HMCo #1232s Amaryllis II

"[1933-07-15] Sat 15: ... A catamaran [#1232s Amaryllis II] has been ordered by Griswold for Mr. [blank, i.e. K.T. Keller] of Detroit and one to be also built at shops for trial, which Sidney will design.
[1933-08-04] Fri 4: ... To shop in a.m. to see catamaran [#1232s Amaryllis II] building.
[1933-08-07] Mon 7: ... Visit shop in p.m. to see catamaran [#1232s Amaryllis II] building.
[1933-09-08] Fri 8: [Thermometer] 74 - 61 - 68 [degrees]. Very fine. Fog & calm early, l[igh]t to fresh SSW [wind] later & hazy stay[?]. The new catamaran [#1232s Amaryllis II] building was launched today. W[ei]g[h]t without spars about 2700 lbs. Appears to sit a little deep [in the water]. ...
[1933-09-09] Sat 9: [Thermometer] 80 - 68 - 73 [degrees]. H[eav]y L[ightning] & T[hunder] & shower last night. Nearly calm & overcast. [In] p.m. very fine & mod[erate] W wind. Sidney & Clarence tried the new catamaran [#1232s Amaryllis II], quite fise[?] pretty[?] in jour[?]. ...
[1933-09-10] Sun 10: [Thermometer] 72 - 65 - 65 [degrees]. 69 [degrees this morning. Calm early, then increasing. W to NW [wind] and strong during the day. Fair & generally clear except [during a] rain squall at noon. Sid[ney], Ber [Clarence], Harley[?] T[?] & Chs. Nystrom tried [the] catamaran [#1232s Amaryllis II] with 3 reefs in a.m. A short trial with all sail in p.m.
[1933-09-13] Wed 13: [Thermometer] 70 - 55 - 66 [degrees]. Very fine & clear. Cool & nearly calm a.m. Mod[erate] SW [wind in] p.m. ... Sidney out trying catamaran [#1232s Amaryllis] in p.m. Having Carl Haff[enreffer] & 2 Rudder [Magazine] men.
[1933-09-18] Mon 18: [Thermometer] 71 - 62 - 64 [degrees]. Very fine & clear. Mod[erate] to strong W to NE [wind]. Sidney & others again tring the catamaran [#1232s Amaryllis]. ...
[1933-09-20] Wed 20: [Thermometer] 70 - 60 - 66 [degrees]. SSW [wind], l[igh]t to fresh. Falling barom[eter]. A few l[igh]t showers. Sid off in catamaran [#1232s Amaryllis] with our guests. Then hauled out for shipment. ...
[1933-09-29] Fri 29: ... Sidney & Tom Brightman left for Detroit yesterday [in] p.m. to set up & try catamaran Amaryllis II [#1232s].
[1933-10-08] Sun 8: ... Sidney arrived home at 2:45 p.m. from his trip to Detroit & Chicago [to deliver and set up #1232s Amaryllis II]." (Source: Herreshoff, Nathanael G. Diary, 1933. Manuscript (excerpts). Diary access courtesy of Halsey C. Herreshoff.)

"September 22, 1933. {1933/09/22} Dear Father: I was very glad to get your letter and think it must have passed in the mail a letter I wrote to Ann. ... I was also interested to hear about the trials of the catamaran and was sorry to be unable to get down to see them. I hope Mr. Brightman or somebody took some photographs. You say they are putting one of the small speed indicators on her bottom. While these instruments are interesting to show whether the speed is increasing or decreasing I think they have very little to do with the actual speed of the boat for I have had some experience with them and larger ones." (Source: Mystic Seaport Museum, L. Francis Herreshoff Collection, Box 17, Folder 9: Letter from L. F. Herreshoff to N. G. Herreshoff.)

"Reminiscences of A. Griswold Herreshoff. ... My enthusiasm for catamarans led to another interesting project in 1933. I was at Chrysler Corp. and persuaded K.T. Keller of Chrysler to order from the Herreshoff Manufacturing Company a new replica of the original catamaran, AMARYLLIS, built 60 years before that time. My brother Sidney made the drawings and supervised construction of the boat. He and Tom Brightman hauled AMARYLLIS on a trailer to Grosse Point in September 1933 where we sailed her on Lake St. Clair for several years with great pleasure. ..." (Source: Herreshoff Marine Museum Chronicle, Spring 1985, p. 2.)

"Mr. Sidney Herreshoff and Mr. Thomas P. Brightman left here yesterday for Detroit, where they will set up and test the racing catamaran recently constructed at the Herreshoff Mfg. Co., along the lines of the original catamaran built by N G Herreshoff some years ago. The craft itself has been shipped from this town and is expected to arrive in Detroit at about the same time as Messrs Herreshoff and Brightman.
The catamaran is purely a racing machine and is designed much like the ice boats which used to furnish so much entertainment in Bristol during the winter months. It has been ordered by a syndicate of men in Detroit and if the trial tests are successful it is believed that an order will be placed for possibly a large class of them. Because of its peculiar construction the catamaran is capable of a speed in excess of twenty miles an hour in smooth water. Considerable skill is needed in sailing them as once the windward hull lifts clear of the water it is no easy task to keep the craft right side up. This is the first time in many years that a really serious effort has been made to duplicate this design of a double hulled racing machine model and it will meet it is hoped this with success." (Source: Anon. "Herreshoff Mfg. Co. Revives Old Type of Racing Craft." Bristol Phoenix, July 29, 1933, p. 2.)

"1933. ... The Herreshoff Company built a catamaran, the first since about 1880, and shipped her to Detroit where the owners endeavored to start a class of them without success. ..." (Source: Davis, Jeff. Yachting in Narragansett Bay. Providence, 1946, p. 61.)

"Herreshoff Catamaran. The Herreshoff Manufacturing Company of Bristol, Rhode Island, built this catamaran in 1933. It was designed by A. S. Herreshoff, who based it on a catamaran designed in 1876 by his father, Nathaniel Herreshoff. Thirty-three feet long and weighing thirty-five hundred pounds, the Amaryllis, as it was called, has cedar-planked hulls connected to the cockpit and the backbone structure by sixteen universal joints. This arrangement allowed the hulls to pitch independently while still keeping them parallel and upright. Each hull has a centerboard, rudder, and seven watertight compartments. The top of the mast, not shown in the photograph, was thirty-five feet above the water; stainless steel rigging originally supported nine hundred square feet of sail. Once timed at slightly over nineteen miles per hour, the Amaryllis was described as 'probably the fastest sailboat in the world.'
K. T. Keller, an executive of the Chyrsler Corporation, and a group of his friends were the original owners of the Amaryllis. In 1938 the 'Amaryllis Racing Syndicate' --- whose members included Keller, Walter Chrysler, Edsel Ford, and A. G. Herreshoff, the brother of the boat's designer and a Chrysler executive --- donated the Amaryllis to the Henry Ford Museum. The racing syndicate made the presentation so that 'the knowledge and engineering skill shown in the design and construction of this unique high speed sailing craft' would be preserved and 'future development... fostered'. " (Source: Bryan, Ford R. "Henry's Attic: Some Fascinating Gifts to Henry Ford and His Museum." Detroit, 1995, p. 181.)

"HERRESHOFF CATAMARANS --- AMARYLLIS
AMARYLLIS II, a 1933 near replica of the revolutionary 33 ft. catamaran AMARYLLIS designed by Nathanael G. Herreshoff in 1876, has been placed on display at the Herreshoff Marine Museum under a loan from the Henry Ford Museum in Dearborn, Michigan.
Soon after her construction at the Shop, the original AMARYLLIS was sailed by Captain Nat 200 miles from Bristol to New York in the remarkable time of 14 hours. There he entered her in the Centennial Regatta and beat all comers with this radical sailing machine. The utter shock to the other contestants sailing much larger boats led to disqualification of the AMARYLLIS and the barring of catamarans from all conventional yacht races ever since that time!
In a magazine article about his catamarans written by Captain Nat in 1877, he tells of lying in wait off Poppasquash Point for the RICHARD BORDON, the fastest Narragansett Bay steamer, pouncing on her, and passing her with great ease in TARANTELLA, a successor to AMARYLLIS. Reading this reminded Clarence Herreshoff of a yarn about another time when his father chased a steamer on Long Island Sound in AMARYLLIS. This bears on the unpleasant tendancy of catamarans to bury the bow of the lee hull when pressed hard under sail. Just as AMARYLLIS was about to pass, a gust of wind caused her to dip her bow deep into a sea. Her momentum was such that she planed under the water until the hulls temporarily disappeared and the crew were almost entirely immersed. The AMARYLLIS then stopped moving and the buoyant force of the water pushed her upward. Due to the steep trim angle, her rise to the surface caused her to back-up. Once above the water, AMARYLLIS quickly accelerated forward again. This near accident evoked a great cheer from the steamer passengers who misinterpreted it as a spectacular stunt.
Long after the original AMARYLLIS had become legend, A. Griswold Herreshoff persuaded K. T. Keller, President of the Chrysler Corporation, to order a near replica from the Herreshoff Manufacturing Company. Thus, AMARYLLIS II was constructed in 1933 under the supervision of A. Sidney DeW. Herreshoff who sailed her to a speed of 19.8 knots during her trials.
After several years of noteworthy sailing on Lake St. Clair, the AMARYLLIS II was retired to be displayed at the Henry Ford Museum in Dearborn, Michigan. As in the case of SPRITE, the Dearborn museum has now graciously consented to have the catamaran displayed at the Herreshoff Marine Museum. Late in March of this year, Halsey C. Herreshoff and Carlton J. Pinheiro journeyed to Dearborn to return AMARYLLIS II to within a few feet of her birthplace. This exhibit will serve as a vivid display of the catamaran chapter of the Herreshoff story." (Source: Pinheiro, Carlton J. "Herreshoff Catamarans --- Amaryllis" In: Herreshoff Marine Museum Chonicle, Spring 1980, p. 1-2.)

"The catamaran Amaryllis II was sponsored by a Lake Michigan syndicate (headed by K. T. Keller of Chrysler Motors) to be a near-replica of the first boat of that name, designed and built by NGH back in 1876, when ... he briefly headed his own catamaran-building business. The new boat, however, carried a sliding gunter rather than a gaff mainsail, and the sail was crosscut instead of having its panels parallel with the leech. It was hoped that this new boat would be the first of many twin-hulled sisters, priced within reach of the average yachtsman. Whether a profit on building additional boats was out of the question at the $4,000 price, or whether there turned out to be no market at any price, is unclear. But no more were ever built.
Like her predecessor, Amaryllis II proved her speed by setting what was then (in 1933) claimed to be a new record of 19.8 m.p.h. She is now in the collection of the Herreshoff Marine Museum on loan from the Henry Ford Museum. ..." (Source: Bray, Maynard and Carlton Pinheiro. Herreshoff of Bristol. Brooklin, Maine, 1989, p. 186.)

"[Item Description:] Penciled construction detail plan on smudged and creased paper, untitled, showing truss rods for Herreshoff articulating-hull catamarans. Undated (filed with other plans from April 1877 for #187704es TARANTELLA and having a similar appearance). With note '1 for #1232' indicating the the truss rods for #1232s AMARYLLIS II were also built from this plan in 1933." (Source: Herreshoff, N.G. (creator). Penciled Detail Plan. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item WRDT03_00180. Folder [no #]. No date (1877-04 with addition in 1933).)
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"[Item Transcription:] [Penciled weight estimate:] 'Hull 830[lbs] each. AMARYLLIS II [#1232].
Complete without spars 2740
[minus] 1660
[equals] 1080
Mast 213
Main boom 146
Yard 45
Estimate for sails, rigging & equipment 150
[Total] 3344[lbs]
Estimate for a boat of lighter wood and other refinements
Hulls 1550
Car & crossedtions[?] 950
Mast, hollow wood[?] 125
boom, hollow wood[?] 55
jibclub, hollow wood[?] 60
yard , hollow wood[?] 45
sails, hollow wood[?] 75
Rigging, hollow wood[?] 25
Equipm[ent], hollow wood[?] 50
[Total] 2935[lbs]. Undated, AMARYLLIS II was built in July and August 1933" (Source: Herreshoff, N.G. (?) (creator). Penciled Calculations. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDED1_00150. Folder [no #]. No date (1933-08 ??).)
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"[Item Description:] Penciled construction detail plan on brown paper titled 'Amidships joint. Catamarans nos. 2 [#187703es JOHN GILPIN (No 2)] - 3 [#187705es TEASER (No 3)] - 4 [#187701es ARION (No 4)] - 5 [#187704es TARANTELLA (No 5)] in 1877 - 6 [#187801es DUPLEX (No 6)] - 7 [#187805es ZARIFA (No 7)] - Hunkers[?] in 1878 - 8 [#187903es LODOLA (No 8)] [in] 1879'. (Undated, filed with other plans from 1877 for TARANTELLA, but style and condition of this plan plus reference to modern ball joint pattern 12252 from August 1933 indicate that NGH created this plan in 1933 for #1232s AMARYLLIS 2)." (Source: Herreshoff, N.G. (creator). Penciled Detail Plan. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item WRDT03_00200. Folder [no #]. No date (1933-08 ?).)
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"[Item Description:] Blueprint general arrangement plan of a sliding gunter-rigged catamaran with sailplan, section and plan view. Untitled, this is #1232 AMARYLLIS II. Marked in right margin 'Present Rig Heads Up too Much. Proposed by N.G.H.' and in upper margin 'Reaching Jib Set Flying on Present Jib Halyards'. Undated, AMARYLLIS II was tried in Bristol in September of 1933." (Source: Herreshoff, N.G. (creator). Blueprint. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item WRDT06_00710. Folder [no #]. No date (1933-09 ?).)
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"[Item Description:] Blueprint general arrangement plan of a sliding gunter-rigged catamaran with sailplan, section and plan view. Untitled, this is #1232 AMARYLLIS II. Penned in is a smaller rig as was later put on AMARYLLIS II. Undated, AMARYLLIS II was tried in Bristol in September of 1933." (Source: Herreshoff, N.G. (creator). Blueprint. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item WRDT06_00720. Folder [no #]. No date (1933-09 ?).)
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"[Item Transcription:] [Western Union Telegram:] New catamaran [#1232s AMARYLLIS II] complete and now being tested here has shown remarkable speed. Maximum estimated at close to twenty miles. Will be out every day on trial trips until Monday. Would be delighted to have you see and handle this boat if you will call or wire time of arrival. Craft being shipped to Detroit owners Tuesday.
C W Haffenreffer Herreshoff Co." (Source: Haffenreffer, C.W. (Herreshoff Manufacturing Co.). Telegram to Morgan, Junius S. Herreshoff Marine Museum Collection Acc. 98.29. Correspondence, Folder 33, formerly 176, 182. 1933-09-11.)
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"[Item Transcription:] [Copy of Western Union Telegram:] Thanks telegram. Sorry shall not have opportunity to try boat [#1232s AMARYLLIS II].
J.S. Morgan." (Source: Morgan, Junius S. Telegram to Haffenreffer, C.W. (Herreshoff Manufacturing Co.). Herreshoff Marine Museum Collection Acc. 98.30. Correspondence, Folder 33, formerly 176, 182. 1933-09-12.)
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"[Item Transcription:] [Typewritten, signed letter on 'Herreshoff Manufacturing Company, Bristol, Rhode Island' stationery:] We regret that you were not able to come to Bristol to see our new baby [#1232s AMARYLLIS II] perform, as she has been doing startling things since she was launched September 9th. Although unofficial, her speed has been estimated at well over twenty miles an hour at times and has averaged for great distances some sixteen or seventeen miles. I am enclosing herewith several photographs taken of the craft under way, which I think might prove of interest to you. The boat is to be shipped to Detroit Tuesday [September 19, 1933], where she has been purchased by a Syndicate of owners headed by some of the Chrysler Motor people for use on Lake Sainte Claire. We are contemplating developing this craft further, as we feel that the speed as shown will prove a great selling point for the coming Summer. With kindest personal regards, I am
Yours very truly," (Source: Haffenreffer, C.W. (Herreshoff Manufacturing Co.). Letter to Morgan, Junius S. Herreshoff Marine Museum Collection Acc. 98.31. Correspondence, Folder 33, formerly 176, 182. 1933-09-15.)
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"[Item Transcription:] [Unsigned carbon copy of a letter:] I wish to acknowledge with thanks your letter of the 15th with the pictures of the new ship [#1232s AMARYLLIS II]. I am indeed sorry it was not possible for me to get to Bristol and try a sail before she had to be shipped to Detroit. The photographs are most Interesting and I am glad to have them.
Sincerely yours, ..." (Source: Morgan, Junius S. Letter to Haffenreffer, C.W. Herreshoff Manufacturing Co. Herreshoff Marine Museum Collection Acc. 98.32. Correspondence, Folder 33, formerly 176, 182. 1933-09-18.)
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"[Item Description:] Penciled diagram titled 'Catamaran[?]. Sept[ember 19, 1933' showing 'Meter[?] on the y-axis (from 0 to 20) and 'actual' on the x-axis (from 0 to 20). Plotted data results in two slightly diverging lines from the lower left corner origin to the upper right corner. [Note that catamaran #1232s Amaryllis II had been launched 11 days earlier and was being tested until the days after this diagram had been made. NGH may have been calibrating the boat's Kenyon speedometer)." (Source: Herreshoff, N.G. (creator). Diagram. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE13_00450. Folder [no #]. 1933-09-19.)
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"[Item Description:] Newspaper clipping by Montagu Worthley titled 'Shows Unexpected Speed. Old Salts All Wrong On Speed. Captain Nat Herreshoff Builds Boat That Sails Faster Than Trusted Formula Admits Is Possible' about #1232s AMARYLLIS II. (Note: Penciled date in upper margin should be September 26, 1933, not 1932)." (Source: New York Evening Post (creator). Newspaper Clipping. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE14_01090. Folder [no #]. 1933-09-26.)
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"[Item Description:] re catamaran #1232s AMARYLLIS II" (Source: Shaw, F.B. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_05840. Correspondence, Folder 20, formerly 136. 1933-10-20.)
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"[Item Description:] HMCo 1933 status report, scarcity of work which only recently picked up, improvement in Walkers Cove sheds, new contract for #1233s RAINBOW, catamaran #1232s AMARYLLIS II, no bidding for government contracts in anticipation of further America's Cup work" (Source: Haffenreffer, C.W. Correspondence (voting proxy) to Herreshoff Manufacturing Co. Stockholders. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_51720. Subject Files, Folder [no #]. 1934-02-22.)
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"[Item Description:] Requests copy of #1232s AMARYLLIS plans" (Source: Moore, Boude C. Letter to N.G. Herreshoff. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MR_44090. Correspondence, Folder 96, formerly 83. 1934-12-08.)
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"[Item Transcription:] [Typed signed letter:] 'Dear Sir: We acknowledge your letter of May 9th and are pleased to advise as follows:
Between the years 1879 and about 1885 My Father built six or seven catamarans, varying in length from 25 to 30 feet. He used to say that their top speed was about 20 statute miles per hour [=17.38kn]. This was of course, with the wind on the quarter in a strong breeze, and, smooth sea. He used to tell storys [sic] about racing the Fall River Line Steamer while running down the bay between Fall River and Newport, in a strong Northwest breeze. He said the catamaran could easily beat the steamer in the comparatively shoal water of upper Mt. Hope Bay; but as they reached deeper water the steamer would gradually work ahead during the interval between puffs of wind. My Father has often said that he had greater pleasure in sailing these boats than any other kind of craft.
In the Summer of 1933 we built a near replica [#1232s AMARYLLIS] of his last catamaran [#187903es LODOLA] for Mr. Keller of the Chrysler Company. She was fitted with a Kenyon Speedometer, and in our trials at Bristol, the highest speed indicated on this instrument was about 19-3/4 Statute miles per hour. This craft was used for several seasons on Lake St. Clair and is now in the Ford Museum at Detroit. The hulls are 33 ft. long, 28 in. wide and 16 ft. apart. Her original sail area was 900 Sq.Ft. later cut down to 750. She weighed about 3000 lbs.
The displacement of RELIANCE [#605s] was approximately 175 tons.
I trust we have given you the desired information.
Very truly yours, ...'" (Source: Herreshoff, A. Sidney deW. Letter to Cookin, S.R. MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.048. Box HAFH.6.2B, Folder Catamaran. 1941-05-16.)
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"[Item Transcription:] [Typewritten note:] 'Observations on Trials of the Catamaran 'SEASPIDER' [#1519s]
These trials have proven that there are no bad effects resulting from the system of holding the hulls rigidly in line with each other instead of allowing them to pitch individually as on the earlier catamarans. The design of the connecting structure has so far proven capable of holding the hulls rigidly in line without any apparent strain on any of its parts, and this structure is no heavier than that used on the earlier boats. I am quite convinced that the performance of this craft in a seaway is better than that of the 'AMMERILLIS' [sic, i.e. #1232s AMARYLLIS].
The form of the hulls, imbodying [sic] the triangular sections, which lends itself so well to plywood construction, seems to be entirely satisfactory as far as performance is concerned.
When on the wind, there seems to be more leeway than I had expected, indicating that centerboards might be necessary for best results. I am afraid the sharp pointed keels will be rather vulnerable to grounding on a rough bottom and they should be reinforced by heavy metal sheathing where they are likely to take the ground. A centerboard boat would have a heavier more rounded keel which would be able to take more abuse.
On the first trip the side trusses proved inadequate to prevent buckeling [sic] of the mast; this was corrected by increasing the length of the spreaders from 12in to 18in and fitting turnbuckles to get proper tension in the wires. It was also found necessary to fit halyard winches in order to make the sails set properly. Everything else about the rig has proven very satisfactory. The swiveling mast seems to accomplish its purpose of streamlining the leading edge of the mainsail but perhaps it is a refinement that is unnecessary. It is a little annoying to have it slat back and forth while laying at a mooring and while hoisting sail.
Apparently the sail area is about right for the prevailing summer southwest winds in the bay. Unfortunately, this time of the year it is either blowing a gale or is calm, so we have not had a good trial under whole said [sic] conditions. The position of the center of effort seems correct; however, she is not sensitive to quite a change in this position. We found that it was possible to sail her with the unreefed mainsail alone. It was hard to get her started but as soon as she had steerage way she was under perfect control, and only carried a moderate weather helm. Like the 'AMMERILLIS' [sic] she is very slow in stays, under some conditions, loosing all headway when coming about; but on account of the jib sheet arrangement she is still under control.
Possibly larger rudders might help to bring her about a little quicker.
It is necessary for the crew to be able to go nearly the whole length of the boats. The excessive slope of the decks makes this rather difficult. This could be made safer by having a life line from end to end, and attached to the shroud about three feet above deck, fitting toe rails about one third way in from the outer edge, and using anti-skid paint on the decks. I am not sure whether the advantages gained by sloping the hulls are important enough to outweigh the advantage of a level deck.
I have thought out another design embodying a semi-rigid attachment of the hulls. Probably there would be little improvement in this design as far as performance is concerned; but it has certain simplifications that should reduce the cost some, and the design will make it easier for the crew to move about over the whole structure. The features of this design can best be understood from a drawing.
On a trial November 29th [1944], with one on board and all sail set, it was found that, with the sails trimmed flat, the mast still buckled dangerously between the spreaders and the stay attachment. Probably the best way to correct this will be to glue strips of wood each side of the mast along this region. Under this light condition, the boat seemed to be quite tender, and the excessive leeway was particularly noticeable. It may be advisable to carry some ballast in the hulls. This will increase her stability and by setting the hulls deeper in the water, will partly overcome the tendency to slide off. I remember my Father saying that his catamarans were improved by putting ballast in the after part of the hulls.' [Note: N. G. Herreshoff did not ballast his catamarans. He did indeed put a man on the stern of the windward hull, but only to prevent this hull from dipping its bow into the water. This was not done to increase stability nor to improve pointing ability, as A. S. deW Herreshoff incorrectly assumes.]" (Source: Herreshoff, A. Sidney deW. (creator). Notes. MIT Museum, Hart Nautical Collections, Haffenreffer-Herreshoff Collection Item HH.6.048. Box HAFH.6.2B, Folder Catamaran. 1944-11-30.)
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"[Item Description:] Spreadsheet listing original contracts (from 1923 to 1940) by HMCo in the collection of HMM (apparently from the gift of Everett Pearson). Listed boats are: #380p, #381p, #388p, #389p, #391p, #392p, #393p, #395p, #886s, #933s, #934s, #954s, #955s, #962s, #983s, #999s, #1002s, #1017s, #1054s, #1055s, #1057s, #1074s, #1078s, #1122s, #1125s, #1130s, #1131s, #1147s, #1152s, #1153s, #1154s, #1156s, #1157s, #1164s, #1170s, #1173s, #1174s, #1175s, #1175s, #1176s, #1177s, #1179s, #1180s, #1191s, #1192s, #1193s, #1195s, #1196s, #1198s, #1199s, #1200s, #1201s, #1202s, #1203s, #1206s, #1207s, #1208s, #1209s, #1210s, #1211s, #1212s, #1213s, #1214s, #1215s, #1216s, #1217s, #1218s, #1219s, #1220s, #1222s, #1224s, #1236s, #1226s, #1227s, #1228s, #1230s, #1232s, #1234s, #1237s, #1238s, #1240s, #1241s, #1243s, #1244s, #1245s, #1246s, #1247s, #1248s, #1249s, #1250s, #1251s, #1252s, #1253s, #1254s, #1255s, #1256s, #1257s, #1258s, #1259s, #1260s, #1261s, #1262s, #1263s, #1264s, #1265s, #1274s, #1275s, #1277s, #1279s, #1280s, #1281s, #1282s, #1283s, #1284s, #1285s, #1286s, #1287s, #1302s, #1303s, #1315s, #1508s." (Source: Rickson, Norene (creator). Table. Herreshoff Marine Museum Collection Item LIB_4220. HMM Library Rare Books Room (HMCo Contracts), Folder [no #]. No date (2010s ?).)
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"[Item Description:] Penciled technical drawing of what appears to be a ball joint. Untitled, one note ('Rubber buffers'), undated. (On first sight this appears to be related to the ball joints and sockets of #1232s AMARYLLIS II, but her plans do not appear to show this detail)." (Source: Herreshoff, N.G. (creator). Penciled Technical Drawing. Halsey C. Herreshoff Collection at the Herreshoff Marine Museum Item MRDE11_01630. Folder [no #]. No date.)
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Note: This list of archival documents contains in an unedited form any and all which mention #1232s Amaryllis II even if just in a cursory way. Permission to digitize, transcribe and display is gratefully acknowledged.

• Herreshoff Manufacturing Company. [Contract for #1232s Amaryllis II, catamaran.] Herreshoff Marine Museum Collection. Bristol, RI, August 3, 1933. (1,088 kB)
  Document is copyrighted: Yes. Copyright holder: Herreshoff Marine Museum. Original building/sales contract. Vessel description, scantlings, payment terms, delivery date.
• van der Linde, Claas. Amaryllis II. Bristol, RI, 1933. (5,686 kB)
  Document is copyrighted: Yes, used with permission. Copyright holder: Claas van der Linde. A summary of information on Amaryllis II, including dimensions, scantlings, and an annotated pictorial history of her construction and trials in 1933.

• Amaryllis II (MIT Museum-made index card)
• Amaryllis II (MIT Museum-made index card)
• Note: The vessel index cards comprise two sets of a total of some 3200 cards about vessels built by HMCo, with dimensions and information regarding drawings, later or former vessel names, and owners. They were compiled from HMCo's early days until 1920 and added to in later decades, apparently by Hart Nautical curator William A. Baker and his successors. While HMCo seems to have used only one set of index cards, all sorted by name and, where no name was available, by number, later users at MIT apparently divided them into two sets of cards, one sorted by vessel name, the other by vessel number and greatly expanded the number of cards. Original HMCo cards are usually lined and almost always punched with a hole at bottom center while later cards usually have no hole, are unlined, and often carry substantially less information. All cards are held by the Francis Russell Hart Nautical Collections of the MIT Museum in Cambridge, Mass.

Month: Aug.
Day: 08
Year: 1933
E/P/S: S
No.: 1232
Name: Amaryllis
Notes Constr. Record: Catamaran. (Cost plus not to exceed $4,000 as annotated in Amount field.)
Last Name: Keller Syndicate
First Name: K. T.

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.

"Built in 55 days (contract to launch; equivalent to $73/day)." (Source: van der Linde, Claas. January 16, 2024.)

"Acquired in 1995 by the Herreshoff Marine Museum from the Henry Ford Museum." (Source: van der Linde, Claas. March 8, 2012.)

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