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September, 1912 arrangements, this is the only ma- terial point of difference in the ma- rine engine from land engines of sim- ilar type which Messrs. Carels are constructing, the guides in this case being curved. All marine engines now built by this frm are of the crosshead type, and it seems _ inevit- able that such a design will be gen- erally adopted, except possibly for THE MARINE REVIEW cylinder, opposite the exhaust ports. Messrs. Carels belong to the former category, being of the opinion that such efficient scavenging can never be obtained by the employment of the ports. The contention as to the completeness of the scavenging ef- fect with valves is beyond question, although the advantage in a marine engine of the omission of so many 307 All these valves, except the safety valves, are controlled by levers, and actuated by cams in a somewhat similar manner to the working of the valves in the ordinary four-cycle land engine. Perhaps in no detail of the design of marine Diesel engines is there so much variation as in the reversing its method of operation; gear and Fresh Water Tark Encine Room PLANS OF THE CARELS-DIESEL ENGINE SIMILAR TO THE ENGIN the high-speed. motor, which will al- ways have some vogue, particularly for submarine engines. - The question of the most suitable method of supplying the scavenge air for two-cycle engines is one which has up to now by no means been finally decided. Several firms ad- here to the original arrangement of admitting it through valves in the cylinder cover, whilst others prefer to adopt ports in the bottom of the ES INSTALLED IN STEAMER EAVESTONE valves as possible cannot be denied, and we understand that the Diesel Engine Co., of London, are now per- fecting a design in which both ports and valves are used for the admission of scavenge air. In the engine now being described, four scavenge valves are provided for each cylinder, be-. ing arranged symmetrically in the cover, with a fuel valve in the center, whilst there is also a starting valve and a safety valve for each cylinder. | | | | | eae) --o i te this is an extremely good sign, in- asmuch as it indicates that there are many very satisfactory arrangements, and there is little doubt that the troubles anticipated on this score have been very much exaggerated. When scavenge valves and not ports are provided, it has been usual to operate these from cams on the same shaft as those for the fuel and starting valves, and for reversing to have two sepa- rate cams for operating each valve, \