HMCo #891s Wildfire

"[1923-02-12] Mon 12: ... Began assembling frames of #891 [Wildfire] (about 3 weeks behind).
[1923-02-13] Tue 13: ... Mr. Merriman here and gave price $1,600 for blocks for #891 [Wildfire].
[1923-02-14] Wed 14: ... Began setting up frames on #891 steel schooner [Wildfire].
[1923-02-20] Tue 20: ... Began getting on plating for 891 [#891s Wildfire]. Is timbered out [i.e. frames have been errected] except a few forward and [are now back] to heel of keel. ...
[1923-02-22] Thu 22: Began plating #291 [sic, i.e. #891s Wildfire]. ...
[1923-02-24] Sat 24: ... Only 3 plates on #291 [sic, i.e. #891s Wildfire].
[1923-03-02] Fri 2: ... 15 plates [are now] on 891 [#891s Wildfire].
[1923-03-03] Sat 3: ... 18 plates [are now] on 891 [#891s Wildfire] and deck beams [are] nearly all in.
[1923-03-10] Sat 10: ... There are 37 outside plates, 8 d.s. plates & 3 cabin sole plates in #891 [Wildfire], 48 in all. Riveting [is] behind [schedule].
[1923-03-14] Wed 14: ... Engine arrived for #891 [Wildfire].
[1923-03-18] Sun 18: ... Mr. Harding [owner of #891s Wildfire] here in p.m. There are 46 plates on #891 [Wildfire], about 3/4[ths of them] riveted. Cabin sole plates & beam[s] are in place, also deck stringers, plates & angles. Nearly riveted. Spar & rigging [is] nearly ready. All deck erections, [and] 2/3[s] of [the] partitions, [the] ice box & tank[s are also] ready.
[1923-03-31] Sat 31: ... All plating but 6 strakes [are] on #891 [Wildfire]. Deck stringers & diaginal's [sic] nearly completed. Riveting [is] nearly done except in ends.
[1923-04-08] Sun 8: ... Mr. Harding [owner of #891s Wildfire] & family [arrived] in p.m. to look over his new schooner. ...
[1923-04-09] Mon 9: ... Put engine aboard #891 [Wildfire].
[1923-04-15] Sun 15: ... Mr. Harding here looking at #891 [Wildfire] [in] p.m.
[1923-04-26] Thu 26: ... Mr. Harding here to look over #891 [Wildfire]. ...
[1923-05-29] Tue 29: ... Had successful launching of #891 Harding sch[ooner] Wild Fire [#891s Wildfire] at 7-30 p.m.
[1923-06-08] Fri 8: ... Stepped mainmast in #891 Wildfire. ...
[1923-06-15] Fri 15: ... Bending sail on 891 #891s Wildfire. ...
[1923-06-17] Sun 17: [Thermometer] 55 - 68 - 59 [degrees]. Very fine. Calm [in] a.m. SSW [wind in] p.m. Had [a] satisfactory trial of #891 Wildfire. About 8 knots under power. Sails set well.
[1923-06-20] Wed 20: [Thermometer] 60 - 88 - 78 [degrees]. Very hot day with little wind. Delivered Wild-Fire [#891s Wildfire] over to Mr. Harding in p.m. and she leaves for New London [to the Harvard-Yale Regatta on the Thames River] to return next week for finishing.
[1923-06-25] Mon 25: ... Wildfire [#891s] here for finishing. ...
[1923-06-29] Fri 29: ... Wildfire [#891s] left for Boston in p.m.
[1923-07-22] Sun 22: Fair NE smokey[?]. Left early in Helianthus [#378p] for Larchmont Races. Stop at Newport and [went] out in Wildfire [#891s] to look at [her] sails. ...
[1923-08-15] Wed 15: [No entry.] [As per the NYT of August 16, 1923, NGH sailed on #891s Wildfire on this first day of the N.Y.Y.C.'s annual cruise.]
" (Source: Herreshoff, Nathanael G. Diary, 1923. Manuscript (excerpts). Diary access courtesy of Halsey C. Herreshoff.)

"No. 891.
Dec[ember] 15, 1922.
Steel Schooner Yacht.
Frame spaces 20".
Deduct for plating 1/4".
Sheer heights given are to underside of rail and under side of deck.
Cabon sole is 6' 4" below under side of deck at side.
Mold made 7 1/2" in 20 feet.
... Note: Model has shrunk since frame offset were taken, which makes all half-breadths smaller and upper heights smaller, but lower heights larger." (Source: Herreshoff, N.G. [Penciled note in Offset Booklet HH.4.186.] Haffenreffer-Herreshoff Collection, MIT Museum, Cambridge, MA.)

"June 17, 1923
Power Trial of Schooner Yacht 'Wildfire' #891
length OA 62ft-0in, length LW[sic, i.e. WL] 61ft-4in, beam 13ft-0in, draft 3ft-8in
One 6 cyl. Speedway motor 5 3/4in x 7in
Propeller 2 bl[ade] folding 33in x 20in
Lower half mile course, wind very light northerly.
[Followed by tabulated trial run data with best speed being 9.5mph (= 8.26kn)]." (Source: Herreshoff, N. G. Handwritten note in Experiments Booklet '1911 Trial Trips and Experiments' under date of June 17, 1923. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum.)

"In 1923 Captain Nat designed the steel schooner 'Wildfire,' a sixty-eight footer, for C. L. Harding of Boston. She first came out with a gaff foresail, and I believe she would have been a very successful yacht if she had continued with that rig and experimented with the use of a vang to hold the foregaff from swinging to leeward. But she was handled in her first few years by helmsmen who had been successful with small light yachts. Upon not doing as well as they had expected they had her sail area increased and the rig changed to that of a staysail schooner, but it is probable that the increase in sail area and consequent increase in rating made her less apt to win. 'Wildfire,' in my opinion, was not as handsome as most of Captain Nat's previous yachts, but this was because he had been persuaded that the yachtsmen wanted short, full ends more like the so-called fisherman-type yachts, which were popular at that time. 'Wildfire' was the last steel schooner that Captain Nat designed --- in other words his ninth steel schooner --- but as two of his metal sloops, 'Colonia' and 'Resolute,' were changed to schooners, there were eleven altogether which raced in the larger classes.
Captain Nat was seventy-five years old when he designed 'Wildfire' and, as I have said before, the future of yachting did not look very bright in 1923." (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. 308.)

"The lead keel for a new steel cruising and racing schooner yacht for C. L. Harding of Boston was poured yesterday at the Herreshoff boat shops. Thirty tons of metal were used. The boat will be 95 feet overall with a 20-foot beam and will be equipped with oil-burning auxiliary engines." (Source: Anon. "Bristol and Vicinity." Bristol Phoenix, January 12, 1923, p. 2.)

"A carload of steel shell plating from Coatsville, Pa, arrived here yesterday consigned to the Herreshoff Manufacturing Company, to be used in the construction of a cruising schooner for C. L. Harding of Boston. The building of the yacht which has been held up temporarily since the keel was poured on Jan 11, owing to lack of material, will be resumed at once." (Source: Anon. "Bristol and Vicinity." Bristol Phoenix, January 30, 1923, p. 2.)

"... Wildfire is the name that has been chosen for the schooner built this Winter by Herreshoff for Charles L. Harding of the Eastern Yacht Club. Capt. Nat Herreshoff calls the schooner, to be launched next Tuesday [May 29, 1923], a racing auxiliary. Built of steel, the Wildfire is different from the Vagrant [#719s Vagrant II], in that she has less freeboard, and longer and finer ends. With a 68-foot water line, the Wildfire in size is between the Queen Mab [#698s ex-Vagrant] and the Vagrant class [#719s Vagrant II, #772s Mariette, #827s Ohonkara]. Like the Queen Mab, she will be rigged with a jib-headed mainsail, which means she will carry a very long mainmast. Though an auxiliary, the shaft and propeller can be removed very easily converting the schooner into a racer. ..." (Source: Anon. "Notes From The Week's Log." Boston Globe, May 27, 1923, p. 50.)

"... Wildfire, the new steel racing schooner for Charles L. Harding of Boston, was successfully launched at Herreschoff's at 7:25 last Tuesday evening [May 29, 1923]. The owner, Mrs Harding, and Boston friends witnessed the launching. Mrs Eliot Codman of Boston christened the yacht, breaking a bottle of champagne over the bow as the Wildfire started down the wavs. Five minutes later the schooner was tied up to the wharf ready for finishing. Her 'Marconi' mainmast and foremast were stepped Thursday. The schooner is 95 feet over all, 68 feet waterline, 20 feet beam and 12 feet draft. She is equipped with a 150-horse-power Speedway engine. Capt A. J. Scott of Deer Isle will be skipper of the yacht. Among the Boston friends of the owner at the launching were Mr and Mrs Robert Jordan, John Fairchild, Mr and Mrs J. P. Hartt, John Knowles, Mr and Mrs Lawrence Morgan, Oliver Turner, Percy D. Houghton, Miss Helen McLoud, Richard deB. Boardman and Vice Commodore Nathaniel F. Ayer of the Eastern Yacht Club. ..." (Source: Anon. "Notes From The Week's Log." Boston Globe, June 3, 1923, p. 71.)

"... The Herreshoff designed auxilary schoner Wildfire, built for Charles L. Harding of the Eastern Yacht Club, was commissioned last week at Bristol and taken to New London for the boat races. Although her owner did not intend to enter the yacht in the Vanderbilt Cup race around the Cape, she will be at Marblehead in time for the Eastern annual and Puritan Cup race. ..." (Source: Anon. "Notes From The Week's Log." Boston Globe, June 24, 1923, p. 71.)

"Marblehead, July 3. --- ... Charles L. Harding's Wildfire ... is a new craft, that made her first appearance at her home port, Marblehead, this afternoon, when she came around the point under power from Lawley's yard. She was built this spring by Herreshoff at Bristol, and is the first large schooner designed to the jib-headed mainsail rig.
Wildfire in size is between the Queen Mab [#698s ex-Vagrant I] and Vagrant [#719s], of lower freeboard for her length than either of the other two and therefore, has a much more racy appearance. Between 60 and 70 feet on the waterline, the Wildfire's pole mainmast is loftier than the mainmast of the 130-foot waterline schooner Enchantress.
Not only is her mainmast, that carries a jib-headed sail, tall and slender, but her pole foremast's height is in proportion, although it carries the regulation gaff mainsail and topsail with wide spreaders, well down on both masts, not even halfway to the mastheads, the Wildfire has a very racy look.
All yachtsmen are hoping that tomorrow will be fair, with a good breeze, so that the new Harding schooner can be tried out against the Vagrant [#719s], Queen Mab [#698s], Shawna and Irolita [#663s ex-Istalena]." (Source: Fowle, Leonard M. "Marblehead Greets C. L. Harding's Wildfire" Boston Globe, July 4, 1923, p. 7.)

"Block Island, R.I. Aug. 15. Sailing in a light breeze from the southwest the schooner Enchantress, owned by William Iselin, led a fleet of thirty-one racing yachts to this harbor today in the first squadron run of the New York Yacht Club's annual cruise. ...
When the racing yachts got out to the starting line all eyes were on the new Herreshoff schooner Wildfire, which is owned by Charles L. Harding of Boston and which was sailed today by 'Old Nat' himself. The towering Marconi main mast of the new boat seemed very high compared to the spars of the other schooners. It is 125 feet high from step to truck. The new schooner is a beautifully lined model and slipped along very fast through the smooth sea as the boats manoeuvred about the line. ..." (Source: Anon. "Enchantress Wins on N.Y.Y.C. Cruise." New York Times, August 16, 1923, p. 13.)

"77 FRANKLIN STREET BOSTON
August 24, 1923
Dear Mr. Hereshoff[sic];-
I noticed that you followed the 'Wildfire' quite closely in the recent races and I was anxious to see if you could offer some suggestions about handling her sails. However, the racing is over now so it is too late. I think we could have done better, especially the last day, with stiffer masts and this is one change which I will surely want to make for another year. We certainly were relieved to carry those spars across the finishing line, they were bucking so much that it was a puzzle how to keep the stays adjusted and we finally felt it necessary to take down the jib tops'l entirely. Her stays'l halyard jammed that day at the spreader so we could not set it and one of the mainstays also jumped out of the spreader. Fortunately, the other one held on, It was quite a breeze about all we wanted, but an awful lot of fun.
I believe, although I have had only a little experience, that the design of the hull could not be improved upon. I would like to put a longer traveler on both the fores'l and mains'l and I have in mind making the fores'l a little broader at the gaff; that is, lowering the peak a trifle. I doubt if we can keep battens in that mains'l without breaking them in a heavy wind. Do you think a little broader fores'l would alter the balance materially? In these later races we have had her balanced almost perfectly on any point of sailing. Taking it altogether, I am tremendously satisfied and pleased with the boat and the showing that we made, and only feel sorry not to have done better in the races for your sake, as this might prove more conclusively what a superior model she was.
There is one thing I am very desirous of getting and I have spoken of a number of times and trust work is progressing to provide me with two half models, one for each New York and Eastern Yacht Clubs. These, I am informed, are necessary before receiving any prizes and have been promised me several times.
Trusting I may hear from you with any suggestions, and also that these models will be forthcoming, I
Very truly yours,
[Charles L. Harding]. [With penciled note by NGH 'Ans. Aug. 26.]" (Source: Harding, Charles L. [Letter to N. G. Herreshoff.] Herreshoff Marine Museum Correspondence, Folder 20 (new), 136 (old). Access courtesy of Halsey C. Herreshoff. August 24, 1923.)

"Harding, Tilton & Co.
Dry Goods Commission Merchants.
77 Franklin St., Boston
50 Union Square, New York.
Land Title Bldg. Philadelphia.
Illinois Merchants Bank Bldg., Chicago.
Boston, August 28, 1923
Mr. N.G. Hereshoff [sic],
Bristol, R.I.
Dear Mr. Hereshoff;-
It is very kind of you to take the trouble to write me at length, which I have read with great interest. I apologize for not looking you up at Newport as I intended, but somehow the races followed so quickly after one another that I always seemed to be in a hurry.
The buckling of masts I believe is quite serious; enough so that it would be better to have them stiffened. This was most noticeable in the King's Cup Race, and in fact we finally took the jib tops'l down as it was the opinion the mast would not stand the strain. The buckling was forward on this mast, and was enough so that the head stay was made quite loose; also, we noticed that from similar reasons the main topmast back stay came down four or five inches so that the blocks were nearly together. This, in spite of the fact that the jib tops'l stay seemed quite slack. We had the queen stays'l up there but did not dare break it out on account of the mainmast, as this experience has shown that when this sail is set (or any stays'l) the mainmast gives signs of instability. This, in both cases is above the main shrouds. I admit we may not have the perfect adjustment of the stays on these masts, but how to get this for the varying sails and breeze is quite a puzzle. I really think stiffer masts would have held the sails all right and would have allowed us to carry more sail.
Your criticism of carrying our foretops'l clewed up, I agree with. I realize from the mistakes I can think of afterwards that I have a lot to learn to get the best possible speed out of the boat and probably more than I can attend to myself, anyway when I keep busy at the wheel, but believe me, it is a lot of fun learning.
In the King's Cup Race we had much more wind than I had ever had with this boat and admit it is pretty hard to go into a race without any knowledge whatever of what she will do in a breeze. I was very much pleased with her and feel if I could only sail this race over again we could take minutes off our time; at any rate, if the masts were more secure. I have not noticed any signs of weakening, but of course have not been aloft. All the bending was as I have said, near the top of the mast; in fact, mostly within six or eight feet.
I am very interested by your remarks about longer travelers on mainsail and foresail. We have been using a a tackle on the foreboom constantly but it is quite a nuisance to change it. We also used one on the mainsail in light weather and I believe with good effect, but of course this is hopeless in heavy weather.
I am also interested in your remarks about the peak to the foresail. We did not think the foregaff topsail pulled well on the wind, which was the reason that people on the boat advised clewing the topsail up on one or two occasions. This narrow foresail certainly did leave a good clear wind for our mainsail and I think the idea is correct but that possibly a little more effective foregaff topsail would he obtained with lowering the gaff a foot or two. I will be very interested to have a chance of talking these points over with you if you would be willing to do so and wonder if you are going to be in Bristol the next few weeks. The boat is in Newport now and I am going down over the week end. I might call you up some evening and arrange to motor up sometime when you are home.
Again allow me to thank you for your well directed advice and criticism and I hope you do not think I am unreasonable to try and learn all I can from you.
Yours very truly, [Charles L. Harding]." (Source: Harding, Charles L. [Letter to N. G. Herreshoff.] Herreshoff Marine Museum Correspondence, Folder 20 (new), 136 (old). Access courtesy of Halsey C. Herreshoff. August 28, 1923.)

"... Among the larger yachts the big feature of the season [of 1923] has been the schooner racing. Not since before the World War in the days of the Queen [#657s], Elena [#706s] and Ingomar [#590s] has there been such good sport among the two-stickers. In the Enchantress, Irolita [#663s ex-Istalena], Vagrant [#719s], Queen Mab [#698s ex-Vagrant I], Sonnica and Wildfire the yachtsmen have witnessed very cose and exciting racing. The new schooner Wildfire, this year's production of Herreshoff, owned by Charles L. Harding of the Eastern Yacht Club, has proved to be something of a sensation. She came to the New York Yacht Club cruise with a reputation of a very fast vessel to windward, and in her first big race, the Astor Cup for schooners, and on the port to port runs of the cruise, she could well sail against her most formidable rivals. Much of her success is due to her deck crew, headed by Richard deB. Boardman of Boston. ..." (Source: Anon. "Yachting Notes." Boston Globe, September 2, 1923, p. 47.)

"In many ways 1923 was one of the most remarkable seasons in the history of American yachting. For one thing, it brought about practically a complete recovery of the sport from the devastating influences of the World War years, which had put a great damper on yacht racing since the Summer of 1915. Not only was 1923 a great year for the small yachts, but, in addition, more of the large sloops, yawls and schooners were in commission than for nearly eight years. ...
Wildfire the 1923 Yacht. ... Honors of the big boat racing were divided between William E. Iselin's Enchantress, winner of the King's Cup, and Charles L. Harding's Wildfire, winner of the Astor Cup for schooners. This latter craft was the yacht of the year, the only large racing yacht built since the World War. Also she is the first schooner designed to a jib-headed mainsail rig. ..." (Source: Anon. "Yachts and Yachtsmen. Great Season of Racing in 1923" Boston Globe, December 39, 1923, p. 42.)

"Marblehead, May 31. --- ... Charles L. Harding's racing schooner Wildfire, the largest American yacht with the jib-headed mainsailrig, made her first appearance of the season here this morning. She came down from Lawley's yard, Neponset, late yesterday, anchoring off the Manchester shore for the night and coming over to the harbor this morning." (Source: Fowle, Leonard M. "Spry Dons New Sails Making Marblehead." Boston Globe, June 1, 1925, p. 9.)

"NEWPORT, R.I. June 27 --- While no one wished to say anything about it here tonight, five men of the crew of Charles L. Harding's crack racing schooner Wildfire of Boston, quit their jobs this afternoon and came ashore with their luggage almost on the eve of the first of the two special races to be held off this port under the auspices of the New York Yacht Club.
The result is that the Wildfire, which still has her same officers, will start in the race tomorrow, if she starts at all, with a makeshift crew which was being gathered together this evening.
The quitting of the Wildfire crew is shrouded with mystery. It is understood that it was desired to take the boat out for an hour's spin this afternoon and that the men of the crew objected to working on Sunday." (Source: Anon. "Five of Wildfire's Crew Quit The Job. Makeshift Force, Facing Special Race Today. Affair of Mystery. Men, It Is Said, Objected to Sunday Work." Boston Globe, June 28, 1926, p. 5.)

"... The outlook for schooner racing in 1927 is not as bright as was the prospect in the Winter of 1925-26, as recent sales probably have taken two craft out of the racing fleet. Wildfire, the last word in Herreshoff racing schooners, under the colors of her new owner is to have her sail spread cut down and revert to gaff rig ..." (Source: Anon. "Yachts and Yachtsmen." Boston Globe, December 26, 1926, p. B53.)

"... The Wildfire, which has been purchased by Ormsby M. Mitchell, who formerly raced in the [New York 30-footer class [as owner of #633s Carolita ex-Carlita], will probably get into some competition although Capt Mitchell has not raced large vessels before. ..." (Source: Anon. "Resolute-Vanitie To Resume Racing." Boston Globe, February 13, 1927, p. 21.)

"... John G. Alden reports the sale of the New York Yacht Club 50-footer Iroquois [#713s ] by H. L. Kimball of Providence to Charles L. Harding of Boston. The Iroquois will replace Mr Harding's racing schooner Wildfire [#891s] that he recently sold to a New York yachtsman. The Iroquois will be given a jibheaded mainsail rig similar to that used on Commodore George Nichols' 50-footer Carolina [#721s] last year, so as to race next season against the Barbara [#717s], Carolina, Spartan [#712s], and the 50-footer [#715s Ibis ex-Grayling] purchased last Fall by Clinton H. Crane. ..." (Source: Anon. "Yachts and Yachtsmen." Boston Globe, February 13, 1927, p. 50.)

"... The schooner Wildfire was the first of the two-masters to come out under the Marconi rig, racing very successfully in her first season, 1923. By last year all the racing schooners had the Marconi mainmast, not to mention some strange staysail arrangements between the masts. Styles have changed rapidly in the last few years among the racing yachts." (Source: Anon. "Notes of Yachts and Yachtsmen." New York Times, June 17, 1927, p. 20.)

"From New York comes the report that Horatio Hathaway of the Eastern Yacht Club, who has a Summer place at Northeast Harbor, has purchased the steel auxiliary schooner Wildfire, to replace his 66-foot auxiliary schooner Saona. The Wildfire, a Herreshoff production of 1923, was built for Charles L. Harding of the Eastern and New York Yacht Club for sport in Class D, and was raced under the Harding colors through the 1926 season. The schooner is 95ft overall, 68 ft waterline, 20ft 6in beam, and 12ft 9in draft. Mr Hathaway is to restore the gaff mainsail to the Wildfire, which when new was the first two sticker to be designed to carry a jib-headed mainsail, and use her for cruising." (Source: Anon. "Yachts and Yachtsmen." Boston Globe, February 5, 1928, p. B11.)

"... At Herreshoff's ... outside the sheds the racing schooner Wildfire, purchased last Fall by Horatio Hathaway of Boston, is waiting to have the foremast stepped. A change back to gaff-foresail from staysail rig necessitated unstepping, the foremast. ..." (Source: Anon. "Yachts and Yachtsmen." Boston Globe, May 13, 1928, p. B27.)

"The schooner yacht Wildfire, the first large racing schooner designed for the jib-head rig, has been sold through the office of John G. Alden by the estate of the late Horatio Hathaway [who had died April 2, 1934] of Boston to D. Spencer Berger of New Haven, owner of the 62-foot cruising-racing schooner Mandoo. Thus a famous Massachusetts Bay racing yacht passes to other waters.
The Wildfire, a 95-foot steel schooner, was the last racing yacht to be turned out from the board of Nathaniel G. Herreshoff, and she was built in 1923 for Charles L. Harding of Boston. Sailed by Mr Harding and Dick Boardman, the Wildfire was very successful in her early racing career. She was sold in 1929 to Horatio Hathaway, who reduced her rig and installed power, so that she is now an ideal cruising yacht. The Wildfire is now at Lawley's yard and it is not the present intention of her new owner to put her in commission until next Fall, as he plans an active season with Mandoo." (Source: Fowle Jr., Leonard M. "Recent Yacht Purchases." Boston Globe, February 3, 1935, p. A23.)

"New London. Aug. 30 [1935] --- The $75,000 schooner yacht 'Wildfire' was continuing a cruise today, apparently undamaged from a grounding at Horton's Point, near Greenport, L. I. With 17 persons on board, the 'Wildfire' went ashore yesterday afternoon at 4 o'clock and the Coast Guard patrol boats 'CG-135' and 'CG-833' from Base Four here pulled her free at 11 o'clock last night. The yacht is owned by Spencer Berger of New Haven." (Source: Anon. "Yacht Undamaged after Grounding." Hartford Daily Courant, August 31, 1935, p. 3.)

"... Herreshoff has started laying down the lines of a 52-foot waterline cruising-racing yawl [#1317s Mandoo II] from the design of John G. Alden for D. Spencer Berger of New Haven. The new craft which will be 72 feet overall will unquestionably be an entry in the coming Bermuda race in June as her owner has been an enthusiastic offshore racing man in schooner Mandoo for several seasons. Berger also owns the 92-foot schooner Wildfire [#891s] in which he is at present cruising in the West Indies. ..." (Source: Fowle, Leonard M. "Notes from Week's Log." Boston Globe, February 2, 1936, p. A25.)

"... The Fall yacht sales indicate an influx of noteworthy yachts to Marblehead's fleet next season. One example is the purchase by Harry E. Noyes of the schooner Wildfire from Spencer D. Berger of New Haven through the office of John G. Alden. Wildfire, Nat Herreshoff's last racing creation, was the first schooner built to sport the jib-head or 'Marconi' rig, and her new owner may use her for Carribean cruising this Winter." (Source: Fowle Jr., Leonard M. "Notes From The Week's Log." Boston Globe, October 11, 1936, p. A24.)

"... Harry E. Noyes has sold the big schooner Wildfire which he acquired last Fall to Frederick A. Flood of the Eastern Yacht Club, who returns to active yachting ownership after an absence of several years. Wildfire, the first racing two sticker built to carry the jib-headed rig, was one of the last racing creations of Nathaniel G. Herreshoff before his retirement. Originally built for Charles L. Harding of Boston, she had a distinguished racing career in the 1920s and should prove a fine addition to the Marblehead fleet ..." (Source: Fowle, Leonard M. "Notes from Week's Log." Boston Globe, April 18, 1937, p. B27.)

"... Recent arrivals to take up summer moorings in Marblehead are Frederick A. Flood's Wildfire ..." (Source: Fowle, Leonard M. "Fog Banks." Boston Globe, June 2, 1940, p. B27.)

"... The noted Eastern Y.C. schooner Wildfire has been sold from the Estate of Frederick Flood [of Brookline, MA who had died on September 5, 1944 and had been a partner in Boston's pioneer coffee merchant Chase & Sanborn] to Richard Lyman of Camden where she will be reconditioned. [Lyman was the owner of Camden Shipbuilding and Marine Railways Co.]..." (Source: Anon. [Title?] Yachting, Vol. 77, 1945, [p. 176?].)

"Wildfire [#891s], Gallant (ex-Mary Rose) [#954s], and other famous yachts for charter by the week during the summer of 1945.
Form your own group, or we will assist you in forming one. Because of the War, we cannot sell you boats, but you need not go 'landlubber' this summer.
For illustrated folder, write to:
Camden Cruises. Camden Shipbuilding & Marine Railway Co. Camden, Maine. New York Office Tel: Circle 5-8370." (Source: Camden Shipbuilding & Marine Railway Co. "Camden Cruises." Yachting, March 1945, p. 122.)

"The schooner Atrevida (ex-Wildfire) recently arrived in her new home port, Rio de Janiero, Brazil, 52 days out of New York, according to a cable received by the office of John G. Alden. Built in 1923 by Herreshoff for Charles L. Harding, the 95' over all yacht was purchased last winter through the Alden office by Commodore Jorge Mattos, of the Rio de Janiero Y.C., who made the trip home in her under sail." (Source: Anon. [Title?] Yachting, vol. 80, 1946, [p. 140?].)

"1923. ... The yards were busy. Herreshoff was building a class of 11 [#882s Shanendowa, #880s Josephine, #881s Miss Q., #883s Thistle, #884s Fantasy, #885s Viking I, #886s Alert, #887s Pixie, #888s How Come, #889s Althea, #890s Tobasco] of the 15-foot waterline combination keel and centerboard knockabouts for members of the Watch Hill Yacht Club, and putting the modern jib headed, so-called Marconi rig on them, and also had on the stocks the 98-foot steel schooner Wildfire [#891s] for Charles L. Harding of Boston, a 65-foot twin screw cruiser [#380p Esmonda] for Clarence Whitman of New York, and a class Q sloop [#892s Grayling] for J. P. Morgan. ..." (Source: Davis, Jeff. Yachting in Narragansett Bay. Providence, 1946, p. 17.)

"Herreshoff. The name is spoken in revered tones at yacht clubs around the globe, which is why it is so sad to hear that one of the renowned naval architect’s 104ft masterpieces Atrevida (formerly Wildfire), built in 1923, was sold as scrap in 2002. Luckily, instead of that being the end of the noble sailing yacht’s saga, with the story closing out as the yacht’s steel hull rusts completely through in places until there is nothing salvageable left, this is a story of rebirth. Designed at the peak of Nathaniel Herreshoff’s creative genius in 1922, the steel schooner --- originally called Project 891 --- stands out as one of the last great builds of the Herreshoff family. The boatyard was sold the year after its launch. Wildfire, as Project 891 was subsequently christened, commissioned by then New York Yacht Club commodore Charles Harding for $76,000. A princely sum for the then 95ft racing sailboat with its massive 20ft 6in beam and 12ft 9in draft, which was well repaid when the yacht went on to win the 1924 Schooner Cup and several other important regattas for Harding. The yacht changed hands twice more before being renamed Atrevida. First it was acquired in 1950 by Jorge Bhering de Matos who sailed the yacht to Brazil, then by Dirceu Fortouta, under whose ownership the yacht spent four-and-a-half decades entertaining the world’s elite out of Rio de Janeiro. Elvis Presley, Rita Hayworth, Henry Kissinger, and of course many presidents of Brazil all enjoyed the yacht’s impeccable craftsmanship while brokering large deals and discussing world politics.
Unfortunately, golden ages never last. The yacht’s history becomes a bit murky at this point, with a series of uninspired, even detrimental renovations. By 2002, the once-proud yacht, which had almost sunk due to the holes in its hull, was deemed scrap. Then along came Gilberto Miranda, who purchased the rusting beauty, hired Manoel Chaves as project manager and had Atrevida moved to MCP Yachts shipyard, where it would be under the team of Geraldo Tomazoni as production manager, Augusto Guerra as main parts designer, and Abe Rosemberg as overall supervisor.
The refit began to take on epic proportions as Miranda was determined to restore the yacht to her former glory. The Herreshoff Museum in Bristol, England [sic] was repeatedly consulted, as were engineers [sic] at MIT. Finally, in March 2004, with the original plans in hand, the work began. Without detracting from the boat’s historical significance, modern conveniences were discretely installed. These include air-conditioning, electronic navigation and computerized monitoring systems, bow and stern thrusters with wireless remote controls, remote-control sail hoisting, and a desalination system, to name a few. The necessary exterior antennas and such were placed near the top of the mast to keep their visual impact to a minimum. These 21st century enhancements are balanced by a laundry list of original specifications. For example, the original wooden bowsprit had been replaced with a steel model in intervening years. During the refit, it was replaced once again, this time with a mahogany beam per the original architectural drawings. Reclaimed mahogany from houses of a similar era and other sources was used throughout the yacht to give it a true period look and protect this valuable wood resource. Beveled glass and early 20th century-style curtains make the saloon and living spaces feel like stepping back in time. Crystal-fronted cabinets and capitone-covered settees follow Herreshoff’s imaginings.
Just over three years later, in August 2005, the fundamental English [sic] engineering and style as retold through fine Brazilian craftsmanship, allowing Atrevida to once again take her place on the international scene as the Grande Dame of the seas that she is." (Source: Anon ("SL"). Boat International USA, quoted at http://mcpyachts.com.br/reportagens/mcpyachts-atrevida.pdf, retrieved August 21, 2008.)

"... Wildfire was contract number 891 built by the Herreshoff Manufacturing Company of Bristol. The keel schooner carried an auxiliary engine and had a mixed Marconi rig - a single-piece mainmast with a triangular headed mainsail and a foremast with a small gaff boom-fore-sail. She was launched in the spring and immediately took part in the regatta season, winning the Astor Cup on 17th August, 1923. Harding assumed there would be a repeat performance the following year but, although she did cross the finishing line first on elapsed time, she was placed second behind Flying Cloud on corrected time. In 1925 and 1926, Wildfire continued to race in different regattas off the East Coast.
Charles L. Harding then sold her and she was acquired by Ormsby M. Mitchell, who resold her in 1929 to Horatio Hathaway. In 1935, the yacht passed into the ownership D. Spencer Shepherd[sic, i.e. Berger], from New Haven, and in 1937, was acquired by Frederick A. Flood, from Boston. During World War II, from 1942 to 1945, the schooner was requisitioned by the Coast Guards, as were so many others, and thereafter was entrusted to a broker from Camden, Maine.
In 1946 she became the property of a Brazilian industrialist, Jorge Behring of Oliviera Mattos, who was a member of the Rio Yacht Club founded in 1920 in the bay of Botafogo at the base of Sugar Loaf Mountain. A team of 13 crewed the yacht 6,000 miles from the United States to Brazil, via Bermuda, where the boat endured a terrifying storm before encountering the calm of the Sargasso Sea and had to end her voyage under power. Jorge renamed the boat after an 18th century Spanish caravel, La Atrevida, the title she still carries today, sailing under the Brazilian flag out of Rio.
In 1949, the schooner was put up for sale. On 3rd January, 1950, Dirceu 'Dirça' de Castro Fontoura, a Brazilian pharmaceutical industrialist, aged 36 became her owner. From then on until the death of Dirça in 1985, Atrevida became 'a boat kept for pleasure,' to quote her owner’s favorite expression. Aboard he cultivated a magnificent and impressive standard of hospitality and the list of the personalities that passed across her decks was truly an international Who's Who - Alexander Fleming and his wife in 1954, Rita Hayworth, Alain Delon, Henry Kissinger, Niki Lauda, Paul Anka, Giovanni Agnelli and leading lights of the Brazilian political world.
Over time, the yacht underwent various alterations - some good, some not. For example, a refit was carried out in 1977 at the Naval Arsenal at the island of Coras but a horrible plastic doghouse was added at the beginning of the 1980s and the wooden masts were replaced by aluminum in 1987. However, these changes did not affect or slow the constant socializing on this welcoming schooner.
After the death of Dirceu de Castro Fontoura, his children continued with the adventure along similar lines. Then, in 1999, they disposed of her for US$2.5 million to a Japanese company, the Marubeni Corporation, which thought it would be able to sell her in the United States at a handsome profit. But that didn't happen and the boat was neglected and went into such a steep decline that Marubeni considered breaking her up.
Finally, in 2002 a Brazilian businessman, Gilberto Miranda, rescued Atrevida and two years later, undertook a complete restoration. To prove that Brazil had the necessary expertise, he gave the work to the yard of MCP Yachts in Port Santos. ..." (Source: Taglang, Jacques. Mariette and the Herreshoff Schooners. Two vols. Eynesse, 2010, vol. I, p. 299-302.)

"N/A"

"[Item Transcription:] [Typewritten calculations marked in upper margin 'Mr. N.G.H.:] Estimate: Cost Of Schooner Like OHONKARA
OHONKARA (827) [#827s] cost [Material] 50415. [Labor] 51162.
MARIETTE (772) [#772s] cost Material 29567. [Labor] 22248.
Estimated that material at 1922 prices will cost 87 1/2% of that used in 1919-20 44100.
1922 Labor cost is 82% 41900.
O[ver]Head] @ 62 1/2%. 26200.
[Sum] 112200.
15% Profit. 16825.
[Sum] 129025.
Extra for refrig, plant and extra elec[tric] plant. Extra power allowance. 5000.
Say $135,000 for price plus tax.
Tax 13.500.
Total $148,500. [These calculations were probably made during the negotiations for the contract for #891s WILDFIRE]." (Source: Herreshoff Manufacturing Co.. (creator). Cost Estimate. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDED1_00290. Folder [no #]. 1922-09-11.)
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"[Item Description:] Penciled pantograph hull sections with pinpricks on verso of gothic font 'Herreshoff Manufacturing Company, Bristol, R.I.' stationery. Titled 'Study model [Model 0207] for 65ft rating Schooner [#891s WILDFIRE]. 75ft w.l. Scale 3/8. From finished model Nov[ember] 30, 1922. 107ft o.a. 75[ft] w.l. 22 1/2ft beam. 13ft 10in dr[aft]'. With calculations arriving at a displacement of 4420cuft [= 282880lbs] and a wetted surface of 1860sqft." (Source: Herreshoff, N.G. (creator). Pantograph Hull Sections. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE04_03550. Folder [no #]. 1922-11-30.)
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"[Item Description:] Penciled sailplan of a schooner with marconi mainsail and gaff foresail titled '66ft w.l. 95 o.a. [#891s WILDFIRE] Scale 1/8. Dec[ember] 5 1922'." (Source: Herreshoff Manufacturing Co. (creator). Penciled Sailplan. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0444. WRDT08, Folder 36, formerly MRDE09. 1922-12-05.)
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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:] Penciled pantograph hull sections with pinpricks on verso of gothic font 'Herreshoff Manufacturing Company, Bristol, R.I.' stationery. Titled 'WILDFIRE. No 891 [#891s]. 68ft w.l. 95ft overall. 20ft 3in beam. 12ft 7in draft. Dec[ember] 15, 1922. Scale 3/8in. Q.b.l. 62.75. From completed model.'. With calculations arriving at a displacement of 2890cuft [= 184960lbs] and a wetted surface of 1530sqft. On verso two additional sets of penciled pantograph hull sections, one titled '2nd model. 2nd trial. Dec[ember] 13, [1922]' with caclulations arriving at a displacement of 3050[cuft = 195200lbs], the other unmarked and with calculations arriving at a displacement of 3140[cuft = 200960lbs]." (Source: Herreshoff, N.G. (creator). Pantograph Hull Sections. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE04_03530. Folder [no #]. 1922-12-15.)
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"[Item Description:] Penciled pantograph lead sections titled 'No. 891. [#891s WILDFIRE]. 68[ft] l.w.l. Schooner. Dec[ember] 18 1922'. With calculations and note 'Required 71150lbs lead with c.g. at # 32 frame = 100cufeet. As drawn and calculated 985cuft = 70000lbs with c.g. at # 31.68 frame = 52.8ft aft of zero'." (Source: Herreshoff, N.G. (creator). Pantograph Lead Sections. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE04_08070. Folder [no #]. 1922-12-18.)
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"[Item Description:] Specifications for #891s WILDFIRE. Undated, ca. December 23, 1922, the date when WILDFIRE's contract was recorded in HMCo's Construction Record." (Source: Herreshoff Manufacturing Co. (creator). Specifications. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_29360. Subject Files, Folder 23. No date (ca1922-12-13).)
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"[Item Description:] Penciled table titled 'Pulley block test loads for #891 [WILDFIRE]. Jan[uary] 1923 and showing test loads [in tons?] for nine different types of blocks in eight different sizes. On verso of envelope from Habirshaw Electric Cable Company to NGH in Bristol postmarked May 31, 1921 with further penciled notes and sketch." (Source: Herreshoff, N.G. (creator). Penciled Table. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE06_01210. Folder [no #]. 1923-01.)
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"[Item Description:] HMCo Plan 74-75. Blueprint detail plan titled 'Quick Working Shackles for Blocks Hal & Double Sheets. Job 1-336. Mentioned vessels include: #711s, #712s, #713s, #714s, #715s, #716s, #717s, #720s, #721s, #773s, #774s, #775s, #776s, #777s, #778s, #779s, #780s, #781s, #782s, #783s, #804s, #891s, #955s, and #983s." (Source: Herreshoff Manufacturing Co. (Newman, H.F.) (creator). Blueprint. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Acc. 2004.0001.0184. WRDT08, Folder 17, formerly MRDE06. 1923-03-12.)
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"[Item Description:] Penciled dimensioned spar plan sketch on recto of envelope from P.I. Box 1446, Providence, R.I. to NGH titled "Spars for HELIANTHUS [#378p] Job[?]. N.G.H. May 2, 1923'. On verso a list of measuring data including 'OA 94.69', 'P 104.13', 'B 54.54', 'SA 6190[sqft]', and 'Displ. 3135cuft' next to [the measurer's address' 'E. [Everts] Burtner, 15 Audubon Park, Lynn, Mass. EYC [Eastern Yacht Club]'. (These are possibly dimensions for #891s WILDFIRE although her displacement appears to be wrong.)" (Source: Herreshoff, N.G. (creator). Penciled Sketch. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE02_06110. Folder [no #]. 1923-05-02.)
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"[Item Description:] Herreshoff Manufacturing Company, Inc. Tentative Financial Statements for the Period from January 1, 1923 to June 27, 1923. Tentative Comparative Balance sheet as at June 27, 1923 and December 31, 1922. Tentative Statement of Profit and Loss for the Period of January 1, 1923 to June 27, 1923. Including detailed profitabilty statements for several contracts including #380p ESMONDA (C. Whitman), Watch Hill 15s (#880s JOSEPHINE, #881s MISS Q., #882s SHANENDOWA, #883s THISTLE, #884s FANTASY, #885s VIKING I, #886s ALERT, #887s PIXIE, #888s HOW COME, #889s ALTHEA, and #890s TOBASCO), #891s WILDFIRE (C.L. Harding), #892s GRAYLING, 12 1/2-footers #893s COMET Jr. and #894s WREN" (Source: Lybrand, Ross Bros. & Montgomery Accountants (creator). Financial Statement. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_50550. Subject Files, Folder [no #], formerly 124?. 1923-07-02.)
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"[Item Description:] Your last letter was duly re[ceive]d and read with much interest. Congratulations to you on the big success of the new schooner [#891s WILDFIRE] & the boats in the Bermuda race [#778s MEMORY ex-BLACK DUCK]. I expect we are licked again over in the Solent. It seems a hard thing to accomplish. This going over into another man's back yard and beating him at at any game in which natural elements have a hand. Winds & tides over there are more to be looked into than Long Island Sound conditions as a rule and there is no denying but what the English sailors of small boats & their craft are fully our equals. I presume that you have heard from Wirth about this business job in Penna[?]. He did want another outing at Bristol very much but he seems very conscientious about his work and having this opportunity offered by his school instructor wherein he could get way ahead in his study besides being paid for it, was not to be thrown aside. Larry Huntington and myself are alone here in the matter of boating. About once a week we manage to have a sail & talk over yachting affairs. I had several friends in the Bermuda races who have kindly written & sent photos which has been very pleasant. Miss Uilth[?] is keeping house and with a new vacuum[?] cream[?] freezer[?] which she is only too willing to use, we are standing the summer very well. Said[?] SUNSET ashore yesterday to look at the Marblehead paint. With the exception of a few barnacles under the forefoot & around the rudder post she was very clean, having been painted last early in April. I also have three of my samples with not quite as long exposure, perfectly clean, one of the white. Over forty years ago I got it into my head that white was the better tho most boat owners would prefer a light green. Fortunately we had a break in the long spell of thunder showers. I cannot collect such conditions in all the years I've been here. not as hot as you Northerners have had it but very tiresome. Fine easterly weather now and i should be off in SUNSET but am putting in a new modern bath up at the Barnacle etc. besides which have no one to go with me except Larry occasionally & he is busy as can be over his greve[?] & other matters. Finally, have gotten the 30ft proa going, gave the boys a half day lesson in sailing here and they are doing well & express themselves delighted. Planning for another now. With best wishes to all ..." (Source: Munroe, R.M. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_41920. Correspondence, Folder 87, formerly 121. 1923-08-09.)
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"[Item Transcription:] I noticed that you followed the 'WILDFIRE' [#891s] quite closely in the recent races and I was anxious to see if you could offer some suggestions about handling her sails. However, the racing is over now so it is too late. I think we could have done better, especially the last day, with stiffer masts and this is one change which I will surely want to make for another year. We certainly were relieved to carry those spars across the finishing line, they were bucking so much that it was a puzzle how to keep the stays adjusted and we finally felt it necessary to take down the jib tops'l entirely. Her stays'l halyard jammed that day at the spreader so we could not set it and one of the mainstays also jumped out of the spreader. Fortunately, the other one held on, It was quite a breeze about all we wanted, but an awful lot of fun.
I believe, although I have had only a little experience, that the design of the hull could not be improved upon. I would like to put a longer traveler on both the fores'l and mains'l and I have in mind making the fores'l a little broader at the gaff; that is, lowering the peak a trifle. I doubt if we can keep battens in that mains'l without breaking them in a heavy wind. Do you think a little broader fores'l would alter the balance materially? In these later races we have had her balanced almost perfectly on any point of sailing. Taking it altogether, I am tremendously satisfied and pleased with the boat and the showing that we made, and only feel sorry not to have done better in the races for your sake, as this might prove more conclusively what a superior model she was.
There is one thing I am very desirous of getting and I have spoken of a number of times and trust work is progressing to provide me with two half models, one for each New York and Eastern Yacht Clubs. These, I am informed, are necessary before receiving any prizes and have been promised me several times.
Trusting I may hear from you with any suggestions, and also that these models will be forthcoming, ... [With penciled note by NGH 'Ans. Aug. 26.]" (Source: Harding, Charles L. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_05680. Correspondence, Folder 20, formerly 136. 1923-08-24.)
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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:] Harding, Tilton & Co.
Dry Goods Commission Merchants.
77 Franklin St., Boston
50 Union Square, New York.
Land Title Bldg. Philadelphia.
Illinois Merchants Bank Bldg., Chicago.
Boston, August 28, 1923
Mr. N.G. Hereshoff [sic],
Bristol, R.I.
Dear Mr. Hereshoff;-
It is very kind of you to take the trouble to write me at length, which I have read with great interest. I apologize for not looking you up at Newport as I intended, but somehow the races followed so quickly after one another that I always seemed to be in a hurry.
The buckling of masts [of #891s WILDFIRE] I believe is quite serious; enough so that it would be better to have them stiffened. This was most noticeable in the King's Cup Race, and in fact we finally took the jib tops'l down as it was the opinion the mast would not stand the strain. The buckling was forward on this mast, and was enough so that the head stay was made quite loose; also, we noticed that from similar reasons the main topmast back stay came down four or five inches so that the blocks were nearly together. This, in spite of the fact that the jib tops'l stay seemed quite slack. We had the queen stays'l up there but did not dare break it out on account of the mainmast, as this experience has shown that when this sail is set (or any stays'l) the mainmast gives signs of instability. This, in both cases is above the main shrouds. I admit we may not have the perfect adjustment of the stays on these masts, but how to get this for the varying sails and breeze is quite a puzzle. I really think stiffer masts would have held the sails all right and would have allowed us to carry more sail.
Your criticism of carrying our foretops'l clewed up, I agree with. I realize from the mistakes I can think of afterwards that I have a lot to learn to get the best possible speed out of the boat and probably more than I can attend to myself, anyway when I keep busy at the wheel, but believe me, it is a lot of fun learning.
In the King's Cup Race we had much more wind than I had ever had with this boat and admit it is pretty hard to go into a race without any knowledge whatever of what she will do in a breeze. I was very much pleased with her and feel if I could only sail this race over again we could take minutes off our time; at any rate, if the masts were more secure. I have not noticed any signs of weakening, but of course have not been aloft. All the bending was as I have said, near the top of the mast; in fact, mostly within six or eight feet.
I am very interested by your remarks about longer travelers on mainsail and foresail. We have been using a a tackle on the foreboom constantly but it is quite a nuisance to change it. We also used one on the mainsail in light weather and I believe with good effect, but of course this is hopeless in heavy weather.
I am also interested in your remarks about the peak to the foresail. We did not think the foregaff topsail pulled well on the wind, which was the reason that people on the boat advised clewing the topsail up on one or two occasions. This narrow foresail certainly did leave a good clear wind for our mainsail and I think the idea is correct but that possibly a little more effective foregaff topsail would he obtained with lowering the gaff a foot or two. I will be very interested to have a chance of talking these points over with you if you would be willing to do so and wonder if you are going to be in Bristol the next few weeks. The boat is in Newport now and I am going down over the week end. I might call you up some evening and arrange to motor up sometime when you are home.
Again allow me to thank you for your well directed advice and criticism and I hope you do not think I am unreasonable to try and learn all I can from you.
Yours very truly, [Charles L. Harding]." (Source: Harding, Charles L. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_05650. Correspondence, Folder 20, formerly 136. 1923-08-28.)
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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 Description:] #663s IROLITA ex-ISTALENA feedback re changed rig; comparison with #698s QUEEN MAB ex-VAGRANT I and #891s WILDFIRE during recent races." (Source: Clark, E.W. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_05700. Correspondence, Folder 20, formerly 136. 1924-06-26.)
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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:
§52: #891s WILDFIRE Trial Run best speed 9.5mph [= 8.26kn] (1923-06-17)." (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.)
① ② ③ ④ ⑤ ⑥ ⑦ ⑧ ⑨ ⑩ ⑪ ⑫ ⑬ ⑭ ⑮ ⑯ ⑰ ⑱ ⑲ ⑳ ㉑ ㉒ ㉓ ㉔ ㉕ ㉖ ㉗ ㉘ ㉙ ㉚ ㉛ ㉜ ㉝ ㉞ ㉟ ㊱ ㊲ ㊳ ㊴ ㊵ ㊶ ㊷ ㊸ ㊹ ㊺ ㊻ ㊼ ㊽ ㊾ ㊿
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"[Item Description:] Penciled table titled 'Comparative Elements to study 70 footer Design. Fall of 1926' showing data for LOA, LWL, WBL, Beam, Breadth, Draft, Freeeboard, Displacement, Wetted Surface and Sail Area for '1st VAGRANT [#698s]. Enlarged as 12 to 15 = 120%', 'Study model [Model 1322 ?] of Fall 1922. 68ft w.l. Enlarged', 'WILDFIRE [#891s] Enlarged [with added figures in red pencil marked 'immersed 3in deep']', 'Model of 1911 for a 55ft rating enlarged as 12 to 16 = 125%', 'NYYC 50s [#711s Class] Enlarged 140%', 'RESOLUTE [#725s] Reduced to 93.3%', 'WINSOME Class (Original) [#664s NY57 Class]', and 'NYYC 30s [#626s NY30 Class] Inc[reased] l to 233%. Increased b & d to 220%'." (Source: Herreshoff, N.G. (creator). Penciled Table. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE06_00070. Folder [no #]. Fall of 1926.)
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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 Transcription:] [Handwritten letter:] [Handwritten (in ink) letter on [A. Sidney DeW Herreshoff, Bristol, Rhode island' stationery:] Your letter of Apr. 10th came a few days ago. Time flies so fast that I didn't realize how long it was since I had written you.
Mr. Tod's boat the THISTLE [#1078s] looks very well. They finished laying the deck last week and are now putting on the fittings. The bowsprit is in place, and they made a good job of the work around the stem head. The strut and stuffing box are being fitted. The rudder is nearly finished. The machinery and tanks are being installed. The mainmast is out on the dock with the spreaders and most of the rigging on it, and the other spars are all finished. The new windlass is similar to the one used on the WILDFIRE [#891s] which I believe was originally designed for the 70 footers. All moving parts except the rope drums and ends of the hand crank shaft are enclosed in a bronze casing. The main drive gear extends down through the deck and meshes with a sliding pinion which can be shifted in or out from on deck. The pinion is driven from the motor through an oil tight [p. 2] worm reduction gear. The above deck part of the windlass was completed today and the below deck part is about 80% finished.
Mr. Morgan's boat [#384p SHUTTLE] was launched today and will probably have a trial before the end of the week. Mr. Sheppey's boat [#1074s SHEERNESS] ought to be ready to deliver early in May.
John Nixon started to work on the place yesterday. I think the Spring is neither early nor late this year. The BUBBLE [#285p] was put overboard Apr. 4th and we have already had two Sunday trips.
I find my new car very easy to drive and can go long distances without getting tired. One Sunday afternoon I took a 133 mi ride between dinner and supper. The trip included Fall River, New Bedford, the Cape Cod canal, Plymouth, Biddleborough, Assonet, and Home. April first, I took an all day trip of 184 mi up to the to of Mt. Wachusett, which is about 18 mi north of Worcester. The view from there was certainly worth the trip.
The work on the [Mount Hope] bridge is coming along very fast now.
I am glad you expect to go to Bermuda. The passage on the new motor ship BERMUDA ought to be very interesting.
Sincerely yours, ... " (Source: Herreshoff, Sidney. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_06430. Correspondence, Folder 23, formerly 207. 1928-04-17.)
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"[Item Description:] Handwritten notebook titled on outer cover 'Droughting Room. Blue Prints Record' providing a list of drawings with information in columns titled 'Issued To', 'For Job', 'Date', 'Date Returned', '[Date] Destroyed', and 'Remarks'. Vessels mentioned are #1266s BELISARIUS, #1267 FROSTFISH, #395p Owner Launch for St.Y. VIKING, #1265s NITRAMON, #1204s SILVERHEELS, #1233s RAINBOW, #1276s PRIM, #1275s MITENA, #907s PLEASURE, #931s NASSAU, #711s VENTURA, #900s IRIS, #982s WATER LILY, #891s WILDFIRE, #1147s WEETAMOE, #954s MARY ROSE, #880s JOSEPHINE, #788s MANATEE, #1146s ENTERPRISE, #1212s TRONDA, #1282s 12 1/2 for H. V. Reed, #1302s Amphicraft for N. F. Ayer, #1304s Amphicraft for Charles A. Welch, #1286s 12 1/2 for Mr. Maitland Alexander, #1311s Amphicraft for Dr. Seth M. Milliken, #1313s Dinghy for #663s RAMALLAH ex-ISTALENA, #1314s HMCo Yard Skiff, #408s PELICAN, #1315s BRENDA, #396p Power Tender for FONTINALIS, #397p Power Tender for FONTINALIS, #329p CAROLA, #1318s Sailing Dinghy for Henry S. Morgan; #1316s NOVA, #1319s Tech Dinghy, #1317s MANDOO II, #405p Surfboat, #1379s Fish Class for H. M. Lautmann (MERRY HELL), #1385s TINKER TOO, and #1384s AVANTI. 23 pages were used. Undated, the dates range from October 1934 to September 1936." (Source: Herreshoff Manufacturing Co. (creator). Notebook. MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.106. Box HAFH.6.3B, Folder Blue Print Record Book. No date (1934-10 to 1936-09).)
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Note: This list of archival documents contains in an unedited form any and all which mention #891s Wildfire 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.
• Herreshoff Manufacturing Company. "Specifications for A Steel Schooner-Rigged Yacht Intended For Racing and Cruising and With Auxiliary Power." Herreshoff Marine Museum, Correspondence Folder 23 (new). Access courtesy of Halsey C. Herreshoff. No place [Bristol], no date [ca December 1922]. (3,424 kB)
  Document is copyrighted: Yes. Copyright holder: Herreshoff Marine Museum. Detailed vessel specifications for #891s Wildfire. Marked in ink 'Mr. N.G. Herreshoff.'

• Wildfire (MIT Museum-made index card)
• Wildfire (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: Wildfire
Type: Schooner
Length: 67'
Owner: Harding, C. L.

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

• Wildfire
• 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: Wildfire
Type: 68' aux. schooner
Owner: C. L. Harding
Year: 1923
Row No.: 759

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

Month: Dec.
Day: 13
Year: 1922
E/P/S: S
No.: 0891
Name: Wildfire
LW: 68'
Rig: Schooner
K: y
Ballast: Lead
Amount: 76,000.00
Notes Constr. Record: 1923 delivery.
Last Name: Harding
First Name: C. 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.

"Was extensively restored between 2004 and 2007." (Source: van der Linde, Claas. November 18, 2009.)

"Ownership summary:
Charles L. Harding; 1922 - 1926; Marblehead, MA;
Ormsby M. Mitchell; 1927 - 1928; NYYC
Horatio Hathaway; 1928 - 1934; Marblehead, MA
D. Spencer Berger; 1935 - 1936; New Haven, NY
Harry E. Noyes; 1936 - 1937; Marblehead, MA
Frederick A. Flood; 1937 - 1944; Marblehead, MA (reported to have been requisitioned by U.S. Coast Guard between 1942 and 1945)
Richard V.R. Lyman; 1945 - 1946; Camden, ME
Jorge Bhering de Mattos; 1946 - 1948; Rio de Janeiro-RJ
Dirceu 'Dirça' de Castro Fontoura; 1948 - 1986; Rio de Janeiro-RJ;
Auro de Moura Andrade Filho (son-in-law of Dirceu Fontoura); 1986 - 2098; Santos-SP;
Marubeni Corporation (Japanese Company based in the U.S.A.); 1999-2002
BRAEMP LTDA.; 2002 -; Ilhabela-SP" (Source: van der Linde, Claas. March 24, 2017.)

"[Was loaned by her owner to the U.S. Coast guard and performed submarine search duty as a Coast Guard Coastal Picket Patrol in 1942 with the registration number CGR-2538.]" (Source: Wilbur, John. Private Email Communication with Evelyn Ansel, Curator Herreshoff Marine Museum, January 2022.)

"Built in 167 days (contract to launch; equivalent to $455/day, 1108 lbs displacement/day)." (Source: van der Linde, Claas. January 16, 2024.)

"Sail area 5660sq ft from pencilled note on plan 96-146." (Source: van der Linde, Claas. June 2, 2014.)

"[Displacement at 69.2ft w.l. and 20.25ft beam = 185000lbs = 2900cuft.]" (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.