140 



FOREST AND STREAM. 



[Marge 5, 1891. 



YARROW'S WATER-TUBE BOILER. 



THE CORINTHIAN SWEEPSTAKES. 



WE have received from Mr. Ohas. Stewarh Davidson, acting 

 secretary of the. s>iilingr cnraiDittee of the Corinthian Y. C. 

 of New York, tht^ following minures of a meertng nf the sailing 

 committpe at which the mailer of the aweepslakea race sailed last 

 August was fi»;ally decided. The dispute over the measurements 

 of Minerva and Gossoon gives conclusive evidence, if any more 

 he needed, of the necessity for one uniform system of meafiure- 

 menr and classiiication for all the large clubs, and also the meas- 

 urement of every yacht pi ior to starting in a rac^. in the present 

 case the rules of the Corintiiian, New York and Eastern Y". C, all 

 of which were to a certain extent involved, d)iler from each other 

 in some minor details, though nommally the same. The minutes 

 of the meetinK are as follows: 



At an aojourned meeiiug of the sailing committee of the Corin- 

 thian Y. O. of New York, held pursuant to notice on Feb. 9, at 50 

 Wall street. New York city. I-'resent: In the chair, Mr. E. R. 

 Clarke, Measurer, Mr. Wm. Gardner and Mr. Charles Stewart 

 Davison (aciirig secretary). 



The meeting being called to order, the chairman, Mr. Clarke, 

 states that the husiness of the meeting is the matter of the sweep- 

 stakes for 40-foocers held on Aug. 11, 1,S90, at Newport, E. I., end 

 the awarding of prizes th* rein, and that the long delay in calling 

 the committee totrether for final action has heen due to his own 

 protracted at d serious illness and to his subsequent abiseuce in 

 Bermuda durine convalescence. 



On motion of Mr. Gardner, t he (1) original circular, (2) instruc- 

 tions for the race and (3) copy sailing regulations of the Corinthian 

 Y. C. of New York are read. 



Upon like motion the (4) schedule of the official times of the 

 hoats as taken at tne race by the committee is also read. 



Mr. Clarke further states that a question in relation to meas- 

 urements was raised by Gossoon shortly after the race, in relation 

 to which ne calls the committee's attention to the fact that imme- 

 diately upon the termination of the race and the return to the 

 harbor at Newport, upon its appearing that the race had heen 

 very dose between Gossoon ana Minerva the entire commit- 

 tee visited Minerva and Gossoon for the purpose of obtaining 

 from them their official measurements (the boats having started 

 under approximate measurements furnished to tho committee 

 verbally prior to the start by those in charge subject to produc- 

 tion of official figures later). 



Mr. ClaiKe stater) that on the committee's visiting Minerva 

 those in charge of the boat s'ated that sbe had been recently 

 measured by and haa sailed on the preceding Friday (Aug. 8) 

 under the measurement of Mr. John Hyslop, measurer of the 

 New York Y. C , and that they would have the certificate found 

 and handed to the comndttee. That immediately thereafter on 

 visiting Gossoon and stating to Mr. Adams that the race had been 

 very close between Gossoon and M nerva and that the committee's 

 decision would not tie rendered until official measurements were 

 handed in, Mr. Adams stated that Gossoon also bad been meae- 

 tu-ed very recently by Mr. Hj slop and had also sailed under that 

 meaauremtnt on theprei edmg Friday in the New'iork Y. C. race, 

 and that he thought that tbat would be a fair measurement for 

 her for all parties to take for the race, and asued if that would be 

 satisfactory. Thereupon the committee agreed to accept Mr. Hy- 

 slop's measurement lor both boats, and so notified Mr, Adams 

 and those on board the Minerva. 



During the course of the afternoon the certificate of Minerva's 

 measurement by Mr. Hyslop was handed to the committee. 



Mr. Clarke furthtr states that on Aug. 31 he received a letter 

 from Mr. Burgess, Measurer of the Eastern Yacht Club, inclosing 

 Mr. hlyslop's measurement of Gossoon above referred to. 



Mr. Clarke further states, tuatin the letter handing him this 

 certificate Mr. Burgess stated that Messrs. Adams, owners of Gos- 

 soon, woti'-d doubtless object to Mr. Hyslop's measurement for 

 either of the boats being taken if it was intended to figure the 

 lime to decimal fractions of a foot, and that he had replied that 

 it bad been tne rule of the O. Y. C. in all races to figure to the 

 decimal fraction. 



Mr. Clarke also stated, in relation to Mariquita, that during the 

 race a mt-mbor of tbe committee, on this boat's rounding the first 

 mark (a, C. Y. C. flag on a pole and raft;, called attention to the 

 fact that the mam boom had toucntd the pole; and also called at- 

 tention to tne fact that a protest against Mariquita for such foul- 

 ing was made oy a competitor at tiie termination of the race. 



Mr. Olarlse fuithei stales that Minerva bad been subsequently 

 re-measmed by himself and found within ''loo of a fool (corrected 

 sailing length) of Mr. Hyslop's measuremem, which would make. 

 !•'*], Id feeconds difiCerente over a 25 mile course. 



He also stated he had baa considerable correspondence with Mr, 

 Burgess in relation to the measmem^nt of Gossoon. That Goh- 

 soon, having gone to Eastern waters immediately after tbe race, 

 having carried away one or more spars and shipped others in their 

 place, naving tnen gone, further East upon a cruise, and it not 

 being practicable for him to bij in Boston for the purpose of meas- 

 nvixg her until quite late in the season, at which time the boat 

 was found wholly stripped, he with Mr, Burgess's assistance, had 

 then made various nibaauiements of the boat and her spars, lying 

 on the ad.iacent dock, but tnat it had been impossible for him to 

 arrive at any deflnife or absolute figures as having been her sciumI 

 measurement at the time of the race, Messrs. Gardner and 

 Davison each stated their rer-ollection of Mr. Adams's expressed 

 desire at the termination of the sweepstakes race that i he mrasure- 

 mentB used for the New l^ork Y. O. race on the Friday, Aug. 8, 

 preceding the sweepstakes Aug. 11, slinuld be accepted by all 

 parties, and of the acquies' ence of Minerva therein. 



Mr. Gardner stattd tuat he thougnr in view ot the uncertainty 

 that would atiachto the adoption oi any otner meBSUrernents the 

 only fair method of disposing of the question would be to award 

 the prizes on the measurementa at quiesced in at the time by all 

 parties. 



Mr. Uavison moved that the certificates of measurement by Mr. 

 John Hyslop handed the committee by Mr. Carroll and Mr. 

 Adams respectively for Minerva and Gossoon and produced here 

 by Mr. Clarke be acotpteo as the true tailing meastu-ements on 

 that day of those Doaty* respectively. 



Mr. GardnF-r seconded the motion. The motion being put by 

 the chairman was carried. 



Mr. Davison then moved that Mariquita be disqualified for 

 having fouled the fiist mark in rounding. The motion was 

 seconded by Mr. Gardner. Tiie motion being put by the ohair- 

 man was carried. 



Mr. Gardnei' then called for tk© computation of tbe corrected 

 time biased oa the elapsed time and the time aljowapoes as ggUNd 

 aD9B tiie re8F«ctlv« eae^Qiemente of tbe Tiurioug boats. 



Mr. Clarke produced the figures, which being exammed and 

 verified by the committee were found to be as follows: 



AHow- 



Finish. Elapsed, ances. 

 3 31 42 ■ " 

 3 14 08 

 ;5 16 13 

 3 14 43 

 3 31 12 



Start. 

 11 ."ig 01 

 U 57 04 

 11 57 17 



11 57 24 



12 01 55 



11 57 m 



12 01 20 



3 32 41 

 3 17 04 

 3 18 55 

 3 17 18 



. 3 19 17 



Withdrew disabled. 

 3 32 56 3 31 36 



1 3H 



0 tiU 



1 03 

 3 46 



Cor- 

 rected. 

 3 80 31 

 3 15 35 

 3 18 m 

 3 IfH 15 

 3 15 81 



2 38 3 29 00 



Length. 



Choctaw 47.20 



Gossoon 47.84 



liiris 49. GO 



*Mariquita...48.18 

 Minerva. ... ..46.14 



Moccasin 



Ventura 47.00 



*Di5qualifl-d. 



Mr. Davison then called the attention of the commitlee to the 

 fact thRt the order of the boats as shown bv the above figures 

 was: Minerva first, Gos«on second, Mariquita third (disqualified), 

 Liris fourth. Ventura fifth, Choctaw sixth, Moccasin disatUed, 

 and moved that the first prizg be awarded to Minerva, the second 

 prize to Go.ssoon and the third prize to Liris on account of Mari- 

 quita's disqualification. Mr. Gardner seconded the motion. The 

 motion being put by the chair was csrried. 



The chairman states that the prizes, to be awarded in silver 

 plate, are as follows: 



Number of starters— seven, at $100 each $700. 00 



Number of entries that paid forfeit— one (Toma- 

 hawk), at $25 25.0(J 



Total amount of sweepstakes 



Whereof 10 per cent, to expenses. . 



Leaving for the three prizes .-■ • 



Under the conditions of the race the value of the 



first prize is 60 per cent ?435.00 



Of the second prize, 18per cent 130.50 



Of the third prize, 12 per cent 87.00-8652.50 



The chairman then suggested that Mr. Davison be requested to 

 consult tbe Whiting Manufacturing Company, the silversmiths 

 who had heretofore furnished the prizes to the club, with a view 

 to naving sketches made for the above prizes, ar d that he submit 

 the same to the respective owners, and if their approval be ob- 

 tained forward the same to the secretary of the club to cause them 

 to be made. Agreed to. 



There being no other business before tbe meeting, on motion the 

 meeting adjourned. Chas. Stkwabt Uavison, Acting Sec'y. 



YARROW'S WATER-TUBE BOILER. 



THE accompanying illustrations show a type of water- tube boiler 

 which has lately been introduced by Messrs. Yarrow & Co , 

 of Poplar, for use in the torpedo boats built by this firm. The par- 

 ticular boiler represented in our illustration has been placed m a 

 second torpedo boat, which is one of a number that the firm has 

 latelv constructed for the Argentine Government. 



Although this form of boiler has only recently been brought for- 

 ward by Mf ssrs. Yarrow, it can hardly be described as new; for 

 the design has been worked out for some time past, and is the re- 

 sult of a large number of trials and experiments which have ex- 

 tended over the last ten years or more. It is now about that time 

 since Mr. Yarrow patented a water tube boiler which we believe 

 was fairly successful in working, and it is two years or more since 

 we were shown a smaller boiler practically identical in form with 

 that which we now illustrate, but which possesses certain addi- 

 tional features that have since been proved by practical experience 

 to be necessary. . 



Tbe arrangement and general design are fairly well shown by 

 our illustration. There is a horizontal upper chamber or receiver 

 and two lower chambers, each of the latter occupying the .«pace 

 at the sides of the fire grate. The receiver is connected to the 

 lower ehamhers bv numerous straight lengths of pipe, compoai'd 

 of weldless steel tube. The parts of the chambers into which 

 these tubes are inserted are flattened so that several rows of the 

 tubes are possible. The tubes are expanded into the chambers in 

 the ordinary way. Each chamber is made in two parts, which are 

 flanged out and joined by nuts and bolts, a copper wire serving as 

 packing to make a steam-tight .ioint. The water gauge glasses 

 and other fitting.? are attached to the upper cylinder. The whole 

 is inclosed by a smoke jacket, and the products of combustioB pa.ss 

 upward among the tubes to the uptake on the top of the boiler. 

 In the boiler fitted to trie second-class boat to which reference has 

 been made, the length of tbe cylinders is about6ft., and the diam- 

 eter of the top receiver is 20in. The tubes are galvanized, and we 

 understand Messrs. Yarrow & Co. have made arrangements 

 whereby the whole of the boiler can he galvanized complete. 



When running, the water level is kept half way up the receiver, 

 and the top of the tubes is therefore always below the water level. 

 In connection with this point the question of circulation— the 

 crucial point in design of all water-tuhe boilers— will arise, and In 

 regard to this point the lof^g continued experiments of Messrs. 

 Yarrow have brought some curious facts to light. As first de- 

 signed this water-tube boiler had certain exterior pipes which 

 were intended to aid the c irciilati"U by allowing the cooler water 

 in them to fall, while the hotter water and st^am in thetutaes sub- 

 ,iect to the heat of the furnace flowed uiiward, inamanner already 

 familiar. The boiler from which our illustration has been taken 

 has these exterior pipes. It has been found, however, by recent 

 experiments that the exterior pipes are unnecessary, a sufficient 

 circulation being obtained by the difference in heat to which the 

 rows of pipes respectively near to, and furthest removed from, the 

 radiant heat of the furnace are subjected, and the consequent dif- 

 ference in specific gravity of the contents of the pipes or tubes. 

 The fact is interpsling, as showing the greater simplicity in design 

 which can often be obtained in engineering structures by further 



Another important point which will strike the engineer ac- 

 quainted with the history of past water-tube boilers is that which 

 depends on unequal expansion and contraction. Tbe tubes being 

 straight, if one expands under the influence of heat more than the 

 rest, a compressive stress will be put upon the tube, while the 

 colder length of pipe wiU be subject to a ten,sile stre.ss. This, it 

 would be thought, should lead to a loosi ningof the joints and con- 

 sequent leakage. It is unreasonable to expect any boiler to work 

 without stress of some kind, and the question arises whether the 

 structure is sufficiently strong to resist the stresses to which allu- 

 eion has been made. The recent experience with certain boilers of 

 the more ordinary type fitted in some of Her Ma jpsty's vessels, 

 would lead to misgiving on tWe point; but Is doubtful how far the 

 oompreesion »nd tanslon of tubes, due to uneijual temperature, 

 (!»«&ee tube eitds to loftk la ihcU boileva. At ksy rp^t«, the b«il«r 



tinder notice stands on a different footing, and the experience of 

 Messrs. Yarrow is that their new type of boiler neither leaks nor 

 primes when put to the high duty required in torpedo boats. That 

 that duty is up to the average may be taken as granted from the 

 fact that the boat in ^vhich the water-tube boiler has been placed 

 made a knot an hour more than her sister ships. 



The annexed table contains a copy of the official record of the 

 trial. 



Ofpiciai, Thial op SBCONu-nL,ASs Torpedo Boat fob the 

 Argen'xime Government, by Mebsebs. Yarkow 

 & Co., Dec. 23, 1890. 

 Fitted with Yarrow's tu'iulous boiler. Load on board, 2 tons. The 

 trial took place at Long Reach on the Admiralty measured mile. 



ib«. 



170 



170 

 171 

 172 

 173 



iri 



173 



23 



22.t 

 22.5 

 22.7 

 23 



33.S 

 23 



3.8 

 3,3 

 3.2 

 S-tt 

 31 

 3.4 



22.7 3.35 578 



370 

 577 



3 4.7 



3 1 

 3 46 

 ?57 

 3 48 

 3 o5 

 3 46 



Speed. 



knot*. 

 19.673 



Second 

 Means. 



15.929 , 

 20.338 

 15.789 

 SO. 574 

 15.929 



i 17.809 

 M.1S3 

 18.063 

 18.180 

 18.250 



18.021 iuJ 

 So 



18.908 "p 

 .^■■^ 



18.131 1 



18.215 as 

 j5 



The boat is 60ft. long by 9ft.. 3in. broad. Her displacement 

 when fully loaded is about 15 tons. The engines are of the triple- 

 compound type, and work up to about 250 horse power. Tbe aver- 

 age speed attained with the same type of boats with locomotive 

 boilers is IT knots. 



The advantages claimed for the boiler by its makers are that it 

 is free.from complicated and intricate parts, there being neither 

 bends, elbows or intermediate obstruction to tbe free flow of 

 steam and water through the tubes. By unscrewing the nut.s and 

 dividing the chambers at the flanges, a straight length of pine 

 becomes accessible, tnus allowing of freedom for cleansing pur- 

 poses. The boiler is light, easy to reptJir, and has high steaming 

 powers for the surface exposed and fuel burned. Steam can be 

 raised in a very short time— about twenty minutes, we believe, 

 starting with all co:d. The great point that remains to be con- 

 sidered in this boiler is its durability, and rn that subject it is 

 evident that no one can speak with authority for the next nine or 

 ten years— at least autlioritatively as comparing it with the loco- 

 marine type with which it is brought into competition. Messrs. 

 Yarrow have, however, constructed a few of these boilers which 

 have been at work for some years with satisfactory results; and 

 they are only now bringing tbe design forward after having satis- 

 fied themselves that toere is no serious doubt as to its practical 

 success. Probably we should have heard more of the invention 

 ere this, had it not been for the satisfactory results Me.ssrs. Yar- 

 row & Co. always seem to get from their old and tried friend the 

 locomotive type of hoUer.—Tlnffineering. 



THE RACING OUTLOOK. 



ALTHOUGH spring is almost here, and there are indications of 

 an early season, the outlook for yacht racing is less promis- 

 ing thtin it has been for twenty years. International racing is 

 dead for the year, no challenge has been received for the 

 America's Cup and none is expected; there i.n no prospect of a 

 visit from a British yacht to contest for the Pamf cup or to take 

 part in the regular races; nor is ihere any talk of challenging on 

 tbe part ot American yachts for the New Royal Victoria cup or 

 either of the American trophies now held in England. The stag- 

 nation in international racing is accompanied, perhaps as a 

 natural consequence, by similar inactivity at home, thtre is no 

 talk of racing on|the part of the owners of any of the large yachts, 

 and the meagre entry lists of last season are likely Co be still 

 smaller this year in the 53ft, class and in till sizes above up to the 

 largest schooners. 



The only signs of life are in the 46ft, class, for which seven 

 racing craft are now building, while one or two more arc likely 

 to be ordered; hut this is peculiaz'ily an Eastern cla.-s, and though 

 three of the boats will liail from New York, the cream of tne 

 racing is certain to be kept about Marblehead. In New York 

 there is no prospect of any good racing, either by big mixed fleets 

 in the regattas, as in years gone by, or by a few vrell-filled racing 

 classes, much as the 40ft. last year. This class is practically dead, 

 the boats, save Gosso n and Minerva, having been converted into 

 cruisers, the 35 and 30ft. classes are no better off, and tlie promised 

 2.5fi. corrected length class has but two hoats building. 



The blame for this state of affairs certainly does not, lie with the 

 clubs or the regatta committees and the pnergetic gentlemen who 

 have charge of the racing in the New York, Seawanoaka and 

 Larchmont clubs are already at work on various schemes to 

 arouse and interest owners and secure entries. Various metiiods 

 of handicappiog, rules for cruising trim, etc., have been dis- 

 cussed and the Seawanhaka C, Y. C, will make i canvas of the 

 yacht own rs in order to aiscertain their views. A similar work 

 has already been done In Boston by the committee of tbe Eastern 

 Y, C, which has sent out the following circular to all yacht 

 owners. 



BASTEBN T, 0. 



BoSToy, Feb. 83,— De»r Sir: Your regatta coiauiittee are ooas 



