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a . e Kugineering. ~ & D NER’S PATENT THREE-CYLIN- DER ENGINE. Continued from page 1. on machine is faced off so that a belt can be driven from it for any use desired. Size of Hoister, 4’ 8” long x 2’ 4” wide x 2’ 6” high, capacity 1,500 Ibs. ‘hese hoisters are rated at ordinary speeds and pressures, which can be increased to suit circumstances, Figure 3 represents another compact form of steam hoister, particularly adapted to all cases where rapid work is required. ‘This device is the result of practical experience, after consultation with vessel and barge cap- tains as to their wants and suitability for their work. Each drum is driven by the one engine, a 6x6, 15 horse-power, and entirely independent of each other. Each drum be- ing 18” diameter by 12” long, is capable ot raising 2,000 pounds. Ag in thesingle hoist, one lever ia all that is necessary to operate each drum; 4when placed on dock, or ona vessel, two hatches can be unloaded at the same time, doing the work of two hoisters. Being lightjand economical of space required, it takes up but little room for the amount of work that can be accomplished, and can be fastened right on to the deck of the vessel, so as to be between the hatches, or as may be most convenient. ‘his same hoist can be used for loading as well as unloading. Each drum in which the gearing is encased, has plugs on face of drum, which can be un- svurewed and about a quart of oil put in each drum, which lubricates all the gearing and internal bearings constantly, one charge lasting a long time. ‘This hoister being pro- vided with two winch heads, each of which can be operated independently of the other, is useful for many purposes, such as making sail or using the crank adjustments with which they are provided, for using a pair of bilge or other pumps. The construction of the levers for operating the drivers are the Fig. 5 same as in the single hoist, which has been tully described on the preceding page. An- other feature of this hoister is its reliability. The first one we made has been doing the most severe duty it could be put to for over one year without a single cent of cost for re- pairs. Size, 6’ long x 3’ 9” wide x 2’ 10” high. Special sizes made upon application. Figure 4 is a transverse section of Gard- ner’s patent three-cylinder engine, showing the cylinders pistons and connecting rods; also, a broken section of steam and exhaust passages. Figure 5 represents a Jongitudinal section of Gardner’s patent three-cylinder engine, showing connection of piston to crank-pin and shaft, eccentric and valve motion; also steam and exhaust passages ; also steam port. to piston in cylinder. Fig. 6 is taken from a 12x12 throttling en- gine, and the Nos. 1, 2 and 3 correspond to the pistons in each cylinder. ‘This cut i}lus- trates the distribution of steam for one. revo- lution, and {fs lettered and numbered so as to illustrate to those unfamiliar with dia- rams, the impoitant points und curves. he following is the explanation : A—No. 1 Piston. A’—Where it would overlap No. 3 Piston continuing the revolu- tions. B—Terminal Line of ordinary Dia- ram. F A—Admission Line. A C—Steam tine. C—Point of Cut-off. C D—Expan- sion Curve. D—Point of Exhaust Opening. E—Point of Exhaust Closing. E F Com- pression Curve. HIGH SPEED ENGINES. Catasauqua (Pa.) Dispatch; Messrs. Da- vies & ‘'homas, of the Springdale Machine and Foundry Works, this place, have in course of construction a newly patented high-speed engine, which is pronounced by competent. mechanics as one of unusual merit. ‘hey have six almost completed, and are thoroughly testing and working down the bearings before placing the same on the mar- ket. ‘They are of the upright pattern, with every detail paid to speed and durability. The bearings are unusually long and heavy, and the machine is capable of making 600 revolutions per miante without overtaxing *t, which capacity eminently fits it for elec- tric light purposes. Many upright engines are capable of performing good service, but amount of leakage of water makes them very undesirable, but our townsmen have remedied that objeetion, and the waste wa- ter trom the cylinder is carried off in the exhaust pipe, thus overcoming a serious de- feet in former machives. ‘The machines will be connected with steam, and allowed to thoroughly test its capacity before leaving the shops. HOW A GOOD ENGINE SAVES COAL. The best automatic engines (non-condens- ing) furnish one indicated horse power for about three pounds of good coal, depending somewhat upon the fitness of the engine for the work and the quality of the coal. With a condenser attached, « consumption as low as two pounds may be quoted as good prac- tice. ‘The larger the engine, the better the showing as compared with sinaller engines. For the ordinary slide-valve engines, the coal burned per indidated horse-power will vary from nineto twelve pounds; for the sake of illustration we will say ten pounds, and that the engine is of such size as would require, for a yeur’s use, $3,000 worth of coal. Now, an ordinary adjustable cut-off engine, with throttling governor, ought to save at least one-half that amount of coal, or say $1,500 per year.. If the best automatic engine were employed, using 2!g pounds of coal per indicated horse power, a further saving of $750 per year could be effected; or between the two extremes, $2,250 per year in saving of coal, without interfering in any way with the power, with the exception, that perhaps the automatic engine will furnish a better power than the former engine. It is easy to see that it is true economy to buy the best engine and pay the extra cost of construc- tion, if the saving of coal is an element (and it is generally the most important one) en- tering into the question ot selection. ‘The above considerations tre given on the au- thority of Barr, a very careful and conserva- tive writer on steam engineering. One of the principal engineering inven- tions, noticed of late in the foreign journals, is a device for the instantaneous formation of steam, which permits of its use at once in the cylinder of the engine. A pump sends the required quantity of liquid between two plate surfaces, which are heated, and be- tween whioh there is only a capillary space. The effect of this arrangement is that the liquid spreading in a thin layer evaporates at once, without going at allinto the s8o- called speroidal state, and this steam acts in the cylinder iis fresh-formed steam. ‘lhe speed of the pump is regulated by the en- gine, the pump being connected with the shaft of the engine, the arrangements oper- ating very satisfactorily. — ‘The Herald thinks that the suggestions of Mr. Gross on the efficacy of gaslight in fogs, may materially help to solve the problem of a light for ships sufficiently visible in ocean togs to prevent collision: and even though it has not been proved that the electric light is unsuitable for this purpose, if it can be shown that pure, non-smoking gas is capa- ble of giving an equally fog-penetrating light the cheapness of petroleum and the ease which it can be vaporized and carried in a condensed state, will make it preferable for use at sea. ‘he statement was made by Mr, Gross that the gaslights burned at Astoria, on the Kast river shore, opposite Ninety-sec- ord street ferry, during several very foggy days, could either be plainly seen on the New York side, or at least a strong eorona could be observed in place of the distinctive gas flames, and the pilots were safely guided by these lights when all the others, includ- ing the powertul electric light near One Hundredth street, were undiscernable. ‘The discussion in congress as to the causes of the decline in American shipping has brought out some curious facts. It RAPID OCEAN TRANSIT. The question ot rapid ocean transit must always be an important one. Vessel after vessel has been built which surpassed all previous ones in speed, until the Alaska made the Sota is days. But even this speed did not satist} ship owners and build- ers, and another vessel is being built to out- do the Alaska and Arizona. The new vessel, the Oregon, which is being built by the same company which turned out the two steam- ships mentioned, will not be much larger than the Alaska, but her engines are to in- dicate no less than 13,000 horse-power. She will have but one screw about 24 feet in di- ameter. Steam will be supplied by twelve boilers, each with six furnaces 3 feet 6 inches in diameter, the grates being a little over six feet long. ‘The Alaska has nine boilers, with six furnaces in each of about the same size. As the Oregon will burn about twenty pounds of coal per square foot of grate per hour, her consumption in twenty-four hours will not be much less than 300 tons, and the water consumed each day in the pro- duction of steam will amount to 2,700 tons, making the total amount of water evapor- ated on the voyage across the ocean three times more in weight than the whole ship’s cargo, engines and all. The pressure of her screw against the water will amount to ninety-four tons, or as much as twenty of the most powerful locomotive engines, and is expected to propel her at the rate of twenty miles an hour. The new vessel is intended to reduce the time made by the fastest vessels across the Atlantic at least halfa day. The headchains of the schooner David Dows ure frozen in the ive at Toledo. As soon as the ice is broken away from them it is said Captain Sheldon will have 40,000 bushels of wheat placed on the Dows at No. seems that the carriage of freight from port |5 house and will finish out her load at the to port is no longer a profitable business. new D. & M. Pepe oN re FIG. 6.—INDICATOR DIAGRAM GARDNER’S THREE-CYLINDER ENGINE. PROTECTING IRON FROM RUST. A new process for preserving iron is de- scribed by Les Mondes. It consists in treat- ing the casting wilh dilute hydrochloric acid, which diszolves a little of the metal and leavea a skin of homogeneous graphite hold- ing well to the iron. The article is then washed in a receiver with hot or cold water, or cooked with steam, 80 as to remove com- pletely the chloride of iron that has been formed. Finally the piece is allowed to dry in the emptied receiver and a solution of ca- outchouc, gutta percha, or gum _ resin in es- sence of petroleum is injected, and the es- sence afterward evaporating leaves » hard and solid enamel on the surtace of the iron work. Another plan isto keep the chlo- ride of iron on the metal instead of washing it off, and to plunge the piece into a bath of silicate and borate of soda. Thus is formed a silicoborat of iron very Fard and brilliant, whicn fills the pores of the metal skin. As for the chlorine disengaged, it combines with the soda to form chloride of sodium, which remains in the pickle. AN HISTORIC FERRY BOAT. The transfer boat Maryland, after- having been thoroughly overhauled and improved, has again been put on the transfer ferry be- tween Harlem River statlon and the Pen- nsylvania Railroad station in Jersey City. The Maryland is now more thah 30 years old, and will perhaps be remembered by many travelers and old soldiers. ‘The boat was built in 1852 for the Philadelphia, Wil- mington and Baltimore Co., and at that time was believed to be the largest ferry boat in the world. Fora number of years she was used to transfer trains across the Susquehanna between Perryville and Harve de Grace. At the begining of the war, when railroad communication between Baltimore and Philadelphia was interrupted by the burning of the bridges near Balti- more, the boat was for some time in very active service transpurting troops and stores from. Perryville to Annapolis¥ After the bridge over the Susquehanna at Havre de Grace was built, she was iaid up for several veara, and in 1876 was bought by the New York and New England Co, and placed on the route between the Harlem River and Jersey City, and has since been actively employed until laid up for repairs a short time ago. Competition among commercial nations has become so severe thaton the capital invest- ed it is believed there is a return of not more than 2 per cent. Such a state of things has led to abuses, such as Mr. Samuel Plim- soll of England so effectually exposed. Ships are insured with the deliberate intention on the part of the owners to have them wreck- ed. But one of the meanest of dodges is the sending of ships to sea insufficiently victuall- ed. hen provisions run out passing ves- sels are hailed, and, in accordance with the hospitable practice of the marines of the world, supplies are asked for and given withont money or price. By this means economical shipowners support their crews by what is really a system of beggary. This class of vessels are now called the nboggars of the sea.’”? he decreased value ot ship- in is due in great measures to the telegraph. Betors there were sea cables and land lines vessele would sail from port to port’ very often empty but now the tonnage of the ocean can be utilized, for the owner can follow his vessel and order the captain to buy here and sell there, and so keep up his tonnage, and save all waste. Economically this is beneficial to commerce, but the pre- sent effect is to. render the competition very great and reduce the profits of the ship- owner. THE LIVERMORE STYLOGRAPHIC PEN. An article of almost,unlimited value to our renders ia the Livermore Stylographic pen. In shape the case resembles a pocket pen, and is not much larger round than an_ or- dinary Jead pencil. Is made of hard rubber and consequently very durable, the handle of the pen, being hollow, is the fountain containing ink, the pen on being filled can be used in every place that one would use a lead pencil and writes as clear a line as any ordinary steel pen. Our readers will at once see the great value of this combination that can be carried in the pocket with as much sufety as a pencil and is always ready for use. You can buy one of these famous pens by remitting $2 to Louis E. Dunlap, Manager Stylographic Pen Co., 290 Washington St., Boston, Masa. ‘The pen, together with a package of superior ink, will be sent by re- turn inail. ‘The Stylographie Pen Co. have recently made great improvements in their pen, and have also reduced the price trom + $3 to $2. ) manner. ‘The English ship Polyphemus is supposed to be a ram, pure and simple, unless, as an English engineer suggests, she is also a fail- ure. ‘he vessel is intended to discharge fish torpedo from the bow and from the side, and has the torpedo tubes some 9 feet under wa- ter, but in the effort to discharge the torpe- does a very curious trouble has developed itselt. When the vesselis going at full speed the 18-fooc torpedoes are jammed fast by the vessel’s motion through the water as soon ag they stick their noses outside her hull. If by extraordinary exertions they are finally got off. the screw, or stern, or tail, is bent or twisted, and the course the torpedo then describes is 1 very erratic one. As a remedy, a plate 16 inches wide and 25 feet tong, had been placed as a sort of a fen- der in front ot the torpedo opening, and in the lee of this the torpedo is discharged. Unfortunately the resistanve of the water has usually been too much for the plate or bar, and the torpedo has usually stuck half in and half out of the ship. It seems to be doubtful whether, if the torpedo is once successfully discharged, its course can be predicted with any degree of certainty. If it should happen to move in a half circle and strike the Polyphemus bow on, it might prove its efficiency in a most inconvenient New boilers are to be put into the vessel, but in order to do this the old ones are to be taken out, and itisa question whether it willbe cheaper to cut ahole in the bottom or break up her decks for the purpose. As the vessel has a complete ar- mor deck, some engineers ‘think it will be better to remove the old ones through the bottom. When the boilers were in good humor and did not prime very badly, this 240-fvot ship made 15 knots per hour. Ona trip, by bottling up steam, 171g knots were made. So far the trouble in mualoing ahigh speed has been with the boilers, which are of the locomotive type and have primed most vigorously. ITCHING PILES—SYMPTOMS AND CURE. ‘The symptoms are moisture like perspira- tion, intense itching, particularly at night after getting warmin bed; seems as if pin- worms were crawling in and about the rec- tum; the private parts are often affected. Swayne’s Ointment is a pleasant, sure cure. Also for all skin diseases.