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July, 1925 MARLNE: REVIEW HOW CYLINDERS FOR DIESEL ENGINES ARE BORED AND FACED AT THE BELOIT, WIS., PLANT OF THE FAIRBANKS, MORSE & CO. cranks plus or minus 0.015 inch, cen- ter to center of extreme cranks plus or minus 0.030 inch. Angular position of centers of. crank pins plus or minus % degree. Radially, distance from center of shaft. to center of crank pin plus or minus 0.010 inch. Diameters of pins and journals plus or minus 0.002 inch. Pins and journals to be within 0.002 inch of round. Journals, pins and fillets all to be highly polished; all other parts to have smooth tool finish. Machining and Testing Methods Special fixtures also are required for the completion of the die-forged connecting rods. After having been machined the rods are checked to make certain that the piston pin bearing is parallel with the foot of the rod in both planes. The wrist pin boxes. which are bolted to the foot of the connecting rod, are bored out by a special angle plate fixture which in- sures this bearing being parallel with the piston pin bearing. The Fairbanks, Morse practice is to bore and ream cylinders rather than grind them, it being held by the engi- neering staff that reaming provides a better surface for lubrication by leav- ing the pores open. All bearings are oversize. Although the bed plates for the large ratings are over 20 feet long, supports for the bearings are machined at one operation. The pump cases of the C-O type engines are machined in special jigs and _ holes held within the limits of 0.002-inch. A full week is required for the final testing. The first half is devoted to a gradual wearing-in and disassemb- ling for inspection of all parts. In the last three days of the tests each engine is operated for six hours at its full rated horsepower followed im- mediately by a two-hour run at a 20 per cent overload. Here as in all previous stages of production the en- gineering department is in complete charge and the goal is not to rush a unit off the testing floor but to in- sure that every unit will stand up even under the most adverse conditions en- countered at sea. Oil Engine for Marine Service 'Having given a brief illustrated outline of the methods pursued by the Fairbanks, Morse & Co. in the building Installations 251 company in aé_ variety of _ boats. The tug ENDURANCE built of steel at Craig Bros. Marine Railway, Nor- folk, Va., and recently completed was especially designed for canal towing. This tug is owned by the Power Towing Corp., 44 Whithall street, New York City. The dimensions are: length, 64 feet, 11 inches; beam, 16 feet, 4 inches; depth molded, 10 feet. She is powered with a_ six-cylinder 150 brake horsepower Fairbanks, Morse type C-O heavy duty direct reversible marine oil engine, with bore, 10% inches; stroke, 12% inches. The propeller of bronze is 62 inches in diam- eter by 30 inches in pitch is three-bladed type E, Columbian. The auxiliaries are, one Gardener-Rix air compressor 4% inches x 4% inches; one six-horse- power auxiliary engine of Fairbanks, Morse make; one fire and wrecking pump; one 4-inch centrifugal pump, ene 1% Rumsey rotary bilge and deck pump. There is one Fairbanks, Morse, double duty light plant and one mile-ray search light. The steer- ing gear is of the hand vertical shaft gear type. The tug is also equipped with a Maxim silencer. Canal Tug Endurance After a trial run at Norfolk, tow- ing a loaded barge on two short hawsers, the ENDURANCE left for New York. The voyage from Norfolk to Mariners Harbor, Staten Island, N. Y., was made in an actual running tame of 34 hours, and this with a heavy sea running. In adjusting the compass before leaving Norfolk a good test was given the engine for man- euvering, as the engine is direct re- versible. It was reported that for the maneuvering necessary in the TOW BOAT ENDURANCE UNDERGOING AN ISPECTION TRIAL TRIP IN NEW YORK HARBOR, MAY 5—RECENTLY COMPLETED AT CRAIG BROS. MARINE RAILWAY, NORFOLK, VA. of diesel engines at its plant in Beloit, Wis., it. may be interesting to look over several of the recent marine installations made by this adjusting of the compass the eight 20 x 60-inch air tanks proved to be ample. The tug was maneuvered for about two hours and during this