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7. Ship of the Month - cont'd. respectively about 300 and 650 lbs. per sq. in. For the lubrication of the crosshead bear­ ing, a small lubricating oil forcing pump is attached to each crosshead, and worked by the swing of each connecting rod. This system of lubrication permits of an open crank case, and the bottom end bearings can always be easily felt by the engineer on watch. There are two guides for each. The piston is lubricated by four Mollerup lubricators, which force the oil between the piston and the cylinder; there are four inlets to the cylinder, and they are arranged to enter on the fore and aft and athwartship centre lines. "There are seven valves and an indicator cock in the cylinder covers. These valves are ope­ rated in the usual way by cams and cam levers. The cam shaft is driven from the crank shaft by helical gearing through a vertical shaft, with cast iron helical wheels and pinions. For the reversing mechanism and its operation, there are two scavenging cams operating four scavenging valves, and these are reversed by turning the cam shaft through approximately 30 degrees by extending the driving vertical shaft by means of a compressed air servo-motor. The fuel pumps, of which there are four - one for each cylinder - are operated by eccen­ trics from the cam shaft. "The control of the engine is by means of one wheel and two levers on the starting plat­ form; one lever controls the compressed air engine, which gives the cam shaft its angular displacement by raising or lowering the vertical driving shaft, and also gives the manoeuv­ ring shaft its fore and aft movement. The other lever controls the fuel. A wheel, operated by hand, gives the manoeuvring shaft its rotary motion. The cams upon the manoeuvring shaft act upon the suction valves of the fuel oil pump. Hand control is also provided by the han­ dle on the column, which actuates a shaft running fore and aft on the engine, and so sets all the fuel pump suction valves. Although compressed air is used for actuating the verti­ cal shaft, causing the angular rotation of the cam shaft and the rotation and displacement of the manoeuvring shaft, hand gear, in emergency, may be used. "This vessel on her regular route trip from Montreal to Port Arthur must pass, each trip, through some 30 to 40 locks, and this demands manoeuvring qualities far above the average, and that the engines must be capable of being stopped, started and reversed in a very short time. Stopping from full speed ahead was on trial accomplished in two or three revolutions of the main engines, and reversals from full ahead to astern took six seconds. A trial of manoeuvring was then made, and reversals were carried out from the bridge to correspond with the actual conditions in service of this vessel; 63 reversals were accomplished in 42 minutes, with more than half of the high pressure compressed air still unused. The auxili­ ary steam driven compressor was, of course, in use for this trial. The system of having one fuel pump for each cylinder makes for easy regulation of the quantities of fuel oils sup­ plied, and so permits of a very slow speed of revolution. "On the trial trip, 46 revolutions a minute was the minimum attained; but when the final tuning up has been accomplished, and all cylinders at all speeds are developing exactly the same power, a minimum speed of revolution of about 35 revolutions will no doubt be achie­ ved. No governor is fitted, as rough weather is not normally encountered, and the heavy fly wheel, some 9 ft. in diameter and about 7 tons in weight, is relied upon. "The compressed air for the injection of the fuel oil into the working cylinder, and also for the starting of the engine, is supplied by a reversible three stage compressor. The compressor is an integral part of the Diesel engine, and as such is driven from the main engine. The compressor is bolted on to the bed plate at the forward end, and is driven by a pin off the crank shaft. The stroke is 8 in. (7 3/4 in. net), allowing for the 1/2 in. aux­ iliary ports and the diameters are: two low pressure cylinders, 15 in.; one intermediate cylinder, 9 1/2 in.; and one high pressure, 4 3/4 in. The volume of free air per minute dealt with by this compressor is 6, 200 litres, and it was noted on trial that the air was supplied cool. "This compressor has multitubular intercoolers. The cooling water and bilge pumps are dri­ ven off the scavenging air pump links in the same way that these pumps are driven off the links of the air pump with mercantile steam engines. The cooling water from the cylinders and cylinder covers is led to a trough placed high up in the engine room, at which trough all discharges are visible. From there the water goes overboard. "The auxiliaries are steam driven from a cylindrical donkey boiler situated aft on the aw­ ning deck in the fore part of the engine casing. The boiler uses exactly the same kind of fuel as the main engines. The auxiliaries are: the dynamo, auxiliary compressor, ballast pump, oil fuel pumps, three winches, a windlass and steering gear. The auxiliary steam dri-