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274 bling and planing fixtures. Work on these special tools was pushed vigorously and as soon as they were finished and put in production, the company's output rose to four en- gines a week where it remains at present. The engine in question has cylinders 244%4 x 41% x 72-inch bore with 48- inch stroke and is of the 3-cylinder vertical inverted direct-acting type, fitted with Stephenson-link valve gear. It is designed for a piston travel of approximately 700 feet per minute. It turns 88 revolutions per minute and takes steam at 200 pounds, boiler pressure, and develops 2800 horse- power under normal conditions, with- out live steam in the receiver. .The bed plate is cast iron, made in three sections. The cylinders are semisteel, each cast separately and bolted together with all valve chests facing forward. The cylinder has a separate cast-iron liner, forced in. This liner is hard, close-grained material. The walls of the intermediate and low- pressure cylinders are made amply thick to allow for reboring. The high- pressure and intermediate cylinders are fitted with balanced piston valves while the low-pressure cylinder has a double-ported semibalanced slide valve. The high-pressure and inter- mediate valve chests are provided with cast-iron liners. The high-pressure cylinder faces forward. The sequence of the cranks high-pressure - made of: THE MARINE REVIEW. is, high pressure, intermediate and low pressure; cranked 120 degrees apart. The columns are cast iron box sections with crosshead guide bars bolted to the front and back hous- ings. The exhaust from the high pres- sure to the intermediate cylinder is through a cast-iron pipe. The ex- haust pipes from the intermediate to the low-pressure cylinder are cast in- tegral with the intermediate cylinder. The by-pass steam pipes are copper. The high-pressure and intermediate 'valve chests are so arranged as to allow straight ports being between the chests and the cylinders. The cylinder clearances are 3-inch at the top and %-inch at the bottom of each cylinder. The clearance and striking points are plainly marked on the crosshead guides. Valve Gear is Counterbalanced The handling station is at the star- board side with the throttle and re- versing gear on the front high- pressure housing. The valve gear is provided with linking-up screws for the purpose of changing the cutoff of each cylinder separately. Balance pistons and cylinders are provided for counterbalancing the weight and _ inertia of the valves and valve gear. The valves take steam as follows: High pressure, inside admission; in- termediate, outside admission and low pressure, outside admission. The main cutoffs are: High pressure, 76 per cent; intermediate, 72%4 per cent and low pressure 70% per cent. Reversing is by means of a single cylinder bolted to the intermediate _ back column. Tt has floating links and levers and is operated from the handling station. The turning engine is of the single-cylinder engine type FIG. 3--HIGH-PRESSURE, INTERMEDIATE AND LOW-PRESSURE CYLINDERS As T THE FOUNDRY--THESE ARE SEMISTEEL CASTINGS HEY COME FROM June, 1919 which actuates a cast-iron worm gear on the crankshaft. The thrust bear- ing is of the horseshoe type. The main bearings, crank pins, ec. centrics and thrust and shaft bearings are cooled by water service from the sea while the water service in the guides is part of the sanitary system, Lubrication is from a distribution box placed on each main cylinder so as to be easily reached from the engine-room grating. Each crank- pin has two oil pipes while all work- ing parts of the valve gear are fitted with oil cups. Reverse shaft bear- ings have compression grease cups. The main bearings have brass boxes with covers, tubes, wicks and grease buckets. Water troughs are _ fitted for the eccentrics to dip in. The following instruments are mounted on two cast-iron gage boards which are fastened to two of the en- gine front columns; Eight-day clock, main steam gage, intermediate receiver gage, low-pressure receiver gage, vacuum gage and a revolution coun- teu. To insure ready repairs at sea in case of breakdowns, each engine is supplied with a quantity of spare parts which are fitted, ready for use. These spare parts include the follow- ing: One pair of top brasses for connecting rod, one pair of bottom brasses for connecting rod, two con- necting rod crosshead-end bolts com- plete with nuts, two connecting rod crank-end bolts complete with nuts, two main-bearing bolts complete with nuts, one high-pressure valve stem complete, six follower studs for each piston, one set of springs for each piston, two piston rings for high- pressure piston, two piston rings with dowels and tongue pieces for inter- mediate piston, one piston ring with dowels and tongue pieces for low pressure piston, one set of coupling bolts for one coupling, 12 studs for cylinder covers, six studs for .valve chest covers, three valve guards with studs and nuts for air pump, three valves complete for air pump, one set of valve seats for bilge pump, one valve guard for bilge pump, two valves with springs for bilge pump, one top high-pressure piston-valve ring and one bottom high-pressure piston valve ring. In its foundry, the Hooven, Owens, Rentschler Co., through long experi- ence, was thoroughly familiar with molding large castings. The work of casting the three most important units of the engine, the cylinders, was successfully accomplished from me sath, Some idea of the size of these castings can be gained from Fig. 3. A few years ago, six weeks was thought to be a short time in