the start and gave her trouble all the way. She finished third.
I am trying to secure the plans of all yachts that have participated in Honolulu races and am having very good success so far. It will add greatly to the interest of the story. I will greatly appreciate anything you can do in this matter.
P. S. It may interest you to know that 'ATHENE's' new owner, Tay Garnett of Los Angeles, is fitting her out as a ketch for a voyage to China. Not bad for a yacht built in 1899!
Very sincerely yours..." (Source: Warren, H.B. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_06050. Correspondence, Folder 21, formerly 141. 1935-10-21.)
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"[Item Transcription:] [Penciled note:] ATHENE #520. Cruising sl[oop] [for] Wm. O. Gay. O.a. 101ft, w.l. 70ft, draft 9ft 10in, B 19ft 3 1/2in. Freeboard [symbol] section 79[square]. Outside lead 83932lbs. Inside (?). Ballast increased in 1900 to give nearly 71ft w.l. In 1903 sail area measurement 6970sqft.
HASWELL # (?) [#743s]. Is a duplicate of FLYING CLOUD #703 except length o.a. increased a little, an sch[ooner] rig instead cutter. Built for Mr. Tiffany of N[ew] B[edford].
#703 dimensions o.a. 58ft 6in, w.l. 44ft, draft 7ft 4in, B 14ft 0 1/2in. Freeboard 5ft 9 1/2in - 3ft 11in - 4ft 2 1/2in. Displ. 906 cuft = 26 tons gross. Sail area 2200sqft. Outside lead 27381lbs, inside (?). On verso some calculations and a midship section sketch. [Undated. This note was certainly written in preparing the letter response to H.B. Warren of October 21, 1935.]" (Source: Herreshoff, N.G. (creator). Penciled Note. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDED1_00130. Folder [no #]. No date (1935-11 ?).)
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"[Item Transcription:] Your kindness in writing me is certainly appreciated. The very complete information you gave me about the 'ATHENE' [#520s] and the 'DIABLO' [#743s] is exactly what I want. It is possible that I may be able to secure the lines and section of these yachts from some people here. If so, I assume you would have no objections to my publishing them. I do not want to trouble you to write again, so I will put it that if I do not hear from you, I will understand that you have no objections. I think one of the owners of the 'DIABLO' had her lines taken off and I am informed that Mr. Lippman, former owner of the 'ATHENE,' has a blue print showing her lines.
The 'ATHENE' came to this coast in 1915, She was then owned by Carleton Earl Miller of San Francisco. Mr. Miller graduated from Yale in February, 1915, and was immediately married and started the trip out here through the canal as his wedding trip. She made the passage entirely under sail, and was then a gaff-headed cutter. Mr. Miller had her at San Francisco until shortly after the war. About 1921 she was sold and most of her outside ballast removed and she was given a very short ketch rig and Diesel power. One of her owners took her into- Mexican waters for the purpose of running arms and ammunition for some insurrectos and on one of these ventures a man was killed under mysterious circumstances. Finally, she came to Los Angeles to have a lot of needed repairs made, and the owner could not pay the bill. Mr. Lazard Lippman then bought her at a sheriff's sale about 1925. For several years he did not dare take her into Mexican waters, because the authorities would have confiscated her. Finally, however, he got this matter straightened out. In 1927 Mr. Lippman had her rig altered to jib-headed cutter in preparation for the Honolulu Race, in which she took part in June, 1928. She did not win, as she lost her bowsprit early in the race, but she made a very good showing. Again in 1930 Mr. Lippman sailed her in the Honolulu Race. She took third place that year, being beaten by the schooner 'Enchantress' and the yawl 'CONTENDER.' Mr. Lippman named her 'TALAYHA,' after his daughter. A few months ago he sold her to Mr. Tay Garnett of Los Angeles, who restored the name of 'ATHENE.' Mr. Garnett has cut down her mast greatly and restored the ketch rig, carrying a large yard on the mainmast, all in preparation for a cruise to China. He has build a large cabin trunk on the forward deck, which is terrible-looking, and it seems to me, dangerous. Whether she has been surveyed or not I cannot say, but such a voyage seems [page 2] a bit foolhardy. Mr. Lippman states that the boat is all right for the Honolulu Race, where about the worst winds are not over 40 miles, but he would not care to go to China, as there is a possibility of running into the real thing.
However, it will probably turn out all right. A few years ago Harvey Bis sell of Pasadena took the old schooner 'EDRIS', built of steel in 1901, out to Australia and back. The old ship had had a pretty hard life and her plates were no thicker than a dollar. We used to consider her 0. K. for running across the channel to Catalina Island, but not for longer trips. Bissell could not get insurance for the vayage, but he went anyway, taking his wife and children, the youngest only 8 months old. He went through some pretty bad weather, but had no trouble of any kind. After that he bought the old 'ARIADNE,' and took her around the world, again with no serious difficulty. So perhaps the 'ATHENE' will be lucky too. However, I should hate to go along, for the old ocean is not interested in excuses or alibis; she has a way of simply smashing things that are not. in proper condition.
The 'DIABLO' is a really remarkable boat. A. R. Pedder of Santa Barbara bought her from Jarvis in 1923 and brought her out here especially for the Honolulu Race of that year, which she won. The following year he had serious financial reverses and sold her to his brother, W. W. Pedder of Los Angeles. Both the Pedders were good skippers. W. W. Pedder entered every race theboat was eligible for, and from 1924 to 1929 he only lost once. All the yachtsmen here used to wonder if anything could be built that would beat her. She is a grand boat in any kind of weather and on all points of sailing. She can ghost marvel-ously and she can pack her canvas and travel when it breezes up too. Finally, the Class N sloop 'WESTWARD,' designed by Gardner and built in 1915, took her measure in 1929, as well as the Alden schooner 'AMORILLA,' which came to this coast in 1928, and the Twelve Meter 'PANDORA,' an Anker design which came here in 1928. There are three or four other boats that are faster now, but the 'DIABLO' gave several of them a good trouncing in September of this year. The fast ones all carried things away and dropped out, while the 'DIABLO' plugged through it without any trouble. W. W. Pedder died about a year ago and Mrs. Pedder had not raced until this time in September, when the old boat seemed to return to her old form. She has had the very best of care since she came to this coast, but now needs new sails very badly. Mrs. Pedder is thinking of ordering a new suit from Ratsey this winter and going in for racing next season. She is a clever sailor and I believe will do things.
Please let me assure, again that I value your letter very highly and appreciate the trouble you took to give me the information I needed. If my story of the Honolulu Race ever sees the light of publication, I shall certainly send you a copy." (Source: Warren, H.B. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_06030. Correspondence, Folder 21, formerly 141. 1935-11-06.)
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"[Item Transcription:] Your very kind and interesting letters are highly prized by me.
Mr. Lippman, former owner of 'ATHENE' [#520s], has a blue print of her lines and of the jib-headed sail plan which was prepared about 1927, and was used in the two Honolulu races in which she participated. These will be accurate. The lines which I hope to get of 'DIABLO,' ex-'HASWELL' [#743s], were taken off one time when she was on the ways, and may or may not be accurate. I have known of cases where lines secured in this way do not seem to bear much resemblance to the boats themselves. Therefore, if I do get the lines of 'DIABLO,' I will send on a print of them for your inspection before having them published.
The 'ATHENE' left Los Angeles on November 24th bound ultimately for Hong Kong. I believe her first stop will be Honolulu. Beyond Honolulu I do not know what route she will follow. I am told that her owner, Tay Garnett, a moving picture director and author, was not aboard. I think he plans to join her at Honolulu and make the trip from there on.
Her rig is quite small. The mainmast was reduced by almost half its length and a mizzen installed. She carries a rather large yard on the mainmast, but I think they will have trouble with it, because the braces led to the mizzen masthead, and as I did not see any backstays on the mizzen, I should think the strain might be rather heavy. I did not like the deckhouse they built on the forward deck either, but as I didn't go aboard, I don't know whether or not they cut any of the deck beams. I hope the old ship will come through all right, and imagine she will unless she runs into a typhoon, but in that case she would probably go down anyway, no matter what her condition. Those storms in the China Sea seem to be the real thing.
With many thanks for your good letters, ..." (Source: Warren, H.B. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_06020. Correspondence, Folder 21, formerly 141. 1935-12-01.)
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Note: This list of archival documents contains in an unedited form any and all which mention #743s Haswell 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.
• Jarvis, Aemilius. 5,000 Miles in a 27-Tonner. Toronto, 1922. In: http://www.archive.org/details/fivethousandmile00jarvuoft, retrieved March 16, 2011. (15,611 kB)
  Document is copyrighted: Yes. Account of a voyage with Haswell from Lake Ontario to the Carribean and return in the winter of 1920 to 1921. Vessel description. Photos.

• Haswell (HMCo-made index card)
• Haswell (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: Haswell
Type: Schooner
Length: 44'
Owner: Tiffany, H. L.

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

• Haswell
• Diablo ex-Haswell
• 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: Haswell
Type: 44' schooner
Owner: Henry L. Tiffany
Year: 1915
Row No.: 269

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: Oct.
Day: 26
Year: 1914
E/P/S: S
No.: 0743
Name: Haswell
OA: 60'
LW: 44'
B: 14'
D: 8'
Rig: Schooner
K: y
Ballast: Lead O.
Amount: $13,500.00
Last Name: Tiffany
First Name: H. L.

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.

"Launched ca. 1915-04-03. N. G. Herreshoff was in Bermuda at that time and thus did not record the launching in his diary. He would come back to Bristol only on April 12, 1915." (Source: van der Linde, Claas. October 26, 2011.)

"Built in 159 days (contract to launch; equivalent to $85/day, 365 lbs displacement/day)." (Source: van der Linde, Claas. January 16, 2024.)

"Sail area 2547 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 906 cu.ft. [= 57,984 lbs] from untitled two-page rating-rule-related table handwritten (in ink) by N. G. Herreshoff with multiple dimensions for the most important Herreshoff-designed yachts. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum. MRDE15, Folder [no #]. Undated (the most recent boat dates 1914/1915 and the table was probably prepared in preparation for NGH's sail area rating rule of 1914/1915)." (Source: van der Linde, Claas. September 16, 2020.)

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