EMSJNEERiNG LIBRARY 
 
ENGINE WORKS. 
 
"SCIENCE OUGHT TO TEACH US TO SEE 
 THE INVISIBLE AS WELL AS THE VISIBLE IN 
 NATURE; TO PICTURE TO OUR MIND'S EYE 
 THOSE OPERATIONS THAT ENTIRELY ELUDE 
 THE EYE OF THE BODY; TO LOOK AT THE 
 VERY ATOMS OP MATTER, IN MOTION AND 
 IN REST, AND TO FOLLOW THEM FORTH INTO 
 THE WORLD OF THE SENSES." Tyndall. 
 
The United States Gazette of November 24, 1832, remarks : 
 
 " A most gratifying experiment was made yesterday afternoon on the Phil- 
 adelphia, Germantown aud Norristown Railroad. The beautiful locomotive 
 engine and tender, built by Mr. Baldwin, of this city, whose reputation as an 
 ingenious machinist is well known, were for the first time placed on the road. 
 The engine traveled about six miles, working with perfect accuracy and ease 
 in all its parts, and with great velocity." 
 
 
 MATTHIAS W. BALDWIN, 
 
 Pounder of the Baldwin Locomotive Works. 
 
 
 1 
 
BeMcation, 
 
 THIS WORK IS RESPECTFULLY DEDICATED TO THOSE 
 
 DESIGNERS AND BUILDERS, 
 
 WHOSE ENGINEERING SKII<I, AND DEVOTED EFFORTS 
 
 HAVE CONTRIBUTED SO LARGELY 
 
 TOWARDS PLACING THE 
 
 MODERN STEAM ENGINE 
 
 IN ITS SEVERAL TYPES IN THE FRONT RANK OP 
 THE MOTIVE POWER OF THE WORIJ). 
 
NEW CATECHISM 
 
 OF 
 
 THE STEAM ENGINE 
 
 WITH CHAPTERS ON 
 
 Gas, Oil and Hot Air Engines, 
 
 n 
 N.HAWKINS, M.E. 
 
 AUTHOR OP THE HAND BOOK OF CALCULATIONS FOR ENGINEERS; MAXIMS AND INSTRUC- 
 TIONS FOR THE BOILER-ROOM; AIDS TO ENGINEERS' EXAMINATIONS 
 WITH QUESTIONS AND ANSWERS; NEW CATECHISM 
 OF ELECTRICITY, ETC., ETC., 
 
 Relating to Stationary, Marine and Locomotive 
 
 Engines ; Steam Fire Engines ; Pumping, Hoisting 
 
 and Portable Engines; Gas, Oil and Air 
 
 Engines. Explaining their principal 
 
 points and their care and 
 
 management* 
 
 THECX AUDEL & CO., Publishers, 
 NEW YORK. 
 
 J902. 
 
ENGINEERING LIBRARY 
 
 Copyright, 1897, 
 
 by 
 THEO. AUDEI, & Co. 
 
Preface. II 
 
 PREFACE. 
 
 The reader is invited in the succeeding pages to examine 
 down to almost microscopic detail the greatest physical 
 thing on earth. To describe the steam engine, t<5^show how 
 skillful one may be in detecting faults in one machine and 
 the superiorities in another, indeed is the most contempti- 
 ble occupation a writer of a general treatise could perform. 
 
 But, to describe, to show how beautiful and how truly 
 admirable in finish and in powers of execution is the 
 modern steam engine, is not indeed the highest, but quite 
 one of the pleasantest and most useful of tasks, and the 
 author feels that it is within his range of power, i. e., to 
 admire and to describe and in a measure at the same time 
 t instruct. 
 
 With a high appreciation for noble results achieved, tfiis 
 book is dedicated to the Designers and Builders of the 
 modern steam engine, and the added desire is now 
 expressed, and the kindly suggestion made that these two, 
 the designers and builders of high class engines, should 
 join in fraternal association and each quarter year meet to 
 consult upon matters of mutual profit, to feast together and 
 go away with a wish to meet such good company again. 
 
 To such a representation could safely be confided the 
 collection of statistics, the upholding of the dignity of the 
 professional part of the calling, the avoidance of undue 
 competition in prices, and a hundred other advantages, not 
 the least of which would be the discussion of how to meet 
 the new opponent of the steam engine to be found in elec- 
 trical power creation, from water, gas, etc. 
 
 838778 
 
12 Preface. 
 
 While the name and " layout " of this work suggests 
 inert machinery built of iron, steel and brass, without soul 
 and without feeling, yet from its very inception to the close 
 of the index, the man who was to operate the engine has 
 been first in the mind of the author. When an engine has 
 been completed it means the futuie life work of several 
 men to be expended in its care and management. All 
 steam engineering literature is full of the subject of 
 economy in operating the machine, but now and always 
 the author desires to aid in promoting the true economy 
 of the life work and well being of his special patrons, the 
 engineers in charge of the steam plants. 
 
 It should always be remembered that an engineer is paid 
 mostly for what he knows rather than for what he performs, 
 and above all else for his well grounded knowledge of the 
 first principles of steam engineering. 
 
 To a ready acquaintance with the first things relating to 
 his profession the engineer should have added the power or 
 ability to reason from these first principles and bring his 
 knowledge properly into use in the solution of the infinitely 
 varied problems that come up in his every day practice. 
 Two things are requisite to this first, the habit of study 
 and mental application ; second, the habit of closely reason- 
 ing from cause to effect. 
 
 Engineering is a science that may be learned in the shop 
 and from the private study of books. Many of the most 
 competent engineers are men whose education was pro- 
 cured entirely outside of the engineering schools. It has 
 been well said that engineers are born, not made ; those in 
 demand to fill the positions created by the great installa- 
 
Preface. 13 
 
 tions of power-producing machinery now so common, are 
 men who are familiar with the contents of good books, and 
 as well, are the product of a hard bought practical experi- 
 ence. 
 
 The men most desired by engine builders trfrake charge 
 of their engines after they leave their construction and 
 erecting shops are engineers who have had a practical 
 training, the best of whom are men who have come from 
 the ranks, men who in subordinate positions have observed 
 intelligently, studied principles as well as details, and pre- 
 pared themselves to assume new and greater responsibilities. 
 
 " No study that is worth pursuing seriously can be pur- 
 sued without effort, but we need never make the effort 
 painful for the purpose of preserving our dignity." These 
 are words written by Ruskin, the great art teacher, and 
 may also indicate the design of the author to make the 
 book a continued pleasure to the casual reader or the care- 
 ful student. 
 
 In order to apply oneself to any advantage, to even the 
 most serious and important affair, it is necessary that a 
 certain warm and hearty interest relating to it should be 
 infused into the mind, hence the author has aimed to make 
 this volume both inviting and instructive. 
 
 The first requisite for a plain description of any piece of 
 mechanism or object is a precise terminology. This remark 
 applies to the steam engine and its appliances and for a 
 beginner in the study,of its operation the greatest difficulty 
 will be found to be the getting of a correct idea of the 
 terms used. Consequently, the most careful attention 
 should be given to the definitions. But, no matter how 
 
14 Preface. 
 
 much care is exercised in endeavoring to obtain a correct 
 idea of the meaning of a definition, it is almost impossible 
 to comprehend its full scope at the first reading. 
 
 The best procedure is to read the definitions without 
 making any particular effort to memorize them, and refer 
 to them whenever the term defined occurs in a subsequent 
 portion of the book. In this way, the full meaning will 
 gradually develop in the student's mind, and he will 
 unconsciously memorize them without any painful mental 
 effort. 
 
 Considerable space has been devoted in the following 
 pages to illustrations. In making the pictorial feature 
 prominent, the most modern ideas have been followed. A 
 careful study of the illustrations of engines and appliances 
 described in the work, even with no word of explanation, is 
 an education in itself in steam engineering. The first cost 
 of these diagrams and pictures far exceed in cost all else in 
 the book, and the kind reader is advised first of all to 
 become familiar with them. 
 
 In the preparation of this work the author desires to 
 heartily express his obligations to Captain Henry E. 
 Raabe, M. E., Naval Architect, graduate of Marine Acad- 
 emy, Amsterdam, for the drawings and diagrams illustrat- 
 ing the work and especially for assistance in preparing the 
 parts relating to the " marine engines " and " valve con- 
 struction." 
 
Introduction. 
 
 INTRODUCTION. 
 
 It is becoming more and more difficult to write a book 
 relating to any of the great lines of modern industrial ad- 
 vance. Especially is this true of steam engines where the 
 variety of work and service is almost infinite. The par- 
 ticular requirements and condition of each machine are so 
 carefully considered that it becomes in fact a special olant 
 for a certain fixed work. 
 
 Compare the enormous dimensions of many of the en- 
 gines described in the following pages with those given in 
 the note and the difficulty of the writer in presenting a too 
 minute presentation of the subject will be apparent,. 
 
 The practice and innumerable adaptation of steam power 
 varies year by year, but the first principles of the science 
 remain always the same. Every experiment fails which 
 goes against the unchanging and perfect laws of creation. 
 The success comes with the effort to make useful to man- 
 kind the hidden forces of nature. 
 
 The complete study of the theory of the steam engine 
 is beyond the scope of so elementary work as this is de- 
 signed to be, as it involves a thorough acquaintance with 
 chemistry, mechanics, heat, etc. 
 
 NOTE. The smallest steam engine in the world is the production of 
 a resident of Akrona, Canada. The dimensions of this miniature affair 
 are as follows : diameter of cylinder, ^ of T ^ of an inch ; stroke, -fa of 
 an inch ; revolutions, 1,760 per minute. This engine is so small that it 
 can easily be covered with the case of a 22-caliber cartridge. 
 
 Charles H. Allen, of Rochester, has built a tiny engine which weighs 
 only thirty-one grains and is but three-fourths of an inch in length. 
 It runs perfectly, though it goes easily into an ordinary thimble. 
 
1 6 introduction. 
 
 The terms theory and theoretical are properly used in 
 opposition to. the words practice and practical. The 
 English word ' theory " is derived from a Latin word which 
 means " to look at " ; hence the theory of the steam engine 
 is something designed to end only in speculation or con- 
 templation without a view to anything more. 
 
 The practical part of the subject is to be found in the 
 illustrations and descriptions of the actual engines to be 
 described hereafter ; the theoretical is woven in throughout 
 the book and is considered to be quite a matter of sugges- 
 tion and "hints" rather than a formal and formidable 
 statement of abstract principles. 
 
 NOTE. "Creation belongs to God, but the application of principles 
 and powers to human wants and their various changes and inter- 
 changes, belong to man. It is said that a voyage of a great steamship 
 across the Atlantic ocean spends as much power as would be required 
 to lift all the stones in the largest pyramid in Egypt from the level of 
 the Nile to the places which they now occupy. The power stored in 
 coal is but concentrated sunbeams. To eliminate that power in the 
 form of heat units and convert them into power is the province of man. 
 Power applied through the steam engines and dynamos that are now 
 moving over the civilized world, marks the greatest era of progress and 
 physical development in the history of mankind." 
 
New Catechism of the Steam Engine. TJ 
 
 THE STEAM ENGINE. 
 
 Ques. What is a steam engine ? 
 
 ANS. It is an apparatus for converting heat 
 into mechanical power, or 
 more plainly, an ingenious 
 machine worked by steam. 
 
 Ques. What is a stationary 
 steam engine ? 
 
 ANS. An engine which 
 is erected in a certain loca- 
 tion and designed to re- 
 main in the same position, 
 without change, or more 
 plainly, it is an engine which does its work without chang- 
 ing its place. 
 
 Ques. What is a marine engine? 
 
 ANS. It is an engine designed for propelling steamships, 
 cither screw or side wheelers. 
 Ques. What is a locomotive engine ? 
 
 ANS. An engine designed to operate on iron and steel 
 railways. With engine and boiler combined in one machine 
 it becomes a " traveling engine." 
 
 Ques. Are there any other steam engines than these three ? 
 ANS. Yes. Portable engines, hoisting engines, the 
 steam hammer, the steam drill, pumping engines, blowing 
 engines, steam fire engines, donkey, steering engines, etc. 
 
 Ques. Do these all operate on the same general principle or law, 
 and what is that ? 
 
 ANS. Yes. The underlying principle or law of nature 
 regulating the building of all these is that which applies to 
 the formation and expansion of gases. Water is changed 
 into gas (steam) by the heat of combustion, and while such, 
 is subject to the laws which govern the expansion, con- 
 traction, etc., of all gases. 
 
l8 New Catechism of the Steam Engine. 
 
 QUESTIONS AND ANSWERS. 
 
 Ques. Where does the power or energy which drives all steam 
 engines come from ? 
 
 ANS. From the coal or other fuel. 
 
 Ques. Does any of the power come from the steam, water or 
 engine ? 
 
 ANS. Not any. The power or energy comes from the 
 heat and the heat comes from the burning of the coal. It 
 is the property of an engine that it must continuously get 
 back to a starting point and at each half revolution it gains 
 a fresh supply of energy (heat) to be expended in its 
 appointed work. 
 
 Ques. How many types or forms of steam engines are there ? 
 
 ANS. Very many hundreds, if not thousands, but all 
 operated upon the principles as stated. 
 
 Ques. What is the most numerous pattern ? 
 
 ANS. The common slide valve, stationary engine. 
 
 Ques. What type of engines are now leading the advance in econ- 
 omy and effectiveness ? 
 
 ANS. The automatic cut-off engines are fast superced- 
 ing and replacing the common slide valve engines. 
 
 Ques. Upon what point are the maker, the buyer and the engineer 
 of a steam engine all agreed ? 
 
 ANS. Upon the matter of its " running " quality. 
 
 Ques. What could be considered a fair " running " requirement in 
 a new engine, in the hands of a first-class engineer ? 
 
 ANS. A satisfactory running engine is one which has the 
 stationary parts of such strength and security that there is 
 absolutely no movement at any point due to the reciprocat- 
 ing of the moving pieces. In an engine which is perfectly 
 satisfactory in this respect, a slender rod with a squared 
 end, such as a common lead pencil, can be placed in a stand- 
 ing position on a level surface at any point and remain 
 there indefinitely without other support than its own base. 
 
 NOTE. There are very many places from which the slide valve 
 engine will never be displaced, as, from places where fuel is cheap, such 
 as saw and planing mills, etc. ; also where an engine has to be started 
 and stopped at frequent intervals, such as first motion hoisting engines. 
 
New Catechism of the Steam Engine. 19 
 
 QUESTIONS AND ANSWERS. 
 
 Ques. What quantity of coal is now considered to be " good prac- 
 tice " per horse power, per hour ? 
 
 ANS. Very few stationary steam engines have developed 
 a performance of less than 2 pounds of coal per horse 
 power per hour, and 5 pounds is a common consumption 
 of coal for that amount of work. In marine expansion 
 engines multi-cylinder the rate has been often reduced 
 below \Yz Ibs. per horse power per hour. 
 
 Ques. About how much of the heat generated in the furnace is 
 utilized in useful work ? 
 
 ANS. About ten per cent. Some engines upon careful 
 measurement have shown only seven per cent. The waste 
 of heat that forms such a large aggregate common to every 
 steam engine begins at the furnace and only ends with the 
 steam passing out of the exhaust port. 
 
 Ques. What attainments should be looked for in a modern steam 
 engine ? 
 
 ANS. Close regulation of speed ; the least conduction of 
 heat from the steam by the cooling of the cylinder ; small 
 clearances ; free steam openings from steam chest to cylin- 
 der, to allow full boiler pressure to enter the cylinder up to 
 the point of cut-off ; free exhaust, allowing no back press- 
 ure through any fault of the engine ; rapid motion of valve 
 at point of cut-off to make such point decisive ; tight valves, 
 allowing no waste of steam by leakage ; and last, but 
 exceedingly important, the least possible friction in the 
 valves and moving parts of the engine. 
 
 NOTE. Whatever the grade of material of which the parts are con- 
 structed, whatever their strength, however perfect their design and 
 finish, the engine fails of being wholly satisfactory if its running quali- 
 ties are in any respect imperfect. 
 
 An engine to be perfectly satisfactoiy should be capable of sustain- 
 ing a maximum load without heating either in the main bearing, crank 
 pin, crosshead pin, or guides ; and, furthermore, it should do this with- 
 out any noise of knocking as the centres are passed ; likewise all the 
 reciprocating parts should operate noiselessly and without jar or 
 trembling. 
 
2O New Catechtsm of the Steam Engine. 
 QUESTIONS AND ANSWERS. 
 
 Ques. What is the meaning of the term " cycle " ? 
 
 ANS. If a substance like water or gas be subjected t< 
 various changes by the action of heat and finally brough 
 back to its original condition it is said to have undergon< 
 " a cycle of operations." 
 
 Ques. What is the true measure of the efficiency of an engine ? 
 
 ANS. The proportion of the heat converted into worl 
 in pushing the piston is the measure of the engine's effi 
 ciency.* 
 
 Ques. How are steam engines rated ? 
 
 ANS. By horse power. 
 
 Ques. What is a horse power ? 
 
 ANS. 33,000 foot-pounds per minute, 550 foot-pound 
 per second, or 1,980,000 foot-pounds per hour. 
 
 Ques. What is a foot-pound ? 
 
 ANS; One pound of force exerted through one foot o 
 space. 
 
 Ques. Is it correct to say " horse power per minute," " horse powe 
 per hour,'* etc.? 
 
 ANS. No. If an engine is doing work at the rate of 51 
 horse power it is doing 50 horse power all the time. It i 
 an error which is frequently made to assume that such ai 
 engine is doing 50 horse power per minute, for 50 X 60 = 
 3,000 horse power per hour. 
 
 Ques. What is a self-contained engine ? 
 
 ANS. The self-contained engine is entirely dependen 
 upon its own frame to hold all its parts together, and doe 
 not need a solid foundation. 
 
 *NOTE. If the steam reaches the piston at 145 pounds above th 
 atmosphere, the heat is about 363 degrees Fahr. ; when expanded dow: 
 to 30 pounds above the atmosphere, the temperature falls to about 24 
 degrees Fahr.; so that about 90 degrees of the heat generated has beei 
 utilized. This seems a small proportion, but it can never be mad 
 much greater. The losses from too much clearance, from initial coc 
 densation and re-evaporation of condensed steam towards the end c 
 the stroke, may be reduced by intelligent engineering, but there are n< 
 prospects that the supreme loss of heat present in the exhaust steal 
 will ever be overcome. 
 
New Catechism of the Steam, Engine. 21 
 
 QUESTIONS AND ANSWERS. 
 
 Ques. What is a " right-hand engine " ? 
 
 ANS. An engine the fly-wheel of which is to the right, 
 as looked at from the cylinder. 
 
 Ques. What is a left-hand engine ? 
 
 ANS. An engine the fly-wheel of which is to the left, as 
 looked at from the cylinder. 
 
 Ques. What is meant by an engine running " over " ? 
 
 ANS. The top of the wheel running away from the 
 cylinder. 
 
 Ques. What is meant by an engine running " under " ? 
 
 ANS. The top of the wheel running toward the cylinder. 
 
 Ques. Which way are engines more generally run? 
 
 ANS. Over. 
 
 Ques. What advantages pertain to running an engine in this way? 
 
 ANS. The pressure of the cross-head is always down- 
 ward upon the guide, for when the pressure is on the head 
 end of the piston the thrust against the connecting rod 
 which is pointing upward reacts to press the cross-head 
 down upon the guides ; and when the pressure is on the 
 crank end of the cylinder, the cross-head will be dragging 
 the crank, and as the crank is below the center line, it will 
 still pull the cross-head down upon the lower guide. If on 
 the other hand the engine is run " under," the thrust of the 
 cross-head will be upon the top guide on both the outward 
 and inward strokes, and unless the cross-head is nicely 
 adjusted to its guides, and the guides are perfectly parallel 
 under running conditions, the cross-head will be lifted when 
 subjected to thrust, and fall by its own weight on the 
 centers, making the engine pound. 
 
 NOTE. The non-self-contained engine is one which is partly depend- 
 ing on the foundation to hold some of its parts in place, as for instance 
 the outward pillow block and crank shaft. The foundations of such 
 engines have to be particularly well designed. Most of the high speed 
 and vertical engines belong to the former class, while the long stroke, 
 slow and medium speed with girder or tangeye bed, and also som 
 vertical engines belong to the non-self-contained engines. 
 
 In stationary engineering, there are more single high prewur* 
 engines used than any other kind. These, when of a good design and 
 well taken care of, can be very economical. 
 
22 New Catechism of the Steam Engine. 
 QUESTIONS AND ANSWERS. 
 
 Ques. When is it desirable to have an engine run under ? 
 
 ANS. When it is impossible to so locate the engine as 
 to give the proper direction to the belt from an "over"' 
 running wheel. 
 
 Ques. What is a " single valve " engine ? 
 
 ANS. An engine in which a single valve controls the 
 admission and distribution of steam for both ends of the 
 cylinder ; as in a common slide valve engine. 
 
 Ques. What is a " four valve ' ' engine ? 
 
 ANS. An engine having a separate steam and exhaust 
 valve for each end of the cylinder, as a Corliss engine. 
 
 Ques. What is a single acting engine ? 
 
 ANS. An engine in which, like the Westinghouse, the 
 steam acts on one side of the piston only. 
 
 Ques. What is a rotary engine ? 
 
 ANS. It is one in which piston and crank are formed in 
 one place connected to the shaft and rotating in a chamber. 
 The piston instead of returning to its starting point con- 
 tinues turning in one direction. It is an ordinary engine 
 which does not work upon the principle of expansion. 
 
 Ques. What is the meaning of the terms "automatic " and " auto- 
 matic engine "? 
 
 ANS. Automatic means self-acting in machinery, it 
 describes certain movements commonly made by hand 
 which are made by the machine itself. Hence, an auto- 
 matic engine is a self-regulating engine. 
 
 NOTE. "There is good reason for believing that the steam engine is 
 now as nearly perfect as it will ever be made, unless someone discovers 
 a new method of transmitting the power from the boiler to the driven 
 mechanism. That some revolutionary method will be discovered is 
 highly improbable, and so engineers must content themselves to go on 
 improving on details and stopping leaks that defective designs leave 
 open. Meanwhile, about 90 per cent, of the heat generated in the fur- 
 nace will continue to pass out through the smokestack and exhaust 
 port, and science will continue to look on, impotent to stop or lessen 
 this immense waste of energy." 
 
New Catechism of the Steam Engine. 23 
 QUESTIONS AND ANSWERS. 
 
 Ques. What are the reciprocating parts of the engine ? 
 
 ANS. All those parts which move to and fro are the 
 reciprocating parts ; I, the piston ; 2, the piston rod ; 3, the 
 crosshead ; and 4, the connecting rod. The connecting 
 rod is attached to the crosshead, the crosshead to the pis- 
 ton rod, the piston rod to the piston ana this latter is 
 actuated directly by the steam pressure. 
 
 Ques. What is the action of these various parts ? 
 
 ANS. They begin from a state of rest at the commence- 
 ment of the stroke and are gradually set in motion, slowly 
 at first, and faster and faster until the middle of the stroke, 
 when they are moving with the same velocity as the crank 
 pin. After that their motion is retarded until the end of the 
 stroke, when they again come to rest and the same action 
 is repeated. It thus becomes necessary for the crosshead 
 to come to rest at the beginning and end of each stroke. 
 
 Ques. Into what two classes are engines divided with reference to 
 the manner in which they are governed ? 
 
 ANS. Throttling, and automatic cut-off. 
 
 Ques. Into what two classes may the automatic cut-off engines be 
 divided ? 
 
 ANS. The single valves, in which the point of cut-off is 
 varied by changing the amount of travel of the valve, and 
 the four-valve engines, in which the cut-off is usually 
 effected by a detaching mechanism or trip under the control 
 of the governor. 
 
 Ques. What is the difference in principle of operation between an 
 automatic cut-off and slide valve throttling engine ? 
 
 ANS. The automatic cut-off engine regulates its speed 
 by cutting off the steam at an earlier point of the stroke ; 
 this allows the steam to work by expansion, increasing the 
 economy; the pressure thus reduced in the cylinder by 
 expansion will regulate the speed. The slide valve 
 throttling engine regulates its speed by throttling the 
 steam between the boiler and the cylinder. 
 
 NOTE. The end of one stroke is the beginning of another, and two 
 makes one revolution of the engine. 
 
24 New Catechism of the Steam Engine. 
 QUESTIONS AND ANSWERS. 
 
 Ques. What particular advantages are claimed for vertical or 
 upright engines ? 
 
 ANS. A decrease in frictional resistance, especially on 
 the pistons ; an increased economy due to the thorough 
 draining of the cylinders ; they require less floor space for 
 given power ; they are more easily accessible in many of 
 their parts, especially as to valves, stuffing boxes and 
 pistons. Cylinders standing vertically do not corrode on 
 their wearing surfaces, i. e., those parts sustaining the 
 greater wear ; their cylinders are less liable to accident from 
 flooding with water from steam and exhaust pipes. 
 
 Ques. What are the special advantages claimed for the high speed 
 engine ? 
 
 ANS. It is said that in high speed engines the uniformity 
 and smoothness of running is much better than it is in slow 
 speed engines owing to the greater quickness of the action 
 of the automatic governor with which they are equipped 
 hence also more perfect regulation ; 2, the moving parts 
 are comparatively lighter, with larger wearing surfaces ; 3, 
 they are more compact, using less space for the same 
 power; 4, the direct action and simplicity of parts; 5, less 
 in cost for the same power ; 6, they are in line with modern 
 advance. 
 
 NOTE. That these advantages are becoming more clearly recognized 
 with each year is evident from the development of the high speed 
 engine since its first introduction. At the International Exposition in 
 Vienna in 1873, the average piston speed of the engines there exhibited 
 was [about 350 feet per minute and the maximum about 420 feet per 
 minute, while the same makers exhibited in 1888 at the Vienna Indus- 
 trial .Exhibition, engines whose average piston speed was about 480 feet 
 per minute and a maximum of nearly 700 feet per minute. At the 
 International Exposition in Paris in 1889, piston speeds of 780 feet had 
 been attained and at the Electrical Exposition in Frankfurt, in 1891, 
 the maximum was 875 feet per minute. In large engines to day, 900 
 feet per minute is not considered excessive, and we find even in small 
 electric lighting engines of the type known as high speed engines, 
 meaning high rotary speed, that between 700 and 800 feet per minute ia 
 the ordinary piston velocity. 
 
New Catechism of the Steam Engine. 
 
 EARLY HISTORY OF THE STEAM 
 ENGINE. 
 
 Fig. i. JAMES WAT*. 
 
 " A true delineation of the smallest man and his scenes 
 of pilgrimage through life, is capable of interesting the 
 greatest man. All men are to an unspeakable extent 
 brothers ; each man's life a strange emblem of every man's ; 
 and human portraits, faithfully drawn, are of all pictures 
 the welcomest on human walls." 
 
 These are the words of Thomas Carlysle, and to-day the 
 biography of the inventors, designers and builders of the 
 Steam Engine furnishes its most complete and interesting 
 history. 
 
 Of this mechanism it has been said that 'Of all the 
 efforts of human ingenuity known, perhaps none has 
 monopolized so large a share of inventive genius as the 
 steam engine. No other object in the entire range of 
 human devices has so irresistibly arrogated to itself the 
 devotion of scientific men as the production of an artificial 
 movement from the vapor of boiling water." 
 
26 New Catechism of the Steam Engine. 
 
 EARLY HISTORY OF THE STEAM ENGINE. 
 
 The first bona-fide engineer was a military chieftain, and 
 the first engine was a battering ram. This was in the 
 beginning of historic times. In after ages when the proper- 
 ties of steam were discovered the two (the engine and 
 steam) developed into the steam engine. 
 
 But, the first " engine," so called, was a single beam of 
 heavy wood ; next in order, several such were attached to 
 each other, end to end, until a total length of 100 or 150 
 feet was attained, and borne, in the attack, upon the 
 shoulders of scores of fighting men. 
 
 Step three in the progress towards the modern engine, 
 was to plate the end of the awkward, effective beam with 
 iron ; fourth, to swing it forward and backward suspended 
 from a tall frame work, which in time grew into a tower 
 manned by soldiers. 
 
 Next appeared a machine called a catapault, used to cast 
 rocks and other projectiles, and in course of time still other 
 devices were invented to assist or repel attacks upon towers 
 of defence and enclosed towns. 
 
 These warlike contrivances were the first engines, and 
 were so named, and the men who invented and constructed 
 them were called engineers. The term comes from a word 
 in the Latin language ingenium signifying ingenious 
 The word has been transferred to the French, German and 
 Italian languages, as well as the English, but always retain- 
 ing its original meaning. Upon the advent of gunpowder, 
 and the introduction of artillery, those who operated the 
 guns continued to be called engineers, and for a long time 
 received four times the pay of a common soldier. 
 
 Giovanni Branca, of Lorreto, Italy, in the year 1629, 
 produced a machine combining an engine and boiler, the 
 power from which was derived from the expansion of water 
 
 NOTE. In Branca's time, and for over two hundred years, the Steam 
 Engine was called the fire engine. One discoverer says, (in 1608) 
 referring to the then mysterious substance which propelled the 
 machines, "The water is converted into air and its vaporization (in a 
 bombshell) is followed by a violent explosion." 
 
New Catechism of the Steam Engine. 2? 
 
 EARLY HISTORY OF THE STEAM ENGINE. 
 
 into steam. Branca, in his writings, claimed that much 
 useful labor could be accomplished through his device. 
 There were other inventors in the field in the early part of 
 the same century in which Branca lived, but the machines 
 and contrivances to utilize the energy known to be locked 
 up in steam, never (like the one illustrated, Fig. 2), 
 amounted to much more than idle dreams. 
 
 Fig. a. THS BRANCA ENGINE, 1629. 
 
 Fig. 3 illustrates the Newcomen engine, which <vas 
 patented in 1705. Our space is too limited to go if to a 
 detailed statement of its method of action, except we may 
 
 NoTK. One of the Newcomen engines was erected in Holland to 
 aid in draining a lake near Rotterdam. The following were the extra- 
 ordinary dimensions: Cylinder 52 inches in diameter; stroke 9 feet. 
 The boiler was 18 feet in diameter, and contained 2 flues ; but 60 years 
 later engines with 12 feet diameter of cylinder and 10 feet stroke were 
 erected in Holland to do similar work. It was the Newcomen form of 
 engine that Watt and Trevethick found in general use when they 
 began their improvements. 
 
28 New Catechism of the Steam Engine. 
 
 EARLY HISTORY OF THE STEAM ENGINE. 
 
 sajf that the steam was let into the cylinder (C) a little 
 above atmospheric pressure, and by its elastic force raised 
 the piston, and the stroke was completed by the condensa- 
 tion of the steam which produced a vacuum and allowed 
 nearly the full pressure of the air to accomplish the desired 
 result of raising the water. 
 
 Fig. 3. THB NEWCOMEN ENGINE, 1705. 
 
 Between 1765-74, John Smeaton devised a succession of 
 improvements in the atmospheric engine, and carried it to 
 its utmost perfection ; in these days it was still named the 
 fire engine. The force was exerted in but one direction, 
 and could not exceed the atmospheric pressure, in fact, was 
 even short of this, for the vacuum was far from being com- 
 plete. 
 
 The improvements of the engine on scientific principles 
 commenced with the days of Watt. 
 
New Catechism of the Steam Engine. 2<) 
 
 EARLY HISTORY OF THE STEAM ENGINE. 
 
 Fig. I is a very rare imprint of the immortal designer 
 and inventer of the modern steam engine and its invaluable 
 adjunct, the Indicator. Fig. 4 represents Watt's Condens- 
 ing Engine. 
 
 James Watt was born at Greenock, Scotland, January 
 1 9th, 1736. His grandfather, Thomas Watt, was a school- 
 
 Fig. 4. WATT'S CONDENSING ENGINE, A. D. 1784. 
 
 master, and his father a prominent citizen of Greenock, 
 being a merchant and builder. At the age of eighteen, 
 James went to Glasgow to learn the trade of a mathemati- 
 cal instrument maker, and opened a small shop, by which 
 he earned a scanty living. The introduction of the New- 
 
jo New Catechism of the Steam Engine. 
 
 EARLY HISTORY OF THE STEAM ENGINE. 
 
 comen engine into the neighborhood, led him to study the 
 history of the steam engine, and to conduct for himself 
 researches into the properties of steam. 
 
 In his experiments he used, at first, apothecaries' phials, 
 and hollow canes for steam reservoirs and pipes, and later 
 a Papin's digester and a common syringe. The latter com- 
 bination made a non-condensing engine, in which he used 
 steam at a pressure of fifteen pounds to the square inch. 
 This experiment led to no practical result, and he finally 
 took hold of a Newcomen model which he obtained from 
 London, and putting it in repair, commenced experiments 
 with that, and made with it considerable progress. 
 
 Watt next made a new boiler for experimental purposes, 
 and arranged it in such a manner that he could measure 
 the quantity of water and of steam used at every stroke of 
 the engine. After establishing the elements of the new 
 science, i. e. t the bulk of steam as compared to water, the 
 quantity of water evaporated per pound of coal, the quan- 
 tity of water required for condensation, etc., etc., his next 
 important invention was the separate condenser, and when 
 this latter achievement was accomplished, his life's work 
 was virtually done. 
 
 NOTE. This was early in 1765, when Watt was twenty-nine years of 
 age. He soon after formed a co-partnership with Matthew Boulton, 
 and his career thereafter was that of a successful business man, whose 
 inventions were nearly all of immediate practical value to the firm and 
 to the world. 
 
 Watt died August igth, 1819, in his 84th year, rich and more honored 
 than many kings. His statue stands in Westminster Abbey, London, 
 amidst those of the noblest of Englishmen, who by their heroic deeds, 
 have become the glory of their country. 
 
 NoTE. By the year 1784, Messrs. Boulton & Watt had brought their 
 engine to a position where it combined all the devices which Watt had 
 either improved from old models or clearly invented himself. There 
 were a pair of their engines erected in London, in this year of sufficient 
 power to drive twenty pairs of millstones. In these engines were to be 
 found the newly applied fly-wheel, the glass water-gauge, the mercury 
 steam gauges, " fly ball " governor, the poppet valve with beveled seat, 
 the cross head and guides, and many minor improvements covered by 
 Watt's numerous patents. 
 
New Catechism of the Steam Engine. 31 
 
 Fig. 5. 
 
 ENGINE FOUNDATIONS. 
 
 It is essential that a steam engine be placed upon a solid, 
 unyielding foundation. It is unwise to pay for a good 
 machine and then set it upon a foundation that will yield 
 to the weight and working strains in such a way as to throw 
 the parts out of line, bringing about injurious wear and 
 derangement. 
 
 Large cut stones make the most solid foundation, but 
 these are costly; hard-burned brick make an excellent 
 substitute. These should be laid in cement, with thin 
 joints. No stones are required except the cope-stone, 
 which should be cemented to the brick-work. 
 
 The drawings furnished by engine builders will give the 
 necessary width and depth of foundation, assuming that the 
 bottom rests on solid ground. If this is not reached at the 
 depth indicated, the excavation should be deeper, the 
 bottom rammed hard and filled up to the point at which the 
 foundation proper is to begin with rough stones laid in 
 cement. 
 
 NOTE. Concrete made mixing five parts broken stone, two parts 
 clean sharp sand and one part Portland cement makes a very satisfac- 
 tory foundation. 
 
New Catechism of the Steam Engine, 
 
 ENGINE FOUNDATIONS. 
 
New Catechism of the Steam Engine. 
 
 ENGINE FOUNDATIONS. 
 
 The foundation should be completed at least fifteen days 
 before the engine is placed on it, by which time, if properly 
 laid, the brick-work will be practically one mass. 
 
 The accompanying illustrations show three different 
 shapes of foundations. 
 
 Fig. 6 is the form used for girder frame engines, as the 
 Corliss engine generally is built. 
 
 A layer of concrete is first spread over the bottom of the 
 excavation, on top of which the brick-work is laid. The 
 fastening of the anchor bolts is shown in Fig. 6, consisting 
 of a heavy cast-iron plate, laid in the brick-work, and drilled 
 and threaded for the bolt ; the top is formed of cast-iron 
 plates, on which the pedestals rest. 
 
 The bottom plates need not be threaded, but simply 
 drilled, to allow the bolt to pass through, and by allowing 
 an opening to be left in the brick-work underneath the 
 plates, a nut may be screwed to the end of the bolt. Cope 
 stones can take the place of the top plates in either case. 
 
 Fig. / shows a form of foundation which differs from 
 the first described by a brace being run across, combining 
 the outboard pillow block part with the main body of the 
 foundation, and the bolts being masoned into the brick- 
 work, the foot ends passing through a broad washer. 
 
 This foundation is generally used for tangeye bed 
 engines, which usually run at medium speed. The founda- 
 tion used for high speed self-contained engines is shown in 
 Fig. 8 ; it simply consists of a solid body of brick-work. 
 
 It is very often the case that a timber foundation is found 
 to be the best, or indeed, the only practicable foundation 
 for an engine or for a heavy machine. The number of 
 
 NOTE. Foundation bolts should be held in position by a wooden 
 template with bolt holes corresponding to those in the engine base. It 
 is better not to build the foundation solidly around the bolts, except at 
 the extreme bottom. Space should be left around each bolt, increasing 
 toward the top, so that at its upper end the bolt has a play of one or 
 two inches. 
 
34 New Catechism of the Steam Engine. 
 
 ENGINE FOUNDATION* 
 
New Catechism of the Steam Engine. jj 
 
 ENGINE FOUNDATIONS. 
 
 semi-portable steam engines used to run dynamos during 
 engineering work of more or less duration, makes it desira- 
 ble to have a method of holding the machine down, which 
 will permit of "pulling up stakes" on short notice and 
 settling again promptly at a greater or less distance. In 
 such cases, heavy beams may be used for bed timbers, and 
 to these the engine held down by bolts, or, indeed, by long 
 lag screws ; in all cases the thread and bearing surfaces of 
 heads, washers, etc., being smeared with grease and graphite 
 (black lead) before running up. The lengthwise timbers to 
 which the engine is bolted may very easily be secured to 
 heavy cross timbers (to givejboth weight and lateral rigidity) 
 by dovetail wedges of yellow pine, as shown in Figs, pa 
 and pb. In Fig. pa only one edge of the lengthwise balk 
 is dovetailed, and the wedges alone the other side have one 
 flat bearing side. 
 
 In Fig. Qb both sides of the lengthwise timbers are 
 dovetailed, and the wedges are cut to correspond. Where 
 the wedges have one vertical face in contact with the 
 lengthwise beam, as in Fig. pa, they should have more 
 vertical bearing surface, as there indicated. 
 
 Such a frame may be locked together in short order, and 
 dismantled quickly and without injury to the timbers. 
 When in service it may be weighted down by rocks or odd 
 castings, or similarly wedged to lengthwise timbers parallel 
 to those on which the engine rests. 
 
 Timber foundations may also be fastened together by 
 dogs of this outline f" ""} ; and this mode is not so bad 
 where round logs are used for the heavy cross-pieces ; but 
 when dogs are used care should be taken that they always 
 run obliquely across the intersection of two timbers and 
 never parallel with either of those which they join. This 
 applies the " diagonal brace ' principle. If this is neglected 
 the structure, if the under timbers are round and lie cross- 
 wiac of the cylinder-bore, will very promptly work itself to 
 
New Catechism of the Steam Engine. 
 
 ENGINE FOUNDATIONS. 
 
New Catechism of the Steam Engine. 
 
 ENGINE FOUNDATIONS. 
 
 Fig. 9b. 
 
 Fig. 90. 
 
 Fig. 9d. 
 TIMBER FOUNDATIONS. 
 
38 New Catechism of the Steam Engine. 
 
 ENGINE FOUNDATIONS. 
 
 pieces ; and in any case, for every dog that leans in one 
 direction there must be another which leans in the opposite 
 direction. The reason for this is seen in Figs, pd and 10. 
 The dog shown in Fig. 10 does not properly resist a 
 
 Fig. ia TIMBER FOUNDATIONS. 
 
 lengthwise thrust from right to left, as shown by the arrow 
 in Fig. Qd. Where, however, as shown in Fig. 90, each 
 dog has another one opposed to it, the hinge business ig 
 effectually done away with. Dogs are only desirable where 
 round timbers are used, as these afford less wedging surface 
 than square ones. 
 
 Fig. ji. MODEI, POWER STATION; 
 
New Catechism of the Steam Engine. 39 
 
 PARTS OF THE STEAM ENGINE. 
 
 Pig. 12. STEAM ROLLER. 
 
 Ques. What is the most important part of a steam engine ? 
 
 ANS. The cylinder, because within its compass is 
 accomplished the change of energy of the fuel into the 
 work the engine is designed to perform. 
 
 Ques. Why is the cylinder the most approved form for its office of 
 transforming the energy of combustion into work ? 
 
 ANS. Because, 1st, the circular form is the strongest; 
 2d, it is easier to make and repair; and 3d, it is best 
 adapted to fit the round form of the piston. 
 
 Ques. Name some of the parts and uses of the steam cylinder? 
 
 ANS. Cylinder heads, with the studs or bolts to hold it 
 to the flange, also the bolts to hold it to the frame ; cylin- 
 der jackets, to prevent condensation. Fig. 13 and Fig. 14 
 show in outline the parts and names of the steam cylinder 
 and the valve chest and valve. 
 
 NOTE. In the elementary form of the steam engine the cylinder 
 served the triple purpose of boiler, engine and condenser. In after 
 history the boiler and condenser were made into separate parts to form 
 and condense the steam while *he cylinder is used for its true office 
 the convertion of the energy in the steam into mechanical power. 
 
40 New Catechism of the Steam Engine. 
 
 STEAM CYLINDER AND VALVE. 
 
 Fig. 13 and Fig. 14. STEAM CYLINDER AND VAI,VB. 
 
 See "a." See "b." 
 
 Parts of the cylinder, see Fig. 13, "a 9 ' : i, bore of cylin- 
 der; 2, counter bore; 3, flanges; 4, cylinder heads: 5, 
 stuffiing box ; 6, gland. 
 
 Parts of the valve chest, see Fig. 14, " b " : I, steam ports ; 
 2, exhaust ports ; 3, slide valve ; 4, valve stem stuffing box ; 
 5, valve stem gland ; 6, cylinder head stud bolts ; 7, valve 
 chest cover ; 8, valve chest flanges ; 9, steam inlet. 
 
 NOTE. In spite of all improvements, the cylinder acts in nearly all 
 engines as a steam generator and condenser at certain parts of the 
 stroke of the piston the steam condenses and at other parts it re-evapor- 
 
New Catechism of the Steam Engine. 41 
 
 THE STEAM PISTON. 
 
 This is a circular disc fitted to the bore of the cylinder 
 and which receives and transmits the pressure of the steam 
 to the other moving parts of the engine. Fig. 15 exhibits 
 an approved form of the steam piston with the piston head 
 or " follower plate " removed so as to show the interior 
 construction. 
 
 Pig. 15. THE STEAM PISTON. 
 
 Parts of the steam piston are shown and may be defined 
 thus : i, piston web ; 2, bull ring ; 3, follower bolt holes ; 4, 
 packing ring ; 5, packing springs ; and 6, steam-tight joints. 
 
 The forms of pistons are innumerable according to the 
 varying size of the cylinders they are designed to fit, but 
 there are two things necessary for all; they should be 
 steam tight and yet so adapted to the bore of the cylinder 
 that they move with the least possible friction. Besides, 
 they should be strong enough to meet the unequal strains 
 of the pushing of the steam and to hold the end of the 
 piston rod immovable. 
 
New Catechism of the Steam Engine. 
 
 THE CROSSHEAD. 
 
 This is the device which forms the connection between 
 the piston rod and the connecting rod ; it is similar to the 
 joints of the human body ; it guides the piston rod so as to 
 keep it straight, in spite of the bending motion caused by 
 the angularity of the connecting rod. 
 
 Fig. 17 exhibits a crosshead partly in section so as to 
 show the method of adjusting the guides. Such as this are 
 frequently used on girder frame engines. 
 
 The names of parts are as follows: I, crosshead body; 
 2, slippers; 3, gibs; 4, wrist pin; 5, piston rod socket; 6, 
 set screw ; 7, jam nuts ; 8, slot for piston rod key. 
 
 FiG.2 
 
 Fig. 16. CONNECTING ROD ENDS. 
 
 THE CONNECTING RODS. 
 
 A crank is a lever or bar movable about a centre at one 
 end. This, in the steam engine, allows the conversion of 
 reciprocating or sliding motion into circular motion. The 
 connecting rod is the device used between the crank and 
 the crosshead. Fig. 16 shows three forms of connecting 
 rod ends. 
 
New Catechism of the Steam Engine. 43 
 
 THE CONNECTING ROD. 
 
 Fig. 1 8 shows the details of the two ends of a connecting 
 rod, the names and numbers are as follows: I, crank pin 
 key; 2, crank pin gib; 3, crank strap; 4, crank brasses; 5, 
 connecting rod and crank pin ; 6, wrist pin brasses ; 7, wrist 
 pin gib; 8, wrist pin strap; 9, set screws; IO, crosshead 
 end of connecting rod. 
 
 Fig. 17. CROSSHKAD. 
 
 \ 
 
 Fig. 18. CONNECTING ROD ENDS. 
 
 It may be remarked that the centre of the crank pin end 
 of the connecting rod moves in a true circle, while the cen- 
 tre of the opposite end has the reciprocating back and 
 forth rectilinear motion. 
 
New Catechism of the Steam Engine. 
 
 Fig. 19. THE ECCKNTWC. 
 
New Catechism of the Steam Engine. 4$ 
 
 THE ECCENTRIC. 
 
 The eccentric is a species of a crank; its peculiarity 
 being that the " crank pin " is increased to such a size that 
 it exceeds the diameter of the shaft. The distance between 
 the centre of the crank pin and the centre of the shaft 
 being " the radius of eccentricity " which is the distance 
 between the centre of the disc and the centre of the shaft, 
 see Fig. 19, " i " and " 2." 
 
 Fig. 19 is a drawing in outline of an eccentric, the parts 
 of which may be described: I, shaft centre; 2, eccentric 
 centre; 3, radius of eccentric; 4, eccentric strap; 5, set 
 bolts ; 6, eccentric rod ; 7, eccentric rod foot. 
 
 THE GOVERNOR. 
 
 The governor is the ruling spirit of an engine. The use 
 of a governor of any kind is to supply more or less energy 
 to the engine as needed. Where the changes of load are 
 liable to be very great, or where absolute uniformity of 
 speed of rotation is not essential, the regulation is frequently 
 performed by hand, as in the case of locomotives, hoisting 
 engines, etc. Where the speed remains constant, how- 
 ever, as in the case of factory engines, etc., the prime 
 mover is always equipped with a governor which will auto- 
 matically vary the supply of water, gas or steam, as the 
 case may be, in proportion to the demands made upon it 
 and in such a manner as to keep the speed of rotation 
 constant, under varying loads. 
 
 In steam engines there are two methods of varying the 
 supply of energy. 
 
 First. By varying the pressure under which it is admit- 
 ted to the cylinder. 
 
 Secondly. By varying the point of the stroke at which 
 it is cut off and allowed to expand. 
 
 NOTK. The "throw " of the eccentric is equal to twice the eccen- 
 tricity. 
 
New Catechism of the Steam Engine. 
 
 THE GOVERNOR. 
 
 Fig. 20. THE GOVERNOR. 
 
 NOTE. A shaft governor regulates the speed of the engine by chang- 
 ing the cut-off for ordinary variations of load. An inertia governor is 
 also a shaft governor, but uses the inertia stored in the wheel itself or 
 another moving weight, to overcome very sudden changes on the load. 
 
New Catechism of the Steam Engine 47 
 
 THE GOVERNOR. 
 
 The first of these is the older and by far the simpler of 
 the two methods. The governor which acts according to 
 this method, or throttling governor, a simple and modern 
 form of which is shown in Fig. 20, is too well known to 
 require an extended description. 
 
 Referring to Fig. 20, the names of the parts of this 
 important adjunct of the steam engine areas follows: I, 
 standard ; 2, governor shaft ; 3, governor balls ; 4, arms ; 
 5, stem swivel ; 6, pivots; 7, gears; 8, pulley; 9, oil holes; 
 10, stem; n, bonnet; 12, stuffing box; 13, gland; 14, 
 gland box; 15, valve discs; 16, valve seats; 17, stem 
 guard; 1 8, throttle valve flange; 19, valve chest flange. 
 
 The device shown in the figure is the well known " ball " 
 or throttling governor. This operates upon the princple 
 in physical science explained under the heading of " centri- 
 fugal force " ; also under heading " elementary mechanics " 
 in technical literature, thus : 
 
 A body in motion tends to move in a straight line. 
 
 A body when moving cannot stop itself or change its 
 motion, and unless acted on by some other body will go 
 on in the same direction and at the same speed forever. 
 
 Inertia is that property of matter by which it is of itself 
 incapable of changing its state whether in motion or at 
 rest. It takes some time, however, to put a body in 
 motion or change its direction. 
 
 The governing forces of the ball (fly-ball) governor con- 
 sist of centrifugal force opposed by gravity. Familiar 
 modifications of this construction are provided with springs 
 as a substitute for gravity. Shaft governors or shifting 
 eccentric governors, represent another type where springs 
 are used to oppose centrifugal force. 
 
 Very much more upon this subject will be found in 
 other parts of the work given in connection with descrip- 
 tion of particular engines and also under the heading of 
 " Care and Management of the Steam Engine." 
 
48 New Catechism of the Steam Engine. 
 
 PIPING OF THE STEAM ENGINE. 
 
 The two principal pipes of the ordinary engine are: 
 first, the main steam pipe which leads from the boiler to 
 the engine ; and second, the exhaust pipe that which 
 wastes the steam into the atmosphere after it has done its 
 work. 
 
 There are also cylinder drain pipes to carry off the water 
 formed by the condensation of the steam. 
 
 Points, relating to Piping an Engine. 
 
 1. Run steam and exhaust pipes as straight as possible. 
 If they must be over fifty feet long use one size larger pipe. 
 
 2. It should be of such ample size as to cause as little 
 friction as possible. 
 
 3. It should be well covered to prevent condensation. 
 
 4. The corners should be well rounded and be as free as 
 possible from flanges and valves. 
 
 5. The exhaust pipe should be of ample size. 
 
 6. The exhaust pipe should also be covered with non- 
 conducting material where the exhaust steam is to be used 
 for heating purposes, at least to the point where it is drawn 
 into the heating system. 
 
 7. Support steam and exhaust pipes on suitable hangers. 
 
 8. Blow the main steam pipe out thoroughly with steam 
 before making connection to throttle, in order to clear it of 
 any dirt or pieces of scale which might otherwise have to 
 work out through the engine. 
 
 The use of an exhaust pipe head is obvious: i, this 
 device deadens the noise on high speed engines ; 2, it pre- 
 serves the roofs from the disagreeable effects of oil- 
 impregnated water falling upon it. 
 
 NOTK. It will be understood that in the marine type or condensing 
 engine, the exhaust pipe leads to the condenser, where the steam is 
 re-conrerted to water, hence there i* no regular exhaust into the air in 
 low pressure engine*, 
 
New Catechism of the Steam Engine. 49 
 
 MATERIALS AND WORKMANSHIP OF 
 THE STEAM ENGINE. 
 
 The quality of the materials entering into the construc- 
 tion of a steam engine is an important matter. The princi- 
 pal factor in the construction of a steam engine is the cast 
 iron. It is not alone sufficient that castings should be 
 smooth and sound ; it must be known that the important 
 qualities of strength and duration are not lacking. A 
 strong, hard mixture is best for cylinders, pistons, rings, 
 valves, etc., while a softer mixture is more suitable for 
 other parts which are not subject to wear. 
 
 The crank shaft, connecting rod, piston rod, crank pin 
 and wrist pin are commonly forged from steel, the quality 
 of which should be assured by a reputable maker and of a 
 specified chemical analysis. 
 
 A good hard brass should be used for lining wearing 
 surfaces, such as crank pin boxes, wrist pin boxes, etc. 
 
 The crank shaft bearings are generally lined with babbitt 
 metal, made after an approved formula. 
 
 Some makers prefer to use a good quality of iron in place 
 of steel for the larger parts of the engine, such as crank 
 shaft. 
 
 ,. In the best shops cylinders are carefully tested for 
 straightness and roundness by measuring with micrometer 
 gauges reading to the one-thousandth part of an inch, eight 
 diameters in each cylinder, four parallel to the shaft and 
 four at right angles to it. Bushings for steam chests are 
 turned six one-thousandths of an inch larger than the bore 
 of the steam chest castings, which is the allowance we 
 make for the forcing fit. 
 
go New Catechism, of the Steam Engine. 
 
 CARE AND nANAGEflENT OF THE 
 STEAfl ENGINE. 
 
 In " keying up " an engine, the engineer should know 
 where his keys are before attempting to adjust them to 
 know this, the keys should be marked before they are moved; 
 this is best done with a lead pencil, for if it is found that 
 the key has been driven too far it can be easily put back to 
 its former position and when the machine is running in a 
 satisfactory way, the marks can easily be removed. 
 
 It is also better to key up an engine in the morning 
 rather than at night ; if it is done at night, the engineer 
 does not know " what a night may bring forth " nor that 
 he will be in his place in the morning. 
 
 For all joints that have to be broken and remade fre- 
 quently the ground joint is the best. 
 
 By its use one does not have to bring everything to a 
 standstill while a gasket is being hunted up or being cut, 
 all the while the delay costing money. The occasions for 
 doing this should be as few as possible. 
 
 In putting rubber packed joints together use either 
 graphite or chalk to prevent the rubber adhering to the 
 iron when the joint has to be remade. 
 
 In packing a stuffing box it is of the first importance 
 that the piston rod should be in line and be smooth ; if the 
 rod is scored, or rusty, it should be smoothened with emery 
 cloth, otherwise it will act upon the packing in the same 
 manner as a file. 
 
 Measure the packing around the rod, and cut it to exact 
 lengths. A very good device for cutting packing, is a piece 
 of hard wood, turned to the exact diameter of the rod. 
 
 NOTE. Many engineers measure the packing rings to length and 
 then cut it, but this is not the best way, for the ends, after the packing 
 is bent around the rod, will not come together flush. It is good prac- 
 tice to put a little graphite in the stuffing box, when packing, as this 
 will lengthen the life of the packing and decrease the friction. 
 
New Catechism of the Steam Engine. $1 
 
 CARE AND MANAGEMENT. 
 
 By winding a ring of packing around this, it can be cut 
 off to fit the rod to perfection ; always break joints by put- 
 ting them opposite each other, in adjoining rings ; never 
 set up too tight, for if a stuffing box is perfectly packed, it 
 will hold tight with but little tension on the gland, and if 
 packing is jammed too tight, much power is lost in friction. 
 
 If the speed of the engine is changed, care should be 
 taken to adjust the springs so that the sound, when they 
 are tapped with a hammer is as near alike as possible. 
 Different sounds indicate an unequal tension, and the 
 result of unequal strain may be " racing " of the engine. 
 
 Care should be taken that the dash pot is always full of 
 machine oil, or oil of a heavier grade, or else glycerine, as 
 the dash pot is designed to give stability to the governor 
 when load is changed, and its movement must not be too 
 quick. The dash pot will be next to useless if the filling 
 part is neglected. 
 
 When the piston rings do not properly fit the cylinder 
 bore or are faulty in the joints loss is caused by allowing 
 steam to blow from the admission end past the piston into 
 the opposite end, which is open for the exhaust. 
 
 A good way to ascertain if the piston is leaky is to put 
 the engine on the dead center on the crank end. Then 
 take off the cylinder cover on the head end and admit 
 steam back of the piston. If it leaks the leak can readily 
 be seen. 
 
 Another method is to place the engine on the center 
 no matter which one and if the cylinder is piped for indi- 
 cator, open cock from opposite end from which steam is 
 
 NOTE. Many engines are so constructed that the space around the 
 piston rod gland is quite small, and so we would suggest that a short 
 solid wrench be made for use in such cases, and always be kept in a 
 convenient place. As it is seldom or never necessary to use much 
 leverage here, a large one will not be needed and it will be much more 
 convenient than to try to use an ordinary monkey wrench. 
 
5 2 New Catechism of the Steam Engine. 
 
 CARE AND MANAGEMENT. 
 
 admitted. While this method would give gooa results il 
 the valve was tight, it would not give the desired result il 
 the valve was leaky. 
 
 Packing rings that are found to be too small for the cylin. 
 der bore should be set out either by tightening the setting, 
 out bolts or by peneing, the best method obviously being 
 determined by the circumstances. To spread a ring by 
 peneing its inside circumference should receive a succes- 
 sion of blows from the ball, or pene, of the hammer, around 
 its entire length, and care should be taken that the blows 
 should be struck as nearly as possible in the center of the 
 ring and at equal distances apart, otherwise the ring is apt 
 to assume more or less of a spiral form. 
 
 To secure smooth running in an engine the packing rings 
 should clear the bore of the cylinder a little at each end of 
 the travel. Many engines are designed so that the rings 
 travel over the bore about 1-32 inch. 
 
 Graphite has proven to be a very good lubricant for en- 
 gine cylinders and valves, and if a cylinder or valve is badly 
 scored, it will lodge in the pits and scratches of the rough 
 surface, and restore it to its original smoothness, saving 
 steam. 
 
 The graphite may be fed into the cylinder by means of 
 an ordinary tallow cup, but it is best to use a specially 
 made cup for this lubricant, as shown in Fig. 21- 
 
 This device, as well as several oilers and lubricators illus- 
 trated in this book, is manufactured by the Lunkenheimer 
 Brass Co., Cincinnati, O. 
 
 As the cup is made for the purpose of feeding graphite 
 into the cylinder, there is no chance for it to lodge in a 
 
 NOTE. It is well to make periodical inspection of cylinder to ascer- 
 tain whether the piston has lost its proper alignment by wear or other 
 cause, if the cylinder has been cut, if the follower bolts are secure and 
 free from fracture, if shoulders have been formed at ends of bore from 
 improper lining of connecting rod, whether cylinder oil is causing de- 
 terioration by acid which it may contain, etc. 
 
New Catechism of the Steam Engine. 53 
 
 CARE AND MANAGEMENT. 
 
 recess and clog up the feed it also is a 
 sight-feed lubricator, as will be noticed in 
 the cut. 
 
 Fig. 22 shows a way of attaching these 
 cups to Corliss engines. They may also 
 be attached to the steam pipe, but always 
 below the throttle valve, as the graphite 
 may interfere with the tight closing of the 
 valve. 
 
 When using graphite, an oil lubricator 
 should also be used, but the quantity of 
 oil can be reduced considerably. 
 
 When taking measurements to set pis- 
 ton in center of cylinder don't take them 
 from the bore, but always from the counterbore. The rea- 
 son for this is that while the bore may be badly worn, 
 
 Fig. 21. 
 
 Fig. 22- GRAPHITE; CUP ATTACHED TO CORUSS ENGINE CYLINDER. 
 
 NOTE. Description of parts o 
 A Graphite regulating valve. B Steam valve. C Filling plug. 
 E Nut for taking cup apart. X Drain plug. 
 
54 New Catechism of the Steam Engine. 
 
 CARE AND MANAGEMENT. 
 
 either vertically or horizontally, the counterbore receives 
 no wear and retains the original alignment. 
 
 When an engine has been erected or overhauled for re- 
 pairs, and before the pistons are put into the cylinders, it 
 should be "blown through." The throttle valve being 
 opened, the steam allowed to blow through steam chest 
 and ports into the cylinder, the valve gear being moved by 
 hand so that the steam will blow through the parts alter- 
 
 Fig. 23. DROP LUBRICATOR. 
 
 Fig. 24. SPRAY LUBRICATOR. 
 
 nately. If by accident, nuts, washers, iron dust or other 
 substances should remain in the passages they will then be 
 dislodged and a serious menace to safety removed. 
 
 The " striking points " should be located, also the " coun- 
 terbores." The following is a simple, yet effective method 
 of finding these points. After the piston rod has been 
 keyed in the crosshead, move it towards the crank end 
 until the "spider*' brings up solidly against the cylinder 
 
 NOTE. Description o/"Fig. 24. 
 
 A Condensing chamber. B Oil reservoir. C Filling plug, D 
 Upper steam valve. F Drain valve. K Lower steam valve. L 
 Valve fo regulating flow of oil N Indicator glass. P Sight-feed 
 glass. R Steam pipe. SS Plugs for cleansing and replacing glass. 
 T Circulating tube. X Spray nozzle. 
 
New Catechism of the Steam Engine. 55 
 
 CARE AND MANAGEMENT. 
 
 nead. This is the striking point for this end. It should 
 be located on the guide by a center punch mark at the 
 crank end of crosshead. Move the crosshead toward the 
 head end of cylinder until the turned edge of spider against 
 which the ring will bear comes flush with the counterbore. 
 Mark this point also on the guide at same end as before. 
 Next move crosshead along and put in packing ring and 
 riding ring. After these are in position move piston ahead 
 until the ring on head end is flush with the counterbore. 
 Locate this point also on the guide. 
 
 Fig. 35. DOUBLE SIGHT LUBRICA Fig. 26. AUTOMATIC 
 
 TOR FOR COMPOUND ENGINES. LUBRICATOR. 
 
 Put cylinder cover on head and move piston ahead until 
 it strikes. This is the striking point for head end locate 
 on guide same as before. This makes the job complete 
 and when the connecting rod is put up it can be lined by 
 these marks on guides. 
 
 The piston should be moved through cylinder a few 
 times to see it everything works freely. 
 
 NOTE. Description 0/"Fig. 23. 
 
 B Oil reservoir. C Upper valve. B Filling plug, F Drain 
 valve. H Union to connect condenser pipe and valve. K Discharge 
 valve. L Valve for regulating flow of oil. N Indicator glass* P 
 Sight- feed glass. Valve to draiii or blow out sight- feed glass P. 
 
New Catechism of the Steam Engine. 
 
 CARE AND MANAGEMENT. 
 
 Follower bolts lose much of their original strength by 
 reason of crystallization caused by alternate cooling and 
 heating. A comparatively small strain will sometimes 
 fracture a bolt that has been in use some years. Many 
 engineers make a practice of renewing these bolts at cer- 
 tain intervals of time, and the practice is highly commend- 
 able. When the follower has been taken off for some 
 reason and when the bolts are replaced, it is the best 
 method to bring them up to a bearing before putting a 
 strain on them with a wrench. 
 
 Every engine should be fitted with stationary oilers for 
 crank-pin, wrist-pin and all other places where the bearing 
 is a movable one. This will 
 enable the engine to be run 
 for many consecutive hours, if 
 occasion should demand it. To 
 be obliged to shut down to oil 
 any of these places, is to show 
 that whoever is in charge of the 
 machine has failed to keep up 
 with the times. See Fig. 27- 
 
 In selecting a lubricator for 
 a steam engine it is well to get 
 one that is so constructed that 
 when it must be filled, the cylin- 
 der oil will go directly into the 
 cup, without having to go 
 through a long crooked passage, 
 for many good oils are thick and 
 
 it is not always convenient to 
 
 ., , . . . Fig. 27. STATIONARY OILING 
 
 warm an oil before using it. DlJVIC1J FOR CROSS . H EAD 
 
 AND 
 
New Catechism of the Steam Engine. 57 
 
 DUTIES ON FIRST TAKING CHARGE OF 
 A STEAM PLANT. 
 
 After examining the boilers and pipes the new man 
 should carefully inspect the engines and fittings, as a 
 whole, before making any attempt to " start up " ; he 
 should be as cautious and deliberate about this as a soldier 
 in the enemy's country, for reasons which it were better 
 hot to enlarge upon. 
 
 After a general overlooking, the second thing should be 
 a minute inspection of each individual part, of all cocks, of 
 the oil cups, set screws, keys, joints, etc. This examina- 
 tion should be by hand and eye assisted by previous ex- 
 perience, for no man should " take charge " without pre- 
 vious knowledge of engineering. 
 
 Next, "turn the engine over," slowly by hand some 
 assistance may be needed here, if there are no mechanical 
 means for turning it over. If all is right the engine may 
 be "warmed up" and turned over very slowly by steam, 
 making six or seven revolutions as slowly as possible, and 
 if all is right, the speed can be .very gradually increased. 
 Now, if the engine should race, it is better to shut down 
 and examine the governor, for it may stick ; this can be 
 caused by a bent valve stem, or other parts being worn, so 
 there are shoulders interfering with the motion, it also can 
 be caused by the gumming of impure oil, which should be 
 removed with benzine. 
 
 If the engine is pounding, search for the cause of the 
 trouble, but do not attempt too soon to remedy it, and 
 after stopping set up the keys a little, but do not try to do 
 
 NOTE. 
 
 I. Are the keys set tip too tight which may overheat a bearing? 
 2 Are the old liners on the crank and cross-head brasses in such 
 condition as to make safe the length of the rods? 
 
 3. Is the governor sensitively active ? 
 
 4. Is tbf fly-wheel keyed on properly? 
 
$8 New Catechism of the Steam Engine. 
 
 QUESTIONS AND ANSWERS. 
 
 it all at once, but give the engine a chance to wear into 
 her new bearings and at the next stop take up a little more 
 of the "lost motion." 
 
 If the crank and wrist pin boxes are loose, do not at- 
 tempt to remedy it all by setting up on the keys, but put 
 in a liner of suitable size, to keep the clearance nearly 
 equal on both ends of the cylinder. The next thing relates 
 to the economy of daily operation and here the engineer, 
 with the indicator and the necessary brains to use it is far 
 ahead. 
 
 After the engineer has passed his first day in a new 
 steam plant, his greatest trouble is passed, and although 
 he needs not fear any more disaster from his predecessor's 
 mistakes, he always should be extra careful in starting up. 
 
 QUESTIONS AND ANSWERS RELATING 
 TO THE STEAM ENGINE. 
 
 Ques. How can you tell that an engine will not race dangerously 
 should the main belt break, or the governor belt break ? 
 
 ANS. On a Corliss engine are, besides the trip cams, 
 safety cams, which, if they are properly adjusted, and the 
 device, which prevents the governor from dropping to its 
 lowest position is disengaged, (as it should be) when the 
 engine is running, these will guard against racing when the 
 governor belt breaks, by not allowing the hooks to take 
 hold of the catch blocks, thus not opening the steam 
 valves. If the main belt should break, the steam will be cut 
 off earlier during the stroke, and thus regulate the speed. 
 
 On many shaft governors as well as throttling governors 
 also safety devices are employed, to guard against racing 
 
 NOTE. These are given as specimens of the " questions " once used 
 by an Examining Board of Engineers to test the qualifications of ap- 
 plicants for a. first class license. The answers are those given by a 
 practical engineer. 
 
New Catechism of the Steam Engine. 59 
 
 QUESTIONS AND ANSWERS. 
 
 in case of accident to governor or belt. If the engine is 
 condensing, air should be admitted to the condenser, to 
 destroy the vacuum. 
 
 Ques. Give method of starting large compound condensing engine, 
 jet condenser direct connected? 
 
 ANS. Heat the engine up by admitting steam to the 
 cylinders, and driving the air out, also allow the steam to 
 blow into the jet condenser, to drive the air out, then open 
 your injection valve so a vacuum is formed in the con- 
 denser, and allow the engine to move around slowly for a 
 few minutes before giving full speed. 
 
 The pumps of a direct connected condenser being driven 
 by the main engine are started by starting the engine. 
 
 Ques. In keying up crank-pin and wrist-pin brasses, give two rea- 
 sons for use of the ' ' shim, ' ' and under which brass it is put, and why ? 
 
 ANS. The length of the connecting rod is reduced by the 
 constant keying up, and thus the piston would travel much 
 nearer the front cylinder head, and in time may strike it. 
 
 Also the setting up by the key is limited, by its length 
 and the amount of clearance given it in the strap. To 
 remedy this "shims" or "liners" should be laid under 
 the brass, which is next to the end of the rod. In some 
 styles of connecting rods the distance between crank and 
 wrist-pin centres is lengthened by keying up, and the 
 shims should be laid under the brass, furthest from the 
 rod, i. e., between brass and strap. 
 
 Ques. Is it necessary in setting valves to block up governor? In 
 what positions would you block it ? Explain in detail what you would 
 do, or what points to look out for when governor is so blocked ? 
 
 ANS. By setting the valve of a throttling engine, it is 
 not necessary to block up the governor. But with an auto- 
 matic engine it is necessary, because the governor in this 
 case controls the valve. The governor should be blocked 
 in the position it stands, when the engine is running with 
 its ordinary load, and the steam pressure commonly car- 
 ried. When the governor is so blocked, the valve should 
 be set so as to give an equal cut-off on both strokes* 
 
60 New Catechism of the Steam Engine. 
 
 QUESTIONS AND ANSWERS. 
 
 Ques. Give two reasons why " lead " is usually given a valve? 
 
 ANS. Lead is given a valve, to have full steam pressure 
 upon the piston, at the beginning of the stroke, also to 
 assist in getting the reciprocating parts to a dead standstill 
 when the engine is passing the center. Thus relieving the 
 crank pin of undue strain. 
 
 Ques. How do you set the valves of a common slide-valve engine ? 
 
 ANS. First turn the engine on the center and set the 
 eccentric at right angles to the crank. Second set the 
 valve central of its travel by means of lengthening or short- 
 ening the valve stem, and then turn the eccentric around 
 the shaft, (leading the crank if there is no rocker arm) till 
 the valve has the necessary lead. 
 
 Ques. If the valve stem of steam valve of a Corliss engine should 
 break, what could be done to prevent a shut down ? 
 
 ANS. Turn the valve with the broken stem so that it 
 will cover the steam port, and if possible block it in posi- 
 tion, disconnect the exhaust valve rod on the same side 
 from the wrist plate and turn the valve so as to be con- 
 stantly open. The engine will then run single-acting, only 
 develop ^ its power, and will not run quite as steady. 
 
 Ques. How do you figure horse power of compound engine ? 
 
 ANS. The most ready method to figure the horse power 
 of a compound engine is by figuring each engine separate 
 and adding their power together. 
 
 Ques. How and when is a cylinder most likely to be flooded from 
 condenser ? 
 
 ANS. If the condenser is a surface condenser, the cylin- 
 der can be flooded by leaky tubes in the condenser. By stop- 
 ping the engine and air pump the condenser will fill with 
 water and thus flood the cylinder. With a jet condenser it 
 will happen by neglecting to close the injection valve. 
 
 NOTE. This man did not get his papers. QUES. What is a horse 
 power ? ANS. The power of a horse. QuES. What is the power of a 
 horse? ANS. His strength. QUES. What is his strength? ANS. 
 How much he can pull. QUES. How much can he pull? ANS. It 
 depends upon what kind of a horse it is. The examining engineer: 
 Well, go away and find out what kind of a horse it is. 
 
New Catechism of the Steam Engine. 6r 
 QUESTIONS AND ANSWERS. 
 
 Ques. Do you open injection valve before or after starting engine, 
 and in stopping is it closed first or last ? Why ? 
 
 ANS. The injection valve should be opened after the 
 engine is warmed up and the air driven out of the con- 
 denser, the engine should be started immediately after the 
 valve is opened. 
 
 By shutting down, shut the throttle first, and after the 
 engine has made one or two turns, close the injection valve, if 
 there is an independent air pump, this should be stopped last. 
 
 In starting the engine, a vacuum has to be formed before- 
 hand, otherwise the exhaust of the engine would have no 
 chance to escape, if no automatic relieve valve is provided, 
 and there soon would be pressure in the condenser. In 
 shutting down the injection valve should be closed after 
 shutting the throttle for the same reason, but should be 
 closed shortly afterwards, to destroy the vacuum, otherwise 
 the engine may continue to run on atmospheric pressure 
 for a long time, if lightly loaded. 
 
 Ques. Give several ways vacuum may be lost. 
 
 ANS. Vacuum may be lost partly or wholly by a leak 
 in the condenser, a leaking stuffing box on the low pressure 
 cylinder, a leaky air pump, dislocation of the valves of the 
 air pump, not enough circulating water, the circulating 
 water too warm, the circulating pump being out of order, 
 leaky pistons, leaky valves in cylinders. In a jet condenser, 
 injection water too warm and too much of it, not enough 
 injection water, or the spray may be clogged. 
 
 Ques. With ordinary cross-compound high-pressure piston stuck 
 on center, how can engine be started without barring wheel ? 
 
 ANS. By admitting steam to the low pressure piston by 
 means of a by-pass valve on the receiver. 
 
 Ques. In triple engine with second cylinder doing much more 
 work than low pressure, how can cut-off be best adjusted in either 
 cylinder to balance load between cylinders? 
 
 ANS. By shortening the cut-off on the low pressure 
 cylinder, thus increasing the back pressure on the inter- 
 
62 New Catechism of the Steam Engine. 
 
 QUESTIONS AND ANSWERS. 
 
 mediate, and lengthening the cut-off on the intermediate, 
 reducing the pressure on it, also the back pressure on the 
 high pressure cylinder. 
 
 Ques. What is effect on receiver pressure of cutting off later in 
 first cylinder ? 
 
 ANS. The receiver pressure will be raised and the en- 
 gine will perform more work. The low pressure piston, ir 
 this case, will perform more work than the high pressure 
 piston. On the former the pressure is increased, while on 
 the latter the back pressure. 
 
 The cut-off has to be regulated for both cylinders, to 
 make them perform even share of the work. 
 
 Ques. What is the meaning of the term " duty " as applied to the 
 steam engine ? 
 
 ANS. The work of which the engine is capable of per- 
 forming on a given fuel consumption. This is usually cal- 
 cnlated for the pounds of coal per indicated horse power, 
 per hour. 
 
 Ques. What is a reverse valve ? 
 
 ANS. It is a valve used to reverse the motion of steer- 
 ing or elevator engines so that they can run either forward 
 or backward. 
 
 Ques. How can the accuracy of the piston rod be best known ? 
 
 ANS. The best test to ascertain whether a rod is sprung 
 is to put it into a lathe and revolve between the centers. 
 When a lathe is not accessible, good results can be secured 
 by cutting Vs in a pair of wooden blocks of equal height 
 and revolving the rods in the recesses. 
 
 Ques. What provision should be made on condensers to relieve the 
 pressure of the exhaust, in case the vacuum is lost ? 
 
 ANS. An automatic relief valve should be attached to 
 the condenser which is a spring or weight loaded valve and 
 will open when the pressure rises to a certain point, the 
 same as the safety valve on the boiler. When the engine 
 is working condensing the valve will be held to its seat by 
 the atmospheric pressure from the outside. 
 
New Catechism of the Steam Engine. 
 
 LINING UP A HORIZONTAL ENGINE. 
 
 Ques. If high pressure valve gear should be broken, how could you 
 keep compound engine running? 
 
 ANS. By uncoupling the high pressure side, removing 
 the high pressure valve and gearing, so as to give free 
 passage to the steam through the exhaust, reducing the 
 steam pressure, and if possible, closing up the steam ports 
 of the high pressure cylinder to keep it from filling with 
 condense water. If there is a valve between high pressure 
 cylinder and receiver, close this, and admit steam direct to 
 the receiver. 
 
 LINING UP A HORIZONTAL ENGINE. 
 
 The first thing to be done is to remove the cylinder 
 head, piston, piston-rod, connecting-rod and cross-head, 
 next, 
 
 Fasten a board across the flange of the cylinder with two 
 opposite studs and their nuts, as shown in Fig. 30, and 
 with a rule find the center of the cylinder bore (approx- 
 imately), and bore a one inch hole through the board. 
 
 Erect a standard at the crank end of the engine, as 
 shown in Figs. 28 and 29, and bore a hole through it, 
 about the heighth of the center of the cylinder above the 
 floor. 
 
 Fasten the end of a very fine line, but sufficiently strong 
 to be drawn tight, without sagging, to a stick about 2 or 3 
 inches in length, and draw it through the hole in the board 
 which is fastened across the cylinder flange, also through 
 
 NOTE. In lining up a horizontal engine, attention should be paid 
 to have it horizontal, to prove that it is so have a line, passed through 
 the center of the cylinder and guides, and tested with a level, the shaft 
 must. also be perfectly level. If this is executed with exactness, all 
 other parts can be adjusted more easily. If the engine is a new one, it 
 is easier to do this than with an old engine, as there has been no wear 
 on any of the parts. 
 
64 New Catechism of the Steam Engine. 
 
New Catechism of the Steam Engine. 
 
 LINING UP A HORIZONTAL ENGINE. 
 
 the cylinder and stuffing box, and finally through the hole 
 in the standard ; after drawing it tight, fasten to the other 
 end a similar stick, so it will be held in position. 
 
 Now with a pair of calipers, or a stick cut to the exact 
 length of one-half the cylinder diameter in the counterbore, 
 center the line at the head end of the cylinder. 
 
 The line can easily be moved into the desired position, 
 by shifting the small stick to which it is fastened, and this 
 is the reason that the hole should be sufficiently large. 
 
 After this end has been perfectly adjusted, center it in 
 the same manner with the stuffing box ; to move it in posi- 
 tion on this end, the stick on the standard has to be ad- 
 justed, until the line is perfectly central with the stuffing 
 box. 
 
 This line is the center line of the engine; and all other 
 parts have to be adjusted to agree with it. 
 
 The first thing to be adjusted should be the shaft. This 
 may be adjusted at right angles with the line, by the same 
 operation, as described under lining vertical engines, and 
 can be leveled by placing the level on the shaft. 
 
 The line should cross the crank pin, when the shaft is in 
 its proper position, at the middle point of the length of 
 the pin as shown in Fig. 33- and when the shaft is turned 
 
66 New Catechism of the Sleam Engine. 
 
 LINING UP A HORIZONTAL ENGINE. 
 
 over, as explained hereafter, the same point should touch. 
 Now the guides have to be tested. If they are of the loco- 
 motive style, it is best to lay a straight edge across the 
 face of the lower guide, and measure the distance from the 
 straight edge to the center line on both ends of the guide, 
 and if there should be any difference it should be corrected 
 by adjusting the guides. 
 
 The upper guides should be treated in the same manner, 
 and also the distance between the guides should be ad- 
 justed to the proper distance for the cross-head. 
 
 If the frame is of the girder type, as in Fig. 28, it is 
 well to make a small stick, the length of which should be 
 
 1 
 
 r 1 
 
 j 
 
 \ 
 
 1 ! 
 
 
 33- 
 
 equal to the distance between the center of the ridge of 
 the guide, and the line at one end, and fasten it firmly to 
 a piece of board, one edge to be perfectly straight, as illus- 
 trated in Fig. 31, which is a cross-section through the 
 guides, showing the application of the gauge. Move this 
 
New Catechism of the Steam Engine. 
 
 LINING UP A HORIZONTAL ENGINE. 
 
 gauge along the guide, keeping the lower point of the 
 stick in the center of the ridge, and note, whether the 
 upper point varies sideways or vertically with the line. 
 
 If there is any variation, the guide is worn out of true, 
 and should be dressed true, with a coarse file and scraper 
 and straight edge. 
 
 Proceed in the same way on the top guide. 
 
 To measure whether the cylinder is worn out of true, 
 caliper the bore of the cylinder all around the line, and if 
 there is any difference, it should be rebored as soon as con 
 venient. 
 
 * 34- 
 
 To ascertain the proper alignment of the eccentric, fasten 
 a line to the eccentric rod pin, at the middle of its length, 
 and by holding a square against the shaft, press the line 
 against the other leg of the square near the shaft, and 
 move both square and line, until the line touches the leg 
 of the square all over. 
 
 Mark the place where the line touches the shaft, and on 
 both sides of this mark, at a distance equal to one-half the 
 thickness of the eccentric, make other marks. 
 
68 New Catechism of the Steam Engine. 
 
 LINING UP A VERTICAL ENGINE. 
 
 The eccentric has to be placed between these marks to 
 be in proper alignment. 
 
 If the engine is of the Corliss type, so there is a rocker 
 arm and the wrist plate to be adjusted in their midway 
 position, a plumb bob is generally employed. To make 
 this adjustment perfect, it is best to ascertain, whether the 
 engine is horizontal, by trying the centerline with a level, 
 as shown in Fig. 28. If it is found that the engine is not 
 level, correction should be made to agree with the plumb 
 bob. 
 
 Fig- 35. 
 
 To line a vertical engine, remove upper cylinder head 
 and take out piston, piston-rod, cross-head and connecting- 
 rod. Remove the packing from the stuffing box and thor- 
 oughly clean the box of any old packing which may have 
 burned on to the sides of the box as it will be of great im- 
 portance in setting the line. 
 
 Bolt firmly across the top of the cylinder a pine brace 
 with a hole bored in the center. At the bottom of the 
 crank-pit, arrange a similar piece, in order to fasten the 
 lower end of the line. A line made of sea grass or silk is 
 preferable on account of its great strength. The line 
 should be as fine as possible without breaking when drawn 
 taut enough to caliper or tram by, 
 
 . If a spirit level cannot be had, the engineer can make a set 
 level, as illustrated in Fig. 35. It consists of a triangular board, with 
 one edge planed true, with a pencil mark at right angles to this edge 
 and a plumb bob attached to it in the manner shown in Fig. 35, 
 
New Catechism of the Steam Engine. 69 
 
 LINING UP A VERTICAL ENGINE. 
 
 To set the line, go to the top of the cylinder and pass 
 the end of the line through the hole in the brace and fasten 
 it to a small stick laid across the hole ; drop the other end 
 of the line down through the hole in the bottom of the 
 cylinder to the crank-pit ; set the top end of th ^ine as 
 near the center as ^an be done by the eye and then go 
 down to the crank-pit, pull the lower end of the line 
 through the hole in the brace and pull it taut and make it 
 fast as at the upper end ; set the line as near the center of 
 the shaft and as near the center of crank-pin lengthwise as 
 possible ; then with tram or caliper set the top end of the 
 line in the center of the cylinder, measuring from the 
 counterbore of the cylinder to the line ; then with a small 
 pair of inside calipers try the line in the stuffing box. 
 
 Any changes required to bring the line central at this 
 point must be made at the lower end of the line. After 
 the line has been set so as to be exactly in the center of 
 the counterbore of the upper end of the cylinder, and in 
 the center of the stuffing box, you are ready to try the 
 shaft and crank-pin. 
 
 To do this roll the shaft until the crank-pin comes as 
 close to the line as possible without touching ; then with 
 small inside calipers measure from the end of the pin to 
 the line. Set the calipers so they will not move and roll 
 the shaft back until the crank-pin is next to line at the 
 opposite end of the stroke. If the measurements are the 
 same the crank-pin is in line with the cylinder. 
 
 NOTE. It would be a good plan to reverse the level then, and see 
 whether it is correct, if the line should not correspond with the level, 
 after it has been turned end for end, the level is out of true, and the 
 difference should be equally divided, this is done, referring to the 
 figure, by raising the line on the low end, equal to one-half the amount 
 it is too low, if it should be too low on the other end of the level, your 
 assistant will have to lower it, till the distance between the end of the 
 level and the line is reduced to one-half. See page 6g> and Fig. 35. 
 
70 New Catechism of the Steam Engine. 
 
 LINING UP A VERTICAL ENGINE. 
 
 Should the measurements vary it will be necessary to 
 raise or lower the shaft until they are the same. Next try 
 the slides to see if they are in line with the cylinder. This 
 is done by measuring with tram or caliper from the line to 
 the face of the slides at each end. Should they be out of 
 line the construction of the engine will have to govern the 
 changes necessary to bring them in line. 
 
 To determine if the shaft is square with slides drop a 
 plumb along the edge of the slides, then place a straight 
 
 Fig. 36- 
 
 edge so that its edge will come up to the lines ; then from 
 the center line draw a line parallel and true with the center 
 of the shaft. If this line is at right angles with the straight 
 edge when tried with a square the shaft is true. 
 
 To line a vertical marine engine where the crank-shaft is 
 coupled direct to the main shaft : first, strip the engine of 
 piston, piston-rod, cross-head and connecting-rod ; remove 
 
New Catechism of the Steam Engine, Ji 
 
 LINING UP A VERTICAL ENGNIE. 
 
 the caps from the crank-shaft journals, and the bolts from 
 the coupling which couples the crank-shaft to the main or 
 the outboard shaft ; remove the crank-shaft from the jour- 
 nals, so that a line can be drawn through them. Raise the 
 stern bearing as far as it will go so that the shaft will be 
 solid in its place, then draw the line, fastening it firmly at 
 top and bottom and adjusting it by the counterbore of the 
 cylinder at the top and by the stuffing box at the bottom, 
 according to the directions for lining a vertical engine. 
 
 On all direct coupled or marine engines the male side of 
 the coupling should be on the crank-shaft leaving the 
 female side on the outboard or main shaft for lining up. 
 In fastening the line to the coupling, take a small piece of 
 wood strong enough to stand the necessary strain on the 
 line to prevent it from sagging and equal in length to the 
 diameter of the recess in the coupling marked, bore a hole 
 in the center and drive the piece firmly into the coupling, 
 as shown in Fig. 36, draw a line through the hole in the 
 piece of wood, and fasten a small stick to the end of it. 
 
 Carry the line through the bearings and secure the other 
 end of it to a standard as before, and center the line per- 
 fectly in the coupling, by means of calipers. 
 
 In order to set this line, take a square which is known 
 to be true, place the shank on the face of the coupling 
 allowing the blade to extend over the line as shown in Fig. 
 }8, try the line with the square at top and bottom and on 
 each side, and move the end attached to the standard, 
 until the line comes true with the square ; at these four 
 points the line can be said to be true with the shaft. 
 
 After this is done, the center lines of the cylinders have 
 to be tried, and these will have to touch the line, which 
 represents the crank shaft ; if they do not touch this line, 
 
 . The bearings should be placed centrally in the pillow block, 
 for this is necessary to suit the length of the reciprocating parts of the 
 engine. 
 
12 New Catechism of the Steam Engine. 
 
 LINING UP A VERTICAL ENGOE. 
 
 the cylinders are not in line with the shaft, and the main 
 shaft must have been out of line with the engine, as the 
 cylinders cannot possibly get out of line. 
 
 The main shaft should be tried, whether some of its 
 bearings have moved, if this is not the case, the whole en- 
 gine bed has not been adjusted right. Such difficulty will, 
 however, seldom occur. 
 
 Next try the journals by measuring from each side of 
 the journals to the line with a tram or small inside calipers. 
 If the line comes in the center they are in line ; if not, 
 they must be moved until they become central. The next 
 point is to ascertain if the journals are of proper height, as 
 in vertical engines the wear is up and down. To get this 
 point, caliper the crank-shaft in each of its bearings and 
 find the exact diameter of each one of them ; by trying 
 these calipers on a scale we are able to set our inside cali- 
 pers to one-half the diameter of the shaft, which is the 
 correct height that the line should be from the bottom of 
 the journal boxes. 
 
 To test the cross-head guides, the directions given in the 
 former articles must be followed. 
 
 There are several styles of guides, and the engineer will 
 have to use his own judgment to a great extent. 
 
 But before coming to any conclusion, always be sure 
 whether the lines are set perfectly right, otherwise, instead 
 of improving, the condition of the engine may be made 
 worse. 
 
New Catechism of the Steam Engine. 7J* 
 
 LINING SHAFTING. 
 
 A number of pieces of board are notched at I to fit ove- 
 the shaft, and a hole, 2, is cut in the other end, then 
 by means of a plumb line, each piece being hung over the 
 shaft, the point 3 (which may be of tin, or simply a pine 
 
 I. Shaft. 
 
 2. Hole for line and sight point. 
 4. Line. 5. Plumb line. 
 
 3. Sight point 
 
 head) is located so that the distance, 1,3, is the same on 
 each piece. By hanging these pieces of board over the 
 shaft at different places, and so adjusting the shaft that the 
 points 3 will all come in line when sighted by the eye, the 
 shafting will be properly lined. 
 
 NOTE. It would be worth while to know how many and to what 
 odd "calls" the average engineer is compelled to respond outside his 
 special position and to none more frequently than to oversee and direct 
 the " lining up " of some unruly shaft which will not run true hence. 
 this device is shown in Fig. y\. 
 
74 New Catechism of the Steam Engine. 
 VALVE SETTING. 
 
 Th: slide valve is briefly described on page 40, Fig. 
 14. It is the simplest form of engine valve, for it oper- 
 ates the steam ports of both ends of the cylinder, as well 
 as the exhaust, and as its form and size cannot be altered 
 at will, any changes made in its location toward one end 
 of the cylinder, will also affect the other end, and as both 
 strokes of the engine must have equal shares or nearly so 
 of the work, to get the best results from the machine, it 
 has to admit steam, and cut it off, open the exhaust and 
 close it at points equally located in both strokes ; but as 
 the common slide valve is driven by one eccentric, whose 
 position is fixed on the shaft, in relation to the crank, it is 
 
 DIAGRAM OF THE ANGULARITY OP VALVE. 
 
 impossible to set it, so that it will give equal cut-off in both 
 strokes. This is due to the angularity of the connecting 
 rod, for if the crank is at right angles with the center line 
 of the engine, on the outward stroke, the piston has passed 
 half stroke, and if the crank is at right angles with the 
 center line on the return stroke, the piston has not reached 
 the half stroke mark. 
 
 This is illustrated in Fig. 38, the position a, indicates 
 the crank at right angles with the center of the engine, and 
 b the position of the crank at ^ of the stroke. If the crank 
 is at c, the piston will have reached the same mark as when 
 the crank was at a, but when the crank is at </, opposite to 
 b t the piston has not yet reached YZ of the stroke. 
 
New Catechism of the Steam Engine. 
 
 VALVE SETTING. 
 
 Thus if the engine be designed to cut off at ^ of the 
 stroke, at its outward stroke, it would cut off the steam a 
 little beyond ^ stroke on the return stroke, as the eccen- 
 tric remains at the same angle with the crank. 
 
 This difference is greatest if the cut-off should be fixed 
 at y 2 stroke, and diminishes at earlier and later cut-offs. 
 
 The location of the eccentric on the shaft, depends upon 
 the point of the stroke at which the valve is designed to 
 cut off the steam ; this point of cut-off cannot be changed 
 with the same valve, thus there is only one correct position 
 for the eccentric, as moving the eccentric further ahead, 
 giving earlier cut-off, would open the valve earlier, giving 
 more lead, close the exhaust and open it earlier, giving 
 more compression, and quicker release. 
 
 The first thing to be done in setting the slide valve is 
 to fix its position on the valve stem, so that its edges will 
 travel past each steam port an equal amount during one 
 revolution of the engine. 
 
 To do this, remove the cover of the valve chest, and in- 
 sert a small strip of wood, near the lower edge of the valve, 
 turn the engine over, until the valve is at the extreme of 
 its travel, on either end, and mark the position of the steam 
 edge of the valve on the piece of wood. 
 
 If the engine is a large one, so it will be difficult to turn, 
 it is best to loosen the eccentric upon the shaft, and turn 
 it around, until the valve has obtained the above position. 
 
 Then turn the eccentric around, until the valve uncovers 
 the port, and mark the steam edge of the port on the strip 
 of wood. 
 
 Turn the eccentric, until the valve is at its opposite ex- 
 treme travel, and proceed as before. 
 
 Next measure the distance between the mark of the 
 steam edge of the port, and the corresponding mark of ex- 
 treme valve travel on both ends, and if there is any differ- 
 ence between these distances, move the valve on the stem 
 
New Catechism of the Steam Engine. 
 
 VALVE SETTING. 
 
New Catechism of the Steam Engine. 77 
 VALVE SETTING. 
 
 toward the end, which measured the least, an amount^ 
 equal to one-half the difference between the two distances. 
 
 This is done by slacking the nuts on the valve stem, 
 which hold the valve in its position ; after having moved 
 the valve, set the nuts tight again, being careful not to 
 jam the bosses with which the nuts engage, otherwise the 
 valve cannot follow up the wear, and would allow steam to 
 leak into the exhaust. 
 
 Always jam the nuts tight against each other, allowing 
 a slight amount of lost motion for the valve. 
 
 After having set the valve so it will travel equally over 
 both ports, turn the engine on the centre, according to fol- 
 lowing directions: place the engine in a position where 
 the piston will have very nearly completed its outward 
 stroke, and opposite some point on the cross-head (as a 
 corner) ; make a mark upon the guide, as shown at A in the 
 accompanying figure 39. Against the rim of the fly-wheel 
 place a pointer as at B and make a mark upon the wheel 
 opposite this pointer when the cross-head is in line with 
 the mark A upon the guide. Now turn the engine over 
 the centre until the cross-head is again in the same posi- 
 tion on its downward stroke. This will bring the crank as 
 much below the centre as it was above before, being now 
 in the position indicated by the dotted lines; and the point 
 C on the fly-wheel will be opposite the pointer and should 
 be marked. Divide the distance between B and C accu- 
 rately, and midway between them mark the point D. 
 When D is brought opposite the point in the position 
 which B occupies in the figure the engine will be upon the 
 true centre. 
 
 After having done this, turn the eccentric upon the shaft, 
 in the direction the engine is supposed to run, until the 
 valve uncovers the port enough for the necessary lead. 
 
 In Figs. 40 and 4 1 are shown diagrams, representing 
 a correctly set valve, and its position at different positions 
 of the crank. 
 
New Catechism of the Steam Engine. 
 
New Catechism of the Steam Engine. 79 
 
 VALVE SETTING. 
 
 The piston is shown as one single line, for simplicity, 
 the cross-head pin is indicated by small circles. 
 
 The solid lines, representing the connecting rod and 
 crank, are for the outward stroke, and the exhaust stroke 
 on the same side of the piston, while the dotted lines rep- 
 resent the same parts for the return stroke and exhaust 
 on same cylinder end. The respective positions of the 
 eccentric and eccentric rod are also shown in solid and 
 dotted lines. 
 
 By following the figures i, 2, 3, etc., from the piston, the 
 position of valve can be easily traced. 
 
 For example : 
 
 Suppose the piston to be at i, the small circle indicating 
 the cross-head pin, marked i, will be the location of the 
 cross-head, the circle indicating the crankpin marked i is 
 the location of the crankpin eccentric I and valve I, I the 
 positions of these parts, for the indicated piston position. 
 
 The position i, as will be seen in the diagram, is the posi- 
 tion all parts have when admission begins. 
 
 It will be observed that when the piston is at position 3, 
 the valve will have taken the same position as when admis- 
 sion commences, except that it travels in the other direc- 
 tion, as will be seen by the position of the eccentric 3. 
 
 The valve is marked with two figures for each position, 
 each figure indicating one edge of the valve. 
 
 The engine must be assumed to turn in the direction of 
 the hands of a watch, that is, over, from left to right, facing 
 the diagram. 
 
 The letters a, b, etc., indicate the position of the parts 
 at exhaust opening and closure ; a and b being for the head 
 end, and c and d for the crank end, as indicated by the 
 solid and dotted lines. 
 
 The letter X simply indicates the central position of the 
 valve, no corresponding position of the other parts being 
 shown, and the distance j, indicated at the eccentric circle 
 
80 New Catechism of the Steam Engine. 
 
 VALVE SETTING. 
 
 is the angle of advance, which is the angle, the eccentric is 
 moved ahead of a right angle (i. e., the valve from its cen- 
 tral position), when the engine is on its dead centre. 
 
 If the valve chest of a slide valve engine is placed on top 
 of the cylinder, as on a locomotive, for instance, it would 
 be difficult to make a direct connection between the eccen- 
 tric rod and the valve stem, and a rocker arm is employed, 
 as indicated in Fig. 43. 
 
 The rocker arm will change the direction of motion of 
 the valve, so that it will move in the opposite direction of 
 the eccentric, and thus the eccentric cannot have the same 
 position in relation to the crank as if it should be directly 
 connected to the valve stem. This will be understood by 
 comparing Figs. 42 and 43. 
 
 Figs. 42 and 43 DIAGRAMS FOR VAI,VE SETTING. 
 
 The valve in either figure is shown in its central position, 
 and the eccentric for simplicity set at right angles. Refer- 
 ring to Fig. 42, assuming the crank to be turned in the 
 direction of the hands of a watch, it will be noticed that 
 the eccentric moves the valve over to the left, and when 
 the valve has taken the position shown in Fig. 44, steam 
 is admitted, and acting upon the piston would at once con- 
 tinue to rotate the engine. 
 
New Catechism of the Steam Engine. 81 
 
 VALVE SETTING. 
 
 In Fig. 43, as will be seen, the eccentric is in the oppo- 
 site direction from that in Fig. 42, but in rotating the 
 crank in the same direction as before, it will drav/ the lower 
 part of the rocker arm over toward the crank shaft, and 
 thus cause the upper part to move the valve toward the 
 left as before, until the rocker arm takes the position a-b, 
 indicated by the dotted line, when the valve will have 
 taken the position in Fig. 44, and steam is admitted. 
 
 Thus it will be seen that the rocker arm simply changes 
 the position of the eccentric into the opposite direction 
 from what it would be without the rocker arm. If now 
 the eccentric is turned upon the shaft, with the crank on 
 the dead centre as in Figs. 42 and 43, in the direction 
 the engine is to be run, until the valve takes the position 
 in Fig. 44, it will be observed that the same angle of ad- 
 vance is necessary in both cases, and that the eccentiics 
 are still opposite each other in both cases. 
 
 Fig. 44. VAivVE. Fig. 45. WOOD 
 
 After having adjusted the eccentric properly, make a 
 wedge of wood, Fig. 45, insert it between the valve and 
 steam port edges, and mark with a pencil how far it enters 
 the opening, then turn the engine to the opposite centre, 
 and insert the wedge into the other lead opening. If the 
 wedge enters this opening up to the pencil mark, the lead 
 is equal on both sides, if there should be any difference, 
 this difference has to be divided equally, by moving the 
 valve a slight distance on its stem. 
 
 Finally put on the valve cover making sure to have the 
 eccentric clamped tight before starting up. 
 
82 New Catechism of the Steam Engine. 
 
New Catechism of the Steam Engine. 83 
 
 THE BUCKEYE AUTOMATIC CUT-OFF 
 ENGINE. 
 
 This type of steam engine belongs to the double-valve 
 automatic cut-off pattern. 
 
 The admission, release and compression are all governed 
 by the main valve which is operated by one eccentric. The 
 point of cut-off is determined by an independent valve 
 operated by the governor eccentric ; whatever the cut-off 
 may be, the other conditions remain the same. 
 
 The Buckeye engines are built in different styles to 
 adapt them to the different conditions under which they 
 may be placed. Fig. 46 shows a single, medium speed 
 " Tangye " style. 
 
 Fig. 48 shows the tandem compound Buckeye engine, 
 Tangye bed, valve gear side. 
 
 The governor shown in Fig. 47 is so simple in plan and 
 construction, and so clearly shown in the cut and has been 
 so familiarized to the public through mechanical periodi- 
 cals, that only a brief outline description here is needed. 
 
 Arms a a are pivoted to the containing wheel at b b and 
 connected at their other ends by links B B to ears on loose 
 eccentric C in such manner that their outward movement 
 to the position indicated by the dotted lines near one of 
 them, turns the eccentric on the shaft about one-quarter of 
 a revolution in the direction the engine runs, that is, 
 " advances " it. The direction of rotation is indicated by 
 the arrows. 
 
 The arms are thrown outward by centrifugal force in 
 opposition to the force of springs F F. 
 

 I 
 
New Catechism of the Steam Engine. 
 
 THE BUCKEYE GOVERNOR. 
 
 They are loaded with more or less weight, at A A accord- 
 ing to the speed desired, the required effective weight, 
 arm and all, being, other things equal, in inverse proportion 
 to the square of the speed in revolutions in a given time. 
 
 Fig. 47. THE BUCKEYE GOVERNOR. 
 
 The tension of springs F F is adjusted by screws c c. 
 The amount of tension to be given them is determined by 
 the amount of variation of speed due to variation of load. 
 The more tension the less such variation up to the point of 
 almost absolute harmony under favorable load conditions, 
 beyond which unsteadiness of equilibrium would result. 
 
New Catechism of the Steam Engine. $7 
 
 THE BUCKEYE GOVERNOR. 
 
 The auxiliary springs P P were introduced a few years 
 ago to obtain the refined closeness of regulation required 
 for electric lighting. For reasons that we have not space to 
 explain, the amount of tension required to give the closest 
 possible regulation could only be carried while the arms 
 were in the outer half of their range of movement. In the 
 inner half it would be in excess, causing unsteadiness. 
 Th auxiliary springs tend to throw the arms outward, 
 but act only through the inner half of movement range, 
 leaving contact with the fingers on which they act in mid. 
 movement. 
 
 Their force is made such that when the proper tension 
 is given to springs F F to give best results, when the 
 arms are in the outer half of their movement range they 
 will start out on starting the engine before the normal 
 speed is exceeded, and the regulation will be steady at all 
 loads. 
 
 When they are applied the tension of F F must be 
 greater than could be carried without them, otherwise the 
 variation of speed would be increased instead of diminished, 
 and the same result would follow if their force were too 
 great, as would be known by the arms starting outward at 
 a speed too much below the normal, or by too much loss of 
 speed at heaviest loads. For most purposes sufficiently 
 good regulation could be had without them ; but they are 
 now always furnished ; hence, the importance of a clear 
 understanding of the conditions required for getting the 
 full benefit of them. 
 
 To recapitulate, first apply as much tension on the main 
 springs as can be carried without loss of steadiness, which 
 will generally be about one-third to one-fourth more than 
 can be carried without the auxiliary springs ; second, the 
 auxiliary springs should have just sufficient force to start 
 
88 New Catechism of the Steam Engine. 
 
 THE BUCKEYE GOVERNOR. 
 
 the arms out at very nearly the proper speed ; and third, 
 they should leave contact at about mid-movement. Any 
 considerable departure from either of these conditions will 
 defeat their object. 
 
 The direction of motion required for the arrangement of 
 parts shown is indicated by the arrow. The parts can be 
 readily changed, however, for motion in the opposite direc- 
 tion. To accomplish this the pivots of the arms are 
 removed to the unoccupied holes shown, and the other 
 parts changed to correspond, so that the arrangement will 
 correspond exactly with a view of the cut as it would 
 appear held up to a strong light and viewed from the back. 
 
 Then a new angular position on the shaft is required. 
 The following rule, however, will place it as nearly correct 
 as it can be placed in the absence of any knowledge of 
 special conditions, and for either direction of motion : when 
 the arms rest on their inner stops, as shown, the eccentric 
 C and the crank should pass their dead centers at the same 
 time, and in the same direction. 
 
 When a condenser is attached the position may require 
 to be a little in advance of this; on the other hand, when 
 the engine is heavily loaded and not liable to run without 
 load it may be back of it; but the test of the correctness 
 of its position is that it shall no more advance than is neces- 
 sary to hold the engine to speed under its lightest load and 
 highest pressure. 
 
 Changes of speed should always be made by changes of 
 the amount of weight attached -at A A, though slight 
 changes may be made by shifting the weights along the 
 arms, and also by the changes of the tension of springs 
 F F, provided increase of tension does not cause loss of 
 steadiness, or diminution does not introduce objectionable 
 variation of speed with changes of load and pressure. 
 
New Catechism of the Steam Engine. 89 
 
 OIL DEVICE BUCKEYE ENGINE. 
 
 These engines are manufactured by the Buckeye Engine 
 Co., at Salem, Ohio, at their works established A. D. 1847. 
 
 Fig. 49. CRANK-PIN OIUNG DEVICE OF THE BUCKEYE ENGINE. 
 
 This company also make single-valve high speed auto- 
 matic engines with piston valve regulated by the Buckeye 
 shaft governor. 
 
go New Catechism of the Steam Engine. 
 
 BUFFALO AUTOMATIC CUT=OFF ENGINE. 
 
 On page 91, Fig. 51, will be seen illustrated the Buffalo 
 Automatic Cut-off engine, front view, Class A. This is 
 designed solely for the highest class service required in 
 
 Fig. 50. DOUBLE, SINGLE ACTING UPRIGHT BUFFALO ENGINE. 
 with Frame broken away, showing enclosed Reciprocating Parts (includ- 
 ing Governor) running in oil. 
 
 steam engineering. In Fig. 50 is shown, in the same class 
 of engine, the system of automatic lubrication employed. 
 This may be described as follows: Centrifugal force, 
 
New Catechism of the Steam Engine. p/ 
 
 BUFFALO AUTOMATIC ENGINE. 
 
 derived by the motion of the discs, delivers the oil into oil 
 cups and main bearings. It is then forced to the crank 
 
 Fig. 51. BUFFALO AUTOMATIC CUT-OFF ENGINE. (Front View.) 
 
 shaft bearings and returned to the oil chamber under the 
 crank disc, as clearly shown by cut. The holes through 
 
New Catechism of the Steam Engine. 
 
 BUFFALO AUTOMATIC ENGINE. 
 
 which the oil passes to the crank are one-half inch in diam- 
 eter ; therefore not easily stopped up. They are straight 
 throughout their length, to permit of their being conven. 
 
 Fig. 52. BUFFAT-O AUTOMATIC UPRIGHT ENGINE. 
 
New Catechism of the Steam Engine- 93 
 BUFFALO AUTOMATIC ENGINE. 
 
 iently cleaned. The crank discs are covered by a light 
 dust-proof hood, fitted to the top of the engine frame, 
 entirely without bolts or other fastenings of any description. 
 This hood is built in a unique form, and is really oil-tight. 
 It is readily removable. An oil-tight side plate encloses 
 the crosshead and guides, and affords ready access thereto. 
 No oil can possibly get to the belts or floor. The unique 
 construction of main bearings ensures a minimum amount 
 being drawn to the fly wheels, and any oil finally escaping 
 is caught and held by the flanges thereon ; only enough oil 
 should be supplied that the crank disc will dip about an 
 inch into it. A greater quantity is not desirable, as it will 
 cause a churning action. The oiling system in this engine 
 is most cleanly and thoroughly efficient. 
 
 The Buffalo slide valve is perfectly balanced, rectangular 
 in shape, with three openings through it. It is of uniform 
 thickness, quite thin, and flat on its two sides. The space 
 in which it works is formed by the valve seat, and a press- 
 ure plate with two distance pieces placed below and above. 
 The balanced piston type is provided with a piston at each 
 end, cast hollow to reduce weight and avoid bearing down 
 on the steam chest, which is furnished with cages. Snap 
 rings, fitted identical to the packing rings of piston, are 
 used. With either valve type, provision is made for easy 
 removal, adjustment, and ample relief of over-pressure by 
 water in cylinder. The valve motion is derived by means 
 of an eccentric which carries the valve rod in a straight line, 
 and is provided with means for adjusting any wear. The 
 eccentric rod is connected to a ram box by bronze bearings, 
 and to the strap by two jam nuts. The eccentric strap is 
 oiled from a lubricator placed on a post on the top of the 
 bed. The eccentric rod has but two bearings, a direct line 
 passing through center of same, and they are coupled from 
 the eccentric rod to a ram box bolted to the steam chest 
 hood, insuring strength, rigidity and utmost simplicity. 
 This eliminates any twisting strain on either of the bearings. 
 
New Catechism of the Steam Engine. 
 
 BUFFALO AUTOMATIC ENGINE. 
 
New Catechism of the Steam Engine. 95 
 
 BUFFALO AUTOMATIC ENGINE. 
 
 This engine, of which the cut, Fig. 50, is a most excellent 
 illustration, was originally designed for the United States 
 Marine Service. The work thereof necessitated unusually 
 high speed, continuous operation with minimum attention, 
 and the highest nicety of speed government. As will be 
 seen, the entire working parts of the engine, including gov- 
 ernor, are completely enclosed and run in oil. This prime 
 feature affords positive and ample oiling of all reciprocat- 
 ing parts. Ready access to the working parts is afforded 
 by the large oil-tight doors, both back and front. This 
 type has two single-acting cylinders placed close together. 
 Steam is admitted only at the top end of the piston on the 
 downward stroke. The governor is attached direct to the 
 crank disc, instead of being introduced in the fly wheel, and 
 receiving an oil bath at every revolution, is thoroughly 
 lubricated at all times. 
 
 In Fig. 54 is shown the single upright type of the Buffalo 
 automatic engine. Two large oil-tight side plates or doors 
 afford ready access to the interior parts. Repairs, there- 
 fore, may be made with the utmost ease under adverse 
 circumstances. The crank shafts may be readily removed 
 without displacing the engine. The steam chests are 
 thoroughly lagged to reduce condensation to a minimum. 
 
 Each upright is furnished with two unusually heavy 
 wheels. The governor valve, cross-head, and all parts 
 except the frame, are identically the same design and con- 
 struction as employed upon the automatic cut-off horizon- 
 tals. The oiling features of this engine are so regulated 
 that the lubrication is equally thorough at a minimum or 
 maximum speed 
 
 These engines are fitted with automatic stop governors 
 as shown in illustrations. These are so simple in design 
 and action that no extended description is necessary. 
 Regulation is made by the eccentric being thrown across 
 the shaft, thus varying the travel of the valve. 
 
New Catechism of the Steam Engine. 97 
 
 HcINTOSH AND SEYMOUR ENGINES. 
 
 Fig. 55- 
 
 The above illustration exhibits the Mclntosh and Sey- 
 mour automatic cut-off engine. Fig. 54 shows half tone 
 engraving of tandem compound engine of the same type. 
 
 The prominent special features of these engines are the 
 gridiron valves, driven by a valve motion which is positive 
 throughout, and the shaft governor, which operates the 
 cut-off valves and controls the speed. 
 
 Fig. 57 shows cross section through cylinder and valves, 
 also diagram of the exterior valve gearing seen from the 
 end of the cjdinder. Fig. 56 shows cylinder and valves in 
 lengthwise section and the diagram of the valve gearing 
 (exterior) seen from the fly wheel side of the engine. 
 
 Since the valves are multi-ported, only a very small 
 stroke is necessary to give full opening, varying from ^ to 
 1^2 inches according to size of cylinder. They are driven 
 by means of a toggle motion and move intermittently, 
 standing still when closed, and only require power to oper- 
 ate when open and relieved of the pressure of the steam ; 
 hence they give a rapid opening of port with a small amount 
 of wear and little power required to operate ; they cannot 
 stick when the engine is started and are easy to lubricate. 
 
New Catechism of the Steam Engine. 
 
 THE MclNTOSH & SEYMOUR ENGINE. 
 
 The valve seats are separate from the cylinder and are 
 removable. The governor operates the cut-off valves only. 
 The main valves are driven by fixed eccentrics controlling 
 the admission of steam and the opening and closing of the 
 
 Fig. 56. LONGITUDINAL, SECTION THROUGH CYLINDER AND VAI/VES 
 
 MClNTOSH AND SEYMOUR ENGINE. 
 
 exhaust. One valuable feature of this arrangement is its 
 perfect flexibility ; any one of the four operations of cut-off, 
 admission, release or compression, can be varied independ- 
 ently of the others by simple adjustment of the gear. 
 
 The cut-off valve operates when moving in an opposite 
 direction to the main valve and gives a very rapid closing 
 
New Catechism of the Steam Engine. 
 
 THE MclNTOSH & SEYMOUR ENGINE. 
 
 of the port. On multi-cylinder engines usually the gov- 
 ernor operates the cut-off valves on all the cylinders. By 
 using different strokes the cut-offs in each cylinder are 
 
 57- CROSS SECTION THROUGH STEAM AND EXHAUST 
 AND CYLINDER, MCINTOSH AND SEYMOUR 
 
too New Catechism of the Steam Engine. 
 
 THE MclNTQSH & SEYMOUR ENGINE. 
 
 varied so that the work is divided equally among the cylin- 
 ders and the drop in temperature of steam is the same in 
 each; hence the engine always works under the most 
 economical conditions possible with the work it is doing 
 without any hand adjustment of the valves This adds 
 materially to the economy of the engine working under 
 variable loads. 
 
 The valve gear is so arranged that the cut-off takes place 
 at the same point upon each end of the cylinders with 
 any load. An unhooking device is provided so that the 
 valves can be worked by a starting bar 
 
 Fig. 59 shows the governor with the weights " in " and 
 Fig. 58 with the weights "out" the latter showing full 
 speed and the former the engine at rest or below speed. 
 
 The governor, which drives the cut-off valves, is fully 
 illustrated. It consists of centrifugal weights which vary 
 the point of cut-off by revolving the governor eccentric 
 upon the shaft, and is designed so that the centrifugal force 
 of each weight is very great, making the governor exceed- 
 ingly powerful. These forces are opposed in a direct and 
 and frictionless manner by a plate spring through hardened 
 steel pins resting in cups at each end, so that there is no 
 friction or pressure due to these forces upon the pins upon 
 which the weights turn. Dash pots are provided, which 
 give stability to the governor. The governor can be 
 adjusted as to sensitiveness by changing the length of the 
 pins between the centrifugal weights and spring, these pins 
 being arranged to telescope for this purpose The speed 
 is regulated by changing the weight of bushings in the cen- 
 trifugal weights. This governor can be adjusted to give 
 practically perfect regulation, without any tendency what- 
 ever to race under a widely fluctuating load. 
 
 Engines having shafts of large diameter sometimes have 
 the governor mounted upon a small auxiliary shaft driven 
 by a drag link from the crank pin. This greatly reduces 
 
fO2 New Catechism of the Steam Engine. 
 
 THE MclNTOSH & SEYMOUR ENGINE O 
 
 the size and speed of the eccentric straps and places the 
 
 valve gear in a position convenient for inspection and care. 
 
 In tandem engines the connection between the high and 
 
 low pressure cylinders is so arranged that the low pressure 
 
 Fig. 60. MclNTOSH AND SEYMOUR VERTICAL ENGINE. 
 
New Catechism of the Steam Engine. 103 
 
 THE MclNTOSH & SEYMOUR ENGINE. 
 
 head can be easily withdrawn, giving convenient access to 
 the interior of the low pressure cylinder. Between the 
 cylinders the piston rod runs in a packing tube or sleeve 
 which is babbitted and bored out to fit the rod. 
 
 The bearings are provided with a positive feed self-oiling 
 device. Rings at the end of bearings throw off escaping 
 oil into shields, from whence it is conveyed to a large 
 settling reservoir beneath the bearing provided with a 
 gauge glass for determining the height of oiL A small 
 pump driven from the valve gear forces a continuous sup- 
 ply of oil from the lower reservoir to one situated above 
 the bearing, from which it is fed by gravity on top of the 
 bearing, keeping it constantly flooded with oil. 
 
 Fig. 60 is a view of the Mclntosh and Seymour vertical 
 engine. 
 
 The following is a description of Mclntosh and Seymour 
 double piston valve : the main valve consists of a hollow 
 cylinder with closed ends. This valve exhausts over the 
 ends, taking steam from its interior through ports. This 
 interior space is subdivided in the middle, and a light 
 cylindrical sleeve, riding on the main valve in the steam 
 chest and running over ports cut in its surface, forms a 
 simple and efficient auxiliary or cut-off valve. The seat is 
 split and contractible by the adjusting screw shown, and is 
 held steam tight between the two fixed seat covers. To 
 adjust the seat is a simple matter. After unhooking the 
 valve connection with the eccentric, by moving the valve 
 by hand, adjustment can be made with great nicety, with- 
 out any danger of making too tight. 
 
 The governor used for double valve engines is precisely 
 similar to that of longer stroke gridiron valve engines 
 described on page 97. For single valve engines the arrange- 
 ment of spring and centrifugal weights is similar, but the 
 cut-off is varied by moving the eccentric across the shaft 
 instead of revolving it upon the same. 
 
104 
 
 Catechism of the Steam Engine. 
 
 THE IDEAL HIGH ART ENGINES. 
 
 Fig. 61. THE IDEAI< ENGINE DIRECT CONNECTED WITH IDEAI, 
 GENERATOR, 
 
 The above illustration represents the Ideal Engine (A 
 L. Ide & Sons, builders, Springfield, Illinois), direct con- 
 nected to a dynamo. 
 
 This engine is in its improved standard form, automatic 
 and self-oiling ; it is self-contained, perfectly balanced, and 
 when set upon sub-base the wheels clear the floor. 
 
New Catechism of the Steam Engine. 105 
 
 THE IDEAL ENGINE. 
 
 As shown by the engravings, the crank-disc of the Ideal 
 engine is covered by a light hood, fitted to the top of the 
 engine frame, but without bolts or fastenings of any descrip- 
 tion ; it is, therefore, readily removed. The cross-head and 
 guides are likewise fully enclosed ; but a side plate for 
 obtaining ready access thereto is also fitted oil-tight and 
 held in position only by two cam handles, a quarter turn of 
 which releases it ; no oil can get to the belts or floor. The 
 inside of engine-bed and all the parts that oil comes in 
 contact with are pickled in muriatic acid and thoroughly 
 washed, removing every particle of sand and dirt. The 
 enclosure is dust-proof, and no oil is wasted. 
 
 The crank-pin and cross-head pin are not dependent 
 upon the oil that is promiscuously thrown over them for 
 lubrication. Special provisions are made for both. On 
 the back of the crank-discs recesses are turned eccentric to 
 the crankshaft, from the widest part of this cavity holes 
 are drilled diagonally through the crank-pin, through which 
 oil is freely delivered by centrifugal force when the engine 
 is in motion. 
 
 The valve of the Ideal Engine is of the hollow piston 
 type, perfectly balanced, and the wear very slight. As the 
 live steam is entirely on the outside of the tube, and the 
 inside of tube only is in communication with the ends of 
 steanvchest, the tightness of the valve may at any time be 
 tested by removing the steam chest covers and turning on 
 full boiler pressure. 
 
 In the larger engines this valve is made double ported and 
 the low pressure valve on tandem compound engines is a 
 balanced flat valve, traveling under a cover which is held in 
 place by springs and so arranged that steam is admitted 
 through two ports at once, thus giving a quick opening at 
 the beginning of the stroke. 
 
io6 New Catechism of the Steam Engine. 
 
 THE IDEAL ENGINE. 
 
 Fig. 62. THE IDEAI, HIGH SPEED AUTOMATIC CUT-OFF ENGINE. 
 
 Fig. 63. 
 
 ENGIN$. Transparent View of tfig, 
 
New Catechism of the Steam Engine. 
 
 THE IDEAL ENGINE. 
 
 Fig. 64. QUICK-OPENING, SELF-PACKING THROTTLE. PATENT 
 WATER RELIEF. EXPOSED CYLINDER BOLTS, COVERED 
 WITH POLISHED BAND, AND VISIBLE PISTON- 
 ROD STUFFING Box. 
 
 The governor of the Ideal engine is of few parts con- 
 sisting as it does of but one spring, one lever (with adjust- 
 ing weight) and connecting link to the shifting eccentric. 
 All parts are in sight, and placed at such a distance from 
 the shaft as to be readily accessible. The levers are steel 
 and bearings are bushed with phosphor bronze, and all 
 parts are made to gauge and interchangeable. 
 
 The dash-pot is to prevent any too sudden movement of 
 the weights and levers, due to an instantaneous change of 
 load, and avoids any violent fluctuations of speed. It also 
 maintains the equilibrium of the force of weights and 
 springs. 
 
io8 New Catechism of the Steam Engine. 
 
 THE IDEAL ENGINE. 
 Directions for Governor Adjustment of the Ideal 
 
 All the governors are adjusted at the shop to run 
 engines at the speed called for in the contract, unless other 
 wise ordered. Assuming, now, that the governor is adjusted 
 to a fixed speed, in order to increase the speed of the 
 engine, move the weight on the governor lever near to thq 
 fulcrum pin. To reduce the speed, move the weight out 
 toward the end of the lever. Tightening the spring will 
 also increase the speed, but will cause the engine to " race," 
 unless at the same time the block which holds the end of 
 the spring is moved toward the center of wheel. The 
 proper way to change the speed is by moving the weight, 
 allowing the spring to remain in its marked position. 
 Moving the block which holds the spring towards the rim 
 of the wheel will make the governor more sensitive and 
 regulate more closely, but if moved too far, this will cause 
 the governor to "race." Moving the block towards the 
 hub of the wheel has a tendency to stop the " racing," but 
 if moved too far the speed of the engine will be reduced 
 with the increased load. If any of the bearings of the 
 governor bind, or require oiling or cleaning, the governor 
 will " race." These bearings should be kept clean and in 
 good condition, and the stuffing box to the dash-pot must 
 not be screwed up tight, as that will cause the governor to 
 " race " when set for close regulation. 
 
 The face of the slide is marked with a line where the 
 outer edge of block which holds the spring should be, 
 Figures stamped on the face of slide give length of end of 
 eye bolt extending through nuts. This gives the right 
 tension to the spring. Tightening the spring will give 
 closer regulation, but will cause the governor to " race " if 
 the spring is too tight. " Racing " caused by over tension 
 of spring can be stopped by moving block nearer to center 
 of wheel. Fill the cups on governor bearings with grease, 
 and give the cap one Quarter turn every day. Screw the 
 
New Catechism of the Steam Engine. 
 
 THE IDEAL ENGINE. 
 
 cap to the stuffing box on dash-pot loosely, only using your 
 hand to turn the cap. The governor should be taken apart 
 every two or three months, and bearings cleaned with coal 
 oil to remove gum. The dash-pot should be refilled with 
 glycerine once or twice a year. Oil may be used in the 
 dash-pot in place of glycerine unless the engine is in a cold 
 room, where the oil is liable to congeal. To refill dash-pot, 
 unscrew cover on end. 
 
 In taking the governor apart, allow the sliding block 
 which holds the end of the governor spring to remain with 
 its outer edge on a line with the mark across the face of 
 the slide, and in readjusting the spring, place the same 
 tension on it as before, which can be ascertained by meas- 
 uring the length of the thread through the nuts before 
 slacking up the spring. The spring should be stretched 
 out so there is T V inch between the coils. The speed of 
 the governor is changed by moving the weight on the lever, 
 
 Fig. 65. THE IDEAI, STEAM SEPARATOR ATTACHED TC 
 THROTTLE 
 
no New Catechism of the Steam Engine, 
 
 THE WESTINGHOUSE STEAM ENGINE. 
 
 This well known type of engine is built at Pittsburgh, 
 Pa., by the Westinghouse Machine Co. 
 
 
 SECTIONAL VIEW OF WESTINGHOUSE JUNIOR ENGINE, 
 
New Catechism of the Steam Engine. Ill 
 
 THE WESTINGHOUSE ENGINE. 
 
 The three illustrations given are of the class named 
 " Junior " engines ; two other principal patterns are also 
 manufactured; the " Standard" engine built in 13 sizes, 
 from 5 H. P. up, and the "Compound" built in 10 sizes, 
 with steam pressure of 100 to 150 Ibs. 
 
 All these classes are noted for close regulation and the 
 self-oiling features; the details of the "Junior" here given 
 
112 New Catechism of the Steam Engine. 
 
 THE WESTINGHOUSE ENGINE. 
 
 apply in all essential particulars to the construction, etc., of 
 the " Compound " and " Standard." Fig. 67 and 68 repre- 
 sent the front and rear view respectively of the "Junior" 
 engine ; Fig, 66 is a sectional view of the same. 
 
 Referring to the sectional view it will be seen that the 
 valve H is of the hollow piston type, packed, steam tight. 
 
 
 Fig. 68. REAR VIEW "OF WESTINGHOUSE JUNIOR ENGINE. 
 
New Catechism of the Steam Engine. nj 
 
 THE WESTINGHOUSE ENGINE. 
 
 by springs. The steam ports P are in the heads of the 
 cylinders, A A, which are single acting; the pistons N N 
 are directly connected to the connecting rods O O by 
 means of wrist pins. 
 
 The crank shaft and cranks C are forged in one solid 
 piece and are enclosed in the oil chamber B which' is formed 
 by the frame of the engine. Access to this oil chamber 
 can be had by the removal of plate F. One end of the 
 crank shaft carries the shaft governor wheel T, which 
 operates the valve by means of rocker arm J and link K. 
 
 The cut-off is regulated by an eccentric pin being thrown 
 across the shaft through the action of the governor, thus 
 varying the travel of the valve. 
 
 The steam enters at U at the center of the valve //", 
 and exhausts at the ends through the exhaust pipe R. 
 
 The main bearings E are lubricated by the oil cups Q 
 from the outside ; all drips from the main bearings run 
 through the channels r, into the oil chamber B. 
 
 The following is from the engineer's reference book 
 furnished by the Westinghouse Company : 
 
 " Having lubricated the engine thoroughly and set 
 the several oil cups to feeding properly, open the 
 cylinder cocks and the drain from the throttle ; open 
 the throttle slightly and start the engine very slowly. 
 
 Let the engine gradually come up to full speed, and 
 when the water has worked out of the cylinders and 
 steam pipe, close the cylinder cocks and throttle drain. 
 If there is any lost motion in the connections there 
 will be a slight noise in the engine while it is below 
 speed, but which will disappear when full speed is 
 attained. 
 
 11 In shutting down, open the cylinder cocks and 
 close the throttle very slowly, in order that the engine 
 may lose its speed gradually." 
 
H4 New Catechism of the Steam Engine. 
 
 RACINE HIGH SPEED ENGINE. 
 
New Catechism of the Steam Engine. 
 
 RACINE AUTOMATIC ENGINES. 
 
 This type is shown in Fig. tfp, representing a high speed 
 automatic, self-contained, side crank engine. It is equipped 
 with the automatic shaft governor, assuring economical use 
 of steam and quick action in response to variations in the 
 load carried. 
 
 The frame is rigid and of exceedingly tasteful design, 
 adding greatly to the pleasing appearance of the entire 
 
 Fig. 70. SECTION THROUGH VAI,VE AND CYLINDER. 
 
 engine ; a broad outbearing which gives additional steadi- 
 ness of motion. The slides for the cross-head are cast solid 
 in the frame, as also are the broad boxes for the shaft. 
 
 The valve is of the hollow piston type, balanced and 
 fitted with rings which keep the joints tight and take up 
 the wear as the surfaces wear down. Its average point of 
 cut-off when the engine is giving its rated horse power is at 
 one-quarter stroke, the remaining three-quarters of piston 
 stroke being all accomplished by the expansive power of 
 steam. The steam ports are of ample size, with easy 
 curves, thus reducing wire drawing. Other details relating 
 to the piston valve and cylinder are shown in Fig. 70. 
 
Il6 New Catechism of the Steam Engine. 
 
 w 
 
New Catechism of the Steam Engine. Ilf 
 
 THE FITCHBURQ ENGINE. 
 
 This engine is made by the Fitchburg (Mass.) Steam 
 Engine Co.* Fig. 71 shows the latest design of the hori- 
 zontal automatic variable cut-off engine ; Fig. 72 shows the 
 improved wrist plate motion used to actuate the steam 
 valves of the Fitchburg engine. The former wrist plate 
 motion with its sleeve rod has been supplanted by this new 
 device. It reduces the travel of the valves one-half and 
 moves but one valve at a time, requiring, however, no 
 change in the long used, perfectly balanced, expansible, 
 double-ported valves, except in reduction by one-half of 
 
 Fig. 72- 
 
 their length and weight. The wrist pin, or cam roller, 
 actuating the steam valves, travels in the concentric slot of 
 the cam, as shown plainly by the cut, without moving it 
 during more than half of the pin's travel, then gradually 
 starting the valve until its lap edge reaches the edge of the 
 port, when by the special form given the cam slot the 
 valve is thrown open suddenly, remaining open till point of 
 cut-off and then as suddenly closed, thus opening and clos- 
 ing the port swiftly, the valves traveling only as far as is 
 necessary to fully open the ports and return to their rest, 
 the valves at either end acting alternately, one remaining 
 still while the other is moving. 
 
 * Established 1871. 
 
flS New Catechism of the Steam Engine. 
 
 THE FITCHBURG ENGINE VALVE. 
 
 The point of cut-off is automatically varied from nothing 
 up to two-thirds of stroke with absolutely even speed. 
 The quick movement of valves in opening and closing the 
 ports, with the double ports in the valves, gives clean 
 admission and cut-off. 
 
 Figs. 73, 74, 75. 
 
New Catechism of the Steam Engine. 
 
 THE FITCHBURG ENGINE GOVERNOR. 
 
 Two eccentrics are used for driving the independent 
 steam and exhaust valves, all valves being perfectly balanced. 
 
 The steam inlet valves are worked direct by the cam 
 wrist plate. The valves, as shown in Fig. 73, are of the 
 piston type, four in number, and are expansible " by slack- 
 ing the bolts bearing on the head of valve and tapped into 
 
 Fig. 76. 
 
 the central taper plug, then tightening those tapped 
 through head and bearing against the taper plug, the latter 
 is forced in and the valve expanded in diameter the ten- 
 thousandth part of an inch, or any amount needed up to 
 one-sixteenth inch." 
 
 The cut needs no description, as the construction is so 
 entirely simple as to be readily understood. 
 
 The governor, Fig. 76, is fastened to the crank shaft and 
 is therefore a part of the shaft, making it impossible for the 
 engine to run away, or for the governor to become detached 
 
I2O New Catechism of the Steam Engine. 
 
 THE FITCHBURG ENGINE. 
 
 The weights O, acting over generous steel pins D as 
 rulcra, are to exactly balance the weight of the eccentric 
 and its strap, and in vertical engines the valve and valve 
 rods also, leaving no work upon the governor but to shift 
 the eccentric when the load upon engine changes. The 
 connecting rod G is attached to the suspension arm C at E, 
 acting directly upon eccentric, while the opposite rod G' is 
 attached to opposite arm C at F, acting over pin D as a 
 fulcrum in moving eccentric so that the outward motion of 
 both of the centrifugal weights H is exerted with equal 
 power in moving the eccentric in one direction across the 
 shaft. 
 
 By simply transferring the ends of connecting rods G G' 
 from E to F and from F to E respectively, the outward 
 motion of the weights H throws the eccentric in the oppo- 
 site direction and they are right for running the engine the 
 other way, a new eccentric, also in halves and with opposite 
 offset, being substituted. 
 
 The action is as follows : So long as the engine is below 
 speed the eccentric is kept in its longest throw by the ten- 
 sion of the springs and steam follows fy of stroke, but as 
 soon as proper speed is reached centrifugal action causes 
 the weights H to overcome the tension of the springs and 
 to move outward in direction of arrows, at same time 
 lengthening the springs ; by means of the connecting rods 
 G G' the outward motion of the weights turns the suspen- 
 sion arms C upon their fulcra D and through the ears B the 
 eccentric is carried across the shaft from S toward R, and 
 as the arcs described by the centres B B are in opposite 
 curves they compensate each other and the centre S of 
 eccentric follows a straight line in its movement. This 
 manifestly decreases the eccentricity and increases the 
 advance of the eccentric, giving an earlier cut-off to the 
 valve until when the eccentric is swung squarely back of 
 the crank the valve opens only the lead, there being all 
 
THE FITCHBURG ENGINE. 
 
 Fig. 77. THE FITCHBURG ENGINE, COMPOUND STEBPI*^ TYFB. 
 
122 New Catechism of the Steam Engine. 
 
 THE FITCHBURG ENGINE. 
 
 points between this and extreme cut-off for variation. Upon 
 the least diminution of speed the springs have more power 
 
 -^lIHIIIIIIIIIIIIIIIMIIIIIIMIIIIIIMIIMIIIIIIMIIIIMIIIIIIIIIIllllllllimilll 
 
 ^UmilllllJllllIllllllillllllllll 
 
 Fig. 78. THE FITCHBURG ENGINE, CROSS COMPOUND. 
 
 than the centrifugal force of the weights, and the motion of 
 the parts is arrested and turned in the opposite direction, giv- 
 ing a later cut-off as more work is performed by the engine. 
 
New Catechism of the Steam Engine. 123 
 
 THE FITCHBURG ENGINE. 
 
 Fig. 77 represents the Fitchburg engine built in the 
 steeple compound type. Fig. 78 shows the Fitchburg 
 cross-compound. 
 
 Pig. 79. HIGH SPEED AUTOMATIC FITCHBURG ENGINE. 
 
 This company also build high speed automatic cut-off 
 engines with single valve and shaft governor, see Fig. 79. 
 
124. New Catechism of the Steam Engine. 
 
New Catechism of the Steam Engine. 125 
 
 THE PORTER-ALLEN STEAM ENGINE. 
 
 These engines are built by the Southwark Foundry and 
 Machine Co., Philadelphia, Pa., and claim the distinction of 
 being the original high speed steam engine. 
 
 Fig. 80 represents the latest design of the Porter-Allen 
 high pressure engine ; this belongs to the class of four valve 
 engines with two independent admission valves, controlled 
 
 Figs. 8 1 and 82. ECCENTRIC AND LINK, SIDE AND FRONT EI/EVATION. 
 
 automatically, each adjustable without dismantling; and 
 two exhaust valves operated independently of the admission, 
 and giving a constant compression adjustable to different 
 speeds. All four valves are absolutely balanced with four 
 simultaneous openings to each port for admission and 
 release of steam. 
 
 This engine employs a link motion of peculiar form to 
 regulate the cut-off. The construction of the link is shown 
 in Fig. 8 1. It is of the form known as the stationary link, 
 
T26 New Catechism of the Steam Engine. 
 
 THE PORTER-ALLEN ENGINE VALVE. 
 
 and consists of a curved arm, partly slotted, formed in on 
 piece with the eccentric strap, and pivoted at its middW 
 
 point on trunnions, which vibrate in an arc whose chord is 
 equal to the throw of the eccentric, about a sustaining pin 
 
New Catechism of the Steam Engine. 127 
 
 THE PORTER-ALLEN ENGINE VALVE. 
 
 secured rigidly to the bed. The radius of the link is equal 
 to the length of the first rod by which its motion is com- 
 municated to the admission valves. 
 
 In the slot is fitted a block from which the admission 
 valves receive their motion. This block is moved by the 
 action of the governor, which thus varies the point of cut- 
 off. If the centre of the block is brought to the centre of 
 the trunnions, the port is not opened at all, except by the 
 lead given to the valves, and this opening is closed before 
 the piston has advanced a sensible amount. If, on the 
 other hand, the block is brought to the end of the slot, as 
 here represented, the steam is not cut off until the piston 
 has reached about six-tenths of the stroke, which is the 
 limit of the admission. 
 
 The exhaust valves are driven from a fixed point on the 
 link, and have, of course, an invariable motion. The move- 
 ments of the link at this point are admirably suited to this 
 function, causing the steam, wherever it may have been cut 
 off by the admission valves, to be held until near the termi- 
 nation of the stroke, when it receives a free and ample 
 release, and is confined again near the end of the stroke by 
 the closing of the exhaust valves at a point which provides 
 the compression required to arrest the motion of the recip- 
 rocating parts, and at the same time fill the end clearance 
 of the cylinder with the compressed steam. 
 
 The peculiar motion of the link is given to it by a comai- 
 nation of the horizontal and the vertical throws of the 
 eccentric. The horizontal throw alone only moves the link 
 from one to the other of the lead lines, which motion only 
 draws off the lap of the valves. The opening movement is 
 produced by the tipping of the link alternately in the 
 opposite directions beyond the lead lines, and these tipping 
 motions are given by the vertical throws of the eccentric. 
 
 Its upward throw tips the link in the direction from the 
 shaft, and opens the port at the further end of the cylinder ; 
 
128 New Catechism of the Steam Engine. 
 
 THE PORTER-ALLEN ENGINE. 
 
 and its downward throw tips the link towards the shaft, 
 and opens the port at the crank end of the cylinder. At 
 the same time its horizontal throw is drawing the valve 
 back, and when in this return movement, that point in the 
 link at which the block stands, crosses the lead line, the 
 steam is cut off. 
 
 The eccentric is placed on the shaft in the same position 
 with the crank, and cannot be altered -from this position. 
 The lead of the valves is adjusted by other means. The 
 first requirement of this system is, that the crank and the 
 eccentric shall have coincident movements, and so shall 
 arrive on their dead points, or lines of centres, simultane- 
 ously. 
 
 To insure the permanence of the eccentric in its correct 
 position it is made to form one piece with the shaft. 
 
 The exhaust valves open and close their ports in such a 
 manner that the opening is made while the valve is moving 
 swiftly, and one-half of the opening movement has been 
 accomplished when the piston arrives at the end of its 
 stroke. The valves are so constructed that this portion of 
 the movement opens the full area of the port, which does 
 not begin to be contracted again until the centre line of the 
 link has recrossed the lead lines on its return. The speed 
 of the piston is then also diminishing, and the exhaust is 
 not throttled at all until the port is just about to be closed. 
 
 The admission valves are both operated by two separate 
 rods which in turn are operated by a wrist motion consist- 
 ing of bell cranks and being connected by means of carrier 
 arm to the sliding block in the link. 
 
 The valves are relieved of all steam pressure by pressure 
 plates, the construction of which is represented in the sec- 
 tion of the cylinder, Fig. 83. 
 
 On the lower side of the horizontal section both admiss- 
 ion valves are shown, working between their opposite 
 parallel seats, one of which is formed on the cylinder, and 
 
New Catechism of the Steam Engine. 129 
 
 THE PORTER-ALLEN ENGINE. 
 
 the other on the pressure plates, the latter having cavities 
 opposite the ports. 
 
 The valve at the further end of the cylinder is at the 
 extremity of its lap, while the one at the crank end has 
 commenced to open the four passages for admission of the 
 steam. 
 
 Fig. 84. 
 
 The pressure plates are made hollow, and most of the 
 steam supplied to two of the openings passes through them ; 
 they are arched to resist the pressure of the steam without 
 deflection, and rest on two inclined supports, one above 
 and the other below the valve. These inclines are steep, 
 
fjo New Catechism of the Steam Engine. 
 
 THE PORTER-ALLEN ENGINE. 
 
 so that the plates will be sure to move freely down them 
 under the steam pressure, and also that they be Closed up to 
 the valves with only a small vertical movement. 
 
 They are prevented from moving down these inclines by 
 a screw, passing through the bottom of the chest, the point 
 of which, as also the plug against which it bears, is of 
 hardened steel. 
 
 The pressure plates are held in their correct positions by 
 projections in the chest on one side, and tongues projecting 
 from the cover on the other, which bear against them near 
 each end. Between these guides they are capable of 
 motion up and down their inclined supports, and also 
 directly back and forth between the valves and the covers. 
 
 The pressure of steam is always on these plates, and 
 tends to force them down the inclines to rest on the valves. 
 By means of the screws they are forced against the steam 
 pressure, up to the inclines and away from the valves. 
 This adjustment is capable of great precision, so that the 
 valves work with entire freedom between its opposite seats, 
 and still are steam tight. 
 
 Whenever the pressure in the cylinder exceeds that in 
 the chest, the admission pressure plate is instantly moved 
 back to contact with the cover, thus affording an ample 
 passage for the discharge of water before it can exert a 
 dangerous strain. 
 
 The governor is plainly shown in Fig. 84. The active 
 parts are very light, the power being derived from a high 
 rotative speed, causing a sensitiveness in its movements 
 that will arrest fluctuations and produce uniformity in the 
 running of the engine. The balls being propelled outward 
 by centrifugal force will raise the pear-shaped weight and 
 also one arm of a lever, thus lowering the other arm of the 
 same lever, which in turn lowers the sliding block in the 
 link by means of the connecting link shown in the cut, 
 thus shortening the cut-off. 
 
New Catechism of the Steam Engine. 131 
 
 THE PORTER-ALLEN ENGINE. 
 
 To set the admission valves place the engine on its dead 
 centre, then raise the governor, bringing the centre of the 
 block between the centre of the trunnions of the link. 
 With the governor in this position, set the valve that is 
 about to open, giving from -fa" to T 3 ^" lead according to 
 the size and speed of the engine. Then turn the engine to 
 the opposite centre and set the other admission valve in 
 the same manner, bearing in mind that both admission 
 valves travel to centre of cylinder to admit steam. After 
 letting the governor down it will be noticed that the valve 
 has moved a short distance, but this is as it should be, as 
 when the engine is on the other centre it will give the same 
 movement to the other valve ; this is intended to equalize 
 the cut-off on both strokes at the same points in the stroke 
 from zero cut-off to the limit of cut-off of engine. 
 
 To set the exhaust valves have the engine on its dead 
 centre and set the valve to open when the piston is from 
 two inches to eight inches from the end of its stroke. The 
 opposite exhaust valve is set in the same manner. The 
 opening point is controlled by the speed and size of the 
 engine. The brass check nuts on the valve stems must not 
 be screwed up hard against valves, as that will cause them 
 to bind. They should be free to move on the stem, but 
 not too loose, as to cause knocking. Care must be taken 
 in setting up the pressure plates and is best done when the 
 engine is well warmed up, by opening the indicator cocks 
 and backing the plate off until it allows steam to leak into 
 the cylinder and then letting it down till the leak stops. 
 After this work has been done the engine is ready for steam, 
 when the indicator should be used for any further adjust- 
 ment of the valves, especially the exhaust valves. 
 
 Fig. 
 
New Catechism of the Steam Engine. 
 
 THE AJAX STEAM ENGINE. 
 
 Fig. 86. BAI^NCED VAI,VE. 
 
 This engine is of the single slide valve type, with over- 
 hanging cylinder and locomotive guides. 
 
 The valve is balanced from all pressure higher than the 
 exhaust by a relief plate on the back. The ports are long 
 and extend below the bottom of the cylinder, thus provid- 
 ing perfect drainage. A single casting forms the cylinder 
 and steam chest, which saves the necessity of packing the 
 most difficult joint in the whole engine. The piston is cast 
 hollow, thus making it as light as the requirements of 
 strength will permit. The packing consists of narrow cast- 
 iron rings turned eccentrically and larger than the bore of 
 the cylinder, and sprung into grooves in the piston. Tnese 
 rings require but little adjustment, cause no undue friction 
 or wear, and leave the piston free to move. 
 
 The above cut represents a sectional view of the valve, 
 ports and piston of the engine. The valve is a common 
 " D " slide valve, accurately balanced by a circular plate 
 fastened to the back with hollow brass collar bolts, which 
 
 These engines are built at the Ajax Iron Works, Coiry, Pa. 
 
New Catechism of the Steam Engine. 
 
 THE AJAX ENGINE. 
 
 
i 34 New Catechism of the Steam Engine f 
 
 THE AJAX ENGINE. 
 
 permit the exhaust steam to act on the top of the plate. 
 The plate is encircled with a floating ring, packed as will 
 be seen in the cut. This ring comes in contact with the 
 chest cover and is kept in place by the pressure of the 
 steam. In case of water or excessive pressure in the 
 cylinder it allows the valve to raise from its seat, it can be 
 easily operated with one hand under full pressure of steam. 
 
 The area of ports is ample for the highest piston speed 
 which the engine is capable of sustaining. They are very 
 long and narrow, which reduces the travel of the valve to a 
 minimum, and permits the valve and seat to always wear 
 straight, never concave or convex, and always takes up its 
 own wear and remains steam tight. As will be seen in trie 
 cut, the ports enlarge after leaving the seat. This prevents 
 wire drawing. The exhaust port is large and opens 
 directly under the cylinder, whence the exhaust pipe may 
 be conducted to either side. In the largest sizes the steam 
 chest is nearly as long as the cylinder. The ports are four 
 in number : two steam and two exhaust, which makes the 
 steam passages as short as is possible with a " D " slide 
 valve. 
 
 A variable eccentric is an attachment which is placed 
 upon all Ajax throttling engines, and deserves especial 
 mention ; it can be reversed if desired, or steam cut off at 
 any desired point from zero to three-quarter stroke by 
 simply adjusting the eccentric across the shaft. This 
 eccentric is graduated for three different points of cut-ofL 
 To change the point of cut-off, loosen two nuts on the out- 
 side of the eccentric, move the eccentric across the shaft to 
 the desired point, and tighten the nuts. To reverse the 
 engine, move the eccentric entirely across the shaft, accom- 
 plishing the result as easily as with a link and double 
 eccentric. 
 
 The Ajax engines are all supplied with automatic stop 
 governors, but if desired, with automatic cut-off governors. 
 
New Catechism of the Steam Engine. 
 
 WILLIAMS' ENGINE. 
 
 Fig. 88. WJO^IAMS' IMPROVED COMPOUND VERTICAL ENGINE. 
 
Ij6 New Catechism of the Steam Engine. 
 
 WILLIAMS' ENGINE. 
 
New Catechism of the Steam Engine. 
 
 WILLIAMS' IMPROVED VERTICAL 
 ENGINES. 
 
 These engines are built at Youngstown, Ohio, by Messrs. 
 Wm. Tod & Co., from designs furnished by Mr. E. F. 
 Williams, Engineer, New York City. Fig. 88 represents a 
 1 200 H. F. compound vertical engine of this type. In 
 
ij8 New Catechism of the Steam Engine. 
 
 WILLIAMS' ENGINE. 
 
 Figs. 89 and 90 are two sectional views of the Williams' 
 vertical standard engine, 600 H. P., all parts drawn to scale. 
 It will be seen that piston valves are used on the first cylin- 
 der, and flat multiported valves for both steam and exhaust 
 on the low pressure cylinder. The high pressure valve is 
 
 Fig. 93. WIWJAMS' VERTICAL COMPOUND ENGINE, DIRECT 
 CONNECTED. 
 
 controlled by a shaft governor, and the low pressure valves 
 driven from separate eccentrics (for steam and exhaust), 
 and in each case quarter crank rockers modify the valve 
 movements in such a manner as to get large openings with 
 small travel. 
 
New Catechism of the Steam Engine. 
 
 WILLIAMS' ENGINE. 
 
 The piston valves may be briefly described. Two pack- 
 ing rings are used which are self-adjusting to wear, being 
 held out against the bushing (thereby preventing leakage) 
 by the steam pressures. To prevent the rings being set 
 out too hard, as commonly occurs when " free ring " pack- 
 
 Fig. 94. WIGWAMS' VERTICAL TRIPES EXPANSION ENGINE, DIRECT 
 CONNECTED TO DYNAMO. 
 
 ing is used, a peculiar construction is introduced by fitting 
 the rings steam-tight against the flange joints and forcing 
 them against it by the introduction of short helical springs 
 between the upper or steam ring and the central ring, which 
 is one solid band, separating the packing rings. The result 
 U a light-running, durable, tight piston valve. 
 
New Catechism of the Steam Engine. 
 
 WILLIAMS' ENGINE. 
 
 Big. 95. WIUJAMS' IMPROVED VERTICAL ENGINE, DIRECT CON- 
 NECTED TO A GENERATOR *o B-AU.WAY AND POWER SERVICE. 
 
New Catechism of the Steam Engine. 
 
 WILLIAMS' ENGINE. 
 
 The standard Williams' engines have piston valves in the 
 high pressure cylinders of compounds and in the high 
 pressure and intermediate cylinders of triple engines. They 
 are not confined to this valve system, however. The 
 engravings, Figs. 91 and 92 show the arrangement of multi- 
 ported flat valves (gridiron type) as they are applied to the 
 high pressure cylinders of compound engines when flat 
 valves are desired for both cylinders. By arranging the 
 steam and exhaust valves as shown, they are quite accessi* 
 ble and the percentage of cylinder clearances is reduced to 
 a proper amount, not exceeding 5 or 6 per cent. 
 
 The governor is mounted on the shaft as shown in the 
 figures. Two weight arms are used on same side of shaft 
 and two springs, and in some cases a small adjusting 
 spring. The weight arm is pivoted on roller bearings and 
 the springs are hung on knife edges. Cut-off is regulated 
 by the governor turning the eccentric upon the shaft. 
 
 Fig. 96. MODERN STEAM ENGINE WORKS. 
 
142 New Catechism of the Steam Engine. 
 
 THE METROPOLITAN ENGINE. 
 
New Catechism of the Steam Engine. 14.3 
 
 THE METROPOLITAN ENGINE. 
 
 This engine is self-contained with side crank as shown in 
 Fig. 97, its essential features being the arrangements for 
 taking up the wear, also the self-contained base. 
 
 The guide portion of the frame is cast in the form of a 
 hollow cylinder, the front side being removed to give access 
 to the cross head, and the edges of the opening are 
 strengthened. A strengthening ring is also cast about the 
 end next to the crank which firmly connects the top guide 
 with the bed, avoiding any tendency to spring. The form 
 of the bed, with outer pedestal connected, combines a rigid 
 base so that the engine runs very steadily upon no other 
 foundation. 
 
 The bed is extended beyond the main bearings, as well 
 as at the cylinder end, and at an angle of 45 degrees, and 
 includes the outboard bearings, making the engine side 
 crank, self-contained, setting entirely upon its own base. 
 The space between the main and outboard bearings is 
 sufficient to admit the eccentric, governor belt pulley and 
 driving wheel ; the shaft is extended beyond the outboard 
 bearing for an extra pulley. The head or back end of the 
 bed is turned and faced true with the guides, and forms the 
 front head of the cylinder, which is of the over-hanging 
 type, and is scraped and bolted substantially to the bed in 
 such a manner as to secure perfect alignment and security 
 against leakage. 
 
 The piston-rings are self-adjusting, and are furnished with 
 steel springs and set bolts. The piston-rod is of steel, 
 screwed into the cross-head and secured with a jamb nut. 
 The cross-head sets vertically and is provided with wedge- 
 shaped shoes made of gun metal and shaped oval top and 
 bottom, which are easily adjusted on the studs with a nut 
 on each side of the flanges. The cross-head pin is hollow 
 with drop oiler attached so as to oil when running. 
 
 NOTE. Made by Donegan & Swift, No. 6 Murray St., N. Y. 
 
New Catechism of the Steam Engine. 
 
 
 The eccentric rod and valve stem are of steel; a plain D 
 slide valve is used, and the ports are ample for the rated 
 horse power. 
 
 In Fig. 98 is shown a vertical engine of the same type. 
 
New Catechism of the Steam Engine. 745 
 
 THE BALL ENGINE. 
 
146 New Catechism of the Steam Engine. 
 
 THE BALL AUTOMATIC CUT-OFF 
 ENGINE. 
 
 These engines are manufactured at Erie, Pa., by the 
 Ball Engine Co. Fig. 99 represents a tandem-compound 
 side crank engine, direct connected to a dynamo. 
 
 Fig. 100. THE BAI,I, VAI,VS. 
 
 Fig. 101. THE BAI,I, VAI,VE. 
 
 The construction of the Ball valve is quite clearly shown 
 by the detailed illustrations, Figs. 100, 101 and 102. 
 
New Catechism of the Steam Engine. 147 
 
 THE BALL ENGINE. 
 
 Fig. 102. THE BALI, VALVE. 
 
 It consists of two parts telescopically connected ; this 
 permits each part to adjust itself to its seat. Referring to 
 Fig. 100, the manner of its adjustment to its seats will be 
 made clear by the explanation that steam enters at the 
 top, forcing, in its efforts to escape, the upper and lower 
 parts of the valve apart until each rests squarely, and 
 steam-tightly against its seat, and this forcing apart is con- 
 tinuous, and constant from one end of the stroke to the 
 other. Fig. 101 is here embodied simply to indicate position 
 the valve may take in the various constructions, while Fig. 
 1 02 is given showing exaggerated separation to indicate 
 what slight frictional contact one part of the valve has to 
 the other. 
 
 In Fig. 103 is presented a vertical sectional view of the 
 steam chesl and valve which will make clear the manner of 
 operating the valve, and the steam distribution to the 
 cylinder, and, it will be noted that, the combined port 
 areas represent most liberal openings through which the 
 steam passes to each end of the cylinder up to very nearly 
 the point of actual closing of the valve, while the same 
 freedom is present for the discharge of steam from the 
 cylinder into the chest and thence into the exhaust pipe. 
 
2\Tew Catechism of the Steam Engine. 
 
 THE BALL ENGINE. 
 
 Fig. 103. THE BAI/T. VAI,VE CHEST AND VAI,VE SECTIONAL VIEW. 
 
 The regulator (Fig. 105) is an adaptation of the 
 " Rites governor system " by which all the working parts 
 are practically reduced to a single moving piece swinging 
 
New Catechism of the Steam Engine. 149 
 
 THE BALL ENGINE. 
 
 on a common supporting pin thereby reducing the friction 
 to a minimum, with no joints to interfere with the best 
 action of the governor. 
 
 The Ball engine is made in the various forms usual to 
 the modern construction. Fig. 104 represents the vertical 
 cross-compound engine. 
 
 104. VERTICAL BAM, CROSS COMPOUND ENGINE. 
 
New Catechism of the Steam Engine. 
 
 THE LAKE ERIE ENGINE. 
 
 Fig. 105. THE RITES GOVERNOR AS APPLIED TO THE BAI.I, ENGINE. 
 
 LAKE ERIE ENGINES. 
 
 These engines are designed and built by the Lake Erie 
 Engineering Works, at Buffalo, N. Y. 
 
 Fig. 106 shows a triple expansion, vertical engine of this 
 type. Fig. 107 shows a section through the low pressure 
 cylinder, showing the valves and working parts in detail. 
 The following description applies to these engines. 
 
 The cylinders are of the four valve type, having two ports 
 for steam and two ports for exhaust. The clearances vary 
 
New Catechism of the Steam Engine. 151 
 
 THE LAKE ERIE ENGINE.. 
 
 from two and one-half or three per cent, to seven per cent., 
 according to the diameter of the pistons, being least on the 
 greater diameters. 
 
 The valves are of the double-faced slide type, and are 
 small, light and four ported. The high pressure steam 
 valve is wnolly balanced, and the others, working under 
 
New Catechism of the Steam Engine. 
 
 THE LAKE ERIE ENGINE. 
 
 light pressures, are operated by independent gear. The 
 lap is adjustable, permitting of the most advantageous 
 setting for either condensing or non-condensing service. 
 The governor and steam valves are constructed so as to 
 carry the steam as far as three-fourths stroke in the first 
 cylinder, should the demands of the load at any time 
 require it. The movement of the high pressure admission 
 valve is controlled by the centrifugal shaft governor, by 
 means of which the engine is regulated as regards the speed 
 of revolution. The governor, which has only two weights, 
 one spring and four pivoted joints, is extremely sensitive. 
 
 The cylinders are substantially and neatly lagged with 
 iron, and the intervening spaces between cylinders and 
 lagging filled with non-conducting material. The steam 
 chest covers are provided with panelled or corrugated 
 hoods and polished on the exterior surface. 
 
 The frames supporting the cylinders are of the "A" 
 type of double box columns of cast iron securely bolted to 
 flanges on the bottom of the cylinder and the bed plate. 
 The slides are on the inner surfaces of the columns, the 
 bed plate is heavy and substantially designed, and especially 
 arranged for direct coupled generators when desired. 
 
 On account of the severe service to which street railway 
 engines especially are subjected, and in order to provide 
 for emergencies, all bearings are water jacketed and remov- 
 able. The slides are also water jacketed and are arranged 
 so they can be easily removed and renewed in case of acci- 
 dent. This point of water jacketing all main working 
 parts is of vital importance in the use of large units for 
 continuous service. In compounds, the high pressure 
 cylinder is steam jacketed. In triples, the high pressure, 
 as well as the intermediate pressure, is steam jacketed. 
 
New Catechism of the Steam Engine. 
 
 THE LAKE ERIE ENGINE. 
 
 Floor LJne 
 
 Fig. 107. SECTION THROUGH LOW PRESSURE CYLINDER OF 
 
 ERIE ENGINE. 
 
New Catechism of the Steam Engine. 755 
 
 THE AHES ENGINE. 
 
 These engines are all automatic. Fig. 108 exhibits the 
 Ames Iron Works' Single Cylinder Engine direct connected 
 to dynamo. 
 
 Fig. 109. GOVERNOR FOR AMES ENGINE. 
 
 The frame is made very deep, and carried well above the 
 center line, the strains thus being resisted by metal in direct 
 line between the cylinder and main bearings. The frame 
 
 NOTE. These engines are built by the Ames Iron Works, Oswego, 
 N. Y. 
 
I 56 New Catechism of the Steam Engine. 
 
 THE AMES ENGINE. 
 
 will not spring perceptibly under any strain whatever that 
 it may be called upon to carry. The lower guide, valve- 
 rod guide, and seats for main bearing shells are cast 
 integral with it, making it impossible for any portion of 
 the engine to get out of line except by wear, which is 
 provided for. The frame is so arranged that all oil wasted 
 from bearings finally drains to the crank-pit. 
 
 Fig. no. HORIZONTAL SECTION OF CYLINDER OF AMES ENGINE. 
 
 The governor is of extreme simplicity, yet capable of 
 accurate control of the engine, see Fig. 109. 
 
 All the parts are very accessible, and may be entirely 
 removed from the wheel by loosening three nuts. 
 
 The balanced slide valve used is clearly shown in the 
 cuts, Figs, no and in, and consists of a flat, rectangular 
 
New Catechism of the Steam Engine. 
 
 THE AMES ENGINE. 
 
 casting finished on both sides and to an exact thickness. 
 This valve works frictionless between the seat and a heavy 
 pressure plate which is maintained at a proper distance 
 from the seat by two strips of iron ground about 
 thicker than the valve. 
 
 Fig. in. CROSS SECTION OF CYLINDER OF AMES ENGINE. 
 
 Any wear can be taken up by a good mechanic in a short 
 time. Wearing down by its own weight does not open a 
 leak, and as the sides are vertical and subjected to equal 
 pressures s friction is reduced to a minimum, making the 
 
i 58 New Catechism of the Steam Engine. 
 
 Fig. 113. 
 CONNECTING ROD 
 
 FOR 
 AMES ENGINE. 
 
 Pig. 112. CRANK SHAFT OF THE AMES ENGINE. 
 
New Catechism of the Steam Engine. 
 
 THE AMES ENGINE. 
 
 valve very durable and capable of running a long time 
 without attention. It will also act as a safety valve, and 
 will relieve the cylinder, without injury, of a dose of water. 
 
 The rocker arm is horizontal ; the center bearing works 
 in a bath of oil, which requires renewing only at long 
 intervals. Motion is communicated to the valve by means 
 of a slotted crosshead and square block, which carries the 
 valve rod in a straight line and is provided with means of 
 compensating for any wear. The eccentric rod is connected 
 to the rocker-arm and also to the governor by ball and 
 socket bearings. It is hollow, and through it the bearing 
 at the governor end is oiled. 
 
 The throttle consists of a flat valve rotated through one- 
 half a revolution by means of a worm and hand wheel. 
 
 The crosshead is a single casting of the slipper-guide 
 pattern ; the sliding surface is very large and is scraped to 
 a perfect bearing. 
 
 The connecting rod is shown in Fig. 113. The adjust- 
 ment of crosshead end is by a wedge moved by an adjusting 
 screw on the top of rod. The crank end is of the " Marine " 
 type, the adjustment being by means of lock nuts so 
 arranged that the outer one of each pair is of finer pitch 
 than the inner one. 
 
 The lubrication of the Ames is as follows : A chamber is 
 provided under each of the main bearings, into which all 
 oil wasting from their outer end drains. This oil is returned 
 to the bearings by rings, which, riding on the shafts and 
 dipping into the chamber below, continually carry up a 
 stream of oil. All oil wasting from the inner ends of the 
 main bearings is caught and carried to the crank-pin. The 
 holes through which the oil passes to the crank are one-half 
 inch in diameter, so as not to be readily stopped up. They 
 are also straight throughout their length, that they may be 
 conveniently cleaned. 
 
160 New Catechism of the Steam Engine. 
 THE ARLINGTON AND SIMS ENGINE. 
 
 This engine, represented in Fig. 1 14, belongs to the high 
 speed automatic single valve type. 
 
 The valve is a hollow piston valve, packed steam tight, 
 admitting steam at the center, and exhausting at the <snds. 
 
 
 The valve is operated by an eccentric pin, whose posi- 
 tion is regulated by the governor, which is a modification 
 of the Rites single weight governor system, Fig. 115. 
 
New Catechism of the Steam Engine. 161 
 
 Fig. us- 
 RITES IMPROVED GOVERNOR. 
 
 ARMINGTON & SIMS ENGINE. 
 
 As will be seen the weight and arm forms one piece, 
 swinging about a pin in the governor wheel. The end of 
 the arm, which is attached to the pin, is extended, and to 
 it is attached the eccentric pin, and on the extreme end a 
 counterbalance weight and dashpot. 
 
 The spring, which counteracts 
 the centrifugal force, is attached 
 to the weight-arm between the 
 pin and weight, its other end 
 being attached to an arm of the 
 governor wheel. When the 
 weight is thrown outward by 
 the centrifugal force, it swings 
 the eccentric pin toward the 
 center of the shaft, thus short- 
 ening the valve travel and cut- 
 off. 
 
 The self-oiling arrangement is shown in Fig. 116. 
 The main bearing is lubricated by a chain, which hangs 
 over the shaft, into an oil reservoir, and by the rotation of 
 the shaft it carries the oil upwards, and thus into the bearing. 
 
 Around the main shaft, 
 between the crank disc and 
 the main bearing, is located 
 an eccentric disc ; oil from 
 a stationary cup located 
 on the main bearing is fed 
 into this disc, and by the 
 rotation of the engine is 
 thrown to the highest 
 point of this disc, from 
 
 thence it flows through suitable ducts directly on to the 
 crank pin bearing. The lower surface of the cross-head 
 runs in oil, the top surface being recessed out, forming a 
 small oil reservoir which is fed from a stationary oil cup on 
 
 Fig. 116 
 
 ARMINGTON & SIMS 
 DEVICE. 
 
162 New Catechism of the Steam Engine. 
 
 THE STEAM TURBINE. 
 
 the top of the guides. These two upper surfaces are 
 connected by an oil duct leading across the top of the 
 cross-head pin, thus furnishing ample lubrication for these 
 wearing surfaces. The crank discs are partially covered 
 with an attractive hood. 
 
 THE STEAfl TURBINE. 
 
 The steam turbine is simply an impact motor, changing 
 the velocity of the steam into rotary motion, by compelling 
 it to act upon a number of peculiarly curved vanes, similar 
 to those used in the Pelton water wheel, thus it is not a 
 pressure engine, but an impact motor. 
 
 Essentially the steam turbine consists of two pieces, and 
 no mechanism can have less, a wheel and its axle, with a 
 suitable frame or support. It uses steam of high pressure, 
 expanding it before it is used. The energy of the steam 
 is transferred by free expansion into the energy of a mass 
 in motion, and the impact of the particles of steam or 
 water against the vanes is, in brief, the method of utilizing 
 the energy stored in the steam. 
 
 Two general types of steam turbines are now in use ; one 
 in which the revolving discs are slotted at an angle and 
 work close to stationary discs similarly slotted, but in the 
 reverse direction. The equivalent of the compounding of 
 a steam engine is obtained by multiplying the number of 
 discs and the thrust of the shaft is wholly overcome or 
 utilized to advantage by the arrangement of the discs in 
 such a way as to modify the strain. 
 
 The other type is a disc having buckets or cups of pecu- 
 liar shape fastened to the sides and to balance the thrust 
 of the shaft steam is directed against both sides of the disc. 
 
New Catechism of the . Steam Engine. i6j 
 
 THE STEAM TURBINE. 
 
 volume at each turbine, till it arrives at the next series of 
 turbines ; these are of larger diameter, and consequently- 
 greater peripheral speed and capacity, and they allow of 
 further gradual expansion. 
 
 The steam then flows to the last series of turbines, where, 
 the expansion being completed, it passes to the exhaust 
 pipe. The rows of turbine blades are formed of hard brass, 
 and accurately shaped ; those keyed into the shaft project 
 outwardly, and nearly touch the case; those keyed into 
 the case project inwardly between the moving rows, and 
 nearly touch the shaft. The turbines are so proportioned 
 that the steam passes from one row to the next throughout 
 the entire turbine with the most suitable velocity for eco- 
 nomical working under the prescribed conditions. On the 
 right are the dummy or rotating pistons to balance the end 
 pressure of the steam. 
 
 Both types of turbine have given results in the develop- 
 ment of power on a steam consumption about equal to that 
 u,-;ed by high class engines. 
 
 The compound steam turbine of the "parallel flow type" 
 consists of a series of parallel flow turbines set one after 
 the other on the same shaft, so that each turbine takes 
 steam from the preceding one and delivers it to the next. 
 The steam, entering by an inlet all around the shaft, passes 
 through the successive turbines of gradually increasing area 
 of passageway, 
 
 NOTE. At the Bordeaux Exhibition a one hundred horse power De 
 Iv^val turbine ran on 21 pounds of steam per hour per horse power on 
 a seven hour test, with 113 pounds initial pressure and 26 inches of 
 vacuum. With a load of 50 horse power the consumption per horse 
 power increased to only 23.27 pounds. A satisfactory item as bearing 
 upon the continued efficiency, is that after nine months of use the tur- 
 bine generated a horse power on 19. 58 pounds. At Troyes a 2 horse 
 power turbine running with only 71 pounds initial developed a horse 
 power on the same amount 19.58. 
 
1 6 4 New Catechism of the Steam Engine. 
 
 THE STEAM TURBINE. 
 
 In these several passageways the steam expands gradu- 
 ally by small increments. 
 
 In a moderate-size turbo-motor there may be from thirty 
 to eighty successive rings, and when the steam arrives at 
 the last ring the expansion has been completed. 
 
 On the left side of the steam inlet are the dummy or 
 rotating pistons, which are fixed to and rotate with the 
 shaft. On their outside are grooves and rings which pro- 
 ject into corresponding grooves in the case. By means of 
 the thrust bearing of the motor, the longitudinal position 
 of the shaft is adjusted, and grooves and projecting rings 
 kept nearly touching, so as to make a practically tight 
 joint. The object of these pistons is to steam-balance the 
 shaft and relieve end pressure on the thrust bearing. 
 
 With compound condensing turbines, a steam efficiency 
 comparable with the best compound or triple-expansion 
 condensing engines was at length reached, and it was then 
 resolved to test the application of the compound turbine 
 to the propulsion of ships, for which purpose it seemed 
 well suited. 
 
 An account of an experimental ship built to test the 
 system for marine propulsion is given on page 421 of this 
 book; the steam turbine is invading the field of station- 
 ary engineering and, once its experimental period is passed, 
 may be expected to become a prominent factor in large 
 station work, as for electrical service it possesses especial 
 advantages. 
 
New Catechism of the Steam Engine. 16$ 
 
 THE CORLISS STEAM ENGINE. 
 
 The Corliss engine differs mainly from all other engines 
 by its peculiar construction of the valves. 
 
 The valves are four in number, two for steam and two 
 for exhaust. They are set at right angles with the center 
 line of the engine, and are either semi-rotary valves or flat 
 slide valves, but in both cases the construction of the valve 
 mechanism is the same, the only difference being that the 
 flat valve consists of a cast-iron plate, which slides on a 
 smooth surface at the end of the cylinder, and includes 
 
 Fig. 119. WORKS AT PROVIDSNCB. 
 
 the steam port. The motion is transmitted to this plate 
 from the rotating valve stem by means of links and bell 
 cranks fastened to the valve stem inside of the valve 
 chest, so that, if the valve stem commences to rotate, the 
 flat plate will be drawn parallel with the cylinder, across 
 its seat, thus uncovering the port. These valves are, how- 
 ever, not very frequently used. 
 
 The more popular type of Corliss valve is the semi- 
 rotary valve, shown in Fig. 1 21, and its location in the 
 cylinder casting is shown in Fig. 120, the upper valve, I, 
 being the steam valve, the lower one, 2, the exhaust valve.* 
 
 *NoTE. Only one-half of the vertical section of the cylinder is 
 shown, the other two valves being the same as those shows. 
 
166 New Catechism of the Steam Engine. 
 
 THE CORLISS STEAM ENGINE. 
 
 Figs. 120 and 121. 
 Table Showing Lap and Lead of Valves of Corliss Engine. 
 
 
 Wrist Plate on its Center. 
 
 
 Cylinder Diameter in 
 Inches. 
 
 
 Steam Lead 
 Kngine on 
 Center. 
 
 Steam 
 
 Exhaust 
 
 
 Lap. 
 
 Lap. 
 
 
 8, 10 & 12. 
 
 3-i6" 
 
 1-32" 
 
 1-32" 
 
 14, 16, 1 8 & 20. 
 
 JT 
 
 1-16" 
 
 1-32" 
 
 22, 24, 26, 28 & 30. 
 
 5-16" 
 
 3-32" 
 
 3-64" 
 
 32, 34 & 36. 
 
 #" 
 
 yr 
 
 1-16" 
 
New Catechism of the Steam Engine. 16? 
 
 THE CORLISS STEAM ENGINE. 
 
 Steam enters at Fig. 1 20 and passes through the steam 
 port, 3, into the cylinder, and is exhausted through 
 exhaust port, 4. 
 
 In Fig. 121 these valves are shown in perspective on an 
 enlarged scale, I being the steam valve, and 2 the exhaust 
 valve. 
 
 The recesses a, Fig 121, cut across the face of the cir- 
 cular end of the valves, are to receive a T-shaped head of 
 the valve stems, which transfers the rotary motion of the 
 latter to the valves, and still allows the valves to be with- 
 drawn from their respective chambers, by removing the 
 covers on the front side of the engine. 
 
 It also enables the valves to leave their seats, if forced 
 by water or overpressure, and to follow up near without 
 binding the valve stem. The steam valve is riding upon 
 the port, which connects the steam chest, 5, with the 
 cylinder, and is held to its seat by steam pressure, while 
 the exhaust valve is held to a port connecting exhaust 
 chamber, 6, with the exhaust valve chamber, thus the 
 steam pressure always holds it to its seat. 
 
 An important feature of the Corliss engine is the valve- 
 gear. Economy in the use of steam requires that it shall 
 be admitted to the cylinder at and near the beginning of 
 the stroke of the piston at a pressure not much below that 
 in the boiler ; that this pressure shall be maintained prac- 
 tically constant for a portion of the stroke, and that then 
 the supply shall be cut off quickly, the remaining portion 
 of the stroke being completed under the expansion of 
 steam in the cylinder. Under these conditions the pres- 
 sure of steam in the cylinder will be so far reduced at the 
 conclusion of the stroke that little or no more useful work 
 can be performed by it. Then this steam must be ex- 
 hausted so freely that back pressure in the cylinder will be 
 reduced to a minimum. 
 
1 68 New Catechism of the Steam Engine. 
 
 CORLISS ENGINE GOVERNOR. 
 
 Fig. 122. 
 
New Catechism of the Steam Engine. 169 
 
 CORLISS ENGINE GOVERNOR. 
 
 This is accomplished in the Corliss engine, by the use of 
 very short valve ports, which reduce the friction to a mini- 
 mum. 
 
 Another great advantage of the use of 4 ports is, that 
 the steam entering the cylinder need not pass through 
 ports cooled down previously by the exhaust. 
 
 The sharp and quick cut-off is gained by the use of a 
 releasing mechanism, Figs. 123 and 124, which only opens 
 the valve, the closing being done by dashpots shown at D 
 Fig. 125. 
 
 These dashpots consist of cast iron cylinders, in which a 
 piston is working air tight ; when the valve is opened by 
 means of the hook C and bell crank 2?, the rod O is also 
 lifted, which in turn raises the piston of the dashpot, and 
 no air being admitted below it, a vacuum is created. 
 
 Now if the hook is tripped by the cam S, operated by 
 the governor, the air acting with a pressure of 1 5 pounds 
 to the square inch upon the dashpot piston, will force it 
 down almost instantly, and thus close the valve, shutting 
 off the steam, which by its expansion continues the 
 stroke. 
 
 To avoid pounding of the dashpot piston, when it strikes 
 the bottom of the cylinder, another cylinder is arranged, 
 in which air is compressed, thus cushioning the descending 
 piston. 
 
 The governor shown at Fig. 122, operates cam 5 by 
 means of reachrod G and lever H t Fig. 125. 
 
 If the engine speeds up, the governor balls will rise, and 
 by way of their connection with rod G push cam S toward 
 the hook C, thus tripping it earlier in the stroke, which 
 operation cuts off steam quicker. 
 
 Again if the engine slows down, the governor balls in 
 descending will pull the cam away from the hook, allowing 
 admission of steam to be continued further along the 
 stroke. 
 
f/o New Catechism of the Steam Engine. 
 
 THE CORLISS ENGINE. 
 
 The travel of the exhaust valves is constant at all speeds. 
 
 The oilgag which will be noticed on the governor is to 
 prevent too sudden actions of the governor, at very vary- 
 ing loads, which would cause the engine to race. 
 
 The type of engine invented by Corliss, and which bears 
 his name, has produced such remarkable results in the field 
 of steam engineering that all must be interested in the man 
 
 George Henry Corliss was born on June 2, 1817, in 
 Easton, Washington Co., N. y. He died in Providence, 
 R. I., on February 21, 1888. The highest known honors 
 ever accorded to any engineer have been given to him by 
 foreign governments and scientific societies. It has been 
 well said that the combined work of the two men, Watt 
 and Corliss, has changed the face of the entire world. 
 
 Mr. Corliss was not fitted by any special education for 
 his great work of taking the steam engine up where it was 
 left by the immortal Watt, and bringing it to its present 
 high state of perfection. He never saw the inside of a 
 machine shop until he was 24 years of age. He attended 
 an ordinary village school at Greenwich until he was 14 
 years of age, and a few years in various lines of the leather 
 business, naturally, for him, resulted in the invention of a 
 harness sewing machine which long preceded the famous 
 sewing machine invented by the Howe brothers. 
 
 Mr. Corliss first came to Providence in 1844 to complete 
 an invention of his, for sewing harness leather. He went to 
 the High Street Furnace Company, but soon took his work to 
 the steam engine works of Fairbanks, Bancroft & Company. 
 His sewing machine was fully completed, but he showed 
 such adaptability as an inventor and draughtsman, that he 
 was induced by the above firm to enter their service, which 
 involved an abandonment of the harness-sewing machine. 
 
 The details of invention of the engine and its introduc- 
 tion in 1845 and in the years following, would fill a volume. 
 
New Catechism of the Steam Engine. 777 
 
 THE CORLISS ENGINE. 
 
 At the present day the Corliss engine is made in Eng- 
 land, Germany, France and in fact in every civilized coun,> 
 try in the world. 
 
 While many improvements have been made in the valve 
 gear of the Corliss engine its great distinguishing features, 
 the four valves, releasing gear with the dash-pot, cut-off, 
 etc., remain the same in principle as first proposed by the 
 inventor. Very many of the original engines built by the 
 inventor are still in use every day most satisfactory, for in- 
 stance, one in Phillipsburg, New Jersey, (Warren Pope 
 Works) is still running with the identical valve gear first 
 introduced by Corliss. 
 
 The Corliss system of valve gear has also proved to be 
 well adapted to the compounding of steam. Of the com- 
 pound engine it has been said that it has some advantages 
 over the simple engine, such as a better distribution of 
 strains and a more nearly uniform rotative effect on the 
 crank-pin, and hence on the shaft. For a given power the 
 first cost of a compound engine exceeds that of a simple 
 engine ; but this is partially balanced by the saving in 
 boiler capacity, and is very soon saved in less cost of fuel. 
 
 There are different plans of compounding, one of which 
 is to use, in effect, two engines connected to cranks on the 
 ends of the shaft. The tandem compound, with cylinders 
 arranged one forward of the other r this has the advantage 
 of occupying a narrow space compared with the two en- 
 gines side by side, and does not present so many moving 
 parts to be cared for. It also has the advantage due to 
 the cylinders being placed close together, so that the cer- 
 tain loss due to passing the steam a considerable distance, 
 from the high to the low pressure cylinder, is avoided. 
 
if 2 New Catechism of the Steam Engine. 
 
 Valve Gear of Corliss Engine with Directions 
 for Setting Corliss Valve. 
 
 There is a great variety of releasing gears as applied to 
 the Corliss engine, yet they differ only in detail and not in 
 principle, and may, for convenience, be divided into two 
 classes. 
 
 Those engines, whose valves rotate toward the center of 
 the cylinder in admitting steam, may be considered as the 
 first class, and include the "crab-claw gear/' Fig. 123, as 
 originally applied by Corliss and still used in a modified 
 form by several later builders. The Reynolds-Corliss, 
 Philadelphia-Corliss engines, and several other makes, be- 
 long to this class also, but are equipped with a device 
 known as the " half-moon gear." 
 
 Fig. 123. CRAB CI,AW RELEASING GEAR. 
 
 The second class is made up of those engines in which 
 the steam valves rotate toward the ends of the cylinder, or 
 outward, when opening for admission, generally using a 
 form of gear styled the " oval arm gear," Fig. 124. To 
 this class belong the Allis-Corliss and Hewes and Phillips- 
 Corliss engines. 
 
New Catechism of the Steam Engine. 
 
 DIRECTIONS FOR SETTING CORLISS VALVES. 
 
 Fig. 125 shows all the essential parts of the valve gear, 
 The bonnets on the crank end are omitted from the draw- 
 ing in order to show the marks made by the builders for 
 setting the valves. The steam valves work in the cham- 
 bers S t S, and the exhaust valves work in the chambers 
 E, E. The double-armed levers A, C work loosely on the 
 hubs of the valve stem brackets and the lever arms B ; the 
 former are connected to the wrist plate W by the rods M ; 
 the levers B are keyed to the valve stems V, and are also 
 connected by the rods O to the dash pots D % D. The 
 
 Fig. 124. THE RELEASING MECHANISM OP THE CORUSS 
 
 VAI,VE GEAR. 
 Shown upon an enlarged scale of Fig. 125. 
 
 double-armed levers carry at the outer ends C hardened 
 steel catch plates, which engage with arms B> making the 
 two arms B and C work in unison until steam is to be cut 
 off. At this point another set of levers H 9 connected by 
 the cam rods G to the governor, come into play, causing 
 the catch plates to release the arms B, the outer ends of 
 which are then pulled downward by the weight of the dash- 
 pot plunger, causing the steam valves to rotate on their 
 axes and thus cut off steam. 
 
New Catechism of the Steam Engine. 
 
 DIRECTIONS FOR SETTING CORLISS VALVES. 
 
New Catechism of the Steam Engine. 775 
 
 DIRECTIONS FOR SETTING CORLISS VALVES. 
 
 These are the essential features of the Corliss gear, 
 although the design of the mechanism is greatly modified 
 by different builders. 
 
 The exhaust valve arms F are connected to the wrist 
 plate by the rods N, and it is seen that all the valves re- 
 ceive their motion from the wrist plate ; the latter receives 
 its motion from the hook rod /. This rod is generally at- 
 tached to a rocker arm, not shown ; to this arm the eccen- 
 tric rod is also attached. The carrier arm is usually placed 
 about midway between the wrist plate and eccentric, and 
 in the centre of its travel stands in a vertical position. 
 
 The setting of the valves is not a difficult matter when, 
 on the wrist plate, its support, valves and cylinder, the cus- 
 tomary marks have been placed for finding the relative 
 positions of wrist plate and valves. 
 
 Now, when the back bonnets* of the valve chambers have 
 been taken off, there will be found a mark or line a on the 
 end of each steam valve s, coinciding with the working or 
 opening edge of each valve; another line b will be found 
 on each face of the steam valve chamber coinciding with 
 the working edge of the steam port. The exhaust valves 
 and their chambers are marked in a similar way, i. e., the 
 line g, on the end of each exhaust valve, coincides with the 
 working edge of the valve, and the line h, on the face of 
 each exhaust valve chamber, coincides with the working 
 edge of the exhaust port. On the hub of the wrist plate 
 will be found a line dT coinciding with the centre line */, k; 
 lastly, there are three lines, f y c, f on the hub of the wrist 
 plate support, placed in such a way that when the line d 
 coincides with the line c, the wrist plate will stand exactly 
 in the centre of its motion, and when the line d coincides 
 with either of the lines f, f, the wrist plate will be at one 
 
 NOTE. These marks, in this case, are shown on the front of the 
 valve and chamber, on the right hand side of Fig. 125 the conditions 
 are the same as in the back. 
 
176 New Catechism of the Steam Engine. 
 
 DIRECTIONS FOR SETTING CORLISS VALVES. 
 
 of the extreme ends u or v of its travel. It should be 
 noticed that since the lines f, c, f are drawn on periphery 
 of the hub of the wrist plate support, and the line d is 
 drawn on the periphery of the wrist plate hub, these lines 
 cannot stand in a vertical position, as shown. We have 
 adopted this way of showing them simply for the purpose 
 of making the matter plain. 
 
 In setting the valves, the first step will be to set the wrist 
 plate in its central position, so that the lines c and d will 
 coincide, and fasten the wrist plate in this position by plac- 
 ing a piece of paper between it and the washer L on its 
 supporting pin. Now set the steam valves so that they 
 will have a slight amount of lap, that is to say, the lines a 
 must have moved a little beyond the lines b ; the amount 
 of this lap depends much on individual preference and ex- 
 perience ; it ranges from T ^ to # inch for small engines, 
 and from J^ to T 9 ^- inch for comparatively large engines. 
 This lap is obtained by lengthening or shortening the rods 
 M by means of the adjusting nuts. 
 
 Now place the exhaust valves e, by lengthening or short- 
 ening the rods N by means of the adjusting nuts, in a posi- 
 tion so that the working edges will just open the exhaust 
 ports, or, in other words, place the lines g and h in line 
 with each other. Some engineers prefer a slight amount 
 of lap, others prefer a slight opening of the exhaust ports 
 when the valves are placed in this position ; under these 
 conditions the lines g and h cannot be in line, but will 
 stand apart, as indicated in the illustration ; the distance 
 between these lines will, of course, be equal to the desired 
 amount of opening ; for small engines it is about ^ inch, 
 and for larger engines may be increased to -^ inch, but in 
 any case the amount of this opening should be less than 
 the lap of the steam valves, otherwise there will be danger 
 of blowing through. 
 
New Catechism of the Steam Engine. 777 
 DIRECTIONS FOR SETTING CORLISS VALVES. 
 
 The paper between the wrist plate and the washer on 
 the supporting pin should now be taken out, so that the 
 wrist plate connected to the valves can be swung on its 
 pin. 
 
 The next step will be to pay some attention to the rocker 
 arm. Set this arm in a vertical position by means of a 
 plumb-line, and connect the eccentric rod to it ; then turn 
 the eccentric around on the shaft, and see that the extreme 
 points of travel are at equal distances from the plumb-line. 
 To secure this a little adjustment in the stub end of the 
 eccentric rod may be necessary. Now connect the hook 
 rod / to its pin on the wrist plate, and again turn the ec- 
 centric around on the shaft, and thus determine the ex- 
 treme points of travel of the wrist plate. If all parts have 
 been correctly adjusted, the line d will coincide with the 
 lines f t f at the extreme points of travel ; if this is not 
 the case, the hook rod will have to be adjusted at its stub 
 end so as to obtain the desired equalized motion of the 
 wrist plate. 
 
 The next step will be to set the valves correctly with the 
 position of the crank ; to do so the lengths of the rods M 
 and N must not be changed, but the following mode of 
 procedure should be followed : Place the crank on one of 
 its dead centres, and turn the eccentric loosely on the shaft 
 in the direction in which the engine is to run, until the 
 steam valve nearest to the piston shows an opening or lead 
 of -j 1 g- to ^ inch, according to size of engine, the smaller 
 lead, of course, being adopted for small engines. After the 
 proper lead has been given to this valve, secure the eccen- 
 tric and turn the shaft with eccentric in the same direction 
 in which the engine is to run until the crank is on the op- 
 posite dead centre, and notice if the opening or lead at this 
 end of the cylinder is the same as on the other steam 
 valve ; if not, shorten or lengthen slightly, as may appear 
 necessary, the connection between wrist plate and eccen- 
 
New Catechism of the Steam Engine. 
 
 DIRECTIONS FOR SETTING CORLISS VALVES. 
 
 trie: of course, much adjustment in the length of these 
 connections is not admissible without setting the valves 
 with reference to the wrist plate. 
 
 The only thing which remains now to be done is to ad- 
 just the cam rods G. To do so, secure the governor balls 
 in their highest position and disconnect the hook rod from 
 wrist pin ; lengthen or shorten the cam rods G, so as to 
 bring the detachment apparatus into action, swing the wrist 
 plate back and forward and make such adjustment in the 
 rods G as to permit the steam valves to be released when 
 the steam port has been opened about y& inch. This ad- 
 justment is for the purpose of keeping the engine under 
 the control of the governor, in case, for some reason or 
 another, the load on the engine is suddenly thrown off, so 
 that the valves are not opened at all when the governor is 
 at its highest position. After this adjustment the governor 
 balls should be placed in their lowest position. The releas- 
 ing gear is constructed in such a manner as to close the 
 steam valves automatically, in case the belt leading to the 
 governor should be broken. 
 
 To set the cut-off even, proceed as follows : Block up the 
 governor where it stands when an average load is on the 
 engine and mark on the guides the extreme travel of the 
 cross-head. With the governor blocked up move the en- 
 gine slowly, either by hand or by admitting a very little 
 steam, until the valve is tripped, and note the exact dis- 
 tance traveled by the cross-head up to this point. Turn 
 the engine to the other center, hook up the valve and 
 repeat the process on the other stroke. If the distance 
 traveled by the cross-head is not the same in both cases 
 lengthen one point of cut-off and shorten the other until 
 the travel of the cross-head is exactly the same on both 
 strokes, up to the point where the valves are unhooked. 
 
 The dash-pot rod should be adjusted in length so the 
 steam valve arm, resting thereon, when the dash-pot 
 
New Catechism of the Steam Engine. 
 
 DIRECTIONS FOR SETTING CORLISS VALVES. 
 
 plunger is home, or at the bottom of the pot, is in such a 
 position that the latch is sure to hook over the latch stud 
 and the stud lies midway between the latch die and the 
 closing shoulder. This will insure on the one hand the 
 positive engagement of the latch, and on the other hand 
 prevent the shoulder from jamming down upon the latch 
 stud. If the dash-pot rod is too short, the latch will not 
 hook on. 
 
 The dash-pot is provided with a leather packing in the 
 vacuum plunger underneath the dash-pot proper. This 
 should be kept moist and in good condition. To spread 
 the packing, introduce some liners of paper inside the flange 
 on cup leather. When leather is adjusted just right, the 
 pot will work promptly and softly. The valve in the air 
 opening is to regulate the amount of air cushion by adjust- 
 ing the screw in the escape hole. 
 
 The regulator gag-pot is used on Corliss engines to pre- 
 vent over-sensitiveness of the governor and its response to 
 trivial changes. Use only coal or kerosene oil in this pot, 
 and remove one or more of the screws in the piston if re- 
 quired to give greater freedom of motion. See that all 
 parts of the governor move freely. 
 
be 
 
New Catechism, of the Steam Engine. /<?/ 
 
 THE CORLISS ENGINE. 
 
 The engravings Fig. 126 and Fig. 127 represent the valve 
 gear side and crank side of the single cylinder engine built 
 by the Corliss Steam Engine Co. in works established by 
 Geo. H. Corliss, the original inventor of the Corliss Engine, 
 and incorporated 1856. 
 
 The frame of the engine is of the Corliss Girder type, 
 made of a substantial pattern with heavy support at the 
 end of the guide. 
 
 These guides are circular in form, so that the crosshead 
 slides have bearing for full width. The wrist lever, instead 
 of being the usual round wheel form, is a skeleton frame 
 making connections very short to the steam and exhaust 
 arms, and so proportioned as to give a very rapid opening 
 and closing of the inlet and outlet valves. 
 
 The dash pots are noiseless in their action and are easily 
 adjusted. The engine is furnished with a fly ball governor 
 with patented improvements for obtaining perfect regula- 
 tion and for instantly shutting off steam in case of necessity, 
 or breakage of the regulator belt. 
 
 The Corliss Steam Engine Co. also build this type of 
 machine in compounds and triple expansion. 
 
 The cylinder is steam jacketed both in the barrel and in 
 the heads, barrel jacket and cylinder proper being one 
 casting. Casing is of sheet steel and each exhaust port is 
 provided with a patent safety relief attachment for allowing 
 the escape of entrained water. 
 
 NOTE. The claim is sometimes made by interested parties that 
 the Corliss valve gear is complicated in its detail, and not easily com- 
 preheiided except by experts. The direct contrary of this is true of the 
 valve gear of these engines. The motion and the arrangement of parts 
 are remarkably simple, and can be understood by any one of ordinary 
 intelligence. 
 
New Catechism of the Steam Engine. 183 
 
 Fig. 128. HIGH SPEED PHILADELPHIA CORLISS ENGINE. 
 
 THE PHILADELPHIA CORLISS ENGINE. 
 
 This engine is built by the Philadelphia Engineering 
 Co., Philadelphia, Pa. Its noted feature being the releas- 
 ing gear, which is called the " Gordon Improved Corliss 
 Valve Gear." 
 
 Fig. 129 and 130 show the horizontal engine and Fig. 133 
 the Gordon gear. The difference between the latter and 
 the ordinary Corliss gear may be plainly seen in the illus- 
 tration. The dash pots are cast in one piece with the 
 exhaust bonnets. 
 
 The parallel rod does not hook into a pin, as commonly 
 employed, but slides through an opening, in a pin, which 
 is free to turn in the wrist plate. The length of the rod is 
 fixed by a pin, wlrch springs into a hole in the rod ; the 
 pin is released by slacking the handle, after which a further 
 turn to the right (not to exceed half a turn in all) causes 
 the sleeve enclosing the pin to jam the parallel rod tight 
 and fast, thus taking all wear off the parallel rod and the 
 opening in which it is held. 
 
lS6 New Catechism of the Steam Engine. 
 
 THE PHILADELPHIA CORLISS ENGINE. 
 
 FRONT ELEVATION. 
 
 VERTICAL TANDEM COMPOUND ENGINE. 
 
 Fig. 131. 
 
New Catechism of the Steam Engine. 187 
 
 _________.^__--_- _ ^____ _ ___________ 
 
 THE PHILADELPHIA CORLISS ENGINE. 
 
 SIDE ELEVATION. 
 
 VERTICAL .TANDEM COMPOUND ENGINE. 
 
 Fig. 132. 
 
i88 New Catechism of the Steam Engine. 
 
 GORDON'S IMPROVED CORLISS ENGINE GEAR. 
 
 The piston is shown in Figs. 135 and 136, and the gov- 
 ernor is of the Porter type, the weight being cylindrical 
 instead of pear shape. 
 
 133. GORDON'S IMPROVED CORLISS VAI^VE GEAR. 
 
New Catechism of the Steam Engine. 189 
 
 Figs. 131 and 132 show the front and side view of the 
 vertical compound Philadelphia Corliss engine. Fig. 134 
 shows a cross compound and Fig. 128 a high speed Phila- 
 delphia Corliss engine. 
 
 VERTICAL CROSS COMPOUND PHILADELPHIA CORLISS ENGINE. 
 
 Fig. 134- 
 
 Fig. 135 shows the construction of the piston used in this 
 engine, being the front view with part of the follower ring 
 cut away to show the set screws and rings. Fig. 136 
 exhibits the side view with one half in section. 
 
New Catechism of the Steam Engine. 
 
 THE WHITEHILL CORLISS ENGINE. 
 
 Fig. 135. Fig- 
 
 PISTON OF THE PHILADELPHIA CORLISS ENGINE. 
 
 THE WHITEHILL CORLISS ENGINE. 
 
 This engine is built by the Newburg, (N. Y.) Ice Machine 
 and Engine Co. The Whitehill Corliss engine is built 
 simple or compound, condensing or non-condensing, with 
 single wrist plate valve motion or double wrist plate valve 
 motion with separate eccentric for steam and exhaust. 
 
 Figs. 137 and 138 present a front and back view of this 
 engine. 
 
 The valve gear is of the approved general type belonging 
 to the Corliss engine and the governor is the familiar ball 
 governor. 
 
 The Whitehill Corliss engine is made in all styles and for 
 all duties, and embodies in its design the approved details 
 and proportions demanded by the requirements of modern 
 engineering practice. 
 
New Catechism of the Steam Engine. 
 
New Catechism of the Steam Engine. 
 
New Catechism of the Steam Engine. 193 
 THE BATES-CORLISS ENGINE. 
 
 This engine is constructed by the Bates Machine Co., at 
 Joliet, Illinois. Fig. 1 39 illustrates a left hand Bates-Corliss. 
 The principal feature of the Bates-Corliss engine is its 
 exceedingly simple liberating device. 
 
 Fig. 140 shows valve gear in full. W is wrist plate which 
 gives motion to both steam and exhaust valves. R R are 
 valve rods which operate the steam valves. L L are con- 
 necting links and are supported by steel pins I I securely 
 fastened in wrist plate. P P are small steel wrist pins con- 
 necting valve rods R R with links L L. C is a centre line 
 drawn from centre of pins O and I, which indicates the 
 line of strain between the two points. D D are tripping 
 arms moving to and from each other, varying point of cut- 
 off to suit load. They are actuated by governor through 
 rods G G. H H are dash pots which instantly close steam 
 valves as soon as released at wrist plate. Observe that the 
 center of pin P on right side which connects link L to valve 
 rod R is below centre line C. 
 
 The operation is as follows : The wrist plate W moving 
 in the direction indicated by arrow would cause link L to 
 tighten and keep its hold on valve rod R until the end of link 
 L comes in contact with roller D at which point the centre 
 of pin P is raised above center line C, allowing the dash pot 
 to instantly close steam valve, the link assuming similar 
 position to that shown on left hand. When wrist plate 
 completes its motion in direction indicated the left hand 
 link L and rod R will fold together like that on right side. 
 
 Figs. 141 and 142 represent an automatic stop with which 
 all the Bates-Corliss engines are equipped and of which the 
 following is the description : 
 
 C and D are independent discs between which is placed 
 spring F connected to the hub of C and rim of D. The 
 tension of this spring is resisted by pawl E on disc C, thus 
 causing discs C and D to work as one. Rod A connects 
 direct to the governor. Rods B connect to tripping device 
 
New Catechism of the Steam Engine. 
 
 THE BATES-CORLISS ENGINE. 
 
 at valve motion. Should any accident befall the governor 
 it would immediately descent until pawl E came in contact 
 with adjustable screw G, disengaging it from disc D, thus 
 allowing the spring F to throw the rods B back to the 
 
196 New Catechism of the Steam Engine. 
 
New Catechism of the Steam Engine. 
 
 earliest point of cut-off, shutting off 
 steam and stopping the engine. When 
 the engineer stops his engine and the 
 governor descends, he pushes pin H 
 into a recess in disc D, thus stopping 
 the downward travel of the governor at 
 a point where pawl E will lack just a 
 trifle of being in contact with adjustable 
 screw G. When the engine is started in 
 motion again and the governor rises, 
 the pin H is automatically forced out 
 leaving the automatic stop free to act. 
 
 Fig. 143. CROSS-HEAD, BATES-CORUSS. 
 
 The cross-head, Fig. 143, is of the 
 solid box form, fitted with a forged steel 
 pin which is tapered and ground to a 
 joint and is held in place with nut ; the 
 shoes are adjustable with wedges having 
 bearings the entire length and can be 
 removed while the cross-head is in place 
 without disengaging connecting or pis- 
 ton rods. The connecting rod is shown 
 in Fig. 144. 
 
New Catechism of the Steam Engine, rpp 
 
 THE ST. LOUIS CORLISS ENGINE. 
 
 The St. Louis Corliss Engine is built by the St. Louis 
 (Mo.) Iron & Machine Works, established 1854. 
 
 Fig. 145 shows a front view of a single right hand 
 engine, Fig. 146 a rear view of the same engine. 
 
 The valve gear, see Fig. 147, is the standard hook 
 releasing type, and is operated by an eccentric on the 
 engine shaft ; the releasing devices on the steam valves are 
 controlled automatically by the action of the governor. 
 The four valves are each circular, with valve stems which 
 operate the valves, made from phosphor bronze. 
 
 All the valve rods are also provided with bronze stub 
 ends, having adjustable boxes for taking up wear ; valve 
 stems and hooks are also made from phosphor bronze, and 
 all pins are made from the best forged crucible steel, and 
 are fitted to gauge. 
 
 The wrist plate is circular, with all pins located near the 
 circumference to give a rapid movement to the valves. 
 
 Where the piston travel exceeds 700 feet per minute, 
 double ported steam valves are used to insure prompt 
 steam admission. 
 
 The dash pots are of the vacuum type, with plungers 
 enclosed and protected from all dust. They are entirely 
 self contained and are positive in action under all variations 
 of load or steam pressure. An air valve is provided for 
 regulating the cushion of the plunger chamber. 
 
 The governor is the standard automatic centrifugal ball 
 type, driven by a belt from the small pulley on the engine 
 shaft. It is of the slow speed, heavy ball type ; it is fitted 
 with an automatic safety stop, which shuts down the engine 
 should any accident happen. It is also fitted with an oil 
 dash pot to prevent the chasing of the engine, and a 
 weighted lever to adjust the speed of the engine four or 
 five revolutions faster or slower. 
 
New Catechism of the Steam Engine. 201 
 
2G2 New Catechism of the Steam Engine. 
 
New Catechism of the Steam Engine. 203 
 
 ST. Louis CORLISS ENGINE DETAIL. 
 
 The cross head, see Fig. 148, is made with taper adjust- 
 able shoes, each lined with best anti-friction metal. Adjust- 
 ment is obtained by means of the studs and nuts at the 
 end of each shoe, and the closest adjustment is possible- 
 
 Fig. 149. ST. Louis CORLISS MAIN PIIAOW BI.OCK. 
 
 The shoes are fitted to the cross head tightly with tongue 
 and groove. The cross head pin is located in the center of 
 the cross head, and is ground to a taper fit and held in 
 place by the two cap screws. The cross head is threaded 
 to receive the crucible steel piston rod, which is fitted to 
 
204 New Catechism of the Steam Engine. 
 ST. Louis CORLISS ENGINE. 
 
 the cross head tightly and held from turning by a hexagon 
 jam nut. 
 
 The main pillow block, and the method for adjusting for 
 wear, is shown, Fig. 149 ; it is of heavy design, and has a 
 broad bearing at the bottom where it rests on the founda- 
 tion, and is held in place by four foundation rods. 
 
 The main bearing in diameter is one-half the bore of the 
 cylinder, and the length of the journal is usually twice the 
 diameter of the shaft. 
 
 The lower box and the two quarter boxes are all lined 
 with anti-friction metal, and the quarter boxes are adjusted 
 by means of the steel wedges running the full length of 
 the journals, and having bolts and adjusting nuts running 
 up through the cap. 
 
 These illustrations and descriptions relate to the single 
 condensing Corliss Engine, but the same Works build also 
 the same type of Engine in Tandem Compound and in 
 Cross Compound. 
 
 xso. 
 
New Catechism of the Steam Engine. 205 
 
 THE ECLIPSE CORLISS ENGINE. 
 
 
 3 
 
 
306 New Catemism of the Steam Engine, 
 
 THE ECLIPSE CORLISS ENGINE. 
 
 This engine is built by the Frick Company, Waynesboro, 
 Franklin Co., in works established 1853 and incorporated 
 1885. They make the Corliss Engine in Horizontal or 
 Vertical form, Condensing or Non-Condensing, single or in 
 pairs. " Compound " Engines, Tandem, Cross, Triple, or 
 Quadruple. 
 
 Fig. 151 shows a cross compound Eclipse Engine. In 
 the cut is exhibited the valve gearing and governor. 
 
 The valve gear is of the most approved pattern ; an 
 independent and separate valve controls each port, and is so 
 placed that a short passage leads with the least amount of 
 waste room to the piston ; the exhaust valves, from their 
 position, drain the water from the cylinder. The steam 
 valves are so constructed that they act as relief valves in 
 certain cases, and the valves themselves are solid castings 
 from end to end, and separate from the driving stem. The 
 valve stems are made of Deoxidized Phosphor Bronze, as 
 are also the trunnions, glands, shoes and springs, and *he 
 stems are made interchangeable, 
 
 The wrist plate motion opens the steam valves quickly, 
 giving boiler pressure at closest cut-off, and kept in motion 
 up to the point of extreme travel, permitting the point of 
 cut-off to be exactly determined and disengagements 
 effected positively. Both the steam and exhaust valves 
 are given a peculiar dwell movement where it is most 
 needed. The reversal of the valves is brought about with- 
 out shock, the movement being so easy from a state of rest 
 to a rapid motion, and that without straining the connec- 
 tions, that wear and tear of moving parts as light as they 
 sometimes are made is scarcely perceptible. 
 
New Catechism of the Steam Engine. 207 
 
 THE WATTS=CAMPBELL CORLISS 
 STEAM ENGINE. 
 
 Fig. 152 represents a "right hand" rear view of a non- 
 condensing Corliss engine, arranged for another engine to 
 be added if desired. It will be noticed that the end of the 
 shaft projects beyond the pillow-block already provided 
 with a key way. The shaft is made strong enough and the 
 band wheel of sufficient size to take care of double the 
 power of one engine. 
 
 Fig. 153 exhibits a diagram of the valve gear used infhis 
 engine, and Fig. 1 54 shows an enlarged view of the steam 
 valve gear. As will be noticed this differs from the gear 
 ordinarily used in the Corliss engine ; it operates upon the 
 same principle but without the " hook " so familiar to engi- 
 neers. The illustration is so plain that a detailed descrip- 
 tion would seem to be unnecessary. 
 
 Figs. 155 and 156 present a view of the dash-pot used 
 with the Watts-Campbell type of the Corliss engine. Fig. 
 156 is the outside view and Fig. 155 is the view in section 
 of the same. Its operation is as follows : 
 
 The vacuum which serves to close the valve is maintained 
 in the chamber above the central post. As the piston 
 descends, closing the steam valve, any small quantity of air 
 that may have found its way into this chamber is displaced 
 through the automatic valve shown in the top of post. 
 
 The cushioning is accomplished in the annular chamber 
 at the bottom. The piston in falling is first partially 
 obstructed in the tapered upper part of the annular cham- 
 ber ; then, as it passes this tapered portion, it is more com- 
 pletely resisted, the only escape for the imprisoned air 
 being such as is provided by the adjusting screw. By 
 means of this screw any desired adjustment of cushion can 
 
208 New Catechism of the Steam Engine. 
 
 WATTS-CAMPBELL CORLISS ENGINE. 
 
 
New Catechism of the Steam Engine. 209 
 
 WATTS-CAMPBELL CORLISS ENGINE. 
 
 l 
 
2io New Catechism of the Steam Engine. 
 
 WATTS-CAMPBELL CORLISS ENGINE. 
 
 be made, interposed leathers preventing the parts from 
 striking metal to metal while making such adjustment, or 
 at any time while in operation. An examination of the cut 
 shows that no dirt or dust can enter the pot. 
 
 It will be noticed that the attachment of the dash pot 
 piston to the rod is by means of a ball-and-socket bearing, 
 
New Catechism of the Steam Engine. 21 1 
 
 WATTS-CAMPBELL CORLISS ENGINE. 
 
 This permits the piston to turn freely on the central post, 
 thus promoting uniformity of wear and increasing the dura- 
 bility of the parts. 
 
 V 
 
 
 In addition to permitting revolution of the piston, the 
 ball-and-socket connection compensates for any slight fault 
 
212 New Catechism of the Steam Engine. 
 
New Catechism of the Steam Engine. 213 
 
 WATTS-CAMPBELL CORLISS ENGINE. 
 
 in alignment, avoiding all danger of binding ; it also forms 
 an oil reservoir, from which the oil cannot leak, thereby 
 insuring perfect lubrication. 
 
 The piston and packing are illustrated in Figs. 157 and 
 158. As will be seen, the weight rests upon the center 
 ring, to which the piston and follower are securely attached. 
 When by wear of the bottom of the center ring, and of 
 cylinder, the piston gets below the center, it can be accu- 
 rately centered by means of the adjusting screws. 
 
 The packing consists of two small rings, one at either 
 edge of the center ring. Light springs are supplied, as 
 shown, which assist in keeping the rings in contact with the 
 cylinder until they are worn out. 
 
 The Watts-Campbell Works (established 1851) are locat- 
 ed at Newark, N. J. 
 
 
 Fig. 159. MODKI, ENGINE WORKS. 
 (See page 215.) 
 
.5? 
 
 ft 
 
New Catechism of the Steam Engine. 215 
 
 THE COOPER-CORLISS ENGINE. 
 
 These engines are built at Mount Vernon, Ohio, by 
 Messrs. C. & G. Cooper Co., in works established A. D. 1833. 
 
2l6 New Catechism of the Steam Engine. 
 
 Fig. 1 60 shows a Cooper-Corliss, cross compound engine, 
 direct connected to an electric generator. 
 
 Fig. 162 illustrates a Cooper-Corliss engine with girder 
 frame and Fig. 161 shows a similar engine with semi-tangye 
 frame* 
 
New Catechism of the Steam Engine. 
 
 THE HEWES & PHILLIPS CORLISS 
 ENGINE. 
 
 These engines are built at Hewes & Phillips Iron Works 
 (established A. D. 1857), in sizes varying from 50 up to 
 1000 H. P. in non-condensing engines and from 150 to 
 2000 H. P. in compound condensing engines. 
 
 Fig. 163. STEAM VAI.VB BONNET WITH RELEASING GEAJL 
 
New Catechism of the Steam Engine. 219 
 
 Fig. 166. Sros VIEW OF REI^ASING GEAR. 
 
220 New Catechism of the Steam Engine. 
 
 HEWES & PHILLIPS CORLISS STEAM ENGINE. 
 
 Fig. 164 represents a left hand Corliss engine with its 
 various appliances of flywheel, governor valve gearing, etc. 
 
 Fig. 167. CROSS HEAD. 
 
 Fig. 168. PISTON. 
 
New Catechism of the Steam Engine. 221 
 
 FRASER & CHALMERS CORLISS ENGINE. 
 
 The valve gear, parts of which are shown in Figs. 163 and 
 1 66, correspond with the approved Corliss valve gear 
 described elsewhere. 
 
 The dash-pot (Fig. 165) is arranged to let in flush with 
 the top of the bed plate of the engine. The dash-pot 
 rods being connected to the plungers by ball and socket 
 joint, which allows them to turn freely while being 
 adjusted. 
 
 The construction of the piston (Fig. 168) and cross-head 
 (Fig. 167) is so plainly illustrated that no further description 
 is needed. 
 
 FRASER & CHALMERS* CORLISS 
 ENGINE. 
 
 These engines are built at Chicago, Ills., U. S. A., and at 
 Erith, Kent, England, by Messrs. Fraser & Chalmers. 
 
 Fig. 169 exhibits a horizontal Corliss Engine, in which the 
 valve gear does not vary much from the ordinary patterns, 
 a description of which will be found in the general descrip- 
 tion of the Corliss engines. As will be seen in the figure, 
 hooks are employed instead of the less familiar crab-claw, 
 to open the valve. 
 
 Fig. 170 shows a vertical Corliss with the Porter governor, 
 and with valve gear similar to that used in the horizontal 
 engine shown in Fig. 169. 
 
 The figures are so plainly shown that little further 
 explanation is needed. 
 
 On their compound and triple expansion engines, the 
 governor only regulates the cut-off of the high pressure 
 cylinder, the intermediate and low pressure cut-off being 
 set by hand. 
 
222 New Catechism of the Steam Engine. 
 
 FRASER & CHALMERS CORLISS ENGINE. 
 
New Catechism of the Steam Engine. 223 
 
 FRASER & CHALMERS CORLISS ENGINE. 
 
 Fig. 170. FRASER & CHALMERS* VERTICAL CORLISS ENGINE, 
 
224 New Catechism of the Steam Engine. 
 
 THE REYNOLDS-CORLISS ENGINE. 
 
 & 
 
 w 
 fc 
 
 1 
 
 to 
 
 to 
 
 P5 
 
 s 
 
New Catechism of the Steam Engine. 225 
 
 THE REYNOLDS-CORLISS ENGINE. 
 
 These engines are built at the Reliance Works (E. P. 
 Allis & Co.) Milwaukee, Wis., from designs of Mr. Edwin 
 Reynolds. In about twenty years this company has manu- 
 factured over three thousand Corliss Engines, and among 
 them will be found some of the most notable samples of 
 steam engineering in the world. 
 
 To meet the requirements of modern practice both 
 horizontal and vertical engines are made, and these are 
 built in full variety, single, double, triple and quadruple 
 expansion, condensing or non-condensing, arranged either 
 as tandem or twin engines. 
 
 Fig. 171 shows a cross compound Reynolds-Corliss. 
 
 Figs. 1 72 and 173 show a single Reynolds-Corliss Engine, 
 front and rear views. The gear shown is that which was 
 introduced in 1876 from designs of Mr. Reynolds. Its 
 action is such that it imposes little or no work on the 
 regulator, thereby securing close regulation, and it can be 
 operated at speeds usually deemed impracticable with a 
 drop cut-off gear. 
 
 It is not necessary to give a detailed account of the valve 
 gear, as it corresponds closely to that already described in 
 the general article under the heading of " Valve Gear of 
 the Corliss Engine/* page 172. 
 
 Under the division of Pumping Engine, Fig. 187, is 
 shown the same description of engine used for operating 
 water works, and in Fig. 235, under heading of" Hoisting 
 Engines," the same type of engine appears. 
 
 In Fig. 174 is shown a graphic view of the valve gear as 
 designed and built for this make of the Corliss Engine, 
 
226 New Catechism of the Steam Engine. 
 
New Catechism of the Steam Engine. 227 
 
 THE REYNOLDS CORLISS ENGINE. 
 
228 New Catechism of the Steam Engine. 
 
 REYNOLDS CORLISS ENGINE. 
 
 In common with all of this type, the Reynolds Corliss 
 engine is designed to accomplish : 
 
 First. A high initial pressure in the cylinder, made 
 possible by the rapid opening of the inlet valves, produced 
 by the well-known wrist plate motion, which also gives an 
 exceedingly quick opening of the exhaust valves at the 
 point of release, allowing the exhaust steam to escape 
 quickly with practically no back pressure. 
 
 Fig. 174. REYNOLDS-CORLISS ENGINE CYLINDER AND VALVE GEAR. 
 
 Second. An almost instantaneous closing of the valve at 
 the point of cut-off, which is accomplished by the vacuum 
 dash pot, when just sufficient steam has been admitted 
 into the cylinder to do the work demanded of the engine 
 at that particular time. This quick cut-off prevents the 
 wire-drawing of steam. 
 
 Third. The isolation of the expanded exhaust steam, 
 which is lowered in temperature, from the hot walls of the 
 cylinder, thereby preventing the robbing of the latter of its 
 heat. 
 
New Catechism of the Steam Engine. 229 
 
 THE PUMPING ENGINE. 
 
 Fig. 175. THE DEANE VERTICAL TRIPLE EXPANSION CONDENSING 
 DUPLEX HIGH DUTY PUMPING ENGINE. 
 
New Catechism of the Steam Engine. 
 
 PUHPINQ ENGINES. 
 
 
 Fig. 
 CORNISH PUMP. 
 
 What is a pumping engine? 
 It is an engine designed to operate a 
 two being combined in one machine. 
 
 Ques. Is there any difference between 
 a steam pump and a pumping engine ? 
 
 ANS. There is no real differ- 
 ence. By general usage large 
 steam pumps used for water works, 
 etc., are called pumping engines, 
 while the same combination of 
 engine and pump in the smaller 
 sizes used for boiler feeding, etc., 
 are called steam pumps. 
 
 Ques. What principal parts are found 
 in all pumping engines ? 
 
 ANS. The steam cylinders, the 
 water cylinders, the steam pistons, 
 the plungers or water pistons, pis- 
 ton rods, the steam valves and 
 pump valve, steam pipes and water 
 pipes, discharge air chamber, etc. 
 
 NOTE. By compounding the steam 
 cylinders and condensing the steam a high 
 degree of economy is secured. These large 
 compound pumps are now rapidly coming 
 into use for draining mines where they are 
 placed under lifts of a thousand feet or 
 more with great success. 
 
New Catechism of the Steam Engine. 231 
 
 THE PUMPING ENGINE. 
 
 The history of the pumping engine is the history of the 
 steam engine, for originally and for many years the only 
 way in which the steam engine was utilized was for 
 pumping water out of the coal mines of England. 
 
 In 1698 Capt. Thomas Sevary secured Letters Patent 
 for a machine for raising water by steam. It consisted of 
 two boilers and two receivers for the steam, with valves 
 and the needful pipes. One of the receivers being filled 
 with steam, its communication with the boiler was then 
 cut off and the steam condensed with cold water outside 
 of it ; into the vacuum thus formed the atmosphere forced 
 the water from below, when the steam was again caused 
 to press upon the water and drive it still higher.* 
 
 This engine was used extensively for draining mines and 
 the water was, in some instances, made to turn a water 
 wheel, by which lathes and other machinery were driven. 
 
 In 1705, Thomas Newcomen, with his associates, 
 patented an engine which combined, for the first time, the 
 cylinder and piston and separate boiler. This soon became 
 extensively introduced for draining mines and collieries, 
 and the engines grew to be of gigantic size, with cylinders 
 60 inches in diameter and other parts in proportion. 
 
 This engine was, in course of years, used in connection 
 with the Cornish Pump, whose performance in raising water 
 from mines came to be a matter of the nicest scientific 
 investigation, and adopted as the standard for the duty or 
 work, by which to compare the multitudinous experimental 
 machines introduced from the time of Watts and to that of 
 Corliss. 
 
 *NoTE This principle is illustrated in the operation of the well- 
 known Pujsometer Pump. 
 
232 New Catechism of the Steam Engine. 
 
 THE PUMPING ENGINE. 
 
 Like the marine engine, each pumping engine is fitted 
 to its specified " duty " or work, hence no description can 
 be given covering the whole subject. It may not be out 
 of place to describe a pumping engine of 75 million gallons 
 per day, which is truly a marvelous piece of mechanism. 
 It is a pumping engine used in the Calument Hecla mines 
 of Michigan. 
 
 Briefly, it is a triple expansion pumping engine with a 
 capacity of 60,000,000 gallons, standing nearly fifty feet in 
 height and requiring 1,500 horse power for its operation. 
 It has been proved by actual tests that the nominal capacity 
 can be easily maintained for an indefinite time without 
 injury or strain, and that pushed to its full capacity the 
 pump could handle approximately 75,000,000 gallons in 
 twenty-four consecutive hours. 
 
 Fig. 176 exhibits the Cornish pump as connected with 
 the more modern Corliss engine. We quote from data 
 furnished by Messrs. Fraser & Chalmers : 
 
 NOTE. The duty of this pump is to furnish water for the great 
 stamp mills of the Calumet and Hecla Company, which has twenty -two 
 steam pumps in continuous operation, daily pulverizing 5,000 tons of 
 conglomerate rock into sand so fine that it can be carried away by a 
 stream of swiftly running water. The pump is housed in a special 
 building near the shore of Torch Lake and below the mills, and it 
 forces a steady stream of water to the upper portions of the mill, where 
 innumerable small jets play upon the great slime tables and jigs. Here 
 the specific gravity of the fine particles of copper contained in the rock 
 separate the mineral from worthless sand, and the size and force of the 
 streams of water are so nicely regulated as to wash away the sand and 
 yet carry with it the minimum of copper. This pumping engine will 
 do the work with scarcely as much noise as is made by the operation of 
 an old style sewing machine. Outside the doors of the great building 
 which houses it no sound is heard from within, and, standing beside 
 the monster, upon the brink of the pit connected with the lake from 
 which the water is taken, almost the only sound heard is the noise of 
 the suction, as with every stroke more than a thousand gallons are 
 UfteO. 
 
New Catechism of the Steam Engine. 233 
 
 THE PUMPING ENGINE. 
 
 " The Cornish Pump is well established in favor for per- 
 manent pumping plants in mines requiring the removal of 
 large volumes of water. It is of the greatest economy of 
 operation, both for fuel and repairs. It is conveniently 
 located above ground, and in this respect avoids the heating 
 and annoyance of direct-acting pumping plants, below the 
 surface. The system of arrangement for deep mines is 
 shown in Fig. 176. At bottom of mine is a telescope 
 suction, and lift or bucket pump ; above this, at intervals 
 of about 250 feet, are force-pumps. At each force-pump 
 level is a receiving tank. The pump plungers are operated 
 by wood rods, in 30 or 40 foot sections, bolted together 
 with wrought iron strapping plates. These are worked 
 from engine by a connecting rod and bob at the surface, 
 supplemented, if the weight of rods requires it, by balance 
 bobs at lower levels." 
 
New Catechism of the Steam Engine. 
 
 THE WORTHINGTON PUMPING ENGINE. 
 
New Catechism of the Steam Engine. 235 
 
 WORTHINQTON HIGH-DUTY PUFIPINQ 
 ENGINES. 
 
 Figs. 177 and 178 illustrate the latest pattern of 
 the Worthington High-Duty Pumping Engine, having 
 cylinders arranged on the compound, direct-acting prin- 
 ciple. The general features of construction are shown in 
 the cuts, one of which is a longitudinal section, showing the 
 general arrangement of the principal parts ; and the other, 
 an outside view of an engine of the same design. 
 
 The steam cylinders are all jacketed, both on the sides and 
 heads, with steam of boiler pressure, and reheaters are pro- 
 vided, through which the steam passes on its way from the 
 high to the low cylinders, which are likewise steam jacketed. 
 
 The steam which is used in the jackets is that derived 
 from the drain pipe of the separator which belongs to the 
 engine, and the steam from this point passes in succession 
 through the reheaters, which are at the highest elevation, 
 and thence through the jackets of the four cylinders, finally 
 being delivered into a common drain pipe, which proceeds 
 to a tank in which the water of condensation is collected. 
 The jacket tank is drained by a small duplex steam pump 
 working automatically, the throttle valve being under the 
 control of the float in the tank, and this water is pumped 
 into the boilers. 
 
 The valves are circular in shape, instead of flat, and are 
 driven by vibrating levers, instead of the reciprocating 
 motion of the valve rod. They have cylindrical shaped 
 seats, in which is fitted a liner that can be removed and 
 replaced by the new one, if needed. 
 
 The valves are nicely fitted to their seats, and are con- 
 nected to the valve rods by means of a slot milled across 
 the end of the valve, into which fits a tee head that is on 
 the end of the valve rod, making a perfect and positive 
 connection without the aid of bolts or nuts. 
 
236 New Catechism of the Steam Engine. 
 
 THE WORTHINGTON PUMPING ENGINE. 
 
New Catechism of the Steam Engine. 23? 
 
 THE WORTHINGTON PUMPING ENGINE. 
 
 The ingenious device intended to permit the cutting off 
 of the steam in the cylinder and its subsequent expansion, 
 while at the same time the force exerted by the steam upon 
 the pump plunger shall remain uniform during the entire 
 stroke. See Fig. 178. 
 
 To the ordinary compound direct-acting steam pump C5 
 usually built there is attached a plunger rod which projects 
 through the outer end of the pump chamber, and around 
 which there is the usual stuffing box for packing the same. 
 On the end of this plunger rod is fastened a cross head 
 which moves in guides that are bolted on the outer end of 
 the pump. On this cross head, and opposite to each other, 
 are semicircular recesses. 
 
 On the guide plates are cast two journal boxes one above 
 and the other below the plunger rod, both equidistant from 
 it and at a point equal to the half stroke of the cross head. 
 In these journal boxes are hung two short cylinders on 
 trunnions which permit the cylinders to swing backwards 
 and forwards in unison with the motion of the plunger rod. 
 
 These cylinders consist of cylindrical chambers, closed 
 at one end and provided at the other with stuffing-boxes, 
 through which the compensating plungers of the attach- 
 ment work ; they are called " compensating cylinders " and 
 are filled with water, except when the pumping engines are 
 used on oil lines, when they are filled with oil. 
 
 A pressure on the compensating plungers is produced by 
 connecting these cylinders through their hollow trunnions 
 with an accumulator, the ram of which moves up and down 
 as the plungers of the compensators move in and out. On 
 the top of the ram of the accumulator is an enlarged piston 
 working in an air cylinder, which is connected to the air 
 chamber of the engine. The pressure in the air cylinder 
 is thus controlled by the pressure in the main delivery 
 pipe. The important effect of this arrangement is to make 
 the operation of the compensating cylinders automatic, 
 
238 New Catechism of the Steam Engine. 
 
 THE WORTHINGTON PUMPING ENGINE. 
 
 varying in intensity as the pressure on the pump varies. 
 These compensating plungers act in such a way with respect 
 to the motion of the engine as to resist its advance at the 
 commencement of the stroke and assist at the end, the air, 
 meanwhile, exerting its unvarying pressure at each point of 
 the stroke. 
 
 The two cylinders act in concert, and, being placed 
 directly opposite each other, relieve the cross-head, to 
 which they are attached, of any sliding frictional resistance, 
 and the engine of any lateral strain. 
 
 By thus alternately taking up and exerting power through 
 the difference in the angle at which their force is applied 
 with respect to the line of motion of the plunger rod, these 
 two cylinders, in effect, perform the functions of a fly-wheel, 
 but with the important mechanical difference that they 
 utilize the constant pressure of compressed air instead of 
 the enregy of momentum. Their action is readily controlled, 
 and their power can not only be exactly proportioned to 
 the work to be overcome, but is entirely unaffected by the 
 speed of the engine. The same amount of expansion can 
 be obtained in the same engine, whether running at a piston 
 speed of 10 feet per minute or at 150. 
 
 The operation is as follows : 
 
 " We will suppose the pump about to begin its outward 
 stroke. At this time the compensating cylinders will be 
 turned so as to point toward the outer end of the pump, 
 with their plungers at the extreme point of their outward 
 stroke, and at an acute angle with the pump plunger rod, 
 and with the full pressure of the accumulator load pushing 
 them against the advance of the pump plunger. As the 
 pump plunger begins its outward stroke, each forward 
 movement it makes changes the angle of the compensating 
 plungers, until at one-half stroke the two plungers will 
 stand exactly opposite each other and at right angles with 
 the pump plungers, and of course in a position where they 
 can neither retard nor advance the movement of the plunger 
 
New Catechism of the Steam Engine. 239 
 
 THE WORTHINGTON PUMPING ENGINE. 
 
 " Now, as the pump plunger passes the center of its 
 stroke, the compensating plungers being as before said 
 attached to the cross-head of the pump plunger rod, begin 
 to turn in an opposite direction from which they started, 
 and by degrees, owing to the increasing acuteness of the 
 angle they make with the plunger rod, they begin to exert 
 the power to push the pump plunger along, whereas, before 
 and up to the half stroke, they resisted the movement of 
 the plunger. 
 
 " This pushing force increases constantly, until at the 
 extreme end of the outward stroke, and when the com- 
 pensating plungers are, as at the beginning, at their most 
 acute angle, they exert their greatest force in helping to 
 aid the pump plunger in its outward movement. It is, 
 perhaps, unnecessary to add that the return stroke of the 
 pump is made under precisely the same conditions as the 
 previous stroke." 
 
 The cut-off valves consist of semi-rotating plug-valves, 
 placed in the admission ports of the cylinders and operated 
 by means of direct connections. Their action is secured 
 without the use of any eccentrics, gears, or cams. When 
 the point of the cut-off has been once fixed, it need never 
 be altered. 
 
 These well-known pumping engines are built at the 
 Henry Worthington Works, New York City. 
 
 On, WIPING DEVICE. 
 
New Catechism of the Steam Engine. 
 
 THE DEANE PUMPING ENGINE. 
 
 w 
 
 55 
 
 i 
 
 Q 
 
 w 
 
 a 
 
 H 
 
New Catechism of the Steam Engine. 241 
 
 THE DEANE PUMPING ENGINES. 
 
 These are manufactured at Holyoke, Mass., at works 
 established A. D. 1867 by the Deane Steam Pump Co. 
 
 Fig. 175 exhibits (out of several designs) a vertical, triple 
 expansion, condensing, duplex, high duty pumping engine. 
 
 Fig. 179 shows a more simple design in which the valves 
 are ordinary slide valves, as generally used on duplex 
 pumps, with the usual gear, connecting the piston rods 
 with the valve stems of the opposite valves. 
 
 These engines may be readily converted into powerful 
 fire pumps by means of the Deane patent switch valve. 
 This appliance consists of a valve of such construction that 
 steam may be allowed to enter the cylinders as usual for 
 compounding, or may be diverted by simply moving a 
 lever, when all four cylinders receive steam at boiler pres- 
 sure, each exhausting independently to the atmosphere. 
 The change is instantaneous and makes each steam cylinder 
 available for its maximum power. 
 
 In Fig. 1 80 is shown the Deane deep well pumping en- 
 gine, and in Fig. 181 is shown the pump operated by this 
 engine. 
 
 The piston rod is connected to the bucket by a, wooden 
 rod, which passes through the discharge pipe of the pump ; 
 the weight of the rod however deep the well is thus carried 
 by the water, on account of the lightness of the wood. 
 
 The valve of this engine is of the Deane pattern, and is 
 steam thrown, by a supplemental piston, which is governed 
 by a supplemental valve, driven by valve stem and levers 
 from the piston rod. 
 
 Both the main valve and the supplemental valve are flat 
 slide valves, readily understood and easily re-seated in case 
 of wear. 
 
242 New Catechism of the Steam Engine* 
 
 THE DEANE PUMPING ENGINE. 
 
 Fig. 181. 
 PUMP. 
 
 Fig. 180. THE DEANE DEEP PUMPING WEW< ENGINE. 
 
New Catechism of the Steam Engine. 243 
 
 THE DEANE PUMPING ENGINE. 
 
 The supplemental piston, which has a compensating 
 steam jacket, is driven by the direct pressure of steam on 
 alternate ends, complemented when necessary by the whole 
 power of the main engine, so that it runs equally well ver- 
 tically or horizontally, exhausting into open air or into a 
 condenser. 
 
 The mechanical connection between the main piston and 
 its valve renders it absolutely certain that the valve shall 
 always lead the piston, so that there is no possibility of 
 any pounding on the cylinder heads, and the clearance in 
 the cylinder is reduced to the minimum. 
 
 A Deane triple expansion duplex high duty pumping 
 engine is represented in Fig. 175, page 229. As will be 
 seen the piston rods directly operate the plungers, no shaft 
 or balance wheel being used. 
 
 The valves are semi-rotary, operated by wrist plates, 
 which receive their motion from the piston rods, as in a 
 regular duplex pump. 
 
 There are two high pressure, intermediate and low press- 
 ure cylinders, the steam passing from the high pressure 
 cylinders into receivers, which supply the intermediates, 
 from whence it again passes through receivers into the low 
 pressure cylinders, and then into the condenser. 
 
 The arrangement of steam pipes, receivers and exhaust 
 pipe is plainly shown in Fig. 175. 
 
 In each set of engines, the cylinders are arranged with 
 the low pressures below, the intermediates next, and the 
 high pressures above, connected in steeple type. 
 
244 New Catechism of the Steam Engine. 
 
 HOLLY PUMPING ENGINE. 
 
 W 
 
 
New Catechism, of the Steam Engine. 245 
 
 THE HOLLY HIGH DUTY PUMPING 
 ENGINES. 
 
 These engines are made at Lockport, N. Y. They may 
 be briefly described as follows : 
 
 " The engine is horizontal, of the rotative beam, non- 
 receiver, compound type, and involves several novel feat- 
 ures of construction, whereby a large capacity and a high 
 economy is obtained. 
 
 " On a pair of iron bed plates are mounted the two 
 pumps, and in direct line therewith the two low pressure 
 steam cylinders (see cuts, Figs. 182 and 183), with the 
 piston rods of the low pressure steam cylinder connected 
 to the pump piston rods. Between the pumps and steam 
 cylinders are placed beam supports which are firmly bolted 
 to the bed plates and also rigidly stayed by wrought-iron 
 struts to the pumps and steam cylinders. These beam 
 supports carry the beam shafts and beams the lower end 
 of the latter being connected to the cross heads of the low 
 pressure cylinders by means of links. 
 
 " On the top of the pumps are placed the main shaft 
 bearings, which support the shaft, fly-wheel and cranks, the 
 latter being keyed to the shaft at right angles to each 
 other. On the top of the low pressure steam cylinder are 
 mounted the two high pressure steam cylinders, with their 
 centers in the same horizontal plane as the center of the 
 main crank shafts. The cross heads of the high pressure 
 steam cylinders are connected by means of links to the 
 upper ends of the beams, and the beams are in turn con- 
 nected by means of connecting rods to the crank pins. 
 From the high pressure steam cylinders heavy cast-iron 
 girders extend to the pillow blocks. On the inner end of 
 each of the beam centers an arm is keyed, from which the 
 air pumps are driven. 
 
246 Ne'w Catechism of the Steam Engine. 
 
 HOLLY PUMPING ENGINE. 
 
New Catechism of the Steam Engine. 247 
 
 HOLLY PUMPING ENGINE. 
 
 "The valves of the steam cylinders are operated by 
 means of eccentrics on a shaft, which is driven from the 
 main shaft through small bevel gears. The admission 
 valves to the high pressure steam cylinders are of the dou- 
 ble beat puppet pattern, so arranged as to open at the 
 proper time and to close at any desired point of the stroke 
 as shown. The exhaust valves from the high pressure 
 cylinders are also admission valves to the low pressure 
 steam cylinders, and are ordinary slide valves, remaining 
 open somewhat less than the time required to make a com- 
 plete stroke. The exhaust valves from the low pressure 
 cylinders are also plain slide valves, operating the same as 
 the high pressure exhaust valves. 
 
 " The pump plungers are arranged to work through 
 glands in the center of the pumps, and are accessible from 
 the covers at the end of the machine. The pump valves 
 are placed on horizontal plates below and above the line of 
 plunger travel. The glands above mentioned divide the 
 valves of one end of the pump from those of the other end 
 at the center of the valve plates. 
 
 " The operation of the machine is as folloivs : 
 
 " Steam is admitted through the automatic cut-off valves 
 into the high pressure steam cylinders, urging the pistons 
 forward under full boiler pressure until the point of cut-off 
 is reached. The admission valve then closes and the re- 
 maining portion of the stroke is accomplished by the elastic 
 force of the steam. When the piston has nearly reached 
 the end of its travel, the exhaust valve between the high 
 and low pressure cylinders opens-and the steam remaining 
 in the high pressure cylinder rushes into the low pressure 
 cylinder and against its piston, which at that time is at the 
 end of its travel and at the opposite of the high pressure 
 piston. 
 
 " The low pressure cylinder piston is then in turn urged 
 forward by the incoming steam, which is expanded to four 
 
2^8 New Catechism of the Steam Engine. 
 
 HOLLY PUMPING ENGINE 
 
 times the volume it occupied in the high pressure cylinder 
 at the time of its release therefrom. The release from the 
 low pressure cylinders is accomplished by means of the ex- 
 haust valves in the return strokes. This operation is re- 
 peated on each side and at each end at proper times. The 
 close connection between the two cylinders reduces the 
 clearance spaces to a minimum, which with thorough jacket- 
 ing insures the most economical use of steam. 
 
 " This engine is also built to operate as a non-compound 
 engine, in which case the upper or high pressure cylinders 
 and connections are omitted, and the lower steam cylinders 
 are provided with automatic cut-off valves. Steam is ad- 
 mitted to these cylinders direct from the boiler and ex- 
 hausted into the condenser. 
 
 Fig. 184. MODEI, STEAM ENGINE WORKS. 
 
New Catechism of the Steam Engine. 
 
 RIEDLER PUHPING ENGINES. 
 
 The Riedler system of pumping engines has obtained a 
 foothold both in England and in Continental Europe ; 
 they are used extensively in pumping plants for mines and 
 water-works. 
 
 Fig. 185. THE RIEDI,ER PUMP. 
 
 The peculiarity of the Riedler pump lies in the valves 
 which are so arranged that they open automatically at full 
 lift at the commencement of the stroke, but at or near the 
 end of the piston stroke the valves are controlled by a 
 quick-acting positive motion, thus enabling the pump to be 
 run at high speed. 
 
New Catechism of the Steam Engine. 
 
 THE RIEDLER PUMPING ENGINE. 
 
 The mechanism for operating the valves is exceedingly 
 simple. Each valve is closed at the moment the stroke of 
 the piston changes, and this closing is done by means of a 
 spindle projecting into the valve chamber. 
 
 Near the end of the stroke a very small free lift is allowed 
 to the valve, which can be regulated at will ; thus enabling 
 the valves to accommodate themselves to variable pressure, 
 or variable conditions of working under high speed. 
 
 In high speed pumps, and also in pumps used for gritty 
 water, springs are inserted either between the valve and its 
 gear, or in the rods of the gear, thus allowing a compression 
 of the spring without injuring the valves or their seats, or 
 the gear, in case any hard material gets between the valve 
 and its seat, or relief is required for water remaining in the 
 pump. 
 
 This spring serves to accommodate the action of the valve 
 to any variable pressure or speed. The springs are so 
 arranged that the ordinary resistance of the valves will not 
 compress them. 
 
 The Riedler system is applied to a variety of styles of 
 pumping and air compressing engines, vertical and hori- 
 zontal. Most of those built in this country have been 
 driven by high-duty Corliss engines to the usual speed of 
 which the Reidler system of positively-moved water valves 
 adapts itself. The closure of the valves is effected by forks 
 and bell cranks upon rocker arms ; relief and cushioning 
 being afforded by springs so that the seating is gentle as 
 well as positive. The illustration, Fig. 186, shows the 
 
 NOTE. Riedler pumps are very much in use for deep mines. 
 Sixteen of them placed in different mines in Europe are raising the 
 water in one lift 1,800 to 2,200 feet high at high speed. The engine 
 shown in Fig. 186 is in use by the Boston and Montana mines (U. S.), 
 with 5jHj in. and 8 in. plungers, and 16 in. and 25 in. steam pistons, all 
 24 in. stroke. Its duty is 900 gallons per minute, lifted 600 feet in 
 height 
 
252 New Catechism of the Steam Engine. 
 
 THE RIEDLER PUMPING ENGINE. 
 
 system applied to a differential plunger pump. A B shows 
 the suction and C D the discharge passages. G G are rods 
 connecting the plungers H and J, and enabling the body 
 of the pump to be made very compact. In the Riedler 
 system the largest pumps are constructed with single 
 suction and discharge valves, as shown at E and F, and 
 though the plungers may be run at high speeds, the flow 
 of water through the valve epenings is at a relatively low 
 speed in a large unbroken current. 
 
 The differential feature of the pump shown is (not 
 peculiar to the Riedler system, but) often advisable. It 
 provides a single acting suction and a double acting dis- 
 charge. The cut shows an opening in the body beyond 
 the end of larger plunge. This is a feature of construction 
 and is plugged and closed in operation. It will then be 
 seen that all the suction is accomplished by the larger 
 plunger in single strokes. On the return strokes the larger 
 plunger circulates the whole body of water, but only lifts 
 half of it past the check valve, the remaining half being 
 forced on the return stroke of the smaller plunger. The 
 forcing is thus more continuous and uniform than if single- 
 acting, while the construction is lighter than if the suction 
 were double-acting. 
 
 NOTE. The Riedler pump at the Chapin Mine is a triplex 
 differential Riedler pump, plungers 6% in. and 9)^ in. diam. x 30 in. 
 stroke, driven by a horizontal triplex tandem compound condensing 
 Corliss engine; steam cylinders 22 and 36 in. diam. x 30 in. stroke; 
 capacity 2,200 U- S. gallons per minute against a total head of 1,700 ft. 
 when running about 74 revs, per minute. It is designed to run 
 economically with steam pressure at engine of nolbs. per sq. in., or 
 by compressed air with a pressure of 60 Ibs. per sq. in. at engine. This 
 pumping engine is undoubtedly the largest underground pumping 
 engine in the world. 
 
 At the present time the pump is working on the 1,310 ft. level, and 
 raising 2, 200 gallons of water per minute, but later it will be lowered to 
 the 1,700 ft level. 
 
New Catechism of the Steam Engine. 253 
 
 ALLIS' PUMPING ENGINES. 
 
 Fig. 187. AUJS' VERTICAL COMPOUND PUMPING ENGINE. 
 
254 New Catechism of the Steam Engine, 
 
 ALLIS' PUMPING ENGINES. 
 
 In Fig. 187 is shown a pumping engine, built by Messrs. 
 A. P. Allis, of Milwaukee, Wis. The engine is a vertical 
 cross compound, with the regular Reynolds-Corliss valve 
 gear, controlled by a governor. 
 
 The steam cylinders are placed in the same position as 
 in a regular vertical compound engine, the main bearings 
 being in the bed plate. The crank shaft carries a balance 
 wheel, at the middle point, the end being provided with 
 cranks. 
 
 The piston rods are directly connected to the plungers 
 by means of four rods, the ends of which are fastened to a 
 square head on the plunger, and to the cross-heads, which 
 also are connected to the cranks by means of connecting 
 rods. 
 
 The cranks turn between the rods, connecting cross-head 
 and plungers. The pumps are below the floor of the engine 
 room, all of which may be easily seen in the Figure. 
 
 This type of engine is constructed with either single, 
 double acting or differential plungers, outside or inside 
 packed as the service requires. 
 
 A very modern style of Cornish mining pump is shown 
 in the engraving, Fig. 189, which was built by the E. P. 
 Allis Co. for the Chapin Mining Company, Iron Mountain, 
 Mich. The machine is designed to pump 3,000 gallons per 
 minute from a depth of 1,500 feet. The figure of the man 
 in the cut will give some idea of its enormous proportions. 
 The high and low pressure steam cylinders are 50 and 100 
 inches diameter respectively, and have a common stroke 
 of 10 feet. The fly wheel is 40 feet in diameter and alone 
 weighs 164 tons ; the total weight of the engine, exclusive 
 of pumps and shaft work, being 600 tons. 
 
New Catechism of the Steam Engine. 255 
 
 ALLIS' PUMPING ENGINES. 
 
 pump-rod is attached directly to the beam end 
 which overhangs the shaft. The pumps are of the single 
 acting Cornish type, with plungers 28 inches diameter by 
 10 feet stroke the number of strokes per minute varying 
 from 4 to 10. 
 
 The pumps are arranged in series, each set having a lift 
 of about 200 feet. Modification of this type of machine 
 can be designed to suit the requirements of any location. 
 
 Fig. 190 represents a pumping engine, also built by the 
 above firm, for handling large quantities of water, under 
 low or moderate heads, from 5 feet to 25 feet, and is 
 especially adapted for sewerage and drainage work. 
 
 The pump is of the centrifugal type, lying horizontally 
 instead of being set vertically, as is the common practice. 
 They are run at comparatively low speed, usually less than 
 100 revolutions per minute. The weight of pump and 
 shaft is taken up by a suitable thrust bearing. 
 
 The engine shown is of the triple expansion type, the 
 connecting rods all driving one single crank, which has its 
 motion horizontally. 
 
 Fig. 188. TANK FOR WATER WORKS. 
 
2$6 New Catechism of the Steam Engine. 
 
 Fig. 189. MODERN CORNISH MINE PUMP. 
 
New Catechism of the Steam Engine. 257 
 
 
 Fig. 190. SEWAGE PUMP. 
 
This is the likeness of the great founder of the modern steam rail- 
 way system. Geo. Stephenson was born March 4th, 1781, at Wylan, 
 near Newcastle-on-the-Tyne, England. His father was a fireman of 
 the pumping engine boilers at a neighboring colliery, at a wage of 
 twelve shillings ($3.00) per week including rent for a little one-room 
 cottage ; the son George was, at the age of 15, to his great joy, 
 appointed a fireman at a wage of a shilling per day. 
 
 GEORGE STEPHENSON. 
 
 Stephenson became, in due order of advancement, a mine break- 
 man, engine-wright, locomotive builder, railroad contractor and cap- 
 italist. He died full of honor on the I2th day of August, 1848, aged 
 67 years. His wealth was estimated at upwards of five million dollars; 
 and his son who succeeded him became Sir Robert Stephenson. 
 
New Catechism of the Steam Engine. 
 THE LOCOMOTIVE. 
 
 The early history of the locomotive is illustrated by two 
 specimen machines now in the British Museum, Patent sec- 
 tion, the oldest has a label with this inscription : " This is 
 the oldest locomotive engine in existence, and the first 
 which ran with a smooth wheel upon a smooth rail. It was 
 constructed under Mr. Hedley's patent (A. D. 1813, No. 
 3666) for C. Blocket, Esqr., the proprietor of the Uylam 
 Colliery, near New Ca^tle-upon-Tyne. After many trials 
 and alterations it commenced regular working in 1813 and 
 was kept in use until June 6, 1872, when it was purchased 
 for the Patent Museum." 
 
 The history of the second relic has been well preserved. 
 This little locomotive " The Rocket " weighing four and 
 one-half tons, with boiler six feet long by four feet in dia- 
 meter, built by George Stephenson & Co., was the engine 
 that settled the question, of horse versus steam-power as 
 applied to railways. It was built in competition with 
 others for a prize of ,500. On its first trial it ran twelve 
 miles in less than an hour, and on one occasion late in its 
 history, it covered a distance of four miles in 4^ minutes. 
 
 The modern locomotive may readily be called a travel- 
 ling steam plant, for it is in all respects self-contained, and 
 independent of its surroundings. 
 
 It consists of a forged steel frame, to which is attached 
 the boiler, and the saddle and cylinder casting. 
 
 The frame, in turn, rests upon the wheels, or more prop- 
 erly their axles, which are running in bearings capable of 
 moving up and down between guides, which form part of 
 the frame. 
 
 NOTE. Just previous to the decisive achievements of this historic 
 engine, a writer in the Quarterly Review who, however was in favor of 
 the construction of the road and of the use of the locomotive upon it, 
 said: "What can be more palpably absurd and ridiculous than the 
 prospect held out, of locomotives traveling twice as fast as stage- 
 coaches ! We would as soon expect to see the people of Woolwich to 
 suffer themselves to be fired off from one of Congreve's Rockets, as 
 trust themselves to the mercy of such a machine going at such a rate." 
 
260 New Catechism of the Steam Engine. 
 
 
 
New Catechism of the Steam Engine. 261 
 
 THE BROOKS LOCOMOTIVE. 
 
 The weight of the engine is not directly resting upon the 
 axle bearings, but is intermittently carried by springs, which 
 are fastened to the frame, and axle bearings, thus prevent- 
 ing the engine from jarring too much when on rough road, 
 and always keeping the wheels in contact with the rails, no 
 matter how uneven the track. 
 
 Motion is transmitted to the driving wheels by means of 
 the same reciprocating parts, as on any other engine, but 
 as the center of the axles is movable, and not always in 
 line with the centerline of the cylinders, the clearance be- 
 tween cylinder head and piston has to be larger than on 
 other engines, to prevent the piston from striking the cylin- 
 der heads. 
 
 The cylinders, which are two in number, are ordinarily 
 cast in one piece each with one half of the saddle, which 
 carries the front end of the boiler, and to which also the 
 frame is attached ; the fire box end of the boiler is also 
 attached to the frame, and there are intermediate supports, 
 between frame and boiler, their number being determined 
 by the length of the engine, thus making practically one 
 piece of boiler, frame and cylinders. 
 
 In locomotives, having more than one set of driving 
 wheels, the different pairs are connected by means of coup- 
 ling rods, thus all receiving their due share of the rotary 
 motion, induced by the connecting rods. 
 
 NOTE. Data relating to the Brooks 8 wheeled type \ 
 
 motive gauge 4 ft. 8^ ins. 
 
 Diameter and stroke of cylinders 17 x 24 ins. 
 
 Diameter of driving wheels 72 ins. 
 
 Diameter of boiler 52 ins. 
 
 Number and diameter of flues 202, 2 ins. 
 
 length and width of fire box 78 x 34 ins. 
 
 Weight on drivers 65,000 Ibs. 
 
 Total weight 104,600 Ibs. 
 
 Tank capacity 3,100 galls. 
 
262 New Catechism of the Steam Engine. 
 
New Catechism of the Steam Engine. 263 
 
 THE BROOKS LOCOMOTIVE. 
 
 The valve motion is derived from one of the driving 
 axles, by means of eccentrics, which are connected by their 
 rods to a link motion, which in turn connects with a rocker 
 arm, from which the valves are driven by means of the 
 valve rods ; one of each pair of eccentrics is for the forward 
 motion, the other for the backward motion. 
 
 The steam is transmitted from the boiler to the cylinders 
 by means of a pipe, which runs along in the steam space of 
 the boiler to the smoke box, where it branches off to the 
 cylinders on each side. The throttle valve is inside of the 
 boiler, and is operated by means of a rod passing through 
 a stuffing-box in the boiler head and connected with a lever 
 in the cab. 
 
 The exhaust steam of both cylinders is blown by means 
 of the exhaust nozzle up the stack, and serves as a blower 
 to maintain a draft which otherwise would be impossible 
 on account of the low stack. 
 
 The reversing is done by means of a lever in the cab on 
 the right hand side of the boiler, which again with reach 
 rod and bell crank is connected to the link. 
 
 Between the driving wheels is the brake, Fig. 194, which 
 consists of a cylinder in which a piston is operated by 
 steam pressure, and is connected to a toggle joint which 
 forces the brake shoes against the drivers. 
 
 Some locomotives are equipped with a boiler feed pump, 
 but all carry an injector. To operate the brakes of the 
 
 NOTE. Data relating to 12-wheeled type. 
 
 Freight locomotive gauge 4 ft. 8> ins. 
 
 Diameter and stroke of cylinder 20 x 26 ins. 
 
 Diameter of driving wheels 55 ins. 
 
 Diameter of boiler 68 ins. 
 
 Number and diameter of flues 250, 2# ins. 
 
 Length and width of fire box 114 x 32 ins. 
 
 Weight on drivers 134,000 Ibs. 
 
 Total weight , . . 160,000 Ibs. 
 
 Tank capacity 4,000 galli 
 
264. New Catechism of the Steam Engine. 
 
 
New Catechism of the Steam Engine. 26$ 
 
 THE BROOKS LOCOMOTIVE. 
 
 train, an air brake is provided which consists of an air 
 pump with reservoir in which compressed air is stored, and 
 by means of the train pipe and valve is conveyed to the 
 brake cylinders of the cars 
 
 In starting the engine the wheels are liable to slip on the 
 rails, to prevent this a sand box is arranged on top of the 
 boiler, from which by means of the sand valve, operated by 
 a rod and lever in the cab, sand is thrown in front of the 
 wheels which allows them to "take hold '' of the rails. 
 
 The fuel and water supply is carried by the tender, 
 coupled to the locomotive immediately behind it. 
 
 Besides the driving wheels there is on larger locomotives 
 at the front or both ends a truck, composed of small 
 wheels, which carry part of the weight, and also guide the 
 engine on the track. 
 
 The forward sloping attachment serves to clear the track of 
 any obstruction, as cattle, etc.; it is named " the cowcatcher." 
 
 Fig. 194. LOCOMOTIVE BRAKE. 
 
W) 
 
New Catechism of the Steam Engine. 26 J 
 
 RAILWAY SIGNALS. 
 
 One pull of the bell cord signifies " stop." 
 
 Two pulls mean ** go ahead." 
 
 Three pulls signify " slack up." 
 
 One whistle signifies u down brakes." 
 
 Two whistles mean " off brakes." 
 
 Three whistles signify " back up." 
 
 Continued whistles indicate " danger." 
 
 Rapid short whistles " a cattle-alarm." 
 
 A sweeping parting of the hands on a level with the 
 eyes, signifies " go ahead." 
 
 A slowly, sweeping, meeting of the hands over the head 
 means " back slowly/* 
 
 Downward motion of the hands, with extended arms, 
 means "stop." 
 
 Beckoning motion of one hand indicates " back." 
 
 A red flag waved up the track, signifies " danger." 
 
 A red flag standing by the roadside means " danger 
 ahead." 
 
 A red flag carried on a locomotive, signifies " an engine 
 following." 
 
 A red flag raised at a station, is a signal " to stop." 
 
 A lantern at night raised and lowered vertically, is a 
 signal to "start." 
 
 A lantern swung at right angles across the track, means 
 " stop/ 1 
 
 A lantern swung in a circle, signifies " back the train." 
 
 NoT3. A locomotive engineer has a keen affection for his "iron 
 steed. ' But if 'one may believe an engineer, locomotives are extremely 
 fickle. He declares that his engine will take a train over a steep grade 
 with a rush on one day, while perhaps on the very next day, with the 
 same train and the same grade, the artful coquette will pretend to be 
 shy, will draw back in feigned timidity, fence, flirt and finally do what 
 it is asked to do with a pout. "It's hard," he says, to realize that your 
 engine isn't alive. She acts like a horse. She will shy and balk at a 
 grade when she feels like it, and, again, will take the bit in her teeth 
 and jerk the load clean over the hill. You can't help calling such an 
 engine ' her.' Sometimes I feel like speaking to her when she is sulk- 
 ing. Maybe I do without realizing it. ' ' 
 
I 
 
 I? 
 
New Catechism of the Steam Engine. 269 
 
 THE WESTINQHOUSE BRAKE. 
 
 The Westinghouse Improved Quick Action Automatic 
 Brake consists of the following essential parts : 
 
 ist. The Steam Engine and Pump, which fur- 
 nishes the compressed air. 
 
 2d. The Main Reservoir, in which the compressed 
 air is stored. 
 
 3d. The Engineer's Brake and Equalizing Dis- 
 charge Valve, which regulates the flow of air from the 
 main reservoir into the brake pipe for releasing the brakes, 
 and from the main train or brake pipe to the atmosphere 
 for applying the brakes. 
 
 4th. The Main Train or Brake Pipe, which leads 
 from the main reservoir to the engineer's brake and equal- 
 izing discharge valve, and thence along the train, supplying 
 the apparatus on each vehicle with air. 
 
 5th. The Auxiliary Reservoir, which takes a sup- 
 ply of air from the main reservoir, through the brake pipe, 
 and stores it for use on its own vehicle. 
 
 6th. The Brake Cylinder, which has its piston rod 
 attached to the brake levers in such a manner that, when the 
 piston is forced out by air pressure, the brakes are applied. 
 
 7th. The Improved Quick Action Automatic 
 Triple Valve, which is suitably connected to the main 
 train pipe, auxiliary reservoir and brake cylinder, and is 
 operated by the variation of pressure in the brake pipe (i), 
 so as to admit air from the auxiliary reservoir (and under 
 certain desirable conditions, as will be explained hereafter, 
 from the train pipe) to the brake cylinder, which applies 
 the brakes, at the same time cutting off communication 
 from the brake pipe to the auxiliary reservoir, or (2) to 
 restore the supply from the train pipe to the auxiliary re- 
 
 NOTE. Locomotives with large wheels are swiftest. Those with 
 small ones are strongest, or in other words, they can move greater 
 weights at slower speeds. 
 
270 New Catechism of the Steam Engine. 
 
 bo 
 
 
 
New Catechism of the Steam Engine. 271 
 
 THE WESTINGHOUSE BRAKE. 
 
 servoir, at the same time letting the air in the brake cylin- 
 der escape, which releases the brakes. 
 
 8th. The Pump Governor, which regulates the sup- 
 ply of steam to the pump, stopping it when the maximum 
 air pressure desired has been accumulated in the train 
 brake pipe and reservoirs. 
 
 The automatic action of the brake is due to the construc- 
 tion of the triple valve, the primary parts of which are a 
 piston and slide valve. A moderate reduction of air pres- 
 sure in the train pipe causes the greater pressure remaining 
 stored in the auxiliary reservoir to force the piston of the 
 triple valve and its slide valve to a position which will allow 
 the air in the auxiliary reservoir to pass directly into the 
 brake cylinder and apply the brake. A sudden or violent 
 reduction of the air in the train pipe produces the same 
 effect, and in addition to this causes supplemental valves 
 in the triple valve to be opened, permitting the pressure in 
 the train pipe to also enter the brake cylinder, increasing 
 the pressure derived from the auxiliary reservoir about 20 
 per cent., producing instantaneous action of the brakes 
 throughout the train. 
 
 When the pressure in the brake pipe is again restored to 
 an amount in excess of that remaining in the auxiliary re- 
 servoir, the piston and slide valve are forced in the oppo- 
 site direction, to their normal position, opening communi- 
 cation from the train pipe to the auxiliary reservoir, and 
 permitting the air in the brake cylinder to escape to the 
 atmosphere, releasing the brakes. 
 
 NOTE. Data relating to Schenectady tank switching 
 
 locomotive 6 wheel type g au g e 4 ft- 8^ ins. 
 
 Diameter and stroke of cylinders 17 x 22 ins. 
 
 Diameter of driving wheels 44 ins. 
 
 Diameter of boiler 50 ins. 
 
 Number and diameter of flues 176, 2 ins. 
 
 Length and width of fire box 90 x 34^ ins. 
 
 Weight on drivers 89,000 Ibs. 
 
 Total weight 89,000 Ibs. 
 
 Tank capacity 1,200 galls. 
 
bb 
 
New Catechism of the Steam Engine. 273 
 
 THE WESTINGHOUSE BRAKE. 
 
 If the engineer wishes to apply the brake, he moves the 
 handle of the engineer's brake valve to the right, which 
 first closes a port, retaining the pressure in the main reser- 
 voir, and then permits a portion of the air in the train pipe 
 to escape. 
 
 To release the brakes, he moves the handle to the ex- 
 treme left, which allows the air in the main reservoir to 
 flow freely into the brake pipe restoring the pressure and 
 releasing the brakes. 
 
 A valve called the conductor's valve, is placed in each 
 car with a cord running throughout the length of the car, 
 and any of the trainmen, by pulling this cord, can open the 
 valve, which allows the air to escape from the train pipe, 
 applying the brake. 
 
 Fig. 199. THE "Oi/D IRONSIDES," 1832. 
 
 NOTE. Data relating to the Schenectady 10 wheel type Fig. 198. 
 
 Compound passenger locomotive gauge 4 ft. 9 ins. 
 
 Diameter and stroke of cylinders H. P. 20 x 24 ; Iv. P. 30 x 24 ins. 
 
 Diameter of driving wheels 74 ins. 
 
 Diameter of boiler 58 ins. 
 
 Number and diameter of flues 268, 2 ins. 
 
 Length and width of fire box 96^ x 39^ ins. 
 
 Weight on drivers 106,000 Ibs. 
 
 Total weight 143,000 Ibs. 
 
 Tank capacity 3,500 galls. 
 
New Catechism of the Steam Engine. 
 
 THE WESTINGHOUSE BRAKE. 
 
 Should the train break in two, the air in the brake pipe 
 escapes and the brakes are applied to both sections of the 
 train. 
 
 The brakes are also automatically applied should a hose 
 or pipe burst. 
 
 It will be seen that any reduction of pressure in the trail? 
 pipe applies the brakes. 
 
New Catechism of the Steam Engine. 275 
 
 THE BALDWIN LOCOflOTIVE. 
 
 The Baldwin Locomotive Works are located at Phila- 
 delphia, Pa., and date their origin from the very inception 
 of steam railroads in America. In the year 1831 the 
 Philadelphia, Germantown and Morristown Railroad Com- 
 pany, whose short line of six miles was operated by horse 
 power, gave the order for the " Old Ironsides (see Fig. 199, 
 page 273), which was completed and tried upon the road 
 Nov. 23d, 1832. At the date of the issue of this volume 
 the organization of the works is based upon an annual 
 capacity of 1,000 locomotives per annum, equal to three 
 and one-third locomotives per working day. 
 
 More than 15,000 locomotives have been constructed 
 since the " Old Ironsides" in 1831. That engine was 
 nearly a year in building and thirty years were occupied in 
 building the first one thousand, which was the number 
 completed in the single year 1889. 
 
 In October, 1889, the first compound locomotive in the 
 practice of the works was completed and placed on the 
 Baltimore and Ohio Railroad, It was of the four-cylinder 
 type, as designed and patented by Mr. S. M. Vauclain, 
 who had been connected with the works since 1883 and its 
 General Superintendent since February n, 1886. The 
 economy in fuel and water and the efficiency in both 
 
 NOTE. In 1889 a test case was trade to see in how short a time a 
 locomotive could be built. On Saturday, June 22d, Mr. Robert H. 
 Coleman ordered a narrow-gauge " American " type passenger loco- 
 motive and tender, which it was agreed should be ready for service on 
 his railroad in Lebanon County, Pa., by the fourth of July following. 
 The boiler material was at once ordered and was received Tuesday, 
 June 25th. The boiler was completed and taken to the Erecting Shop 
 on Friday, June 28th, and on Monday, July ist, the machinery, frames, 
 wheels, etc., were attached and the locomotive was tried under steam 
 in the works. The tender was completed the following day, Tuesday, 
 July 2d, thus making the record of construction of a complete loco- 
 motive from the raw material of the art in eight working days. 
 
New Catechism of the Steam Engine. 
 
 THE BALDWIN LOCOMOTIVE. 
 
 passenger and freight service given by this design led to 
 its introduction on many leading railroads,. Following the 
 first four-cylinder compound locomotive built in 1889, three 
 were built in 1890, eighty-two in 1891, two hundred and 
 thirteen in 1892, one hundred and sixty in 1893, thirty in 
 1894, fifty-one in 1895, and one-hundred and seventy-three 
 during 1896. 
 
 The principal features of construction of the Vauclain 
 Compound Engine are as follows: 
 
 The cylinders consist of one high-pressure and one low- 
 pressure for each side, the ratio of the volumes being nearly 
 three to one : they are cast in one piece with the valve- 
 chamber and saddle, the cylinders being in the same 
 vertical plane, and as close together as they can be with 
 adequate walls between them 
 
 Where the front rails of the frames are single bars, the 
 high-pressure cylinder is usually put on top, but when the 
 front rails of frames are double, the low-pressure cylinder 
 is usually on top. 
 
 The former is used in " eight-wheel " or American type 
 passenger locomotives, and in " ten-wheeled " locomotives, 
 while the latter is used in Mogul, Consolidation, and 
 Decapod locomotives ; for the various other classes of 
 locomotives the most suitable arrangement is determined 
 by the style of the frames. 
 
 Fig. 201 shows the arrangement of the cylinders in 
 relation to the valve. 
 
 The valve employed to distribute the steam to the 
 cylinders is of the piston type, working in a cylindrical 
 steam-chest located in the saddle of the cylinder casting 
 between the cylinders and smoke-box, and as close to the 
 cylinders as convenience will permit ; the steam-chest is 
 bored out enough larger than the diameter of the valve to 
 permit the use of a hard cast-iron bushing. This bushing 
 is forced into the steam-chest under such pressure as to 
 
New Catechism of the Steam Engine. 
 
 THE BALDWIN LOCOMOTIVE. 
 
 prevent the escape of steam from one steam passage to 
 another except by the action of the valve. 
 
 The valve, which is of the piston type double and 
 hollow controls the steam admission and exhaust of both 
 cylinders. The exhaust steam from the high-pressure 
 cylinder becomes the supply steam for the low-pressure 
 
 Fig. 201. VAUCXAIN VAI,VE SYSTEM. 
 
 cylinder. As the supply steam for the high-pressure 
 cylinder enters the steam-chest at both ends, the valve is 
 in perfect balance, except the slight variation caused by 
 the area of the valve stem at the back end. This variation 
 is an advantage in case the valve stem or its connection to 
 the valve rod should be broken, as it holds them together. 
 
New Catechism of the Steam Engine. 
 
 THE BALDWIN LOCOMOTIVE. 
 
New Catechism of the Steam Engine. 279 
 
 THE BALDWIN LOCOMOTIVE. 
 
 Cast-iron packing rings are fitted to the valve and con- 
 stitute the edges of the valve. They are prevented from 
 entering the steam-ports when the valve is in motion by 
 narrow bridges across the steam-ports of the bushing. 
 The operation of the valve is clearly shown by Fig. 201, the 
 direction of the steam being indicated by arrows. 
 
 When the low-pressure cylinder is on top, the double 
 front rail prevents the use of the ordinary rock-shaft and 
 box, and the valve motion is then what is called " direct 
 acting," changing the location of the eccentrics on the axle 
 in relation to the crank-pin. When the low-pressure 
 cylinder is underneath, the rock-shaft is employed, and 
 the eccentrics are placed in the usual position, the valve 
 motion is termed "indirect acting." Great care should 
 be taken by mechanics, when setting the valves on these 
 locomotives, to observe this difference and not get the 
 eccentrics improperly located on the axle. If the crank- 
 pin is placed on the forward center, the eccentric-rods will 
 not be crossed when the rocker-arm or indirect motion is 
 used, but will be crossed when no rocker-arm or direct 
 motion is used. Serious complications have arisen from 
 this being disregarded. 
 
 Various methods have been employed to transfer the 
 motion from the links to the valve rod, that most com- 
 monly used being a small cross-head sliding between two 
 guide bars. It is preferable, however, to use a rock- 
 shaft when possible, as there is then less departure from 
 ordinary locomotive practice. 
 
 It is obvious that in starting these locomotives with full 
 trains from a state of rest, it is necessary to admit steam 
 to the low-pressure cylinder as well as to the high-pressure 
 cylinder, which is accomplished by the use of a starting 
 valve. This is merely a pass-by valve which is opened to 
 admit steam to pass from one end of the high-pressure 
 cylinder to the other end and thence through the exhaust 
 
280 New Catechism of the Steam Engine. 
 
 THE RICHMOND LOCOMOTIVE. 
 
 to the low-pressure cylinder. The same cock acts as a 
 cylinder cock for the high-pressure cylinder and is operated 
 by the same lever that operates the ordinary cylinder 
 cocks, thus making a simple and efficient device, and one 
 that need not become disarranged. 
 
 As is usual in all engines, air valves are placed in the 
 main steam passage of the high-pressure cylinder. Addi- 
 tional air valves, placed in the low-pressure cylinders to 
 supply them with sufficient air to prevent the formation of 
 a vacuum, which would draw cinders into the steam-chest 
 and cylinders. 
 
 Water relief valves are applied to the low-pressure 
 cylinders, and attached to the front and back cylinder 
 heads, to prevent the rupture of the cylinder in case a care- 
 less engineer should permit the cylinders to be charged 
 with water, or to relieve excessive pressure of any kind. 
 
 In all other respects the locomotive is the same as the 
 ordinary single-expansion locomotive, otherwise described. 
 
 Fig. 200 shows a Baldwin ten-wheel freight locomotive 
 and Fig. 202 a ten-wheel passenger locomotive of the latest 
 design. 
 
 THE RICHMOND LOCOMOTIVE. 
 
 These machines are built by the Richmond Locomotive 
 Works at Richmond, Va. 
 
 Fig. 203 represents Passenger Engine No. 100, the out- 
 lines of the main parts of the same are shown in Fig. 204. 
 
 Fig. 206 shows a front view of a Compound Locomotive 
 with outlines Fig. 207 of the Richmond type. 
 
 It will be observed that these two engines shown in Fig. 
 203 and Fig. 206 are compound locomotives. The follow- 
 ing is a general description of their operation : 
 
New Catechism of the Steam Engine. 281 
 
 Fig. 203. THE RICHMOND LOCOMOTIVE. 
 
 L4/T 
 
 444 i 
 
 ppjj- 1 -4 
 
 Fig. 204. OUTUNES off ABOVE LOCOMOTIVE. 
 
 NOTE. 
 
 Tubes 256 
 
 Tubes diam. No. 12 B. W. G.2 in. 
 
 Tubes length 13 ft. 5^ in. 
 
 Tube Heating Sur- 
 face I 793- 2 5 sq. ft. 
 
 Fire-box Heating Sur- 
 face 164.85 sq. ft. 
 
 Total Heating Sur- 
 face 1958.10 sq. ft. 
 
 Grate Surface 38.5 sq. ft> 
 
 Valve 
 
 Travel. .5^ in. H. P., 6 in. L. P. 
 
 Weight on Drivers 111,000 
 
 Weight on Truck 82,450 
 
 Total Weight of Engine 143,450 
 
 Weight of Engine and Ten- 
 der (24 in. W.) 203.750 
 
282 
 
 New Catechism of the Steam Engine. 
 
 THE RICHMOND LOCOMOTIVE. 
 
 The Richmond compound system is but a slight altera- 
 tion from the simple locomotive of its class, the only addi- 
 tion being an intercepting valve, and one cylinder being 
 larger than the other. 
 
 The compounding differs from the " Vauclain," else- 
 where described, in using but two cylinders, one high and 
 
 N 
 
 Fig. 205. SECTION RICHMOND COMPOUND, INTERCEPTING 
 
New Catechism of the Steam Engine. 283 
 
 THE RICHMOND LOCOMOTIVE. 
 
 one low pressure instead of four cylinders. These are set 
 one on one side of the engine and one on the other with 
 cranks at right angles, as in the simple engine. 
 
 The intercepting valve shown in Fig. 205 is used to start 
 the engine with live steam on both cylinders, and also, if 
 necessary, to run the engine simple. 
 
 As the area of the low pressure cylinder is much larger 
 than that of the high pressure, the steam has to be reduced 
 to a certain pressure ; this is accomplished by the reducing 
 valve 7 in Fig. 205. 
 
 The following is a description of the intercepting valve : 
 
 Steam goes from the dry pipe direct to the high pressure 
 steam chest, and also to the cavity surrounding the reduc- 
 ing valve. 
 
 The exhaust from the high pressure cylinder goes into 
 the cavity surrounding the intercepting valve A, and can 
 either pass to the low pressure steam chest, or direct to 
 the stack, dependent on the positions of the valves. 
 
 The low pressure exhaust goes direct to the stack at all 
 times. 
 
 The intercepting valve opens and closes the connection 
 between the two cylinders. 
 
 The emergency valve B opens and closes the connection 
 between the high pressure exhaust and the atmosphere. 
 
 In starting the engine, observe the following operation : 
 
 1. The reducing valve C t which has a movement of one 
 inch on the stem of the intercepting valve A, admits live 
 steam to the low pressure chest, and also regulates the live 
 steam pressure in the low pressure cylinder. 
 
 The air dashpot D on the stem of the intercepting valve 
 A prevents any slamming of the valve. The arrows show 
 the directions of steam currents. 
 
 2. The pressure having reached 72 pounds in the low 
 pressure steam chest, closes the reducing valve by the 
 steam pressure on its large end, and thus cuts off livs 
 
284 New Catechism of the Steam Engine. 
 
 Fig. 206. THE RICHMOND LOCOMOTIVE. 
 
 y" 
 
 u- 7 : 7 - ,, 6'- 2- tt s'-f". 
 
 \ U- J S3', o. 
 
 Fig. 207. OUTLINES OF ABOVE LOCOMOTIVE. 
 
 NOTE. 
 
 Grate Surface 31.3 sq. ft. 
 
 Valve Travel 5.6 in. 
 
 Weight on Drivers 112,000 
 
 Weight on Truck 32,000 
 
 Total Weight of Engine 144,000 
 
 Total Weight of Engine and 
 Tender. , 211,800 
 
 Tubes 241 
 
 Tubes diam 2 in. 
 
 Tubes length 13 ft. n^ in. 
 
 Tube Heating Surface.. 1,756 sq. ft. 
 Fire-box Heating Sur- 
 face 172 sq. ft 
 
 Total Heating Surface. 1,928 sq. ft. 
 
New Catechism of the Steam Engine. 285 
 
 THE RICHMOND LOCOMOTIVE. 
 
 steam from the low pressure chest at the desired pressure, 72 
 pounds (with 1 80 pounds boiler pressure). When the steam 
 in the low pressure chest falls, the reducing valve opens 
 again. The other valves have not changed their positions. 
 
 3. The intercepting valve A is pushed wide open by 
 the accumulated exhaust pressure from the high pressure 
 cylinder. This movement closes the reducing valve C, 
 thus permanently cutting off live steam from the low pres- 
 sure chest. 
 
 In running the engine simple, the emergency valve B is 
 pushed open by live steam from a three-way cock in the 
 cab. The exhaust steam from the high pressure cylinder, 
 which is the same as receiver steam, has escaped to the 
 main exhaust, and the intercepting valve is shut by the 
 force of this steam rushing around its end, assisted by the 
 live steam pressure on the reducing valve shoulder. This 
 live steam now enters the low pressure chest past the re- 
 ducing valve. The high pressure cylinder is exhausting 
 into the atmosphere, and the steam in the low pressure 
 chest is at 72 pounds (with 180 pounds boiler pressure). 
 
 Nom Assuming 180 pounds boiler pressure, the high pressure 
 Cunaust reaches 52 pounds when the engine is working compound. 
 This pressure is the receiver pressure and also the initial pressure in 
 the low pressure cylinder. 
 
 When working simple, the reducing valve permits 72 pounds of 
 live steam to pass to the low pressure cylinder, thus greatly increasing 
 the power of the engine. The high pressure piston also exerts an 
 equal increased power when working simple, since the back pressure 
 of 52 pounds is removed. 
 
 The live steam passage around the reducing valve, and the exhaust 
 passage around the emergency valve are so contracted that engineers 
 are compelled to work "compound" when running over 8 miles an 
 hour in order to make time. 
 
 The lubricator pipe to the low pressure cylinder enters the live 
 steam passage around the reducing valve, and insures constant lubrica- 
 tion to this valve. 
 
 Should either side of the engine break down, the emergency valve 
 can be opened and the engine brought in on one side like a simple 
 engine. 
 
286 New Catechism of the Steam Engine. 
 
 THE RICHMOND LOCOMOTIVE. 
 
 It will be seen, from the previous description, that in 
 order to start the engine compound, all the engineer needs 
 to do is to open the throttle as in a simple locomotive. 
 The intercepting valve automatically changes her from 
 simple to compound. 
 
 The only additional duty to perform while running sim- 
 ple is to keep) the steam on the piston of the emergency 
 valve, by means of the three-way cock. The exhaust of 
 the high pressure cylinder while running simple goes direct 
 to the stack the exhaust from the low pressure cylinder 
 in either simple or compound running, goes also to the 
 stack. 
 
 Fig. 208. MODEI, ENGINE WORKS. 
 
New Catechism of the Steam Engine, 287 
 
 THE GAS ENGINE. 
 
 Ques. What is a Gas Engine ? 
 
 ANS. Simply an engine run by an explosive force 
 applied directly to the piston. An explosive mixture com- 
 posed principally of air, in which has been blended a little 
 gas or gasoline, is introduced into the cylinder, compressed 
 and then ignited, when the expansion creates one of the 
 greatest forces known. The piston connected with the 
 crank-shaft yields, and thus the force is converted into 
 power. 
 
 Ques. What is the difference between a steam and a gas engine ? 
 
 ANS. It is only in the method of supplying and distrib- 
 uting the working fluid that the steam engine and the gas 
 engine show any radical difference ; that is to say, in the 
 valve and governing mechanisms. 
 
 Ques. What is the main problem involved in both steam and gas 
 engines ? 
 
 ANS. The conversion of the pressure of an expansive 
 fluid into rotary motion and consequently mechanical 
 work. Those principles of design as applied to the main 
 working parts, which have been successful in one instance, 
 such as the cylinders, pistons, crank-shafts, connecting 
 rods, bearings, etc., are equally applicable in the other. 
 
 Ques. What is another difference between a steam and gas engine 
 besides the one already given ? 
 
 ANS. In the steam engine the pressure is generated in 
 a boiler separately in order to carry a reserve of energy. 
 In the gas engine the necessary energy is created directly 
 within the cylinder for each working stroke. 
 
 Ques. How many ways is the gas exploded in modern engines ? 
 
 ANS. Two, with either an electric spark or a hot tube. 
 
 Ques. How would you describe .he method by the electric spark ? 
 
 ANS. It is accomplished by a battery which consists of 
 proper cells for the fluid and of electrodes in the cylinder, 
 with connecting wires. When the electrodes are clean and 
 have proper contact, and the battery of proper strength. 
 
288 New Catechism of the Steam Engine. 
 
 THE GAS ENGINE. 
 
 a spark is created at the proper time that explodes the 
 mixture in the cylinder. With the electric spark, the 
 engine can be started in a moment, and the time of ignition 
 made positive, thus producing the most satisfactory results. 
 
 Ques. What is the essential and peculiar mechanism always found 
 in the gas engine to develop and control the power ? 
 
 ANS. There must be inlets for the air and gas, an igniter, 
 and an outlet for the exhaust. So far all engines are alike. 
 The difference in them consists in the construction of these 
 primary parts, and the appliances for operating them. 
 
 Ques. How is the power of a gas engine stated or calculated ? 
 
 ANS. In indicated horse power or in brake horse power 
 or both. 
 
 NOTE. Unfortunately there is no standard commercial rule upon 
 which to base the rated power of a gas engine, as is the case with the 
 steam engine. In buying a steam engine, the purchaser, knowing the 
 diameter of cylinder, stroke of piston, and speed, can by a simple cal- 
 culation determine the capacity of the engine under any given condi- 
 tions of steam pressure and cut-off. On the other hand, the purchaser 
 of a gas engine has little else to guide him than the arbitrary rating of 
 the builder, and is often misled by a lack of knowledge as the basis on 
 which the rating is fixed. 
 
 It is essential that the non-technical purchaser should understand 
 the difference between the two terms. The indicated horse power is 
 calculated from the pressures shown throughout the stroke of the piston, 
 by means of an indicator diagram taken from the cylinder. The actual 
 useful work which the engine is capable of performing is less, by an 
 amount varying from 15 per cent, upward, depending on the mechani- 
 cal efficiency of the engine. On account of the high pressure and 
 temperatures involved, and the suddenness with which the explosions 
 take place, the indicator is, at best, a very imperfect instrument for 
 measuring the power of a gas engine, its usefulness being restricted 
 practically to determining by the characteristics of the diagram whether 
 or rot the general action of the explosive mixture in the cylinders is 
 correct. 
 
 The brake horse power is the useful work delivered from the shaft 
 of the engine ; it is not a theoretical computation, but an actual meas- 
 urable quantity capable of being accurately determined, and represents 
 the capacity of the engine after eliminating all losses in the machine 
 itself. 
 
New Catechism of the Steam Engine. 289 
 
 THE GAS ENGINE. 
 
 Ques. Upon what two plans are gas engines built ; and what is the 
 four stroke cycle ? 
 
 ANS. Gas engines are built on four-cycle and two-cycle 
 plans. The first requires one cycle to draw in the mixture, 
 another to compress it, a third to explode it, and the last 
 to get out the exhaust, completed in two revolutions of the 
 fly wheels, and taking gas every other revolution, when 
 under full load. The two-cycle engine keeps the mixture 
 under pressure, and admits it to the cylinder without previ- 
 ously clearing out the exhaust. These engines take gas 
 every revolution. 
 
 Ques. How would you define an explosion such as takes place in 
 the gas engine cylinder ? 
 
 ANS. An explosion is simply a quick expansion the 
 flame of the burning gas coming into direct contact with 
 the air in the cylinder causes its quick expansion, the 
 resulting increased pressure develops the propelling power 
 acting on the piston. 
 
 Ques. How would you describe the hot tube method of igniting ? 
 
 ANS. The tube is simply a piece of gas pipe closed at 
 one end with the other screwed into the cylinder. It is 
 entirely closed by a chimney and is heated by a Bunsen 
 burner, the fuel being either gas or gasoline. The flame is 
 small, not observed and entirely safe. A few minutes time 
 must be taken to heat the tube, which the attendant can 
 employ in oiling and cleaning up. 
 
 NOTE. The cost of running a gas engine has been reduced during 
 the past ten years from 25 per cent to 50 per cent., because the gas 
 companies, seeing the advantage gained oy selling gas during the day for 
 power purposes have reduced the price of gas. In 29 of our principal 
 cities in the past 8 years, gas has been reduced to an average of $1.00 
 per 1,000 cubic feet, and in some cases as low as 80 cents per thousand. 
 
 It has been stated by competent writers that in Berlin one gas 
 engine is used to every 1,300 of population. 
 
 NOTE. In point of attention the battery requires greater and more 
 intelligent care. In expense the battery renewals and igniting points 
 are about the same as the tubes and fuel by which they are heated. 
 The tubes can be made by the user himself. Composition tubes that 
 will last several months can be procured at comparatively small cost. 
 
 The ignition in a gas engine is of greatest importance, and the ignit- 
 ing parts should be easy of access for purpose of cleaning them easily. 
 
2$o New Catechism of the Steam Engine. 
 
 THE GAS ENGINE. 
 
 Ques. What is necessary to be done in view of the heat in the 
 cylinders produced by the explosions of gas ? 
 
 ANS. The heat from the explosions being very great, to 
 keep all parts in proper relation to each other the cylinder 
 must be kept cool. This is done by a circulation of water 
 in a jacket around it, furnished by connection with city 
 pipes, or from a tank supplied by a pump operated by the 
 engine, or by a circulating tank. With the first two 
 methods the water flows away when used ; with the latter 
 the heated water is returned to the tank, and cools as it 
 circulates to the bottom. 
 
 Ques. What is the difference between Gasoline, Naphtha, Benzine, 
 and Kerosene ? 
 
 ANS. These are various products of mineral oil or 
 petroleum and they differ in the manner in which they are 
 distilled and in exploding qualities. 
 
 Ques. What is illuminating gas, such as is so generally used in 
 operating gas engines ? 
 
 ANS. It is a vapor (gas) distilled from coal. 
 
 The grading and quality of the various products of 
 petroleum do not seem to be well understood, and as a 
 guide a few of the more common grades in use are men- 
 tioned in this table. 
 
 
 
 Specific 
 Gravity. 
 
 TC prospn P. 
 
 
 43 to 48 
 
 Benzine 
 
 Common 
 
 57 to 63 
 
 Naphtha 
 
 Common for painters' use 
 
 57 to 63 
 
 Naphtha 
 
 Special for boat use 
 
 76 
 
 Gasoline 
 Gasoline .... 
 Gasoline .... 
 
 Common for gasoline engines. 
 Special for gasoline engines. . . 
 Illuminating gas machines. . . 
 
 72 1 
 
 87 
 
 NoTE. There are several engines made which use crude petroleum, 
 or kerosene oil. The action of crude petroleum depends somewhat on 
 the proportion of its ingredients, as some of them are much more 
 inflammable than others. The force of the explosion depends largely 
 on the proportion of air that is mixed with the vapor, one of the latter 
 to six of the former giving very good results. 
 
New Catechism of the Steam Engine. 291 
 
 THE OTTO GAS ENGINE. 
 
2 9 2 New Catechism of the Steam Engine. 
 
 THE OTTO GAS ENGINE. 
 
 Fig. 210. THE OTTO GAS ENGINE. (UPRIGHT.) 
 
New Catechism of the Steam Engine. 
 
 THE OTTO GAS ENGINE. 
 
 These machines are made at the Otto Gas Engine 
 Works, Philadelphia, Pa., established over a quarter of a 
 century, of a present capacity of 1,200 engines per annum. 
 
 This engine is fitted with patent alloy tube igniter and 
 pendulum governor. Its vertical design saves considerable 
 space, and it is extremely simple in its working parts. 
 
 Fig. 209 represents the horizontal Otto gas engine. 
 Fi^. 210 exhibits one of the smaller sizes, one-third horse 
 power. 
 
 The operation of the Otto engine is as follows: The 
 piston being started on its first outward stroke draws in a 
 charge of air and gas. On the return stroke of the piston 
 this mixture is compressed and while the crank passes the 
 center it is ignited and by the resulting great pressure the 
 piston is forced outward and the cycle of operation is com- 
 pleted. On the return ftroke, by the exhausting of the 
 products of the combustion into the atmosphere. 
 
 Sizes and Dimensions of "Otto'' Gas Engines. 
 
 S*ee. 
 
 Indicated 
 H. P. 
 
 Actual 
 H. P. 
 
 FLOOR SPACE. 
 (Approximate.) 
 
 Weight, 
 Pounds. 
 
 weight, Includ- 
 ing Iron Base, 
 Pounds. 
 
 No. 2 
 
 2.2 
 
 1.8 
 
 3 ft. 3 in. x 2 ft. 6 in. 
 
 875 
 
 1,075 
 
 
 3a 
 
 4-5 
 
 3-5 
 
 5 
 
 2 
 
 X 2 
 
 ' 3 " 
 
 1,000 
 
 1,460 
 
 
 3b 
 
 6 
 
 5 
 
 5 
 
 4 
 
 X 2 
 
 5 
 
 
 1,120 
 
 1,570 
 
 
 4a 
 
 9 
 
 
 6 
 
 4 
 
 *3 
 
 
 
 
 1,450 
 
 1,890 
 
 
 4 b 
 
 II 
 
 8-5 
 
 6 
 
 7 
 
 *3 
 
 i 
 
 
 1,600 
 
 2,040 
 
 
 5a 
 
 13-5 
 
 II 
 
 7 
 
 6 
 
 *3 
 
 4 
 
 
 2,600 
 
 3,350 
 
 
 5b 
 
 16 
 
 13-5 
 
 7 
 
 9 
 
 *3 
 
 6 
 
 
 2,820 
 
 3,570 
 
 
 6 
 
 23 
 
 19 
 
 8 
 
 5 
 
 X4 
 
 6 
 
 
 4,135 
 
 5,050 
 
 
 7 
 
 30.5 
 
 25 
 
 9 
 
 o 
 
 X5 
 
 2 
 
 
 7,500 
 
 10,200 
 
 
 8 
 
 42 
 
 36 
 
 9 
 
 6 
 
 x 5 
 
 5 
 
 
 8,000 
 
 10,700 
 
 
 9 
 
 48 
 
 42 
 
 ii 
 
 3 
 
 x6 
 
 
 
 
 12.300 
 
 I5,600 
 
 
 ii 
 
 65 
 
 56 
 
 12 
 
 6 
 
 x6 
 
 9 
 
 
 16,000 
 
 2r,5oo 
 
 
 12 
 
 122 
 
 102 
 
 16 " o " x 6 
 
 9 
 
 
 24,000 
 
 28,300 
 
 NOTE. In 1867, Dr. N. Aug. Otto brought out the first com- 
 mercially successful gas engine, and obtained for it a gold medal at the 
 Paiis Exhibition of that year. Since then 47,500 " Otto " gas and gas- 
 oline engines have been sold, representing some 250,000 horse-power. 
 
294 New Catechism of the 'Steam Engine. 
 
New Catechism of the Steam Engine, 29$ 
 
 THE FOOS GAS AND GASOLINE ENGINE. 
 
 This Fig. 211 shows the Foos Machine, made at Spring- 
 field, Ohio, by the Foos Gas Engine Co. 
 
 The operation of this engine where gas is used is similai 
 to that of others already described. 
 
 Fig. 212. THE Foos ENGINE ELECTRIC IGNITER. 
 
 In the use of gasoline the device varies considerably from 
 others. Referring to Fig. 21 1 the letters on illustration 
 may be defined as follows : 
 
 A, exhaust pipe, exhaust chamber and exhaust valve ; 
 B, exploding chamber; C, inlet valve in exploding chamber 
 B ; D, stationary electrode ; E, revolving electrode ; N, 
 spring crank ; F, rod which gives a revolving motion to 
 electrode E ; R, brass pipe conveying gasoline from pump 
 P to mixing pipe M ; G, stop cock for escape of com- 
 pressed gas ; K, crank disc for regulating time of explosion 
 of gas in exploding chamber B ; L, governor ; M, mixing 
 pipe for admission of pure air ; P, gasoline pump. 
 
2<)6 New Catechism of the Steam Engine. 
 
 THE Foos GAS AND GASOLINE ENGINE. 
 
 The operation of the engine is as follows : 
 
 " The motive power is produced by pure air being drawn 
 into pipe ' M ' and there mixed with a few drops of gasoline 
 thrown into this pipe by pump ' P ' at every other revolution 
 of the fly wheel, and thence drawn by the suction of the 
 piston in its outward movement into the cylinder through 
 exploding chamber B. This mixture of air with the gasoline 
 forming a highly explosive gas which is compressed by the 
 return movement of the piston, and then exploded by an 
 electric spark, producing a very high power by the expan- 
 sion of the gas. 
 
 " The cylinder of the engine is surrounded by a water 
 jacket, through which water is circulated, to keep the 
 cylinder from becoming so hot as to destroy or burn the 
 lubricating oil. 
 
 " Soft or rain water should be used. If hard water is 
 used the water space, surrounding the cylinder, would fill 
 up with lime and the engine rendered useless until the 
 lime was removed. The use of hard water may be remedied 
 by the use of a boiler compound such as is used in steam 
 boilers to keep the lime from accumulating." 
 
 A is the exhaust chamber valve and pipe, through which 
 the exhaust passes from the cylinder. The spiral spring, 
 which closes the exhaust valve, may, by long use, become 
 too weak to close the valve quickly. To remedy this raise 
 the collar on the valve stem which will compress the spring 
 and cause it to act quickly. If gas escapes through the 
 exhaust valve, it shows the valve does not fit the valve seat 
 close enough and should be removed and the valve and 
 valve seat cleaned, or it may be necessary, sometimes, to 
 re-grind them with fine emery, after long use, to make 
 them fit tight. 
 
 B is the exploding chamber. The gas is conducted into 
 this chamber (and thence into the cylinder) through pipe 
 " M " and then exploded by an electric spark, caused by 
 
New Catechism of the Steam Engine. 297 
 
 THE Foos GAS AND GASOLINE ENGINE. 
 
 the contact and quick separation of the inside ends of the 
 two electrodes D and E. Connected with the exploding 
 chamber is the inlet valve C, which is opened and closed 
 at every alternate revolution of the fly wheels, letting into 
 chamber B a charge of gas from mixing pipe M. This 
 valve requires no attention further than to see that it works 
 freely. It may, occasionally, need cleaning. 
 
 It is very important that the poppet valves and valve 
 seats in chambers A and B should fit so perfectly that 
 when an explosion takes place in the cylinder the gas will 
 not escape. Should the gas escape through these valves 
 the engine would not give its highest power. In time 
 these valves and valve seats may become rough and so 
 imperfect that they will permit the gas to escape. When 
 this occurs the valves and valve seats should be re-ground. 
 The valves can be removed by taking out the large screw 
 caps on top of chambers A and B. These chambers should 
 be kept clean, especially of any metal filings, as they would 
 destroy the insulation of electrode D. 
 
 By longer use the springs which operate the two poppet 
 valves in chambers A and B may become too weak to close 
 the valves quickly. This can be remedied by raising the 
 collars on the valve stems which will compress the spring 
 and cause it to act quickly. In time, it may be necessary to 
 replace the old springs with new ones. If new ones are put 
 on care must be taken that they are of the best quality. 
 
 There are two electrodes, D and E. When the two 
 points or ends, X and Y, are brought together (as shown 
 in cut) the electric current is closed, and when quickly 
 separated an electric spark is emitted, the gas in exploding 
 chajnber B and cylinder is ignited and the piston in cylinder 
 put in motion by the expansion of the gas. 
 
 The connection and separation of electrodes D and E is 
 caused by the revolving motion of electrode E, bringing 
 the points X and Y together at every revolution of elec- 
 
298 New Catechism of the Steam Engine. 
 
 THE Foos GAS AND GASOLINE ENGINE. 
 
 trode E. Electrode D is made to screw further in so that 
 when the inside " Y " is worn off it can still be kept in 
 contact with electrode E at X. Care must be taken not to 
 screw it in so far but that there will be a separation of an 
 eighth of an inch (not less) between the points X and Y of 
 the two electrodes at every revolution of electrode E. 
 
 In screwing electrode D further in or putting in a new 
 electrode, first remove the large screw cap on top of 
 exploding chamber B. This will enable the inside of the 
 chamber to be seen and tell just how far to insert electrode 
 
 D, so that the inner end X of electrode E will wipe it at 
 every revolution. It must be noticed that both ends of 
 electrode D are flat. Care must be taken that the flat 
 surface be left in a horizontal position, otherwise the inside 
 end, which is a flat steel spring, will not lie level on the 
 end of X and will be broken the first revolution of electrode 
 
 E. A large brilliant white spark is necessary to explode 
 the gas in chamber B. A red spark will not do it, and is 
 evidence that the electric battery is exhausted and should 
 at once be renewed with new parts. 
 
 Electrode D is insulated. Care must be taken that the 
 insulating asbestos or other insulating material should not 
 get damp or wet. If it should, the insulation would be 
 destroyed and would have to be re-packed with fresh 
 insulating material. 
 
 When natural gas is used that has sulphur in it, it will 
 be necessary to remove electrodes D and E and polish or 
 brighten the inside ends X and Y, about once in 6 or 8 
 days, as it will eat and corrode the inside ends of the elec- 
 trodes. 
 
 The inside wearing points of the electrodes are made of 
 hardened sheet steel, and when worn out can easily be 
 replaced with new ones. 
 
 Stop cock G is used for relieving the gas pressure in 
 cylinder when starting the engine. By opening it a part of 
 
New Catechism of the Steam Engine. 299 
 
 THE Foos GAS AND GASOLINE ENGINE. 
 
 the compressed gas in the cylinder will escape and less 
 power will be required to turn the fly wheel. As soon as 
 an explosion takes place part of the exploded gas in 
 cylinder will escape through stop cock " G." When this 
 occurs close stop cock G and the engine will continue to run. 
 
 Crank disc K, to which the vibrating rod F is attached 
 at its rear end, is for the purpose of regulating the time of 
 explosion of gas in chamber B. This is done by loosening 
 the two screws and turning the disc slightly to the right to 
 make it explode sooner, or to the left to explode later. 
 The explosion should take place the moment the piston 
 has reached its farthest forward movement. When the 
 disc is properly set the two screws should be firmly 
 tightened to prevent the disc from slipping. If the disc is 
 out of time the engine would fail to do good work. 
 
 The inside end of electrode E should have just separated 
 from the inside end of electrode D when the piston has 
 reached its farthest point on the inward stroke. 
 
 This governor (L) is remarkably sensitive. If the engine 
 should run too fast turn in the acorn headed screw at end 
 of shaft. If it runs too slow withdraw the screw, always 
 being careful to tighten the lock nut. The speed of engine 
 may also be controlled by compressing or loosening the 
 governor springs by means of the nuts at each end of the 
 springs. 
 
 To ascertain if electric battery is in good working con- 
 dition : 
 
 Disconnect wire from end of electrode D and pass the 
 bare end quickly across any part of exploding chamber B. 
 If the battery is in good condition a large brilliant white 
 spark will be emitted. If a small red spark is emitted it 
 will not explode the gas and the battery should be renewed 
 with new zincs, copper oxide plates, potash and oil. 
 
 Be very careful that the insulation of electrode D does 
 not get wet or damp from water, oil or other liquids. If 
 
joo New Catechism of the Steam Engine. 
 
 THE Foos GAS AND GASOLINE ENGINE. 
 
 it should, no electric spark would be produced in the 
 exploding chamber B, and you would have to re-pack it 
 with fresh asbestos or other insulating material. You can 
 always tell if the insulation of electrode D is imperfect by 
 turning fly-wheel until the piston is at the end of its out- 
 ward stroke. Then detach the insulated wire from end of 
 electrode D, and draw the bare end across the end of 
 electrode D. If, in doing this, a spark is emitted the 
 insulation is destroyed. There should be no spark because 
 when the piston is at the end of its outward stroke the 
 inner ends of electrode D and E are separated and no 
 spark could be emitted if the insulation was good. In such 
 a case, you must remove electrode D. Take off the brass 
 boxing or cover, clean out any metal particles or dirt that 
 may be in chamber B or in the brass covering around the 
 asbestos insulating ring. If the ring is damp or not in 
 good condition new ones should be put in. 
 
 One of the important things connected with operating an 
 engine is to see that it is properly oiled. See that the oil 
 cups are kept rilled and that all the wearing points are 
 oiled frequently. This is important if you expect good 
 service from the engine. 
 
 A small oil cup is placed on upper side of electrode E 
 for the purpose of oiling the shaft. Oil should be put in 
 this cup two or three times a day. Means are supplied for 
 oiling crank shaft, connecting rod, boxes, etc. 
 
 If the cylinder is not kept well oiled a knocking sound 
 will be produced in the cylinder. It is very important to 
 use only the best lubricating oil. 
 
 The motive power of the engine is produced by mixing 
 certain portions of air and gasoline, forming an exploding 
 gas, which being introduced into the cylinder and com- 
 pressed by the piston and exploded, a very high power is 
 obtained by the expansion of the gas operating against the 
 piston. 
 
New Catechism of the Steam Engine. 301 
 
 THE Foos GAS AND GASOLINE ENGINE. 
 
 The first thing to do in starting the engine is to produce 
 the gas and convey it into the cylinder. To do this you 
 take hold of the small brass handle attached to the pump 
 plunger and give the plunger three or four strokes so as to 
 fill pipe R and also force a small quantity of gasoline into 
 pipe M. Then by turning the fly-wheels from the cylinder 
 as rapidly as possible you will set the piston in motion, 
 and by its outward stroke draw or suck pure air into and 
 through pipe M into exploding chamber B and thence into 
 the cylinder. The air, in passing through pipe M, will 
 absorb the gasoline in the pipe and form an explosive gas. 
 This gas is compressed on the inward stroke of the piston 
 and is then exploded by an electric spark at the very 
 moment the piston has reached its farthest point on its 
 inward stroke. If the gas exploded before the piston had 
 reached its farthest point, there would be a concussion and 
 the engine would stop. 
 
 Now, if you have followed the instructions given and the 
 engine fails to run, examine carefully and see if the electric 
 battery is in good working condition and gives off a large 
 brilliant white spark. See that the insulation of electrode 
 D is good and that the inside ends X and Y come in con- 
 tact and separate not less than }i of an inch at each revolu- 
 tion of electrode E. See that the gasoline pump is in good 
 order and that it supplies the proper amount of gasoline to 
 the engine. Be careful that you have a good quality of 
 74 degree gasoline. 
 
 The operation of the gasoline pump is thus explained : 
 
 The gasoline pump P is connected with the gasoline tank 
 by a small iron or lead pipe, as shown in cut. The bottom 
 of tank should be as high as the pump and may be higher 
 if more convenient ; it is necessary to see that the plunger 
 works free ; dirt in the gasoline or in the pipe may be 
 carried to the pump and stop the flow of gasoline, or it 
 may get under the valves so they will not close tight and 
 
jo 2 New Catechism of the Steam Engine. 
 
 THE Foos GAS AND GASOLINE ENGINE. 
 
 give the engine too much gasoline. If dirt gets into the 
 pump it can be removed by taking out the valves and 
 letting a little gasoline run through. 
 
 The valve, at the end of pipe R just where it is connected 
 with pipe M, can also be removed. Then, if the gasoline is 
 turned on and the valves in the pump fit tight, no gasoline 
 will pass through. If, however, gasoline runs through 
 without the pump being worked, it would show that the 
 valves are not tight and should be taken out and the pump 
 cleaned. It may be found that the valve spring is broken 
 or the valve or valve seat do not fit perfectly. If the spring 
 is broken a new one must be put in of the same size and 
 strength. If the valves are worn and do not fit tight so 
 the gasoline will not pass except at the proper time, the 
 valve and valve seat should be cleaned and smoothed so 
 they will fit. 
 
 The amount of gasoline delivered by the pump to engine 
 can be increased or diminished by increasing or diminishing 
 the stroke of the pump plunger. The stroke can be 
 shortened by turning in the nut at end of shaft lying just 
 below and parallel with the pump or increased by with- 
 drawing the nut. 
 
 If the gasoline tank gets so empty as air would get in 
 the pipe and prevent the flow of gasoline to pump, it 
 will be necessary to occasionally put new packing in the 
 pump. 
 
 The tank can be set 100 feet away from the engine if 
 desired, using a small iron pipe to convey the gasoline to 
 pump at engine. It is necessary that the bottom of the 
 gasoline tank be as high as the pump on engine to insure a 
 flow of gasoline to the pump. The gasoline must be kept 
 clean, also the pipe leading to the engine. 
 
 The tank may be of wood, galvanized iron or boiler iron. 
 For a two-horse power engine a 5o-gallon tank would ^~ a 
 suitable size ; a lo-horse power, 500 gallons. 
 
New Catechism of the Steam Engine, joj 
 
 THE Foos GAS AND GASOLINE ENGINE. 
 
 In setting up the engine, bolt the engine firmly to the 
 foundation. See that the fly-wheels are keyed tightly to 
 crank-shaft. Then run the exhaust pipe into a clean 
 chimney flue through the roof or out through side of 
 building, as may be most convenient. Then run an inlet 
 water pipe from water connection at top of cylinder to 
 water tank, as shown in cut. A drain cock should b< 
 placed on inlet water pipe near its connection with tlu 
 cylinder to draw off the water from the cylinder in freezing 
 weather. If the water is left in, it would freeze and burst 
 the cylinder. 
 
 A stop cock should also be placed on same pipe near the 
 water tank to shut off the water. As soon as the cylinder 
 becomes slightly heated the water will commence passing 
 from the tank to cylinder and from the cylinder back to 
 the tank. 
 
 The consumption of gasoline is regulated by the governor 
 in proportion to the work done by the engine. On an 
 average, the quantity of gasoline consumed for ten hours, 
 should not exceed one gallon for each rated horse-power of 
 any given size engine. 
 
 NOTE. There is a peculiar field of usefulness for gasoline motors 
 connected with dynamos for isolated lighting in situations where a 
 steam engine, for one reason or another, is not desirable. Recent im- 
 provements have brought these motors to a very high state of effi- 
 ciency, and reduced to a considerable extent the dangers that formerly 
 accompanied their use. They are now constructed so that they can be 
 readily adapted for direct connection to dynamos of moderate speeds, 
 and their regulation has been improved until it is comparable to that 
 of second-class steam engines. 
 
New Catechism of the Steam Engine. 
 
 GOULD PUflP AND GAS ENGINE, 
 
 Fig. 214. GOULD PUMP AND GAS ENGINE. 
 
 In Fig. 214 is shown a device, introduced by the Gould 
 Mfg. Co., of Seneca Falls, N. Y., in which a gas engine is 
 used to operate one of their triple power pumps. 
 
 Any type of gas engine can be used by the manufacturers 
 for this combination, which is very serviceable, for railroad 
 tank pumps and other isolated stations ; the arrangement 
 generally used is shown by the illustration. The friction 
 clutch may be dispensed with for the smaller pumps, in 
 which case the pinion is mounted on the crank-shaft. 
 
 This device emphasizes the idea that the gas engine finds 
 a most appropriate use as an auxiliary to the steam engine 
 in odd places where a minimum amount of power is needed 
 temporarily or otherwise and for an enlargement or use in 
 convenient places. 
 
New Catechism of the Steam Engine. 305 
 
 NEW ERA GAS AND GASOLINE 
 ENGINES. 
 
 These engines are constructed at Dayton, Ohio, by the 
 New Era Iron Works Company. Fig. 215 shows the New 
 Era Gasoline Engine. The New Era engine is built to 
 use both gas and gasoline ; in fact, to change from one to 
 the other without stopping the engine, and to start the 
 engine with either. 
 
 Fig. 215. THE; NEW ERA GAS ENGINE. 
 
jo 6 New Catechism of the Steam Engine. 
 
 THE NEW ERA GAS ENGINE. 
 
 Four-cycle engines may be divided into two classes, 
 namely, self-scavenging and non-self-scavenging. A self- 
 scavenging engine is one whose governor operates on the 
 inlet fuel valve. Under less than full load, and when a 
 speed is attained higher than that for which the governor 
 is set, the inlet fuel valve remains closed, and instead of a 
 mixed charge of gas and air, only one of pure air is sucked 
 into the engine by the action of the piston and this is in 
 due time emitted through the exhaust valve. This process 
 serves not only to clear the cylinder of any burnt gas left 
 from the last explosion, but tends to cool the valve and 
 cylinder. The pure air will be compressed on the suc- 
 ceeding stroke, but the reaction of this compressed air on the 
 piston will be within a very small fraction of the power con- 
 sumed in compressing it. The engine is built on this plan. 
 
 In the non-scavenging engine the governor, instead of 
 acting on the fuel valve, operates on mechanism which 
 holds the exhaust valve open, thus preventing suction 
 taking place through the inlet valve, but, by reason of its 
 greater area, allows the suction to take place through the 
 exhaust valve. 
 
 Gasoline must be the fuel for gas engines in a multitude 
 of places. It is not dangerous unless used jn the gravity 
 Or carburetor system. 
 
 In the New Era system the gasoline is all in a tank 
 under ground, from which it is pumped to the engine, and 
 sprayed by an injector, a few drops at a time, into an air 
 chamber, where it is converted into gas, passed into the 
 cylinder of the engine, compressed and exploded. A tank 
 is buried at a distance from the building, from which the 
 gasoline is pumped by the engine, the surplus, if any, being 
 returned to the tank. The gasoline in the tank is kept in 
 circulation by the pumping process, so there is no sediment. 
 Cold and changes of temperature or air do not affect this 
 system materially. Fig. 216 shows the gasoline pump. 
 
New Catechism of the Steam Engine, jo? 
 
 Fig. 216. 
 
 GASOUNE 
 
 PUMP. 
 
 THE NEW ERA GAS ENGINE. 
 
 The governor, Fig. 218, is of the familiar ball 
 type, driven from the lateral shaft by bevel 
 gears. It is set to control any desired speed, 
 and simply makes the engine take gas often 
 enough to keep up this speed and resultant 
 power. By an arrangement peculiar to this 
 engine, the gas valve cannot 
 remain open when the engine 
 is at rest. 
 
 The auxiliary exhaust is a valveless 
 port in the side of the cylinder, so 
 placed that it is automatically uncov- 
 ered by the piston at the end of its 
 outward stroke, allowing the burnt gas 
 to escape to the exhaust vessel or 
 pipe. 
 
 The only duty left for the regular 
 exhaust valve to perform, therefore, is 
 to allow the escape of what is left in the 
 cylinder. 
 
 The engine is started by turning the 
 fly wheels once or twice. A small 
 quantity of gas or gasoline is first 
 turned on, which is changed to the 
 proper amount after the engine is up 
 to speed. To make the engine easy 
 to start, there are appliances to lessen 
 the compression, and fire late. A self- 
 starter is furnished with the larger 
 sizes. 
 
 To stop the engine, simply shut off 
 the gas or gasoline. No other atten- 
 Fig. 218. tion i s necessary but to look after the 
 
 GOVERNOR FOR NEW il er s, and keep the engine clean and 
 ERA GAS ENGINE. in proper condition. 
 
 Fig. 217. 
 
 SPIRAL GEAR TO 
 DRIVE LATERAI, 
 
 SHAFT. 
 
308 New Catechism of the Steam Engine. 
 
 THE SIMPLEX NAPHTHA ENGINE. 
 
 The engine is built on the plan 
 of a lateral shaft rotated by a 
 spiral gear on the crank-shaft, 
 which in turn drives the governor 
 by bevel gears, and operates direct- 
 ly on the valves by means of cams. 
 
 The valves are set so that they 
 can be taken out, or ground in, by 
 merely removing the nut that 
 holds them in, without disturbing 
 any other part. This must be 
 done occasionally, hence this handy 
 construction. 
 
 Fig. 219 shows the igniting de- 
 vice and valve gear for operating 
 the inlet and outlet of the gases to 
 the cylinder. 
 
 Fig. 219. 
 
 IGNITING DEVICE SHOW- 
 ING VAI/VE GEAR. 
 
 THE SIMPLEX NAPHTHA ENGINE. 
 
 These engines are built for boat and other uses, by 
 Messrs. Chas. P. Willard & Co., Chicago, 111. 
 
 The Simplex Naphtha engine differs from most other 
 vapor engines in not depending upon atmospheric evapora- 
 tion for its supply of gas. Attached to the engine is a 
 generator, which is heated by the exhaust pipe from the 
 cylinder, thus producing a uniform gas independent of at- 
 mospheric temperature or humidity. 
 
 In starting the engine no fire is used to heat the genera- 
 tor, it being provided with an improved vaporizing arrange- 
 ment, which furnishes the engine with the vapor necessary 
 for starting up. After running a few minutes, the genera- 
 tor is sufficiently heated to produce a generated gas to take 
 the place of the vaporized gas. 
 
New Catechism of the Steam Engine, 
 
 THE SIMPLEX NAPHTHA ENGINE. 
 
 In the Simplex engine the gases are admitted to the 
 cylinder through an ordinary throttle valve, and by means 
 of this the speed can be varied at will. 
 
 Fig. 220. THE SIMPWSX NAPHTHA ENGINE. 
 
 When running at a low speed, it is of course necessary 
 to fire a smaller charge of gas under lower compression 
 than when running at maximum speed. With the aid of 
 an improved electric igniting device, which is a combina- 
 tion circuit opener, closer, and sparker, and is so con- 
 
Jio New Catechism of the Steam Engine. 
 
 THE HORNSBY-AKROYD OIL ENGINE. 
 
 structed as to permit the spark to be fired at any desirable 
 point of the stroke, and .owing to the uniform quality of 
 the gas, we are able to successfully fire a very small charge 
 under low compression. 
 
 The engine can be run in either direction, and in skillful 
 hands can be reversed without stopping by means of the 
 electric switch (which may be located up forward in the 
 boat near the wheelsman). This is accomplished by means 
 of the electric switch being cut out, causing the engine to 
 immediately slow down and when within a few turns of 
 stopping, the switch is thrown in and the charge fired just 
 before the piston has reached the point of highest com- 
 pression, or before the end of stroke is reached, thus forc- 
 ing the piston back in the opposite direction to that in 
 which it has been running. 
 
 The electric battery with which the Simplex engine is 
 furnished is a sealed battery, simple and durable, furnish- 
 ing a strong spark at the rate of 500 per minute for two 
 weeks on one charge. 
 
 THE HORNSBY=AKROYD OIL ENGINE. 
 
 These engines are made by the De La Vergne Refriger- 
 ating Machine Co., New York City. 
 
 Fig. 223 represents the Hornsby-Akroyd stationary oil 
 engine. Fig. 221 exhibits the engine arranged with trac- 
 tion wheels as a self-propeller. 
 
 The mode of operation of the Hornsby-Akroyd oil en- 
 gine is as follows : Air is drawn into the cylinder and oil is 
 
 The power plant of the Pantin flour mill in France, comprises a 
 single-cylinder Simplex gas engine, rated at nothing less than 320 indi- 
 cated H. P. The brake H. P. is 250. The engine is worked by pro- 
 ducer gas. The Pantin mills engine has a 34^ inches cylinder, with a 
 length of stroke of a little over 39 inches, and, as a result of a 194-hour 
 test, showed a consumption of 1.043 pounds of coal per brake H. P. 
 per hour. 
 
New Catechism of the Steam Engine, ju 
 
 THE HORNSBY-AKROYD OIL ENGINE. 
 
 pumped into a vaporizer communicating with the same by 
 a narrow neck. When the piston returns it forces the air 
 under pressure into the vaporizer where it combines with 
 the hot oil vapor and in consequence of the resulting in- 
 crease of pressure the piston is forced out ; the governor 
 controls the supply of oil, so that only just sufficient oil is 
 thrown into the vaporiser to do the work required and the 
 work may be thrown on and off or varied to any extent 
 within the range of power of the engine. 
 
 Fig. 221. THE HORNSBY-AKROYD TRACTION On, ENGINE. 
 
 The portable type, Fig. 222, is mounted on a channel 
 iron frame having a wrought iron box or tank suspended 
 underneath it. Instead of the usual arrangement of hav- 
 ing a large tank full of water for cooling the cylinder, only 
 a small quantity is used, which is pumped through the 
 cylinder jacket and then allowed to run down to a series 
 of trays placed inside the box or tank. 
 
New Catechism of the Steam Engine. 
 
 THE HORNSBY-AKROYD PORTABLE Oil, ENGINE 
 
 Fig. 223. THE HORNSBY-AKROYD STATIONARY Oil, ENGINE. 
 
New Catechism of the Steam Engine. 
 
 THE WESTINGHOUSE GAS ENGINE. 
 
 These are built at Pittsburgh, Pa., by the Westinghouse 
 Machine Co., in sizes ranging from 5 to 500 horse-power. 
 
 In its general design this engine embodies the features 
 characteristic of the steam engine constructed by the same 
 firm ; the upright self-contained construction and the self- 
 lubricating principle being particularly apparent. 
 
 The cylinders are two in number on the smaller sizes 
 and three on the larger sizes ; the pistons are of the trunk 
 pattern, made very long in order to serve the purpose of a 
 cross-head, without causing perceptible wear on the cylin- 
 der walls ; the piston is packed with cast-iron spring rings, 
 and is provided with a case-hardened steel wrist pin, with 
 which the upper end of the connecting rod engages. 
 
 The connecting rod ends are fitted with adjustable 
 bronze boxes lined with babbitt metal. 
 
 The bearings are adjustable, the lower halves being set 
 up by wedges operated by screws. As the wear on the 
 bearings is always downward, the upper halves preserve 
 their original position. In taking up the wear, the wedges 
 are drawn across until the shaft is brought up against the 
 upper halves of the bearings. 
 
 The lubrication of the main bearings is taken care of by 
 sight feed oil cups, supplied with the regular Westinghouse 
 crank case oil. The crank case is filled with water up to 
 the division in the crank pin brasses, when the engine is on 
 its bottom center, and a layer of crank case oil about one- 
 half inch thick is added on top of the water. The motion 
 of the cranks beats the oil and water into an emulsion, 
 which is thrown over the internal working parts, lubricat- 
 ing them copiously and thoroughly. When the engine is 
 once started, there is enough surplus oil from the main 
 bearings passing into the crank case to keep up the supply. 
 A gauge glass on the back of the crank case always indi- 
 cates the proper height of the oil and water. 
 
314 New Catechism of the Steam Engine. 
 
 b/5 
 
 
New Catechism of the Steam Engine. 31 5 
 
 THE WESTINGHOUSE GAS ENGINE. 
 
 The operation of the engine is as follows : 
 
 On the first outward stroke the piston draws in a charge 
 of the explosive mixture, (air and gas), which it compresses 
 on the return stroke. As the crank passes the center, the 
 charge is ignited and expansion takes place on the next 
 forward or working stroke. During the succeeding return 
 stroke the burnt gases are expelled, leaving the cylinder 
 ready to repeat in regular order the same series of opera- 
 tions. The single acting piston receives in consequence 
 only one impulse for each four strokes, or each two revolu- 
 tions of the crank. 
 
 By the use of two cylinders alternating the working 
 strokes of the pistons, the engine receives an impulse at 
 every revolution. A sensitive governor regulates the 
 amount of the explosive mixture admitted for each charge, 
 in proportion to the load on the engine, giving an impulse 
 at every revolution whether running fully loaded or en- 
 tirely light. 
 
 The ignition of the explosive mixture is accomplished 
 by the electric spark. The igniters are simple in construc- 
 tion and exceedingly durable. They are mounted in small 
 castings, easily removed and replaced. In sizes from 15 
 H. P. up, there are double igniters in each cylinder. One 
 igniter only in each cylinder is in operation at any one 
 time, the other being held in reserve. In case of accident 
 to the igniter in service, the battery wire can be instantly 
 shifted to the binding post of the reserve igniter and the 
 engine kept in service until it can conveniently be shut 
 down for examination. 
 
 Small gas engines are easily set in operation by giving 
 the fly-wheel several turns by hand until a charge of gas 
 and air has been drawn in, compressed and exploded. In 
 the larger sizes this method is too laborious, requiring the 
 combined efforts of several men, besides being attended 
 with more or less danger from the sudden starting when 
 explosion takes place. 
 
New Catechism of the Steam Engine. 
 
 THE WESTINGHOUSE GAS ENGINE. 
 
 With the engines which are too large to be readily 
 started by hand is furnished a simple and effective air com- 
 pressor and an air storage tank of ample capacity. The 
 air compressor can be operated by hand to charge the tank 
 for the first time, after which it is run by a belt from any 
 convenient pulley either on the engine itself or on the 
 shafting. By running the compressor a few minutes every 
 day the tank is kept fully charged and ready for starting 
 the engine at any time. 
 
 A pipe leads from the air tank to one cylinder of the 
 engine, in which pipe is a valve arranged to be opened and 
 closed at each revolution of the engine, by means of a cam 
 on the end of the shaft which operates the exhaust valves, 
 the opening occurring just as the crank is passing its upper 
 center. A single motion of a lever on the crank case sets 
 the exhaust valve on this cylinder so that it opens on every 
 return stroke of the piston, instead of every other stroke, 
 as when the engine is in normal operation. 
 
 A turn of a screw throws the admission valve on the 
 same cylinder out of operation. It will readily be seen 
 that one cylinder of the engine is now converted into a 
 compressed air motor, without disturbing the functions of 
 the other cylinder or cylinders. The engine being set with 
 the crank a little past its upper center, the air and gas inlet 
 valves properly adjusted, and the stop valve on the air 
 tank opened, it starts up and continues to run on the air 
 pressure until explosion takes place in the other cylinder. 
 The stop valve is then closed, the inlet and exhaust valves 
 set again to work in the regular manner, and the engine is 
 in full operation. The air admission valve can be disen- 
 gaged from its cam when not in use. 
 
 Three or four revolutions with the air pressure are gen- 
 erally sufficient. 
 
 These engines are built to run on gas of any kind or 
 quality, or on gasoline, as may be desired. 
 
New Catechism of the Steam Engine, 
 
 THE BACKUS QAS ENGINE. 
 
 This engine is made at Newark, N. J., by the Backus 
 Water Motor Co. Fig. 225 shows the horizontal and Fig. 
 226 the vertical engine. 
 
318 New Catechism of the Steam Engine. 
 
 Fig. 226. UPRIGHT BACKUS GAS 
 
New Catechism of the Steam Engine. 
 
 THE DE LAHATER-ERICSSON HOT-AIR 
 PUflPING ENGINE. 
 
 Fig. 227. 
 
 The De Lamater-Ericsson Hot-Air Pumping Engine is a 
 single-cylinder engine in which are two pistons, one called 
 the main or air piston, which receives and transmits the 
 power, and the other called the transfer piston, the office 
 of which is to transfer the air contained in the machine 
 alternately and at the proper time from one end of the 
 cylinder to the other. 
 
 The cylinder is provided at its upper end with a water 
 jacket, through which all the water passes on its way from 
 the well to the tank. This keeps the upper end of the 
 cylinder cool, while the lower end is exposed to the fire 
 and becomes as hot as it is practicable to make it. By the 
 peculiar arrangement of connections between the air and 
 transfer pistons the proper relative motions between these 
 pistons are obtained. 
 
J2O New Catechism of the Steam Engine. 
 
 DB LAMATER-ERICSSON HOT AIR ENGINE. 
 
 Pig. 228. THE DB LAMATER-ERICSSON HOT AIR ENGINK. 
 
New Catechism of the Steam Engine. 321 
 
 DE LAMATER-ERICSSON HOT AIR ENGINE. 
 
 The operation is as follows : After the lower end of the 
 cylinder has been sufficiently heated which usually takes 
 only a very few minutes the engine must be started by 
 hand by giving it one or two revolutions. The air con- 
 tained in the machine is first compressed in the cold part 
 of the cylinder ; it is then transferred to the lower end, 
 where it is instantly heated and expanded, thus furnishing 
 the power. 
 
 This engine, like all other hot-air engines, is only single- 
 acting. The momentum of the flywheel continues the 
 revolution until it receives an additional impulse by the 
 repetition of the above-mentioned conditions, which occur 
 once in every revolution. The same air is used continuously, 
 and is cooled, compressed, heated and expanded in the 
 regular order and without noise. 
 
 Fig. 228 represents an enlarged sectional view of the 
 engine, with the following " List of Parts," with numbers 
 to correspond with those on the engraving : 
 
 1. Cylinder. 
 
 2. Air Piston. 
 
 3. Transfer Piston. 
 
 4. Heater. 
 
 5. Telescope. 
 
 6. Furnace. 
 
 7. Gas Burners. 
 
 8. Air Chamber. 
 
 9. Main Beam. 
 
 10. Beam Centre 
 
 Bearing. 
 
 1 1 . Connecting Rod . 
 
 12. Bell-Crank Link. 
 
 13. Bell Crank. 
 
 14. Bell-Crank 
 
 Bracket 
 
 15. Bed Plate. 
 
 16. Flywheel. 
 
 17. Air-Piston Links. 
 
 18. Pump Link. 
 
 19. Pump Chamber. 
 
 20. Pump Gland. 
 
 21. Foot Valve. 
 
 22. Discharge Valve. 
 
 23. Vacuum Chamber. 
 
 24. Suction Pipe. 
 
 25. Stanchion. 
 
 26. Foot-Valve 
 
 Chamber. 
 
 27. Legs. 
 
 28. Gas Cock. 
 
 29. Crank-Shaft 
 
 Bracket. 
 
 30. Crank. 
 
 31. Crank Pin. 
 
 32. Heater Bolts. 
 
 33. Transfer Piston-Rod 
 
 Crossheado 
 
$22 New Catechism of the Steam Engine. 
 
 THE DE LAMATER-RYDER HOT-AIR 
 ENGINE. 
 
 Fig. 229 represents the De Lamater-Ryder, and the 
 same engine is shown in enlarged sectional view in Fig. 230. 
 The description and operation of the device is .as follows : 
 The compression piston, A, extends downwards to the 
 base of the engine, closely fitting the compression cylinder, 
 B 9 which also extends downwards, nearly to the bottom of 
 the cooler, K. The lower part of the compression cylinder, 
 
 B y is sufficiently smaller than 
 the inside shell of the cooler, K, 
 to form a thin annular passage 
 for the air, which becomes 
 thoroughly cooled on its way 
 to the bottom, and through 
 which passage it flows on its way 
 back to the heater. 
 
 The power piston, C, likewise 
 extends downwards into the 
 heater, E, which in shape re- 
 sembles the bottom of a cham- 
 pagne bottle that is, rising in 
 the center, and presenting to 
 the action of the fire a narrow 
 annulus all around the bottom. 
 
 Within this heater is the telescope, which is a thin iron 
 cylinder, about one-fourth of an inch less in diameter than 
 the interior of the heater. It is fitted to the interior of the 
 power cylinder, F, and extends nearly to the bottom of the 
 heater. Its office is to cause the air which flows from the 
 compression cylinder to be presented in a thin sheet all 
 around the interior surface of the heater, and particularly 
 at the lower and hotter portion. By this means the air is 
 thoroughly and rapidly heated. The same air is used con- 
 tinuously, as there is neither influx nor escape, the air being 
 merely shifted from one cylinder to another. 
 
 Fig. 229. 
 
New Catechism of the Steam Engine. 
 DE LAMATER.RYDER HOT AIR ENGINB. 
 
 Fig. 230. DE LAMATBR-RYDER HOT AIR ENGINB. 
 
324 New Catechism of the Steam Engine. 
 
 DE LAMATER.RYDER HOT AIR ENGINE. 
 
 Between the compression and power cylinders is situated 
 the regenerator, D, the economical value of which cannot 
 be overrated. It is so placed between the cylinders as to 
 be traversed by the air in its passage each way between 
 the hot and cold cylinders. Thus, the heat is alternately 
 abstracted from and returned to the air in its passage back- 
 wards and forwards, imparting great economy and steadi- 
 ness of power to the engine. 
 
 O is a simple check valve which supplies any slight 
 leakage of air which may occur. It is placed at the back 
 of the engine, but is necessarily shown (in the sectional cut) 
 on the side. 
 
 The other portions of the engine are readily understood 
 on inspection of the cut. 
 
 The operation of the engine is briefly as follows : 
 
 The compression piston, A, first compresses the cold air 
 in the lower part of the compression cylinder, B, when by 
 the advancing or upward motion of the power piston, C, 
 and the completion of the down stroke of the compression 
 piston, A y the air is transferred from the compression 
 cylinder, B^ through the regenerator, D, and into the 
 heater, E, without appreciable change of volume. The 
 result is a great increase of pressure, corresponding to the 
 increase of temperature, and this impels the power piston 
 up to the end of its stroke. The pressure still remaining 
 in the power cylinder and reacting on the compression 
 piston, A y forces the latter upward till it reaches nearly to 
 the top of its stroke, when, by the cooling of the charge of 
 air, the pressure falls to its minimum, the power piston 
 descends and the compression again begins. In the mean- 
 time, the heated air, in passing through the regenerator, 
 has left the greater portion of its heat in the regenerator 
 plates, to be picked up and utilized on the return of the 
 air towards the heater. 
 
 These engines are built by the De Lamater Iron Works 
 (Established A. D. 1841), New York City. 
 
New Catechism of the Steam Engine. 
 
 THE HOISTING ENGINE. 
 
 The hoisting engine may be made stationary or portable, 
 according to the work it is called upon to do. 
 
 Fig. 231. PORTABLE HOISTING ENGINE. 
 
326 New Catechism of the ~Steam Engine. 
 
New Catechism of the Steam Engine. 32 J 
 
 HOISTING ENGINES. 
 
 The ordinary portable hoisting engine, which is used for 
 hod hoisting, pile driving, etc., generally consists of an 
 engine and upright boiler, combined on one frame. The 
 hoisting rope is wound upon a drum, which is driven by 
 the engine shaft through friction cones, and can be thrown 
 " in or out " at will. 
 
 Some hoisting engines have the drum directly upon the 
 engine shaft and are provided with reversing gear. The 
 stationary hoisting engines mostly are of the larger sizes, 
 but serve for the same general duties as the portable ones. 
 
 On the following pages are described several of the 
 leading hoisting engines, of various sizes and styles, adapta- 
 ble for different purposes. 
 
 Fig. 231 represents a portable single cylinder hoisting 
 engine, built by the Lidgerwood Mfg. Co., New York, 
 Chicago and Boston. 
 
 The engine shaft is connected by means of spur gear and 
 pinion. The drum can turn upon its shaft ; it is thrown 
 into gear by a small end motion along the shaft, which is 
 effected by means of a lever, screw, pin, cross-key and 
 collar ; the extreme power of this arrangement being such 
 that a very slight pressure will hold the drum in gear against 
 any load the engine can hoist, while it is released by means of 
 a spiral spring interposed between the drum and gear 
 wheel. The sectors of wood forming the friction cone 
 being secured to the spur wheel by bolts and nuts, which 
 can be adjusted from the outside of the drum, can thus 
 always be kept tight without trouble. The end thrust 
 caused by applying the friction is taken up by a thrust 
 bearing and screw collar. 
 
 This engine is the well-known and most familiar hod 
 hoisting and pile driving engine. 
 
 In Fig. 232 is shown the Standard Double Cylinder 
 Double Drum Engine, without boiler, which is largely used 
 by contractors for all classes of derrick work, and is an 
 extremely useful and popular type of engine. 
 
328 New Catechism of the Steam Engine. 
 
 HOISTING ENGINES. 
 
New Catechism of the Steam Engine. 329 
 
 HOISTING ENGINES. 
 
 The engines being light can be easily shifted when 
 required, without much trouble. Having double-friction 
 drums of improved type they will either handle one derrick 
 or two, as desired. In the former case one drum is used 
 for hoisting and the other for raising the boom, and in the 
 latter, one drum is used for each derrick in the usual way. 
 Each drum is provided with ratchets and pawls of ample 
 strength to hold securely any load the engines can lift. 
 Winch heads are attached to the end of each drum shaft 
 and can be used for any hoisting or hauling desired. Foot 
 brakes are recommended strongly for these engines. They 
 are not absolutely necessary for the successful operation of 
 the engine, but wherever there is much lowering to be 
 done they are very desirable, as they remove the wear from 
 the drum friction, which is very much greater in lowering 
 than in hoisting. They are also very convenient in every 
 way, and of decided advantage in all general hoisting work. 
 
 For small suspension cableways this style of engine is 
 well adapted, and by lagging up the drums a fair rate of 
 hoisting speed is attained. Foot brakes are always used in 
 this connection. 
 
 Fig. 2 33 illustrates a double cylinder single friction 
 drum hoisting engine with foot brake. 
 
 They are easier to operate and are safer than the single 
 cylinder type. They are very simple in design and con- 
 struction, and are exceedingly compact occupying com- 
 paratively little space. They are a very desirable style of 
 engine for use on docks upon which a boiler cannot be 
 placed, as, by locating the boiler near the end of the dock, 
 and leading the main steam pipe the entire length of the 
 dock with suitable branch pipes, the engines can be put 
 wherever most suitable for loading and unloading the 
 vessels. Or by using flexible steam hose connections, the 
 engines can be mounted upon dock wheels and moved 
 about the dock ; thus they can be concentrated at any point 
 
jjo New Catechism of the Steam Engine. 
 
 HOISTING ENGINES. 
 
 to unload a cargo quickly or can be distributed at different 
 points. In this way a few engines can be made to cover 
 a large dock in an efficient and economical manner. 
 
New Catechism of the Steam Engine. 33? 
 
 HOISTING ENGINES. 
 
 They are also well adapted for use on steamers and sailing 
 vessels, for hoisting cargo, sails, anchor, etc., and also for 
 driving the ship's pumps. For this latter purpose, if rope 
 be used for driving, a grooved wheel is put on the drum 
 shaft next to the spur wheel, and if chain is used, then a 
 chain or sprocket wheel is substituted. 
 
 For small mines they are a very efficient form of engine, 
 and many are in use for this purpose. They are small, and 
 therefore easily moved about. 
 
 The engraving, Fig. 234, represents a Double Drum Re- 
 versible Link Motion Hoisting Engine, which is especially 
 adapted for double compartment shafts or double track 
 inclines where the hoists are made automatically, the loaded 
 cage or cars ascending while the empty cage or cars are 
 descending. 
 
 The drums are made on substantial cast iron centre and 
 side flanges with hard wood lags, the gear being in the 
 centre between the drums, the whole being keyed to the 
 shaft. On the outer end of each drum are powerful band 
 brakes which are connected by a cross shaft and arranged 
 so that they are applied simultaneously by a foot lever. 
 This lever works in a yoke with serrated teeth on one side 
 so that the brakes may be applied and the cages held 
 suspended at any point. 
 
 Hoisting systems may be divided into first motion and 
 second motion systems. 
 
 The first motion consists of two engines with cranks at 
 right angles to each other, attached to the drum shaft 
 direct. They are provided with the Stephenson reversing 
 link motion or other approved reversing valve gear, 
 operated by power or hand. The drum is controlled by a 
 strap brake sufficiently powerful to hold it when loaded in 
 any position, the lever for operating it is in a frame which 
 carries the reversing laver, this frame being near the throttle 
 valve lever. 
 
JJ2 New Catechism of the Steam Engine. 
 
 HOISTING ENGINES. 
 
New Catechism of the Steam Engine* 
 
 HOISTING ENGINES. 
 
 The drum may be double, or single, conical, or straight. 
 The double drum economizes time, as one hoists while the 
 other is descending. The conical drum is to be preferred 
 for deep pits. 
 
 When the engine shaft carries a pinion which works into 
 a spur gear on the drum shaft, the arrangement constitutes 
 the second motion system, and the engines may or may 
 not be provided with a reversing valve gear. If the revers- 
 ing gear is omitted, the hoisting cage is lowered by means 
 of a friction brake, and elevated through the intervention 
 of a friction clutch. It can be worked with a single engine 
 as it runs constantly. Automatic cut-off engines, high 
 pressure, condensing, simple, or compound can be used as 
 well as a slide-valve engine. 
 
 Figs. 231, 232, 233 and 234 are second motion hoisting 
 engines, while Figs. 235 and 236 belong to the first motion 
 system. In Fig. 236 is illustrated a Dickson First Motion 
 Hoisting Engine, with double conical drum and Stevenson 
 reversing gear. 
 
 The engine illustrated in Fig. 235 belongs to the first 
 motion hoisting engines, and was built by the E. P. Allis 
 Co., of Milwaukee, Wis. Both cylinders have Corliss 
 valves, with Reynold's automatic cut-off. The gear is so 
 attached that the cut-offs are inoperative when the engines 
 are starting a load, or moving slowly, but they can be 
 instantly applied at any time by the operator, and by their 
 use perform a given amount of work with an appreciable 
 saving in steam. The engines are equipped with steam 
 reversing gear and steam operated brakes. All levers for 
 handling the engines are located on a raised platform. 
 Suitable miniatures are provided which show the location 
 of the cages .in the mine shaft. The cylinders of this 
 engine are 42 inches diameter and 84 inches stroke. The 
 drum is 30 feet diameter by 1 1 feet face. This engine has 
 raised thirty-nine cars per hour for six consecutive hours 
 from a depth of 3,180 feet ; load per car, three gross tons. 
 
New Catechism of the Steam Engine. 
 
 HOISTING ENGINES. 
 
New Catechism of the Steam Engine, 
 
 BLOWING ENGINES. 
 
 The blowing engine is almost identical with the air com- 
 pressor. The chief difference between them being the 
 ratio of steam cylinder to air cylinder. While the air com- 
 pressor furnishes a comparatively small amount of air at a 
 very high pressure, the blowing engine delivers a very large 
 volume at a lower pressure. 
 
 Blowing engines are mainly used in large smelting works 
 and foundries, to furnish the air blast for cupolas, air 
 furnaces and smelting ovens. 
 
 In Fig. 237 is shown a blowing engine of very large size, 
 built by the E. P. Allis Co., of Milwaukee, Wis. The 
 steam cylinder is 42 inches in diameter, the air cylinder 84 
 inches, and the stroke 60 inches. 
 
 The valve gear is of the Reynolds-Corliss type. The 
 piston rod is attached to a cross-head whose ends extend 
 over the sides of the cylinder, and after passing through 
 the guides, which are formed by the frame, are arranged with 
 wrist pins, from which the two connecting rods are sus- 
 pended with their other ends attached to the cranks as 
 shown in figure. The piston rods are connected to the cross- 
 head at points near the guides. There are two air piston 
 rods, which are attached to the same piston. 
 
 The crank shaft is located below the steam cylinder, as 
 indicated in the cut. The flywheels, which also form the 
 cranks, are attached to the ends of the shaft. This con- 
 struction represents the return connecting rod engine. 
 
 Both the air and steam valve gears are driven from 
 eccentrics on an auxiliary shift, which is driven by bevel 
 gears from the main shaft, see Fig. 237. 
 
 A blowing engine built by Fraser & Chalmers, of 
 Chicago, Illinois, is shown in Fig. 238. This engine is 
 horizontal, also operated by the Corliss valve gear. 
 
 The air valves are operated by separate eccentrics on 
 the shaft, one eccentric operating the suction, the other the 
 delivery valves. 
 
New Catechism of the Steam Engine. 
 
 Fig. 237. AUJS VERTIOM, BLOWING BNGIN*. 
 
New Catechism of the Steam Engine. 337 
 
 BLOWING ENGINES. 
 
New Catechism of the Steam Engine. 
 
 STEAM FIRE ENGINES. 
 
New Catechism of the Steam Engine, 
 
 THE STEAfl FIRE ENGINE, 
 
 The steam fire engine is practically a portable pumping 
 engine. It is in all respects a complete water works on a 
 small scale. 
 
 The boiler, which is generally of the upright semi-water 
 tube type, is combined with the engine by means of a 
 strong iron frame, which carries all the appliances as well 
 as the driver's seat, and also forms the body of the truck. 
 
 The pumps may be of the reciprocating or rotary type, 
 and are generally placed in front of the boiler. If of the 
 reciprocating type, two pumps are placed alongside each 
 other, and are operated by a double engine, either slide 
 valve or piston valve. 
 
 The piston rods connect directly with the plunger rods 
 and are also connected to a crank shaft by means of either 
 connecting rods or yokes, the cranks being set at right 
 angles, so that one pump is always acting, while the other 
 passes the center, thus giving a practically steady stream. 
 
 The engine exhausts into the stack, which gives the 
 necessary draft. Some engines are equipped with a boiler 
 feed pump, others only depend upon an injector, or feed 
 directly from the main pump. The coal box, which also 
 forms a platform for the engineer to stand upon while 
 under way, is placed back of the boiler. 
 
 All engines are equipped with two suctions and two 
 discharge openings, so that either side may be connected up. 
 The tool box and driver's seat are in front of the engine. 
 The frame rests upon springs, to make the machine easy 
 running on rough roads or uneven pavements. 
 
 In Figs. 239 and 242 are shown some very popular types 
 of fire engines, some details with the necessary descriptions 
 being also given. The American fire engine, with recipro- 
 cating pump, is represented in Fig. 239. This engine is 
 built by the American Fire Engine Co., of Seneca Falls, 
 N. Y., and Cincinnati, Ohio. 
 
New Catechism of the Steam Engine. 
 
 STEAM FIRE ENGINES. 
 
 Pig. 240. THE AMERICAN STEAM FIRE PUMP. 
 (Upright type, front view.) 
 
New Catechism of the Steam Engine. 
 
 STEAM FIRE ENGINES. 
 
 241. THE AMERICAN STEAM FIRE PUMP. 
 (Upright type, side view.) 
 
New Catechism of the Steam Engine. 
 
 STEAM FIRE ENGINES. 
 
New Catechism of the Steam Engine. 
 
 STEAM FIRE ENGINES. 
 
 As will be seen in the illustration, it is equipped with a 
 boiler feed pump, which also can be operated by hand, by 
 means of a hand lever. 
 
 The pump used on this type of engine is shown in Figs. 
 240 and 241, Fig. 240 being the front view, one side of it 
 shown in section, exposing the interior parts for explana. 
 tion, and Fig. 241, representing the side elevation, also in 
 section. 
 
 The pumps, which are double acting, are united in a 
 gun-metal casting, which forms a single body for both, and 
 permits them to be placed much closer as to centers than 
 could otherwise be done. This method provides an ample 
 section-chamber which is common to both. 
 
 In cross section the pump somewhat resembles a box 
 girder. This peculiarity of the pump's combined form 
 furnishes a rigid base for the entire structure, simplifies the 
 driving mechanism and enables it to endure extraordinary 
 strains without vibration. 
 
 It will be seen by reference to the cuts that any of the 
 valves can be easily and quickly examined, and, if neces- 
 sary, replaced, by simply removing the caps and heads. 
 
 The pump barrels are provided with removable linings, 
 which can readily be replaced with new ones in case the 
 same should become worn after years of service. These, 
 as well as the valve seats, are made of gun metal, no cast 
 iron or other material subject to corrosion by water being 
 used in any part of the pumps. 
 
 Both the suction and discharge valves are supplied with 
 patent improved valve springs, the tension of which is, at 
 all times, the same ; and being made of phosphor bronze, 
 the springs retain their elasticity and will not corrode. 
 
 The steam cylinders used in connection with this pump 
 are of the ordinary slide-valve type, with which most 
 mechanics are familiar, and are thus easily repaired when 
 necessary. The cylinders and pumps are detached from 
 
New Catechism of the Steam Engine. 
 
 STEAM FIRE ENGINES. 
 
New Catechism of the Steam Engine. 
 
 STEAM FIRE ENGINES. 
 
 the boiler, and are separated therefrom sufficiently to 
 allow every facility for getting at each and every part. 
 All connections, both steam and water, are made outside of 
 the boiler. 
 
 Fig. 244. STEAM CYLINDER. 
 
 Fig. 245. PUMP. 
 
 Another style of engine, of the same make, is the one 
 illustrated in Fig. 242, which is equipped with a rotary 
 engine and pump, shown in Fig. 243, this being a horizontal 
 section seen from the top. 
 
New Catechism of the Steam Engine. 
 
 STEAM FIRE ENGINES. 
 
New Catechism of the Steam Engine. 34? 
 
 STEAM FIRE ENGINES. 
 
 The steam cylinder, a cross section of which is shown in 
 Fig. 244, consists of two rotary cams which work together 
 within an elliptical steam-tight case. Live steam is admitted 
 to the bottom of the case, and, pressing apart the long 
 teeth, it revolves the two cams in its passage, and exhausts 
 from the top into the stack and feed-water heater. Each 
 cam is provided with teeth adapted to mesh in recesses in 
 the other, so that a tight joint is maintained between them, 
 and steam is prevented from passing directly upward to 
 the exhaust. The cams have their sides turned to fit the 
 heads of the case and are so adjusted that, while being 
 steam-tight, ample allowance is made for contraction and 
 expansion due to cold and heat. 
 
 In the ends of the long teeth of the cams are placed 
 removable packing strips, which are forced out into contact 
 with the walls of the cylinder by springs. These packing 
 strips can be taken out in a few minutes through openings 
 in the sides of the case and set out, it being on the ends of 
 these that the only wear comes. 
 
 The construction of the pump, Fig. 245, is the same as 
 the steam cylinder, excepting that there are three long 
 teeth in each cam, instead of two, increasing a steady flow 
 of water. One shaft of the pump is coupled to the corre- 
 sponding shaft of the cylinder, there being outside gears on 
 both cylinder and pump to steady the motion of the cams 
 and equalize the pressure. 
 
 The water-ways being large, direct, and unobstructed, 
 anything liable to enter the suction will pass through the 
 pump without injury or interruption in its working ; and 
 there being an entire absence of valves in this pump, leaves, 
 sticks, sawdust, mud, and other foreign substances can be 
 safely worked with the machine. The motion of the pump 
 being equable, continuous ad rotary, no blows are given 
 to the water, which enters and leaves in one steady flow, 
 and there is, therefore, no irregular motion to the stream. 
 
348 New Catechism of the Steam Ri^i 
 
 Pig. 247. I*A PRANCS STEAM FIRS ENGINE PUMP. 
 
New Catechism of the Steam Engine. 
 
 STEAM FIRE ENGINES. 
 
 nor uneven or pulsating pressure in the hose. The pump 
 does not require priming, and will when started immediately 
 draft water up to 29 feet vertical lift without the use of 
 check valve. It will also force water and do good fire 
 duty through 3,000 feet of hose or upwards, without 
 danger of bursting the hose. The boiler feed pump is 
 driven from a small gear on one of the engine shafts shown 
 in Fig. 243. 
 
 Fig. 246 represents the La France Fire Engine, built by 
 the La France Fire Engine Co., Elmira, N. Y. 
 
 The illustration represents a piston fire engine, the 
 pump with which this engine is equipped being shown 
 in Fig. 247. It also consists of a double plain slide valve 
 engine operating a double pump. 
 
 The steam piston rod of each side connected with its 
 pump rod, by means of square bars, two of which are on 
 each side of the crank shaft. The crank is operated by the 
 cross-head through a connecting rod ; the arrangement of 
 these parts can be seen in Fig. 247. The cross-head guide 
 is entirely done away with, as the stiffness of the con- 
 nection between the two piston rods takes the thrust of the 
 connecting rod. 
 
 The pump barrel is enclosed by an outer casing. The 
 space between barrel and casing is always kept filled with 
 water which is supplied through the suction pipe. 
 
 When the pump barrel is being filled with water the 
 suction valves are lifted from their seats, which allows the 
 water to pass into the space between the valve-seat plates 
 and thence into the pump barrel. 
 
 When the pump barrel is being emptied the suction 
 valves are closed while the discharge valves are open, which 
 allows the water to pass into a triangular shaped space 
 between the front plate and valve-seat plates thence 
 upward to the discharge pipe. 
 
New Catechism of the Steam Engine. 
 
 STEAM FIRE ENGINES. 
 
 The pump barrel, outer casing and top and bottom are 
 all cast in one piece. 
 
 The suction and discharge valves of this pump being all 
 grouped together, it is only necessary to remove the plates, 
 which can be seen bolted to the front of the pumps, Fig. 
 247, and form part of the outer casing. 
 
 The fact that these plates are directly in front of the 
 pump, where nothing can prevent the removal of the bolts, 
 which may be quickly unscrewed by using a T-wrench, 
 makes it very easy to get at and to repair the valves. 
 
 This engine is also equipped with boiler feed pump, 
 which can be operated by hand or power. The La France 
 engines are also built with rotary pumps, which differ but 
 little from the previous described ones. 
 
 Table of Dimensions. Class A, La France Steam Fire Engines. 
 
 
 FIRST 
 
 SIZE. 
 
 SECOND 
 SIZE. 
 
 THIRD 
 SIZE. 
 
 FOURTH 
 SIZE. 
 
 FIFTH 
 SIZE. 
 
 SIXTH 
 SIZE. 
 
 Height over all, 
 Length over all, 
 
 9 ft. 2 in. 
 
 ( 22 ft. 
 
 ( 10 in. 
 
 9 ft. 2 in. 
 
 22ft. 
 
 9 ft. 
 
 21 ft. 
 
 9 ft. 
 
 f 20 ft. 
 
 \ 10 in. 
 
 8 ft. II in. 
 
 j 20 ft. 
 
 (Sin. 
 
 8 ft. ii in. 
 
 j 20 ft. 
 
 1 3 in. 
 
 Width over all 
 
 
 
 
 
 
 
 (ordinarily), . 
 Weight without 
 supplies about 
 
 6ft. 
 7,8oolbs. 
 
 6ft. 
 7,000 Ibs. 
 
 6ft. 
 6, 500 Ibs. 
 
 6ft 
 5, 800 Ibs. 
 
 6ft. 
 4, 800 Ibs. 
 
 6ft. 
 4, 200 Ibs. 
 
 Capacity, gal- 
 
 
 
 
 
 
 
 lons per min- 
 
 
 
 
 
 
 
 ute . 
 
 850 
 
 700 
 
 600 
 
 500 
 
 400 
 
 350 
 
 
New Catechism of the Steam Engine. 
 
 Instructions for the Care and Management ol 
 Steam Fire Engines. 
 
 1st. When standing in the engine house, keep the 
 water so as to show in the glass gauge. 
 
 2d. Keep the furnace charged with shavings and 
 kindling wood, coal in tender, and all things ready to start 
 at a moment's warning. 
 
 3d. In case quick steam is required, draw the water 
 down to the second cock, located at rear of boiler to right 
 of tender. 
 
 4th. If quickest possible steam is required, draw the 
 water down to the second cock, which is located on the 
 engineer's side, just under the tool box. 
 
 5th. Let the proximity of the fire determine how soon 
 steam is wanted. In many cases steam can be generated 
 by starting with water in glass gauge, as quickly as hose 
 can be laid and water called for. By carrying out these 
 directions, the amount of water to be heated is proportioned 
 to the time steam is required, and the peculiar construc- 
 tion of the boiler admits of this being done with perfect 
 safety. 
 
 6th. Start soon as you have forty to sixty pounds of 
 steam, and as fast as possible feed the boiler until you have 
 from two to four inches in the glass gauge. Keep the 
 water at this point as uniformly as possible. A little prac- 
 tice will enable you to regulate the feed so as to keep it 
 nearly stationary. 
 
 7th. Do not depend too much on the glass gauge ; use 
 the " try-cocks " frequently. 
 
 8th. Should your feed-pump get out of order or your 
 water get too low while running, feed from " main way." 
 In such case, should the water pressure happen to be less 
 than the steam pressure, shut down the outlet valves until 
 the water pressure is sufficient to feed. 
 
New Catechism of the Steam Engine. 
 
 STEAM FIRE ENGINES. 
 
 9th. If you are using bad water, and your boiler shows 
 signs of " foaming," use the surface-blower freely. 
 
 loth. Clean out boiler once or twice a year, or oftener, 
 if much bad water is used. To do this remove the mud- 
 plugs at bottom of boiler and those above the crown-sheet, 
 insert a stiff wire and loosen the sediment ; then rinse 
 thoroughly with water through upper holes. 
 
 nth. If you desire to keep your machine clean, and 
 looking well, wipe it thoroughly soon as you get in, and 
 while hot. Polish the nickel with a paste composed of 
 Vienna lime, or whiting and spirits, and a little ammonia. 
 
 1 2th. To examine the pump valves, unscrew the lids 
 with the wrench supplied for the purpose ; simply loosen 
 the nuts on stud bolts which run between the lids, and lift 
 the lids off. 
 
 1 3th. When running, keep the engine and pump, and 
 all other bearings, well oiled. Oil the engine frequently 
 by means of the oil-pump. 
 
 I4th. Use the best quality lard oil in summer and 
 machine sperm oil in winter. 
 
 1 5th. After running, remove or take up the suction; 
 open all the small pet cocks, and close the valves to the 
 outlets ; start engine again, and pump up about five 
 pounds of air pressure ; this will blow out all the water. 
 After the pipes are drained, open one of the outlets and 
 feed four or five cups of oil into the pump. This will dis- 
 tribute oil thoroughly over the pump surfaces, and prevent 
 rusting while standing in the house. Also, oil the engine 
 last thing before shutting down. 
 
 i6th. If your engine is of the rotary type, turn the 
 engine several times around with a spanner once or twice 
 a week to prevent the cams remaining too long in one 
 position. This should not be neglected. 
 
New Catechism of the Steam Engine. 
 
354 New Catechism of the Steam Engine. 
 
 THE STEAM ROAD ROLLER. 
 
 The steam road roller may be classed among pot cable 
 engines. 
 
 It is built in various sizes and styles, and can be used for 
 rolling down highways, .breaking up old roads, plowing, and 
 hauling heavy loads, etc. 
 
 Some road rollers have a boiler of the locomotive type ; 
 on these styles, the engine being a horizontal one, is placed 
 on top of the boiler, and connected to the driving wheels or 
 back rollers by means of sprockets and chain, or gear 
 wheels. 
 
 In these rollers the boiler forms the principal part of the 
 frame ; the front of it, which forms the smoke box, as in 
 the locomotive, is built out into " the goose neck," to which 
 is swiveled the yoke by means of the king bolt. 
 
 The yoke being able to swing, rests upon the axle of the 
 front roller, which also forms the steering wheel. The 
 horizontal swinging motion is imparted to it by the steer- 
 ing mechanism, which consists of chain and worm gear, and 
 is operated by a hand- wheel near the reversing lever. Fig. 
 248 shows a roller of this type, which is built by the Harris- 
 burg Car Mfg. Co., of Harrisburg, Pa. 
 
 Other types are built with upright boiler and engine. In 
 this type of construction a heavy frame forms the body of 
 the machine and is carried out into " the goose neck " in 
 front, which does not differ from the former one described, 
 except the steering device being attached to the king bolt 
 by means of a lever, is operated by a screen and nut. The 
 back roller carries the rear end, and also, in this case, forms 
 the driving wheel. 
 
 The boiler is nearly half way between the back and front 
 roller, resting on the frame, and the engine is attached to 
 it on one side It is a double reversing engine, the crank 
 shaft being connected to the back roller by means of bevel 
 gear and pinion. 
 
New Catechism of the Steam Engine, 
 
 THE STEAM ROAD ROLLER. 
 
 Fig. 249. 
 
 A roller of this type is shown in Fig. 249, built by the 
 Erie Machine Shops, of Erie, Pa. 
 
 As will be seen in the illustration, the tank is placed 
 above the back roller, almost surrounding it. In all road 
 rollers, it is necessary, on account of unevenness of roads, 
 to allow the front roller to swing in a vertical plane with its 
 yoke; to accomplish this the king bolt is not directly 
 fastened to the yoke, but has an eye on its lower end, 
 through which a bolt passes, which suspends the yoke on 
 it, and allows it to swing. In case one side of the front 
 roller should run over a stone, or any other obstruction, it 
 is thus relieved ; otherwise it would put a heavy strain on 
 the king bolt, and might break it. This construction is 
 plainly shown in both illustrations. 
 
 For breaking up old roads, the rear rollers in Fig. 248 are 
 provided with holes, into which pins are set, which are forced 
 down into the road bed by the weight of the machine, and 
 by the revolving of the wheels, break up the surface. 
 
New Catechism of the Steam Engine. 
 
 THE CONDENSER. 
 
 The condenser is the apparatus by which, through the 
 cooling of the steam by means of cold water, a vacuum is 
 obtained. See illustration, Fig. 251. The steam after hav- 
 
 Fig. 250. THE DEANS CONDENSER. 
 
 ing expelled the air from the condenser, fills it with its own 
 volume, which is at atmospheric pressure, nearly 1700 times 
 that of the same weight of water. 
 
New Catechism of the Steam Engine. 
 
 THE CONDENSER. 
 
 When now a vessel is filled with steam at atmospheric 
 pressure, and this steam is cooled by external application 
 of cold water, it will immediately give up its heat, which 
 will pass off in the cooling water, and the steam will again 
 appear in a liquid state, occupying only yyVg- part of its 
 original volume. 
 
 But if the vessel be perfectly tight and none of the out- 
 side air can enter, the space in the vessel not occupied by the 
 water contains neither steam nor air nor water, i. e., nothing. 
 
 This absolute absence of any substance is technically 
 termed a vacuum. The air exerting a pressure of nearly 
 15 pounds to the square inch of the surface of the vessel 
 tries to collapse it with tremendous force ; now if we take 
 a cylinder fitted with a piston and connect its closed end to 
 this vessel by means of a pipe, the atmospheric pressure will 
 push this piston down, forcing the air below it into the vessel. 
 
 The old low pressure engines were operated almost 
 entirely upon this principle, the steam only served to push 
 the piston back and exhaust the air out of the cylinder. 
 When high pressure steam came into use the condenser 
 became less necessary, but still it is to be recommended, 
 for it will increase the economy of the engine by adding to 
 its power with the same steam consumption ; in marine 
 practice the condensed steam being nothing but pure water, 
 is more desirable for feeding boilers than salt water. 
 
 Condensers are classified into two divisions : surface con- 
 densers and jet condensers, both again being divided into 
 direct connected and indirect connected condensers. 
 
 The surface condenser (see Fig. 251) is mainly used in 
 marine practice because it gives a better vacuum, and 
 keeps the condensed steam separate from the cooling water ; 
 it consists of a vessel, of varied shapes, through which a 
 number of brass tubes are passing. The ends of this vessel 
 are closed by double heads, into the inner one on one end the 
 tubes are expanded, passing with their other ends through 
 stuffing boxes in the inner head on the other end. 
 
358 New Catechism of the Steam Engine. 
 
 THE CONDENSER. 
 
 The following list gives the numbers with the corre- 
 sponding names of the parts of the surface condenser, Fig. 
 25 1 : I, condenser walls ; 2, outside heads ; 3, exhaust inlet ; 
 4, exhaust outlet; 5, water inlet; 6, water outlet; 7, peep 
 holes; 8, tube heads; 9, partition ; 10, rib ; n, tubes; 12, 
 stuffing boxes. 
 
New Catechism of the Steam Engine. 359 
 
 THE CONDENSER. 
 
 The cooling water is passed through these tubes by 
 means of the circulating pump, while the steam entering 
 the vessel and coming into contact with these tubes, con- 
 denses, the water of condensation and the air contained in 
 the steam is removed by the air pump and discharged into 
 the hot well. The vacuum thus formed assists the piston 
 of the engine in performing its duty. 
 
 Fig. 252. JET CONDENSER. 
 
 The numbers and names of parts in Fig. 252 are as 
 follows: I, condenser body; 2, exhaust inlet; 3, dis- 
 charge; 4, injection valve; 5, spray pipe; 6, spraying 
 device. 
 
360 New Catechism of the Steam Engine. 
 
 THE CONDENSER. 
 
 The jet condenser (see Fig. 252) is generally employed 
 where it is not desirable to feed the condensed steam into 
 the boilers again. It consists of a vessel, less bulky than 
 the surface condenser, into which the engine exhaust, and 
 a spray of cold water entering it condenses the steam, after 
 which process the condensed water with the cooling water 
 is removed by means of the air pump. 
 
 Fig. 253. BUCKET PLUNGER AIR PUMP. 
 
 In Fig. 253 the numbers and names are as follows: t, 
 pump barrel ; 2, bucket ; 3, discharge valve ; 4, foot valve ; 
 5, foot valve seat. 
 
 This condenser requires a much larger air pump than the 
 surface condenser, for the air pump, besides removing the 
 water of condensation, has to remove all the cooling water, 
 with the air entering with it. It does not, however, always 
 
New Catec?^'sm of the Steam Engine. j6i 
 
 THE CONDENSER. 
 
 require a pump to force the water into it, as the water can 
 flow to it by gravity, or if the condenser is not too high 
 above the water level, it will, after the air is once exhausted 
 and a vacuum formed, lift its own cooling water. The 
 advantages of the jet condenser are simplicity of construc- 
 tion, cheapness, minimum floor space, and less liability to 
 get out of order. 
 
 Direct connected condensers are those whose pumps are 
 directly driven from the main engine, as for instance, from 
 the low pressure crosshead of some marine engines. 
 
 There are also in the market, so named, gravity condens- 
 ers, in which the water of condensation as well as the cool- 
 ing water passes off by gravity, the vacuum depending 
 upon the height of the water column. 
 
 The amount of injection water necessary for condensa- 
 tion depends largely on circumstances, and no inflexible 
 rule can be given. Under ordinary conditions, at this 
 latitude, about seventy gallons of water per horse power, 
 per hour, are sufficient on an engine that requires not 
 more than thirty pounds of steam per horse power, per 
 hour. A compound engine will need less than seventy 
 gallons, and a plain slide valve engine more. 
 
 A good jet condenser with tight piping will lift water up 
 to twenty feet in height, and do its work properly. 
 
 This height must be measured from the surface of water 
 to the point where injector pipe enters condenser. 
 
 The temperature of the discharge for a jet condenser with 
 ordinary load is about 1 10 degrees. A good heater placed 
 between the engine and condenser will raise this tempera- 
 ture of the feed water to about 125 degrees, with twenty- 
 six inches of vacuum. 
 
 The injection pipe of the jet condenser where it enters 
 the water should have a good foot valve at this end, which 
 should be at all times at least three feet under water. A 
 good screen should also be fitted over the pipe at this end, 
 
362 New Catechism of the Steam Engine. 
 
 THE CONDENSER. 
 
 to prevent foreign substances from getting into the air 
 pump. Care should be taken to see that this strainer has 
 an area considerably in excess of the injection pipe. 
 
 The economy of condensing is due to the removal of the 
 greater part of the atmospheric pressure from the engine 
 piston and the vacuum thus formed on one side of the 
 
 Fig. 254. CONOVER INDEPENDENT JET CONDENSER. 
 
New Catechism of the Steam Engine. 363 
 
 THE CONDENSER, 
 
 piston allows the steam on the other side to do useful work, 
 even after the pressure falls below that of the atmosphere. 
 
 In any engine where the piston and valves are practically 
 tight, and a suitable steam pressure can be carried, economy 
 always results with the addition of a condenser, either in a 
 saving of fuel, or in giving additional power without burn- 
 ing any more coal. It is possible, and, in fact, often the 
 case, that a condenser is a positive loss when put in to save 
 fuel ; and this is when the engine is leaky and allows the 
 steam to escape past valves and piston without doing work. 
 A loss is more frequently occasioned by the condenser 
 employed being in itself very wasteful of steam. 
 
 Suppose, for instance, that a certain condenser requires 
 five horse power to operate it, and uses 125 pounds of 
 steam per horse power. It is a very clear fact, that if 
 the condenser is driven by the main engine, which requires 
 but 25 pounds of steam per horse power, and the condenser 
 also uses five horse power, then, on the basis of 25 pounds 
 of steam per horse power, the first condenser is using 
 twenty-five horse power, or five times as much as the 
 second. 
 
 A vacuum, as employed in a condenser, means practically 
 absence of atmospheric air pressure, and it is absolutely 
 essential to obtain the best results to have all connections 
 between engine and condenser perfectly air-tight. 
 
 The condenser itself and the engine cylinder must also 
 be tight. Especial attention must be paid to the stuffing 
 boxes on the engine. A simple and good test for tightness 
 that any one can make, is to see if the vacuum will hold up 
 after the engine has been stopped and all valves closed. If 
 the vacuum gauge runs down quickly, a test should be 
 made by putting a water pressure on the entire piping, 
 including engine, cylinder and condenser. All leaks that 
 show with twenty pounds pressure should be stopped, no 
 matter how trifling. 
 
364 New Catechism of the Steam Engine. 
 
 2flfr 255. SECTION THROUGH ENGINB OP CONOVKR. Jar CONDENSML 
 
New Catechism of the Steam Engine. 
 
 THE CONDENSER. 
 
 The injection valve that regulates the amount of water f 
 the condenser should not be opened wider than is necessary. 
 The proper amount of opening can always be determined 
 by watching the vacuum gauge and closing the valve until 
 the vacuum begins to lower ; then open slightly, and you 
 have the best point. Too much water will flood the con- 
 denser and reduce the vacuum. 
 
 It may be noted that the office of the air pump is merely 
 to remove the water from the condenser ; and as this water 
 is charged with a considerable amount of air, it is due to 
 this fact that the air pump owes its name. 
 
 In Fig. .253 is represented a most popular type of air 
 pump, which is a single acting bucket pump. This may be 
 direct driven by the main engine or by an independent 
 engine. Its operation is as follows : When the bucket is 
 drawn upward, the water rushes into the pump through the 
 foot valve by gravity, also a large quantity of air. On the 
 return stroke the foot valve closes, and as there is no other 
 way of escape for the water and air it passes through the 
 bucket valve, and is forced out into the discharge chamber 
 on the next upward stroke of the bucket. 
 
 This type of pump can be used for either surface or jet 
 condensers. 
 
 In Fig. 254 is shown a very compact form of indepen- 
 dent condenser, built by the Conover Mfg. Co., of 26 
 Cortlandt St., New York City. 
 
 The apparatus combines a jet condenser with air pump, 
 boiler feed pump, and engine to drive both, combined as 
 one machine. The air pump is a single acting bucket 
 plunger pump, driven by a crank shaft, which also drives 
 the boiler feed pump, and is turned by the engine, which is 
 a single cylinder compound automatic cut-off engine, a 
 detailed description of it is given in Fig. 255 ; it is of the 
 trunk pattern, and the small space around the trunk on the 
 top side of the piston forms the high pressure cylinder. 
 
$66 New Catechism of the Steam Engine. 
 
 THE CONDENSER. 
 
New Catechism of the Steam Engine. 367 
 
 THE CONDENSER. 
 
 Steam is admitted to the high pressure side at boiler press- 
 ure, and is cr'; off and expanded and exhausts into the 
 receiver, where it is admitted to bottom side of piston, and 
 again cut off and expanded, and then exhausted to con- 
 denser. 
 
 The piston makes the down stroke when the air pump 
 makes the up stroke ; and it will be seen by referring to the 
 cut that the engine does nearly all its work when making 
 the downward stroke. The steam is acting on the top 
 side of piston at high pressure, and at the same time the 
 vacuum is acting on the full area of the piston on its under 
 side. 
 
 When the engine makes the up stroke, the steam at low 
 pressure from the receiver acts to push the piston up ; and 
 as the air pump is doing no work then, being on its down 
 stroke, the engine is only called upon to keep the machine 
 up to speed. 
 
 It will thus be seen that the engine is made to suit the 
 demand of the large power on one stroke, and very little on 
 the other, thus adapting itself very perfectly to the require- 
 ments. 
 
 The valves are of the Corliss type, the cut-off being set 
 by hand, not requiring to be changed or altered, as the 
 speed is controlled by a throttling governor. 
 
 Fig. 256 shows in diagram form the connection of this 
 type of condenser to a triple expansion Corliss engine. The 
 engine running the air pump also exhausts into the con- 
 denser. 
 
 The Deane independent condensing apparatus is shown 
 in Fig. 250. The condensing chamber is placed on the top 
 of the air pump, which is double acting, and is driven by 
 a direct acting steam cylinder. 
 
 The valve is of the regular Deane pattern, a brief descrip- 
 tion of which will be found under the head of D^ane 
 pumping engines. 
 
368 New Catechism of the Steam Engine. 
 
 THE CONDENSER. 
 
 iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiwi"" 1 " 
 
 Fig. 257, REYNOLDS' SURFACE CONDENSER. 
 
New Catechism of the Steam Engine. 369 
 
 THE CONDENSER. 
 
 By placing the condensers above the air pump, the water 
 of condensation easily runs into the pump by gravity. 
 Access to the pump valves can be had by removing the 
 plates at the side of the pump. 
 
 The exhaust pipe of the steam end of the apparatus is 
 Also connected to the condenser, as will be seen in the 
 engraving. 
 
 Fig. 257 represents the Reynolds independent jet con- 
 denser, with air pump attached, which is built by the E. P. 
 Allis Co., Milwaukee, Wis. 
 
 The air pump is single acting in this case, being driven 
 by the steam cylinder seen on top of the apparatus, and 
 controlled by a throttling governor. 
 
 The jet condenser is used more in stationary plants than 
 in marine service, for in most places it is possible to obtain 
 good water to feed the boilers. In plants where th ). water 
 has to be taken from city mains or where there is not a 
 very large supply of water, the same water may be used 
 over again by the use of a cooling tower, in which the 
 heated water is run over a series of screens or tiles, thus 
 offering a very large cooling surface, over which cold air is 
 blown by a fan, thus cooling it down to the temperature of 
 the air. 
 
 If there is some ground available near the steam plant 
 which cannot be utilized for any other purpose, a number 
 of trenches may be dug, in which the water is circulated 
 ani thus cooled down, so it can be used again. 
 
j/o New Catechism of the Steam Engine. 
 
 THE STEAM SEPARATOR. 
 
 f his is a device designed to eliminate the water from the 
 steam just before its use in the cylinder; this is sometimes 
 the water of condensation and sometimes the water of the 
 boiler carried over bodily, and one of the ill effects of 
 foaming. 
 
 The water entrained with the steam and carried with it 
 into the cylinder often occasions a disagreeable slapping in 
 the cylinder, and loosening of the connecting rod boxes 
 and injury to the engine, more or less disastrous according 
 to the amount of water and circumstances under which the 
 engine is being run, is only a question of time ; water in 
 steam will cut the edges of the valves and ports and cause 
 leakage, improper distribution of steam and improper 
 strain upon the working parts ; it will also sometimes neu- 
 tralize the oil in the cylinder, and permit cutting the surface 
 the same as if no oil were used. 
 
 The advantages of placing a steam separator in the steam 
 pipe at the engine are many ; where there are a number of 
 engines drawing steam from the pipe, it is evident that 
 dryer steam can be obtained by placing a separator at each 
 engine than by placing one large separator in the main 
 steam pipe. 
 
 The separator also becomes a receptacle for scale and 
 grit from the steam pipes, which is blown out through the 
 opening in the bottom of the separator to the sewer pipe 
 connection. 
 
 The water gauge on the side of the separator shows the 
 height of accumulated water in the separator. 
 
 On page 109 is shown in Fig. 65 a steam separator 
 attached to the Ideal Engine, which is one of the many 
 designs introduced to effect the separation of the con- 
 densed water from the steam before it reaches the steam 
 Driest. 
 
New Catechism of the Steam Engine. 371 
 AIR AND GAS COMPRESSING ENGINES. 
 
 Compressed air engineering is one of the most interesting 
 and growing of the newer branches of engineering science. 
 While the same rules which govern the steam engine apply 
 to air compressors there are certain " points " to be looked 
 after in the care and management of the latter in order to 
 have the best results. 
 
 Fig. 258. RAND AIR COMPRESSOR. 
 
 Compressed air is already used in the operation of 
 I. Cranes, hoists and jacks of all types and of all capacities. 
 2. Portable drilling, reaming and tapping machines. 
 3. Riveters and stay-bolt cutters, calking and chip- 
 
 ping tools. 
 
 4. Shop tools of all kinds. 
 5. Air brakes. 
 6. Sand blasts. 
 
 7. Rock drills and coal mining machines. 
 8. Pneumatic locomotives and street cars. 
 
 NOTE. Prof. Unwin, in his work on "The Development and Trans- 
 mission of Power, ' ' says : ' ' Compressed air transmission is a perfectly 
 general method of distributing power for all purposes." 
 
New Catechism of the Steam Engine. 
 
 Fig. 259. REIDI,ER COMPRESSOR ENGINE. 
 
New Catechism of the Steam Engine. 
 
 AIR AND GAS COMPRESSING ENGINES. 
 
 and for 
 
 i. Pumping water, sewage, oil and acids. 
 2. Raising sunken vessels. 
 
 3. Refrigerating and ice making. 
 4. Transmitting messages through pneumatic 
 
 tubes. 
 
 5. Cleaning carpets and railroad cars and seats. 
 6. Sinking caissons and driving tunnels 
 
 through soft ground. 
 7. Tapping iron furnaces. 
 
 8. Transmitting power for all purposes. 
 The office of the air compressor is to store up air at a 
 high pressure, which can be utilized at a greater or less dis- 
 tance, without there being any loss by condensation in the 
 pipes, as is the case by carrying steam pipes a long distance. 
 The air which is stored up in a reservoir, can, by being 
 released, do the same amount of work as it took to com- 
 press it, and that, in an ordinary steam engine, undergoing 
 the same change as the steam in a cylinder. 
 
 The admission of the air being through a single tube, it 
 creates a constant flow of air in one direction only, thus 
 rilling the cylinder at each stroke with air at atmospheric 
 pressure. This movement gives a momentum to the air 
 which causes it to fill the cylinder to its fullest extent at 
 each stroke. 
 
 Air compressors may be driven in various ways, but the 
 most commonly used are those which are connected 
 directly to a steam engine, thus doing away with intermed- 
 iate machinery. When the air piston draws in a charge of 
 air, the air fills the cylinder at atmospheric pressure, or a 
 little below, and on the return stroke of the piston it has to 
 be compressed to the same pressure as in the receiver 
 before it can lift the delivery valve, and as the valve is held 
 to its seat by a spring, arid also by its own weight, the 
 pressure has to be considerably above that of the receiver 
 
New Catechism of the Steam Engine. 
 
 I 
 
 I 
 
 Fig 260. RAND AIR COMPRESSOR. 
 
New Catechism of the Steam Engine, 
 
 AIR AND GAS COMPRESSING ENGINES. 
 
 before the valve will lift. To overcome this the valves are 
 operated by mechanical means, which will lift them at a 
 point of the stroke, when the pressure in the cylinder 
 corresponds with that of the receiver. 
 
 This arrangement avoids pounding of the valves and the 
 noise caused by the air when rushing at much higher press- 
 ure from the cylinder into the receiver. 
 
 For the sake of economy, air compressors are com- 
 pounded, as a steam engine, by drawing the air into a large 
 cylinder and compressing it to a certain stage, when it again 
 is drawn into a smaller cylinder, which compresses it to a 
 still higher pressure. 
 
 In a simple compressor, which compresses very high, 
 there is at the end of the stroke a large amount of air left 
 in the clearance space, which has to be expanded on the 
 return stroke, to atmospheric pressure, before another 
 charge of air can be drawn in. 
 
 But in the compound compressor, the air is delivered to 
 the high pressure cylinder from the low pressure receiver 
 far above atmospheric pressure, thus the remaining air need 
 not expand so far, allowing the cylinder to take a larger 
 volume of air. The load is also distributed more evenly. 
 
 Fig. 259 shows a vertical compound Riedler air com- 
 pressor, built by Fraser & Chalmers, Chicago, 111. 
 
 The steam cylinders as well as the air cylinders are com- 
 pounded, the air cylinders being placed above the steam 
 cylinder, and their pistons connected by one continuous 
 rod. 
 
 NOTE. Lifting water by means of compressed air is one of the new 
 things in engineering. In pumping from wells the compressed air is 
 conveyed from the receiver through the pipes to the bottom of the sev- 
 eral wells. When released it begins to expand and carries the water up 
 with it. When the water is first started from the wells it requires a 
 higher pressure to lift it to the surface until the flow commences, when 
 there is a mixed column of air and water, the water rushing in from the 
 adjacent strata as fast as it is lifted from the bottom of the well. This 
 process is continued as long as there is water in the ground and the 
 Compressor is kept in operation. 
 
New Catechism of the Steam Engine. 
 
 AIR AND GAS COMPRESSING ENGINES. 
 
 In Paris, four large Riedler compressors with triple 
 expansion engines of two thousand horse-power each, are 
 used for a system of pneumatic power distribution. 
 
 Figs. 258, 260 and 262 show various types of air com- 
 pressors, built by the Pneumatic Engineering Co., 100 
 Broadway, New York City. 
 
 Fig. 261. RAND AIR COMPRESSOR. 
 
 i he steam valve gearing used on these compressors may 
 be of the Corliss type, or slide valve. 
 
 The air valves are poppet valves, held to their seats by 
 springs; the pressure of these springs is released by the 
 valve gear, which consists of a sliding bar driven by the 
 steam valve stem, provided with arms, which engage with 
 
New Catechism of the Steam Engine. 
 
 AIR AND GAS COMPRESSING ENGINES. 
 
 thv= springs and pull them away from the shoulders, which 
 bear against on the valve. Thus the air can open the valve 
 with but little effort. At the proper time for the valve to 
 close, the springs are released, and thus they close the 
 valve. The mechanical valve gear only releases the press- 
 ure of the springs, the opening of the valve being done by 
 the air, so it always will open at the proper moment. 
 
 Fig. 262. RAND AIR COMPRESSOR. 
 
 The steam valves are of the Corliss type, driven by an 
 eccentric, from which also the air valves derive their motion. 
 The arrangement of the air valves is as follows : 
 In the lower and upper parts of the valve chamber are 
 placed the delivery valves, while both suction valves are in 
 the middle part. All four valves are connected together 
 and geared in the same manner. 
 
Jj8 New Catechism of the Steam Engine. 
 
 AIR AND GAS COMPRESSING ENGINES. 
 
 The valve consists of two parts, the valve-body, or 
 catcher, and the loose valve ring. The catcher is connected 
 with mechanism by which it is moved positively, and guides 
 and limits the movement of the loose valve ring. This 
 valve ring, the seating part of the valve, remaining pressed 
 against the valve seat by the air pressure when the catcher 
 is withdrawn by the gear. At a given moment the ring 
 suddenly lifts, opening the valve and places itself against 
 the catcher to be re-closed again at the right time and in 
 the correct manner. This closing is effected by gear 
 according to the decreasing piston velocity, allowing the 
 same air velocity during the whole period. The air from 
 the low pressure cylinder goes to the receiver, and from 
 there passes to the high pressure cylinder. 
 
 The receiver is water jacketed to carry off the heat gen- 
 erated by compressing the air. 
 
 The following is a description of a compressed air loco- 
 motive, giving interesting data. 
 
 The air storage plant consists of two cylindrical tanks, 
 one of which is 15 feet 2 inches long and the other 17 feet 
 2 inches long. Both are 3 if" inside diameter, and are 
 made of T y plates with longitudinal seams sextuple 
 riveted with two welt strips, and the circumferential seams 
 double-riveted. The thickness of the heads is -Jf ", and each 
 front head is provided with a manhole. 
 
 The maximum charging pressure is 600 pounds and the 
 ordinary working pressure 400 pounds per sqnare inch, 
 which is reduced to 140 pounds by means of a reducing 
 valve before admission to the cylinders. The valve motion 
 is of the Stevenson link type, set for equal cut-off. The 
 cylinders are 9"xi4", the weight is 25,000 pounds, and the 
 capacity of the tanks is 160 cubic feet. It is able to haul 
 its loads around curves of 75 feet radius. In these locomo- 
 tives the air is passed through a hot water tank before 
 entering the cylinder, which adds greatly to the efficiency 
 
New Catechism of the Steam Engine. 
 
 AIR AND GAS COMPRESSING ENGINES. 
 
 of the locomotive. The valve gear is so arranged as to get 
 the full benefit from the expansion of the air in the cylin- 
 ders without the disadvantage of back pressure. 
 
 The time occupied in charging the locomotives is very 
 small, being less than one minute at 600 pound pressure, 
 including the time taken in making and breaking couplings. 
 
 The following are valuable " points " relating to the care 
 and management of air compressors. 
 
 As in a steam line, elbows should be avoided wherever 
 possible, and unlike a steam pipe, should be larger. 
 
 A mistake is sometimes made in purchasing a compressor 
 in a low, altitude and trying to run it in a higher ; the 
 machine then experiences the same trouble that some peo- 
 ple do, in not being able to get breath enough. 
 
 The use of cheap oils, and these in an air cylinder is a 
 most serious mistake, as the least tendency to gum will pre- 
 vent the valves from properly seating, and even with the best 
 of oils, it is well to use a small amount of coal oil at times. 
 
 In localities where the water is bad, the water jacket will 
 require a little attention, as it gets as badly scaled as some 
 boilers, due principally to a very slow or retarded circula- 
 tion, which will allow the sediment to settle, and should the 
 water supply be shut off, even for a few minutes, the cylin- 
 der will heat enough to bake it so hard as to give consider- 
 able trouble. It is a good plan to put a good boiler 
 compound in the water jacket, and run the machine for 
 some time without any circulation. In this, care must be 
 used not to run too long or too fast, as the cylinder will 
 heat very quickly and is liable to be damaged. 
 
 There are many emergency ways of stopping small leaks ; 
 any good sticky substance, such as tar, wax, tallow candles, 
 or even chewing gum, meked and applied on narrow strips 
 of cloth and wound as a bandage, will be found handy. 
 
 It should be remembered that leaks in an air line are 
 as bad as in a steam line, and should receive the same care. 
 
j8o New Catechism of the Steam Engine. 
 
 THEORY OF AIR COMPRESSION. 
 
 The theoretical operation of air compressors may be thus 
 explained : 
 
 If a tight cylindrical vessel, containing one cubic foot of 
 air at atmospheric pressure, be fitted with a piston which is 
 free to move up and down but still perfectly tight, the air 
 in the vessel will have no means of escape, and the pressures 
 within and without the vessel both being atmospheric, are 
 balanced. 
 
 Now if the piston should be loaded with a weight, the 
 pressure on the outside would be that due to the atmos- 
 phere, plus the weight, while the pressure from the inside 
 is simply equal to atmospheric pressure ; thus the piston 
 will have to descend, but as the air inside of the cylinder 
 has no means of escape, the volume it fills being diminished, 
 its pressure has to rise until the pressure under the piston 
 balances that above it. 
 
 If, for example, the area of the piston should be 100 
 square inches, and the weight with which it is loaded be 100 
 pounds, assuming the piston to be weightless, the pressure 
 from below will have to react with an equal force to hold 
 the piston stationary, which in this case would be I pound 
 to the square inch above atmospheric pressure, and the 
 piston would have to descend enough to cause this increase 
 of pressure, which descent would be equal to y 1 ^ of the total 
 fall of the piston. By adding another 100 pounds the 
 pressure would rise to 2 pounds to the square inch. The 
 cylinder may thus be said to be charged with compressed air. 
 
 If now the bottom of the cylinder should be connected 
 by means of a pipe to another vessel of larger capacity 
 called a receiver, the pipe having been closed by a valve in 
 it during compression, and the valve would be opened, the 
 piston would at once commence to descend further, the 
 compressed air escaping into the receiver, until the pressure 
 in the receiver and cylinder is equalized, or the piston 
 reaches the bottom of the cylinder, which it will, if the 
 
New Catechism of the Steam Engine. 381 
 
 THEORY OF AIR COMPRESSION. 
 
 receiver is large enough. Next the valve is closed, stopping 
 communication between cylinder and receiver, and the pis- 
 ton drawn upward ; at the same time air is again admitted 
 to the cylinder by another valve, which is closed when the 
 piston reaches the top, and the same operation repeated. 
 
 The receiver can thus be charged with compressed air 
 and by loading the piston very heavy the pressure can be 
 raised very high. 
 
 If now, the piston, instead of being loaded by weights be 
 connected to the piston rod of a steam engine, or by means 
 of a connecting rod to a crank which is turned by a belt or 
 some other driving mechanism, and the valves be operated 
 automatically, as the valves on a water pump, the simple 
 apparatus is converted into a perfect air compressor, which 
 really is nothing else than an air pump, and the air can be 
 pumped into the receiver against a high pressure the same 
 as water is forced against a head by a pump. 
 
 As air is a compressible gas, it acts a little different in the 
 air cylinder than the almost incompressible water in a 
 pump. 
 
 If the valves of an air compressor would have to be lifted 
 by the air pressure in the cylinder against the pressure of 
 their springs besides the receiver pressure, the air would 
 have to be compressed considerably above the receiver 
 pressure before can lift the valve which allows it to flow 
 from the cylinder into the receiver, and then the valve 
 would not open freely as a pump valve, but would scatter, 
 causing a disagreeable noise, and damages the valve. 
 
 To avoid this, the valves of an air compressor are oper 
 ated by mechanical means, some of which are described in 
 the foregoing pages. Some devices operate the valve 
 directly as soon as the pressure in the cylinder reaches that 
 of he rt-ceiv^r, while others simply release it of the spring 
 pressur^, the valve itself being lifted by the air itself. Such 
 devices give the valves a free full opening, without noise. 
 
New Catechism of the Steam Engine. 
 
 Fig. 264.. 
 COMPOUNDING. 
 
 If steam is used at very high pressure in a single cylinder 
 engine, and allowed to undergo the same stage of expan- 
 sion as has been described under cut-off engines, the 
 economy decreases rapidly after a certain number of 
 expansions has been passed. 
 
 The steam entering the cylinder at high temperature will 
 immediately give up some of its heat to the cylinder walls 
 and head, thus heating them to a temperature almost equal 
 to the entering steam. 
 
 As soon as cut-off has taken place, the pressure in the 
 cylinder will fall as the piston advances In the stroke, and 
 correspondingly the temperature will fall below that of the 
 cylinder walls, which now are compelled to give up their 
 heat to the cooler steam, until exhaust takes place, when 
 they will be cooled down to almost exhaust temperature 
 during the exhaust stroke. 
 
 NOTE. The saving of fuel effected by compounding is illustrated by 
 the remarkable statement that upon a trial trip of four hours, one of the 
 first marine triple expansion engines ever made, developed a horse 
 power with an expenditure of 1.28 of coal per hour. 
 
New Catechism of the Steam Engine. 383 
 
 COMPOUNDING. 
 
 If the engine exhausts into the atmosphere without back 
 pressure, the temperature of the exhaust would be 212 
 degrees, and if the boiler pressure is 120 pounds to the 
 square inch, a temperature of nearly 350 degrees ; the steam 
 upon entering the cylinder will strike a surface 138 degrees 
 cooler, and a considerable portion of it is condensed, which 
 extra amount the boiler has to supply in order to fill the 
 cylinder volume before cut off. 
 
 To expand steam from 120 pounds boiler pressure to 
 atmospheric pressure, its volume will have to be increased 
 nine times, that is, the engine would have to cut off at one- 
 ninth of the stroke. 
 
 If now the cut-off be changed to one-third of the stroke, 
 the steam would be only expanded three times, the pressure 
 at exhaust opening being 40 pounds, and the corresponding 
 temperature would be 275 degrees, a change of only 75 
 degrees, and consequently less cylinder condensation. 
 
 But at the end of the stroke the steam would be able to 
 do a good deal of useful work, its pressure being 40 pounds 
 above the atmosphere. 
 
 By allowing the steam to pass into another cylinder of 
 such ample volume that its pressure need not be raised to 
 fill the cut-off space, and then expanding it again three 
 times, it will reach atmospheric pressure, and the change of 
 temperature in this cylinder has been from 275 to 212 
 degrees 63 degrees. 
 
 In the single engine a great portion of the heat which 
 has been given up to the cylinder by the entering steam, is 
 taken up again by the condensed steam during expansion, 
 and the exhaust stroke, but still it is wasted through the 
 exhaust pipe, while in the compound engine all the heat 
 which is lost during admission, after being taken up again 
 by the steam during .expansion and exhaust, is used over 
 again in the low pressure cylinder* 
 
384 New Catechism of the Steam Engine. 
 
 COMPOUNDING. 
 
 Thus it follows that in a compound engine the only loss 
 by cylinder condensation is that taking place in the low 
 pressure cylinder, which will be seen from the foregoing 
 figures, is considerably less than one-half of that in the sin- 
 gle engine. 
 
 Of course, there is some loss of heat in both types by 
 outward radiation, which in either case is lost, but is 
 reduced to a minimum in covering the cylinders with non- 
 conducting material. If both engines would be run by a 
 compressed gas, as air, for instance, so there would be no 
 cylinder condensation, there would be no difference in the 
 economy. 
 
 The amount of saving in favor of the compound over the 
 single cylinder engine can safely be stated to be 20 per 
 cent., but certainly varies with different engines, the only 
 comparison can be made between engines of the same type 
 and condition. The triple expansion engine is again 20 per 
 cent, more economical than the compound. 
 
 There are different systems of compounding. First, 
 tandem compound, in which both cylinders are in line, and 
 both their pistons arranged upon the same rod. The 
 cylinders may be placed one before the other, as in a hori- 
 zontal engine, or above each other, as in a vertical engine. 
 The latter type is often called a steeple compound, and is 
 frequently used in marine practice ; these engines are often 
 run without receiver. 
 
 NOTE. The consumption of single cylinder non-condensing engines 
 may be stated as 24 to 26 pounds of steam per horse power per hour, 
 the same engines condensing, 19 to 21 pounds per horse power per hour. 
 Compound non-condensing, 19 to 21 pounds per horse power per hour. 
 Compound condensing engines, 14 to 16 pounds per horse power per 
 hour. Triple expansion engines, 12 to 13^ pounds per horse power per 
 hour. Quadruple expansion engines are advisable where very high 
 steam pressures are employed, and where, for mechanical reasons, a 
 four-cylinder machine is desirable. For all ordinary pressures the 
 economy is about the same as triple expansion engines. 
 
 In general, it is desirable to make both cylinders of a compound 
 engine contribute equal quantities of work. 
 
New Catechism of the Steam Engine. 385 
 
 COMPOUNDING. 
 
 Second, cross compound ; in these engines both cylinders 
 are operating separate cranks, which may be set at right 
 angles to avoid dead centres and to distribute the load more 
 evenly about the crank shaft ; or the cranks may be set 
 opposite to each other, as in the old Scotch non-receiver 
 compound. 
 
 Most compound engines of the present designs are sup- 
 plied with a receiver, which consists of an inclosed vessel of 
 at least the same capacity as the high pressure cylinder, 
 into which the high pressure cylinder exhausts ; the steam 
 passes from the receiver into the low pressure cylinder. 
 
 Fig. 265. DIAGRAM off TANDEM COMPOUND ENGINE. 
 
 In a tandem compound engine the receiver is not such a 
 necessity as in a cross compound with cranks at right 
 angles, as both pistons start at the same time on their 
 stroke, and thus the steam 'can pass directly over from the 
 high pressure cylinder into the low pressure, while in a 
 cross compound engine with cranks at right angles, the 
 leading cylinder has completed one-half its stroke when the 
 other begins, thus there has to be a receiver to take care of 
 the high pressure exhaust until the low pressure cylinder 
 begins its stroke, when the high pressure crank is leading, 
 and if the low pressure cylinder is leading there has to be a 
 volume of steam stored for it to begin its stroke with. If a 
 tandem compound engine cuts off early in the stroke, a 
 receiver will also be necessary in this type. 
 
386 New Catechism of the Steam Engine. 
 
 COMPOUNDING. 
 
 Fig. 265 represents a diagram of the arrangement of a 
 tandem compound engine, while Fig. 266 is the same 
 engine cross compounded. 
 
 The steam from the boiler enters at S, in the direction of 
 the arrows, through the open steam port, into the high 
 pressure cylinder marked H P, Figs. 265 and 266 ; the high 
 pressure exhaust passes in the direction of the arrows into 
 the receiver R, from whence it passes into the low pressure 
 cylinder L P, from thence it is exhausted at E into the 
 condenser. 
 
 Fig. 266. DIAGRAM OP CROSS COMPOUND ENGINE. 
 
 The tandem compound has a single crank C, while the 
 cross compound has two cranks, C C, set at right angles to 
 each other. 
 
 It will be noticed that the high pressure crank, as shown 
 in Fig. 266, is in its vertical position ; the high pressure 
 piston having completed more than one half stroke, while 
 the low pressure piston is only at the commencement of 
 the stroke. 
 
New Catechism of the Steam Engine. 387 
 
 Fig. 267. LAKH STEAMER. 
 
 THE MARINE ENGINE. 
 
 The purpose for which the marine engine is used is 
 apparent from its name however, its name does not give an 
 idea of all its characteristics. 
 
 There are many types of the marine engine. These are 
 governed largely by the class of work they are called upon 
 to do, as well as the general sections of the world where 
 they are designed to do service. 
 
 In size the marine engine varies from the fraction of one 
 horse power, with cylinders about 2"x2", up to fifteen 
 thousand or more horse power all in one machine. 
 
 NOTE. A marine engine is at work night and day, with no chance 
 of stoppage for repairs, it may be for two or three weeks and then only 
 for a few hours. It has to propel a ship carrying hundreds of people 
 and thousands of dollars worth of cargo. A weak spot in the engine 
 may mean the loss of these lives and the goods. 
 
 A 3,000 ton steamer will make the passage from England to Australia 
 or to New Zealand without calling at a port on the way. Usually a stop 
 is made for coal at Las Palmas or at the Cape of Good Hope, but these 
 are exceptions. One or two voyages have been made from London to 
 Ttfellington, New Zealand, or to Dunedin, 16,000 miles, without a break. 
 
388 New Catechism of tke Steam Engine. 
 
 COMPOUND MARINE ENGINE. 
 
New Catechism of the Steam Engine. 389 
 
 THE MARINE ENGINE. 
 
 The compound inverted, vertical engine is undoubtedly 
 in the first rank, it being used for the screw propeller 
 steamers so widely known. 
 
 In this engine the cylinders are above the shaft, carried 
 by either cast iron or steel columns, which at their base are 
 supported by the bed plate, bolted to the engine keelson. 
 The cranks are mostly set at right angles. 
 
 The triple and quadruple expansion engines belong to 
 the same class, the difference being more cylinders, thus 
 affording more expansion and even more economy. 
 
 Another type is the horizontal marine engine for screw 
 steamers. This type is only used on board of twin screw 
 war vessels, its great advantage being the possibility of 
 getting the engines entirely below the surface of the water, 
 its disadvantage being its need of greater floor space. It 
 resembles the vertical engine in all but the bed plate and 
 frame. 
 
 Another popular, and in the United States almost exclu- 
 sively used for side wheelers, is the walking beam engine. 
 This consists of a single cylinder of very large size and 
 long stroke. The piston rod is connected to one end of a 
 balanced beam, the other end of which is connected by 
 means of a connecting rod to the crank. These engines 
 run at a very slow speed, and at low pressure condensing. 
 The valves are of the double beat poppet type, four valves 
 being used, which practice decreases the clearance to a 
 minimum. The engines are very economical. The revers- 
 ing gear is somewhat different from the ordinary link 
 motion. Some engines have the loose eccentric reversing 
 gear while others have their respective eccentrics for 
 " ahead " and " astern/* the eccentric rods being hooked as 
 in many stationary engines. 
 
 The loose eccentric reversing gear consists of a single 
 eccentric, which is free to turn upon the shaft and a disc 
 keyed to the shaft, which is provided with a circular groove 
 
New Catechism uj the Steam Engine. 
 
 The Savannah was launched August 22, 1818. She sailed from 
 Savannah, Ga., on the 22d day of May, 1819, bound for St. Peters- 
 burg, via Liverpool. She could carry only 75 tons of coal and 25 
 cords of wood, but reached the latter port on June 2ist, having 
 used steam eighteen days out of twenty-six, and thus demonstrated 
 the feasibility of trans-atlantic steam navigation. Nothing of much 
 interest is detailed in the daily records of the log book, which are, 
 on the whole rather monotonous. On the 2d of June they * ' stopped 
 
 Fig. 268. STEAMSHIP SAVANNAH, 1818. 
 
 the wheels to clean the clinkers out of the furnace ; at 6 p. m. 
 started the wheels again ; at 2 a. m. took in the wheels." Upon 
 its arrival the steamer was seen from the telegraph station at Cape 
 Clear and reported as a ship on fire. The Admiral, who lay in the 
 Cove of Cork, despatched one of the King's cutters to her relief, 
 but great was their wonder at their inability, with all sail set, in a 
 fast vessel, to come up with a ship under bare poles. 
 
New Catechism of the Steam Engine, 
 
 THE MARINE ENGINE. 
 
 in which slides a block, attached to the eccentric. The ends 
 of this groove limit the position of the eccentric to the 
 proper angle it has to make with the crank. To reverse the 
 engine, the valve gear has to be operated by hand for at 
 least one-half a revolution, for which a hand lever is used. 
 
 The valves, 3, Fig. 269, lift squarely off their seats, thus 
 operating frictionless, and are balanced. 
 
 The rock shafts are operated by the eccentrics by means 
 of the rock shaft arms, 8, the one seen at the left in Fig. 270 
 is for the steam valves, the other for the exhaust. To the 
 rock shafts are attached the wipers, 6, for the steam valves, 
 and 7, for the exhaust valves, which, when vibrated by the 
 eccentrics, strike the lifting toes, 5, which are attached to 
 the lifting rods, 4, raising these quickly, and thus by means 
 of the attachment to the valve stems shown in Figs. 269 and 
 270, raise the valves off their seats, thus admitting steam to 
 the cylinder, and exhausting. 
 
 To operate the valve gear by hand, the hand lever, II, is 
 released from the hook which supports it at rest in its mid* 
 way position, and by vibrating it up and down. The steam 
 valves are operated by means of the wipers, 13, and the 
 exhaust valves by means of wipers, 14 attached to the 
 small rock shaft, 10, and striking the lifting toes, 12. 
 
 After the engine is well started the eccentric rods, 9, are 
 released by means of a lever, shown on the rock shaft, 
 which holds them clear of the rock shaft arms, and the 
 hand lever is hooked up in its stationary position, remain- 
 ing at rest while the engine is running. The engine shown 
 is provided with loose eccentric reversing gear. 
 
 The valve chests, 2, 2, are bolted to the cylinder, I, Figs. 
 269 and 270, the steam is passing through the column at the 
 left, Fig. 270, and the exhaust through the right hand column. 
 
 These columns also support the bearings for the rock 
 shafts, their inner ends being supported by a bracket bear- 
 ing attached to the cylinder as shown in Figs. 269 and 270. 
 
New Catechism of the Steam Engine. 
 
 THE BEAM ENGINE. 
 
New Catechism of the Steam Engine. 393 
 
 THE BEAM ENGINE. 
 
 Rule for setting the valves of beam engines : 
 
 Assuming that the rock shaft arm, 8, is keyed on to the 
 rock shaft in its proper relation to the center line of motion 
 of the eccentric rod, 9, and that the wipers, 6, 7, are keyed 
 on to the rock shaft, in their proper relation to the rock 
 shaft arm, which is always the case in properly constructed 
 engines, the first step is to ascertain the proper length of 
 the eccentric rod, and the most convenient starting point 
 for doing so, is from the centre of motion of the valve gear. 
 
 Hence, the first thing to be done in setting beam engine 
 valves is to set and hold the rock shaft at the center of its 
 motion, which is when the lifting rods, 4, are down, the 
 valves, 3, seated, and the lifting toes, 5, adjusted the right 
 distance from the rock shaft, and straight with each other, 
 so that the ends of both wipers will be the same distance 
 from their respective toes. 
 
 Next put the main crank on the center, and turn the 
 throw of the eccentric directly in line towards the center of 
 the eccentric hook pin ; then make a fine center-punch 
 mark on the edge of toe pin, and one on the edge of the 
 hook strap, and set a pair of compasses corresponding to 
 the" distance between those marks, and measure it. 
 
 Add to that distance half the throw of the eccentric ; 
 reset the compasses to that length, and move the eccentric 
 until the center-punch marks and compasses again corre- 
 spond, and adjust the length of eccentric rod so that the 
 hook will just engage the eccentric hook pin while the 
 eccentric is held at that position ; then slack up the rock 
 shaft so that it can be moved, hook on the eccentric rod, 
 and turn the eccentric in the direction to raise the required 
 valve until it has the proper lead. 
 
 NOTE. There can be no general rule given as to how the eccentrics 
 should be placed in relation to the crank, as that depends on the rela- 
 tive arrangement of the lifters, valves, wipers, and rock shaft arms 
 
New Catechism of the Steam Engine. 
 
 THI OSCILLATING ENGINE. 
 
New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 Then (if the engine is of the style that has two eccentrics 
 and two rock shafts), proceed in the same manner with the 
 exhaust valve gear and the valves are set. 
 
 To prove the accuracy of adjustment turn the main crank 
 to its opposite center, and if there is a difference in the 
 lead, either lengthen or shorten the eccentric rod to make 
 up half the difference, and turn the eccentric to make the 
 other half, fasten the eccentric on the shaft and the valves 
 will be right. 
 
 Another engine used for side wheelers is the inclined 
 compound or triple expansion engine, which differs from 
 the ordinary marine engine by its upwards sloping angle, 
 the shaft being above. 
 
 The oscillating engine differs from the ordinary engines 
 by the direct connection of the piston rod to the crank. 
 The valve is operated by a rocker arm, A, Fig. 271, one 
 end of which is connected to the valve stem, S, while to the 
 other end is pivoted a block, running in a quadrant, N, 
 which is operated by the eccentrics, E, E 
 
 The cylinder, C, and piston rod vibrate the same as the 
 connecting rod^on other engines, the cylinder being sus- 
 pended on both sides by trunnions, T, which also serve to 
 convey the steam to the valve chest, and the exhaust to 
 the condenser. 
 
 The pipes are inserted into the openings, O, the joint 
 being made steam tight by means of packing rings, allow- 
 ing the cylinders to oscillate. The steam passes through a 
 channel in the cylinder casting to the valve chest, V, and ib 
 controlled by a slide valve in the ordinary way. 
 
 The reversing gear may be of the loose eccentric type, or 
 the well Hiown Stephenson link motion, as shown in Fig. 
 271. 
 
 The eccentric rods are connected to the link, L, which 
 slides over the link block attached to a pin in the quadrant 
 N, and by means of the reach rod, R, and the reversing 
 
396 New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 gear shown in the figure, either eccentric may be made 
 operative. i 
 
 The quadrant slides vertically between guides, G, one of 
 which is removed to allow other parts to be visible. On 
 the upper part of the quadrant is a short rod, which slides 
 in a bushing and steadies it against any twisting motions. 
 
 The office of the quadrant is to prevent the oscillating 
 motion of the cylinder to have any effect upon the valve 
 naovement. 
 
New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 In Fig. 272 is shown a stern-wheel launch, built by Chas. 
 P. Willard & Co., of Chicago, 111. Boats of this class are 
 used largely on rivers and in shallow water, for towing, 
 passenger service or pleasure boats. The attachment of 
 the wheel can easily be seen in Fig. 272. 
 
 The engines for these steamers (an example is shown in 
 Fig. 273) consist of two cylinders, either simple or com- 
 pound, with a long stroke, the shaft is carried by brackets, 
 extending over the stern far enough to allow the wheel to 
 clear the boat. The wheel is mounted on the shaft between 
 the brackets. The cranks are overhung on the ends of the 
 shaft and operated by the connecting rods on each side of 
 the boat. The construction is clearly shown in Fig. 273. 
 
 Fig. 274. SCREW PROPBIABR. Side and rear view. 
 
 The propeller of a steamboat is the only part moving the 
 hull, and exerts an enormous end pressure upon the shaft, 
 which, when the boat is moving ahead, tends to force the 
 shaft inward, which would spring the cranks and bind them 
 against the main bearings, and again, while going astern 
 would exert this heavy strain outward. 
 
 To overcome this the thrust bearing is used, which con- 
 sists of a series of collars, shown at 5, Fig. 275, upon the 
 shaft, which revolve between horse shoe bearings, Fig. 
 supported by a frame. 
 
New Catechism of the Steam Engine. 
 
400 New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 The thrust bearing can be adjusted to its proper position 
 with the cranks by means of the adjusting keys, 3, Fig. 271;. 
 There are other forms of thrust bearings, some of whick 
 provide for the adjustment of each bearing separately, and 
 on some smaller engines only one thrust collar is used ; an 
 example of this kind is shown in Fig. 285. 
 
 Fig. 277 represents a single marim; 
 engine for a small pleasure or tug boat, 
 built by Donegan & Swift, of Ne\\ 
 York. The reversing gear is a Stephen 
 son link motion, operated by a hano 
 lever. These engines require very 
 little floor space in the boat, but on 
 account of their greater steam consump 
 tion, need a larger boiler than com. 
 pound engines. 
 
 In small pleasure boats and small 
 harbor tugs, which have to stop and 
 start at short intervals, there is not 
 much advantage in using a compound 
 engine, as many times live steam has to 
 be admitted to the low pressure 
 cylinder in starting, which de- 
 creases their economy, and the. 
 single engine in Fig. 277 would be 
 the most desirable, their first cost: 
 being much lower than the com- 
 pound, and they are of extreme 
 
 . 277. simolicitv 
 
 UPRIGHT MARINE ENGINE. MI "P 11Llt y- ^ 
 
 The engine shown in Fig. 278 
 
 is a steeple compound, built by Chas. P. Willard & Co., of 
 Chicago, 111. 
 
 NoTE. The steeple compound almost equals the cross compound 
 engine in economy, and requires but little more than one-half the floor 
 pace needed for a cross compound of the same power. 
 
New Catechism of the Steam Engine. 40* 
 
 THE MARINE ENGINE. 
 
 Fig. 278. 
 
 COMPOUND MARINE ENGINE. 
 
402 New Catechism of the Steam Engine. 
 
 Fig. 279. WBU3* COMPOUND MARINE ENGINE. 
 (Seen from starboard side.) 
 
 Front view. 
 
New Catechism of the Steam Engine. 403 
 
 THE MARINE ENGINE. 
 
 There is only one crank, both pistons being attached to 
 the same piston rod, the high pressure cylinder being placed 
 above the low pressure. 
 
 These engines require a little more attention by the 
 engineer, while operating, as for instance, if the boat is 
 hauling alongside a dock, or a vessel to be towed, as they 
 are liable to stop at the bottom center when stopping, and 
 would have to be turned nearly one-half a revolution by 
 hand before being able to start. This, however, is easily 
 avoided by reversing when on the last stroke, thus cushion* 
 ing the pistons, and preventing them from descending all 
 the way. 
 
 The economy is a little beyond the fore and aft com^ 
 pound engine with cranks at right angles, because one 
 crank does not distribute the load as evenly as the two at 
 right angles. 
 
 The Wells balanced engine is represented in Figs. 279 and 
 280, the force of the steam applied to the high pressure 
 piston descending upon one side of the shaft is balanced by 
 the force of the steam applied to the low pressure piston 
 ascending upon the other side, leaving only the weight of 
 the crank shaft and its connections to be carried by the 
 main bearing boxes. 
 
 In practice steam is admitted to both cylinders simul- 
 taneously ; during the first stroke, the steam pressures 
 upon the middle cylinder head are exerted against each 
 other; the force acting upward in the high pressure cylinder 
 becomes the support of the force acting downward in the 
 low pressure cylinder. In the return stroke the pressures 
 are exerted upon the top and bottom cylinder heads in 
 opposite directions, giving a balance of pressures within 
 the cylinders. 
 
 Unbalanced weight in motion (momentum) being the 
 main element that tends to destroy an engine, makes it 
 apparent that balanced weights, balanced steam pressures, 
 
New Catechism of the Steam Engine. 
 
 F!g. 280. WEILS' COMPOUND MARINE ENGINE. SIDE VIEW, 
 (Seen from the bow. ) 
 
New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 and balanced motions are the qualifications necessary to 
 produce a durable engine, all of which this design possesses, 
 hence, the advantages claimed for this engine are : 
 
 1. Owing to the compact form of cylinders and steam 
 chests the steam has little distance to travel. 
 
 2. Steam from the boiler being admitted between the 
 high pressure cylinder and the low pressure steam chest, 
 creates and maintains a high temperature in both. 
 
 3. The cranks being s^t at 180, no receiver is required, 
 as the exhaust steam passes direct from high to low press- 
 ure piston, giving a continuous force, and preventing undue 
 expansion. 
 
 4. The balance of forces permits much higher piston 
 speed with greatly reduced compression, and also gives less 
 cylinder condensation. 
 
 5. An equal steam pressure applied to opposite sides of 
 the crank shaft and exerted in opposite directions in the 
 same plane relieves the main bearings of friction due to 
 steam pressures and also of the thrust of the connecting 
 rods, leaving only the friction in the main boxes, due to the 
 weight of the shaft and the moving parts of the engine. 
 
 6. The principle of balance also embraces another most 
 important advantage in its control of the momentum forces 
 stored in its moving parts, which in this case are concen- 
 trated in the crank shaft for useful effect, as they work in 
 unison with the steam forces. 
 
 7. The forces being balanced, the pressures upon the 
 , crank pin can never exceed the resistance of the load. 
 
 8. It entirely relieves the hull of all strains, jar and 
 vibration. By this control the forces are entirely absorbed 
 in motion, and no strains communicated to the engine 
 frame, bed plate, or hull. 
 
 As shown in the illustration, the low pressure cylinder is 
 placed above the high pressure, the low pressure piston 
 rods passing down on both sides of the high pressure cylin- 
 
406 New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 Fig. 281. COMPOUND MARINE ENGINE. 
 " Fore and aft compound." 
 
New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 der. These are connected to cranks opposite the high 
 pressure crank, all the three cranks forming one piece. 
 Both valves are operated by the same eccentric, the high 
 pressure valve being a piston valve, the low pressure a 
 double ported balanced slide valve. When the cranks are 
 standing at their horizontal position, the weight of the high 
 pressure ports counterbalances the weight of the low press- 
 ure ports. 
 
 This engine is also built for stationary purposes with 
 automatic cut-off. The two illustrations given are so clear 
 and distinct as to almost explain the working of the engine. 
 
 Fig. 281 is an illustration of a compound marine 
 engine. The fore and aft compound engine, as the above 
 is named, is, as previously stated, the most popular marine 
 engine at the present date. It is more economical than the 
 simple engine, and besides, possesses the advantage of hav- 
 ing two cranks ; with two cranks placed at right angles to 
 each other there are no dead centres, and the engine may 
 readily be started from any position. 
 
 A single crank engine receives only two impulses each 
 revolution, while a double crank engine with cranks at right 
 angles receives four impulses each revolution, hence a more 
 equal distribution of the load. 
 
 If another crank be added, as in a triple expansion engine, 
 the shaft receives six impulses every revolution, thus dis- 
 tributing the load still more evenly, and coming nearer to 
 a continuous rotary motion. 
 
 The Marshall valve gear, Fig. 283, consists of a single 
 eccentric, /, which either has to be set directly opposite the 
 crank, Q, or In the same direction with the crank, according 
 to the design of the valve and valve gear. 
 
 The eccentrfc operates a lever, K, which also forms one- 
 half of the eccentric strap, /, the extreme end of this lever 
 is attached to the valve rod, (9, by means of a pivot, N y and 
 thus to the valve stem, P. 
 
 NOTE. Wells' Engine Co., 136 Liberty St., N. Y. City. 
 
408 New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 The fulcrum of this lever is at J/, about which it is swung 
 vertically by the throw of the eccentric, the amount of 
 travel thus imparted to the valve being equal to the lap and 
 lead for both ports. 
 
 The travel necessary to open the port is imparted to the 
 valve by the up and down motion of the fulcrum M, due to 
 the horizontal throw of the eccentric, which causes the 
 vibrating link H, pivoted to K at M, to swing, and thus 
 raise and lower the fulcrum. 
 
 Fig. 282. DIAGRAM OP MARSHAI,!, VAI.VE MOTION. 
 
 The upper end of the vibrating link H is pivoted to the 
 tumbling link G, which can be swung about the pin L by 
 means of the reversing gear, which consists of reach rod F, 
 tumbling crank E, worm wheel D, worm C, reversing shaft 
 B, and finally of the hand wheel A, by means of which the 
 engineer can reverse, stop, or let the engine turn ahead. 
 
 It must be understood that when the tumbling link G is 
 at its midway position, no vertical motion is given to the 
 fulcrum M 9 and if it is thrown over into its opposite 
 position the motion is reversed to that indicated in Fig. 283. 
 
 The Marshall valve gear may be used to operate an ordi- 
 nary flat slide valve or piston valve as required. 
 
New Catechism of the Steam Engine. 409 
 
 THE MARINE ENGINE. 
 
 Fig. 282 shows a diagram which more plainly indicates 
 the operation of this valve gear. 
 
 c indicates the position of the crank, e the eccentric, a the 
 point about which the vibrating link swings to describe the 
 
 Pig. 283. MARSHAW, VAI,VB GEAR. 
 
 arc *, y, and n the pin about which the tumbling link is 
 turned. If a be moved into the position s, it will be under- 
 stood that x and^ will both be at the same height. 
 
New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 If a be swung into position k, y will be be*ow the centre 
 line and x above, and the engine is reversed. It will be 
 observed that the noint of k, which is attached to the valve 
 rod, describes an ellipse. 
 
 Fig. 284. JOY VAI,VI$ GEAR. 
 
 The Joy valve gear, shown in Fig. 284, is in principle 
 identical with the Marshall valve gear. 
 
 The lever A, Fig. 284, operates the valve rod V in the 
 same manner as lever K in Fig. 283 ; instead of the vibrat- 
 ing link a block B, provided with a curved slot is used, in 
 which the pin forming the fulcrum of the lever A slides. 
 
New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 The motion is imparted to the lever A directly from "the 
 connecting rod by means of the connecting link C y one end 
 of which is pivoted to the connecting rod, the other end to 
 the suspension link D. 
 
 The vertical motion of the connecting link moves the 
 valve an amount equal to its lap and lead, while the hori- 
 zontal motion causes the ports to open their full opening, 
 by moving the fulcrum up and down in the inclined slot. 
 By means of the reversing lever L the incline of the block 
 B can be altered, or reversed, to reverse the engine. 
 
 In Figs. 285 and 286 is shown, as a practical example, a 
 triple expansion engine fitted to yacht " Penelope," St. 
 Augustine, Fla. 
 
 The valves of this engine are driven by cranks on a sep- 
 arate shaft, which receives its motion from the main shaft 
 by gears. 
 
 The valves are of the piston type, the high pressure valve 
 taking steam on the upper end, from whence it also passes 
 to the lower port through the body of the valve. The 
 exhaust passes into the chamber surrounding the valve, 
 and through the channel shown in the section in Fig. 285, 
 which also forms the intermediate receiver, to the intermed- 
 iate valve chest. 
 
 The intermediate valve takes steam on its inner edges, 
 exhausting on the ends, the exhaust of the upper port 
 passing partly through the valve and partly through the 
 space formed between the intermediate and low pressure 
 valve chests, the combined volume of these form the low 
 pressure receiver, from whence it passes to the low pressure 
 cylinder. 
 
 The reversing gear of this engine is different from the 
 Stephenson link motion. One end of the shaft from which 
 the valves receive their motion is provided with a tripple 
 thread of very long pitch, upon which a nut is mounted 
 with grooves to fit these threads. 
 
412 New Catechism of the Steam Engine. 
 
New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 The nut is circular in shape and provided with keys, 
 which slide in keyways in a sleeve upon which the gear, 
 which rotates the shaft, is mounted. 
 
 If the engine is running, the gears, driven by the main 
 shaft will rotate the sleeve with nut and valve shaft as one 
 piece. In throwing the hand lever, see Fig. 285, the nut is 
 slid outward, and as it cannot rotate inside of the sleeve 
 on account of its keys, the valve shaft has to rotate, chang- 
 ing the position of the cranks, which operate the valve 
 rods, for the astern motion. 
 
 The principle is the same as if an eccentric should be 
 mounted loose upon a shaft, and turned to direct the 
 motion of the engine either astern or ahead, instead of 
 using two eccentrics for each valve. 
 
 Fig. 285 shows this engine in front elevation, the valve 
 chambers, which are in front of the cylinders, are shown in 
 section. 
 
 The reversing gear is also shown in section, and part of 
 the bed plate and valve shaft is broken away to show the 
 main bearing in section and one of the cranks. 
 
 The thrust bearing at the extreme left is attached to the 
 bed of the engine and consists of a single adjustable thrust 
 collar. 
 
 Fig. 286 shows a side elevation of the high pressure side, 
 showing the gear connection. The centre gear is simply 
 used to transmit the motion from the crank shaft to the 
 valve shaft, and to take up wear by moving it towards the 
 other two gears, all of which are twist gears, to insure quiet 
 and easy running. 
 
 The high pressure cylinder and valve chesc are shown in 
 section, to expose the piston and valve. The dimensions 
 of this engine are: cylinder, 3-5"x 5. 3" x 8.5"; stroke, 6" ; 
 number of revolutions, 550 per minute; steam pressure, 
 150 Ibs.; horse power, 50. The floor space required, 
 including thrust bearing, is 34" x 15", which is 10.2 square 
 
New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 inches per horse power. The height above engine room 
 floor, which is i^ inch above centre of crank shaft, is 27 
 inches. 
 
 The reversing gear is a very important part of the marine 
 engine. Some engines may run for weeks without being 
 reversed or even stopped, but whenever reversing is 
 required it has to be done quickly. 
 
 Fig. 287. STEAM REVERSING GEAR. 
 
 The Stephenson link motion consists of two eccentrics, 
 with their respective straps and rods, connected to a curved 
 link L, Fig. 287, by means of which either of the eccentrics 
 can be made operative upon the valve stem S y one of the 
 eccentric rods E E can be seen " thrown in."" 
 
New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 Several applications of the Stephenson link motion can 
 be seen in Figs. 271, 278, 280 and 281. Other reversing 
 gears are illustrated and described on pages 409, 410 and 
 412, and Figs. 282, 283, 284 and 285. 
 
 The reversing gear is operated in various ways, in smaller 
 engines by a lever, as in Figs. 278, 281, 284 and 285, and in 
 medium and larger sizes by means of a worm gear and 
 hand wheel, as in Figs. 271 and 283, or by gear connection. 
 In very large engines this method of reversing would 
 require so much intermediate gearing that the reversing 
 would be too slow an operation for the safety of the ship, 
 and to overcome this various methods have been devised 
 to operate the reversing gear by steam power. 
 
 A very largely used type of steam reversing gear is 
 shown in Fig. 287, attached to the column D of a large 
 compound engine, to operate a Stephenson link motion. 
 The reach rod R connects the link L to the bell crank B 
 upon the tumbling shaft T in the ordinary manner ; to one 
 arm of the bell crank B is pivoted the connecting rod of 
 steam cylinder C, the valve of which is operated by means 
 of hand lever H, turning about a pin on stay rod A. If 
 the lever is pushed downward it will raise the valve, uncov- 
 ering the lower steam port and admitting steam below the 
 reversing piston, the piston being forced upward by steam 
 pressure will turn bell crank B, and by means of reach rod 
 R will draw the link over to the left. 
 
 But while the bell crank is rotating it also forces the stay 
 rod A downward, one end being connected to it, and thus 
 closes the valve, so the link will only move while the hand 
 lever is rotated, and can be moved slowly or fast at will, 
 and be stopped at any desired position by locking the pin 
 upon which it is free to turn near the handle by means of 
 the thumb screw, to the quadrant. 
 
 To prevent the piston of the reversing engine from strik- 
 ing the cylinder head, cushion springs / are mounted on the 
 
New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 ends of the guide G, against which the crosshead F strikes, 
 thus cushioning its motion. 
 
 There are several other types of steam reversing gear, 
 some consisting of a small steam engine turning a worm 
 wheel shaft. 
 
 Some reversing gears are provided with an oil cylinder, 
 in which a piston operates, the oil acting as a cushion, and 
 also locking the piston in its position. The valve of this 
 cylinder is also operated by lever and bell crank. 
 
 Fig. 288. THROTTUC VAIVBS. Fig. 289. 
 
 The throttle valve of a marine engine is an important 
 adjunct. It must be quick to operate, consequently the 
 ordinary globe valve with the screwed spindle is unsuitable. 
 
 In Fig. 288 is shown a throttle valve for small engines. 
 It is operated by a hand lever, the disc sliding on the seat. 
 The valve shown in Fig. 289 is often used for medium 
 sized engines, the construction of it is plainly illustrated. 
 Both these valves are manufactured by the Lunkenheimer 
 Co. of Cincinnati, O. 
 
 It is not always necessarily a gate valve, for there are 
 many quick opening devices used for throttling. A largely 
 
 NOTE. The throttle valves of very large engines are operated by 
 steam, as the enormous size of the valve would make hand operation 
 impossible. The mechanism to operate such valves works on the same 
 principle as the steam reversing gear. 
 
New Catechism of the Steam Engine. 417 
 
 THE MARINE ENGINE. 
 
 used throttling device, is similar to the air by-pass on boiler 
 furnace doors, which only needs a fraction of a turn to 
 open or close it. A double beat valve is often used in 
 connection with steam operation, on account of being 
 balanced. 
 
 In Fig. 290 is illustrated the crank shaft of a triple ex- 
 pansion marine engine. The shaft consists of three sec- 
 tions, each forged in one solid piece with the crank. 
 
 All marine engines previously described, are the propell- 
 ing power of the ship, but there are also engines for hand- 
 ling the cargo, steering, and on some steamers electric light 
 engines, as well as refrigerating machines. 
 
 Fig. 290. CRANK SHAFT. 
 
 The electric light engines and those used to drive the 
 refrigerating machines, do not differ from the common sta- 
 tionary engines, but as small floor space and lightness of 
 the engines is a very important factor on shipboard, the 
 long stroke, slow speed engine is entirely out of question. 
 
 Fig. 291 represents a towing machine; these are used 
 on board of steam barges, and seagoing tugboats. If the 
 boat has a vessel in tow, the hawser is wound partly upon 
 the drum, and if subjected to sudden strains, as in a heavy 
 sea, the drum will commence to revolve, paying out the 
 hawser, and thus releasing it of part of its strain. 
 
 The revolving of the drum, by means of bevelgearing, 
 see Fig. 291, further opens the regulating valve, admitting 
 more steam to the cylinders, until the steam pressure upon 
 the pistons balances the strain upon the hawser. 
 
41 8 New Catechism of * he Steam Engine. 
 
 THE MARINE ENGINE. 
 
 As soon as the hawser begins to slack up again, the en- 
 gine will begin to revolve, hauling in the amount of hawser, 
 paid out before. 
 
 Fig. 292 shows a steam steering engine. The pilot wheel 
 is connected with the regulating valve of the engine by 
 meaxis of a sprocket chain and screw. 
 
 Fig. 291. STEAM TOWING MACHINE. 
 
 When the pilot wheel is revolved, the screw, also being 
 revolved, will draw or push the regulating valve, to open a 
 port, which will admit steam to run the engine in the direc- 
 tion necessary to turn the rudder the way desired, but the 
 nut in which the screw works, is attached to the drum 
 shaft, which transmits the motion of the engine by cable 
 or chain to the rudder, and when the drum revolves, thus 
 also turning the nut, the screw, which is attached to th 
 
New Catechism of the Steam Engine. 419 
 
 THE MARINE ENGINE. 
 
 stem of the regulating valve is forced in the opposite direc- 
 tion, thus shutting off the steam. 
 
 It will be understood, that the engine only revolves, 
 while the wheel is turned, thus the rudder can be turned 
 
 Fig. 292. STEAM STEERING ENGINE. 
 
 any desired amount. The action of the steering engine, 
 with its mechanism is somewhat similar to the steam re- 
 versing gear. 
 
 The gear connection between the pilot wheel and the 
 drum shaft, shown in Fig. 292 is for the purpose of operat- 
 ing the rudder directly by the pilot wheel if desired. 
 
420 New Catechism of the Steam Engine. 
 
 THE MARINE ENGINE. 
 
 Steam winches do not differ much from the stationary 
 and portable second motion hoisting engines. 
 
 Besides the engines, there are numerous steam pumps 
 on board of ship, each of which serves for a special pur 
 pose. These pumps are : 
 
 1. The air pump, for removing the water of condensa- 
 tion and air from the condenser, see condensers, page 360. 
 Fig. 253. 
 
 2. The circulating 
 pump, to supply the 
 condenser with cooling 
 water, which after pass- 
 ing through the tubes in 
 the condenser is dis- 
 charged at the side of 
 the vessel. For this 
 purpose often centrifu- 
 gal pumps are used, run 
 by a high speed engine. 
 
 3. The boiler feed pumps, for supplying the boilers. 
 
 4. The bilge pumps, for discharging the water, which 
 accumulates in the hold of the vessel, by leakage, through 
 the stern tube, or from pipes, used to cool a hot bearing. 
 
 5. The donkey pumps, used to discharge different com 
 partments, if the vessel should spring " aleak." 
 
 6. The fire pump, to be used in case of fire. 
 
 7. Tho sanitary pump, which supplies water to the dif 
 ferent sanitariums. 
 
 Fig. 293. STEAM WINCH. 
 
 Fig. 294. STEAM WINCH. 
 
New Catechism of the Steam Engine. 421 
 
 THE TURBINIA STEAMSHIP. 
 
 The subject of the steam turbine has been elsewhere 
 treated upon, but as applied to marine propulsion the 
 claimed merits of the system may be thus summarized : 
 (i) Greatly increased speed, owing to diminution of weight 
 and smaller steam consumption ; (2) increased carrying 
 power of vessel; (3) increased economy in coal consump- 
 tion ; (4) increased facilities for navigating shallow waters ; 
 (5) increased stability of vessel ; (6) reduced weight .of 
 machinery ; (7) reduced cost of attendance on machinery ; 
 (8) reduced size and weight of screw propellers and shaft- 
 ing; (9) absence of vibration ; (10) lowered center of grav- 
 ity of machinery, and reduced risk in time of war. 
 
 The first ship fitted with turbine engines has been the 
 Turbinia. She is 100 ft. in length, 9 ft, beam, 3 ft. draught 
 amidships, and 44^ tons displacement. She has three 
 screw shafts, each directly driven by a compound steam 
 turbine of the parallel flow type. The three turbines are 
 in series, and the steam is expanded at full power from a 
 pressure of 170 Ib. absolute, at which it reaches the motor, 
 to a pressure of I Ib. absolute, at which it is condensed. 
 
 The shafts are slightly inclined, and each carries three 
 screws, making nine in all. The screws have a diameter 
 of 1 8 in., and when running at full speed they make 2,200 
 revolutions per minute. Steam is supplied from a water 
 tube boiler, and the draught is forced by a fan, mounted 
 on a prolongation of the low pressure motor shaft, the ad- 
 vantage of this arrangement being that the draught is in- 
 creased as the demand for steam increases, and also that 
 the power to drive the fan is obtained directly from the 
 main engines. 
 
 Up to the present the maximum mean speed attained 
 has been 32^ knots per hour as the mean of two conse- 
 cutive runs on the measured mile ; the indicated horse 
 power realized is 2,100, and the consumption of feed water 
 
422 New Catechism of the Steam Engine. 
 
 THE TURBINIA STEAMSHIP. 
 
 per indicated horse power hour 14% lb., and the speed the 
 fastest of any vessel irrespective of size. The weight of 
 the main engines is 3 tons 13 cwt. Total weight of ma- 
 chinery, including turbines and auxiliary engines, condenser 
 and boiler, the propellers and shafts, the tanks and the 
 water in boiler and hot well, 22 tons. Thus nearly 100 
 horse power is developed per ton of machinery, and nearly 
 50 horse power per ton of displacement of boat. 
 
 ENGINES OP THE S. S. "CAMPANIA." 
 
 As an example, Figs. 295 and 296, of modern marine en 
 gineering, the engines of the Cunard line steamship " Cam- 
 pania " are given. The dimensions of the " Campania " are 
 as follows : Length over all 620 feet, breadth 65 feet, depth 
 43 feet, with a draft of 26 feet. The gross tonnage is 13,000. 
 
 The ship is fitted with two triple expansion engines of 
 15,000 horse power each, and by their aid has made a speed 
 of upwards of 27 miles an hour. 
 
 The dimensions of the engines are as follows: two high 
 pressure cylinders of 37 inches diameter each, one inter 
 mediate 79 inches, and two low pressure 98 inches dia- 
 meter, with a common stroke of 69 inches. The two high 
 pressure cylinders are mounted on top of the two low pres- 
 sure cylinders at each end of the engine, the intermediate 
 being in the middle. 
 
 The high pressure cylinders have piston valves, and the 
 intermediate and low pressure cylinders have double ported 
 slide valves. 
 
 The engines are provided with combined steam and 
 hydraulic starting and reversing gear, and also with an 
 emergency governing gear for automatically stopping the 
 engines in case they exceed a certain speed. 
 
 The height from base of the engine to top of cylinders 
 is 47 feet. 
 
New Catechism of the Steam Engine. 423 
 
 MARINE ENGINES. 
 
 f ig- 2 95- ENGINES OF THE "CAMPANIA." 
 Rear view two engines placed end to end. 
 
424 New Catechism of the Steam Engine. 
 
 Fig. 296, ENGINES OF THE "CAMPANIA." Front View. 
 
New Catechism of the Steam Engine. 4 2 5 
 
 THE ARITHMETIC OF THE STEAM 
 ENGINE. 
 
 The figures for the strength of the materials going into 
 the construction of the engine are made with the utmost 
 nicety in the designer's plans, but these are not necessary 
 to be known generally, but, the power developed under 
 varying conditions by an engine is a subject, often, of daily 
 computation and it is of importance that the subject should 
 be carefully studied. There are four factors which determ- 
 ine the power of an engine, viz.: 
 
 (a) The mean effective pressure on the piston 
 
 (b) The length of the stroke 
 
 (c) The area of the piston. 
 
 (d) The speed. 
 
 In other words, an engine of a given diameter and length 
 of stroke, acting under a given mean effective pressure, 
 will develop power in proportion to its speed, and if the 
 speed is doubled, its power will also be doubled, and so to 
 obtain a given power under a given mean effective pressure 
 we need make an engine only half as large if we double its 
 speed. 
 
 A horse power is equal to a weight of 33,000 pounds 
 lilted one foot in one minute. Therefore, if an engine is 
 said to have one horse power, it is capable of lifting 33,000 
 pounds one foot in one minute, or one pound 33,000 feet 
 in a minute. Thus the power of an engine depends upon 
 the amount of weight it can lift in a certain time. 
 
 The force, which enables an engine to raise a weight, or 
 work against the frictionless resistance of machinery, is 
 exerted upon the piston, by the pressure of the steam. 
 
 NOTE. Some persons figure without thinking, i. e., thejr use formu- 
 las and rules without understanding the principles upon which they are 
 used. This should not be encouraged, as the results are often danger- 
 ously misleading, and sometimes ludicrous, as in the case of the very 
 young "graduate" who figured by an accepted formula that it would 
 require (among other materials) two tons of putty to fasten in their 
 sashes a few windows in au office extension for which the superintend- 
 ent Ha4 asked the young " chappie " to make up an estimate. 
 
New Catechism of the Steam Engine. 
 
 ARITHMETIC OF THE STEAM ENGINE. 
 
 The space, through which this force acts, is the piston 
 speed at which the engine is running. 
 
 And for the time is taken a unit, through which a certain 
 amount of piston travel has acted. 
 
 Thus the pressure upon the piston, multiplied by the 
 piston speed in a certain time, for which the minute has 
 been accepted, gives the power upon the piston, and divid- 
 ing this product by 33,000, gives the horse power. 
 
 The pressure upon the piston is equal to the steam press- 
 ure, multiplied by the piston area, whic) is the square of 
 piston diameter multiplied by .7854. 
 
 The piston speed per minute is equal to the number of 
 revolutions, multiplied by twice the length of the stroke. 
 
 The steam pressure, however, varies for different points 
 of the stroke, as has been explained before, thus the mean 
 average pressure must be used, instead of the whole boiler 
 pressure. 
 
 Thus the norse power is figured by the following rule : 
 
 Multiply the square of the piston diameter by .7854, and 
 the mean effective pressure. 
 
 The product multiply by twice the number of revolutions 
 per minute, times the stroke in feet. Divide this product 
 by 33,000, and the result will be the horse power. 
 
 For a compound engine, figure the high pressure and low 
 pressure separate by the above rule, and add the results. 
 
 If the engine is a single cylinder, single acting engine, 
 the piston stroke should be multiplied by the number of 
 revolutions only, instead of the number of revolutions mul- 
 tiplied by 2, as the piston only makes one power stroke foi 
 each revolution. 
 
 NOTE. There is a good deal of difference between a horse powef 
 and the power of a horse. The steam engine will, for each horse power, 
 lift 33,000 pounds one foot high each minute of the 24 hours of the day. 
 It is a good horse that can do it day by day fov eight of the 24 hours. 
 If the arrangement could be such that the power of the horses exerted 
 on shore could be utilized in propelling one of the steamships from New 
 York to Liverpool, 75,000 instead of 25,000 horses would be required for 
 the purposei and the " motive power " would weigh 75,000,000 pounds. 
 
New Catechism of the Steam Engine. 427 
 
 ARITHMETIC OF THE STEAM ENGINE. 
 
 The following example shows method of computing the 
 power of a 16 x 42 engine, with 84 revolutions per minute 
 and mean average pressure 40 pounds : 
 
 Cylinder diameter 16 inches. 
 
 Length of stroke = 42 inches. 
 
 Number of revolutions, 84 
 
 Mean effective pressure by diagram = 40 pounds. 
 
 16 
 16 
 
 piston area, leaving off 
 the two last decimals, 201.06 
 
 40 
 
 804240 
 
 which Is the total pressure upon 
 the piston 
 
 201.0624 
 
 42 ins. 3 ft 6 In. X 2 7 ft. 
 84 
 
 jr 
 
 588 feet of piston speed per minute. 
 
 64339 2 
 643392 
 402120 
 
 33000)472893 1.2( 143.3 Horsepower. 
 
428 New Catechism of the Steam Engine. 
 
 IPS. 
 
 If the " striking points " on the cylinder heads are not 
 known to the engineer in charge then they should be 
 learned and be marked on the guides so that it can be 
 clearly seen at all times that the piston has sufficient 
 clearance at the end of stroke which clearance, other 
 conditions being favorable, should be kept equal at each 
 end. If clearances have to be made slightly dif f erent 
 to regulate travel of rings over counterbore, it is of slight 
 importance. 
 
 If engineers desire to get considerable useful information 
 regarding the particular kind of engine they have in 
 charge, and on other things which will be of benefit to 
 them, they should write to the manufacturers of the 
 engine, who nearly all have printed matter describing 
 their engines in every detail, and some of them issue 
 valuable pamphlets giving directions for setting up and 
 operating the engines. In response to a polite request, 
 stating the circumstances, they will receive the matter 
 without cost and will be well repaid by the information 
 they obtain from the same. 
 
 If the steam escapes from the plant by leakage, either 
 from the boilers themselves, the piping or stop valves, 
 or by passage through leaking valves and pistons in the 
 engine cylinders, then the consumption of coal is greater 
 
 NOTE. It would well repay the engineer in charge of a power plant, 
 it a thorough examination was made for leakage at regular intervals of 
 say once a month. It is an easy matter to determine the amount oi 
 leakage from the boilers and steam piping by observing the fall of water 
 in the gauge glasses when the engine is stopped, and the usual steam 
 pressure maintained. If there is no loss the full height of water should 
 be maintained continuously or with practically no reduction. On the 
 same occasion the valves and pistons of the engines should also be 
 examined for leakage, which can easily be tried by the indicator cock 
 test so far as this applies, and by the time method when the other is 
 unavailable. With systematic attention to these matters loss of steam 
 by leakage could not go unawares for a great length of time, and when 
 found the proper remedy could be applied for its prevention. 
 
New Catechism of the Steam Engine. 429 
 
 A CHAPTER OF "Irs." 
 
 than it should be. Waste of steam by leakage may be 
 expected in all steam plants, but it is too apt to be 
 excessive when it should be trifling. 
 
 If for any unusual cause " the plant " needs beautifying a 
 very neat effect is produced by bronzing the flanges of 
 fittings after they have been painted black. For a few 
 cents enough bronze powder and sizing can be purchased 
 at most any paint shop sufficient for " decorating " 
 several hundred fittings. 
 
 If an engine is to be overhauled sufficient time should be 
 allowed to make it practically as good as new. To do 
 this very thorough inspection is required of every detail ; 
 simply raising a shaft that is known to be low, shimming 
 up rods that are too short from constant keying, tight- 
 ening piston rings without knowing whether they 
 require it or not, and, in a word, superficially tinkering 
 with this, that, or the other member, is of no benefit 
 and it is only a waste of time to undertake it. It really 
 requires a skilled mechanic to do this work properly, 
 one who is familiar with machine work and knows where 
 to look for defects and the relation that one defect has 
 to the whole machine. 
 
 If the cylinder head leaks steam and needs packing anew 
 the thinner the packing used the tighter the joint. 
 Thick packing is more liable to blow out and the addi- 
 tional thickness unnecessarily increases the clearance in 
 the cylinder. 
 
 If the stuffing boxes have to be repacked none of the old 
 packing should be used, as it has lost its elasticity and 
 other merits. 
 
 If the sight feed glass in the lubricator fills with oil and it 
 is so constructed that it cannot be cleaned out now, if 
 the oil is removed from the body of the cup and it is 
 filled with water and started up in the usual way, the 
 water will float the oil out without further trouble. 
 
To Hawkins* New Catechism of the Steam Engint. 
 
 Adjusting speed of engine, 51. 
 Advantages of high speed engine, 
 24. 
 
 Vertical engines, 24. 
 Air Brake, Westinghouse, 269. 
 Air Compressor, Riedler, 372-378. 
 
 Rand, 371, 374, 376, 377. 
 Air Compression,Theory of, 380-381. 
 Air and Gas Compressing Engines, 
 
 371-381. 
 
 Air Pump, 360, 365. 
 Ajax Engine, 132-134. 
 Allis' Blowing Engine, 835, 836. 
 
 Hoisting Engine, 332, 333. 
 
 Pumping Engine, 253-257. 
 American Fire Engine, 338, 343. 
 
 Rotary Fire Engine, 342, 347. 
 Ames Engine, 154-159. 
 Angularity of Connecting Rod, 74. 
 Arithmetic of Steam Engine, 425. 
 Armington & Sims Engine, 160-162. 
 Automatic Engine, Operation of, 
 23. 
 
 Governor Stop, 193, 197. 
 Automatic, Meaning of, 22. 
 Backus Gas Engine, 317, 318. 
 Baldwin, Matthias W., 3. 
 Baldwin Locomotive, 275-280. 
 
 Ten Wheel Freight Locomotive, 
 
 279. 
 
 Ball Engine, 145-150. 
 Bates Corliss Engine, 193-197. 
 Bay State Engine, 76, 77. 
 Beam Engine, 389, 391, 392. 
 Bearing Thrust, 399. 
 Blowing Engines, 335-337. 
 
 Alhs', 335. 
 
 Chalmers, 887. 
 
 Brake of Locomotive, 265. 
 
 Westinghouse Air, 269. 
 Branca Engine, 26, 27. 
 Brooks Compound Locomotive, 264. 
 
 Eight Wheel Locomotive, 260, 261. 
 
 Twelve Wheel Locomotive, 262 
 263. 
 
 Buckeye Engine, 83. 
 
 Governor, 85. 
 Buffalo Engine, 90-95. 
 Calumet-Hecla, Mine Pumping En. 
 gine, 232. 
 
 Care and Management of the Steam 
 
 Engine, 50. 
 
 Chapter of "Ifs," 428. 
 Classification of Engines, 23. 
 Coal Consumed per Horse Power, 19. 
 Compensating Cylinder, 237. 
 
 Compounding, 382-386. 
 
 Cross, 386. 
 
 Tandem, 385. 
 Compound Locomotive, Brooks, 264. 
 
 Richmond System, 281. 
 
 Schenectady Passenger, 272. 
 Compound, Vauclain System, 276. 
 Compressed Air Locomotive, 378. 
 
 Condenser, 356-369. 
 Conover, 362. 
 Deane, 367. 
 Economy of, 362. 
 Jet, 359. 
 
 Relief Valve, 63. 
 Reynolds, 868. 
 Surface, 857. 
 Theory of, 807. 
 
 ,431 
 
432 
 
 Hawkins' New Catechism of the Steam Engine. 
 
 Connecting Rod, 42, 43. 
 
 Angularity of, 74. 
 
 Bates Corliss, 197. 
 
 Ends, 181. 
 
 Conover Condenser, 362, 364-367. 
 Cooper Corliss Engine, 214-216. 
 
 Governor, 168, 169. 
 
 Valves, 165-167. 
 
 Valve Gear, 169-174. 
 
 Corliss, Geo. H., 164, 170. 
 Cornish Pumping Engine, 223. 
 Correctly Set Slide Valve, 78. 
 Crab Claw Releasing Gear, 172. 
 Crank Shaft and Connecting rod of 
 Ames Engine, 158, 159. 
 
 Marine, 417. 
 Cross Compound Engine, 386. 
 
 Fitchburg Engine, 122. 
 
 Philadelphia Corliss Engine, 189. 
 Crosshead, 42, 43. 
 
 Bates-Corliss, 197. 
 
 Hewes & Phillips Corliss En- 
 gine, 220. 
 
 St. Louis Corliss Engine, 202, 203. 
 Cycle, Meaning of, 20. 
 Cylinder, 89, 40. 
 
 Compensating, Worthington, 237. 
 
 Dash Pot of Hewes & Phillips Cor- 
 
 liss Engine, 219. 
 
 Of Watt's Campbell Corliss En- 
 gine, 207, 210, 211. 
 
 Deane Condenser, 356, 367, 369. 
 Pumping Engine, 229, 240-243. 
 Vertical High Duty Pumping En- 
 gine, 229. 
 
 Dedication, 5. 
 
 De Lamater-Ericsson Hot Air Pump- 
 ing Engine, 319-321. 
 
 De Lamater-Ryder Hot Air Engine, 
 322-324. 
 
 Dickson Hoisting Engine, 334. 
 
 Directions for Setting Corliss Valves, 
 175, 
 
 Double Cylinder Double Drum Hoist- 
 ing Engine, 326-329. 
 
 Double Cylinder Patent Single Drum 
 Hoisting Engine, 328, 329. 
 
 Double Drum Reversible Hoisting 
 Engine, 330, 331. 
 
 Duty of Engine, 62. 
 
 Duties on First Taking Charge of 
 Steam Engine, 57. 
 
 Eccentric, 44, 45. 
 
 Eclipse-Corliss Engine, 205, 206. 
 
 Economy of Condenser, 362, 363. 
 
 Efficiency of Steam Engine, Defini- 
 tion, 20. 
 
 Engines, Air and Gas Compressing. 
 371-381. 
 
 Engine, Ajax, 183. 
 
 Ames, 154. 
 
 Ball, 145. 
 
 Bates-Corliss, 193. 
 
 Beam, 389, 391. 892. 
 
 Blowing, 335. 
 
 Branca, 26, 27. 
 
 Brown, 74. 
 
 Buckeye, 83. 
 
 Buffalo, 90. 
 
 Care and Management of, 50. 
 
 Classification of, 23. 
 
 Cooper-Corliss, 214. 
 
 Corliss, 165, 180, 181. 
 
 Crosshead, 42, 43. 
 
 Eclipse-Corliss, 205. 
 Engine, Fire, 338. 
 
 Fitchburg, 116. 
 
 Fore and Aft Compound, 406, 407 
 
 Foundations, 31-38. 
 
 Four Valve, 22. 
 
 Fraser & Chalmers Corliss, 221. 
 Engine, Gas, 287. 
 
 Governor, 45-47. 
 
 Hewes & Phillips Corliss, 217. 
 
 Hoisting, 325. 
 
 Hot Air, 819. 
 
 Ideal, 104. 
 
Index. 
 
 433 
 
 Engine, Lake Erie, 150. 
 Lining Up, 63. 
 Left Hand, 21. 
 Locomotive, 17. 
 Marine, 17, 387^24. 
 Materials and Workmanship of, 
 
 49. 
 
 Mclntosh & Seymour, 96. 
 Metropolitan, 142. 
 Naphtha, 308. 
 Newcomens, 27, 28. 
 Of S. S. Campania, 422-424, 
 Oil, 310. 
 Oscillating, 394-396. 
 
 Engine Parts of, 39-47. 
 Philadelphia-Corliss, 183. 
 Piping of, 48. 
 Porter-Allen, 124. 
 Pumping, 230. 
 Rotating of, 20. 
 Reciprocating Parts of, 23. 
 Racine, 115. 
 Reynolds-Corliss, 224. 
 Right Hand, 21. 
 Rotary, 22. 
 Single Acting, 22. 
 Single Marine, 400. 
 Single Valve, 22. 
 Stationary, 17. 
 
 Engine, Steam, 17. 
 
 Steam Steering, 419. 
 
 Steeple Compound, 401, 403. 
 
 Stern Wheel, 397, 398. 
 
 St. Louis Corliss, 198. 
 
 Triple Expansion, 411-413. 
 
 Watts, 29. 
 
 Watts-Campbell Corliss, 207. 
 
 Wells Balanced, 402-405. 
 
 Westinghouse, 110. 
 
 Whitehill Corliss, 190. 
 
 Williams', 135. 
 Engine Works (Illustration), 1. 
 
 Example for Figuring Horse Power, 
 
 427. 
 
 Fire Engines, 338, 352. 
 American, 338. 
 American Rotary, 342. 
 Instructions for Care and Man- 
 agement, 351. 
 La France, 346. 
 
 First Motion Hoisting System, 331. 
 Fitchburg Engine, 116-123. 
 Flooding of Cylinder by Condenser, 
 
 60. 
 
 Foos Gas Engine, 294-303. 
 Foot Pound, 20. 
 Fore and Aft Compound Engine, 406, 
 
 407. 
 Foundations of Engines, 31-38. 
 
 Temporary 35, 37, 38. 
 Four Valve Engine, 22. 
 Fraser & Chalmers Blowing Engine, 
 
 335-337. 
 Corliss Engine, 221-223. 
 
 Gas Engine, 287-290. 
 
 Backus, 317. 
 
 Foos, 294. 
 
 New Era, 305. 
 
 Otto, 291. 
 
 Westinghouse, 318. 
 
 With Gould Pump, 304. 
 Gordon's Improved Corliss Valve 
 
 Gear, 188. 
 
 Gould Pump and Gas Engine, 304. 
 Governor, 45^7. 
 
 Adjustment of Ideal Engine, 108, 
 109. 
 
 Ames Engine, 155, 156. 
 
 Armington & Sims Engine, 160- 
 162. 
 
 Ball Engine, 150. 
 
 Buckeye, 85. 
 
 Corliss, 168, 169. 
 
 Fitchburg Engine, 119, 120, 122. 
 
 Ideal Engine, 107. 
 
 Rites, 150, 160, 161. 
 
434 
 
 Hawkins* New Catechism of the Steam Engine. 
 
 Governor, Lake Erie Engine, 152. 
 Mclntosh & Seymour Engine, 
 
 100, 101. 
 
 Porter- Allen, 130. 
 Williams' Engine, 141. 
 Graphite Lubrication, 52. 
 Heat Utilized in Useful Wort, 19. 
 Hewes & Phillips Corliss Engine, 
 
 217, 218, 221. 
 
 History of James Watt, 29, 30. 
 High Speed Engines, Advantages 
 
 of, 24. 
 High Speed Single Valve Fitchburg 
 
 Engine, 123. 
 
 Hoisting Engine, 325-334. 
 Allis, 332. 
 Dickson, 334. 
 Double Cylinder Double Drum, 
 
 326. 
 Double Cylinder Single Drum, 
 
 328. 
 
 Double Drum Reversible, 330 
 Portable, 325. 
 Hoisting System, First Motion, 331. 
 
 Second Motion, 333. 
 Holly Pumping Engine, 244-248. 
 Hornsby-Akroyd Oil Engine, 310- 
 
 312. 
 
 Horse Power, 20. 
 Hot Air Engine, De Lamater-Erics- 
 
 son Pumping, 319. 
 De Lamater-Ryder, 322. 
 Ideal Engines, 104-109. 
 ' Ifs," a chapter of, 428. 
 Instructions for the Care of Fire En- 
 gines, 351, 352. 
 Intercepting Valve, Richmond Io_ 
 
 comotive, 282-285. 
 Introduction, 14. 
 Jet Condenser, 359-361. 
 Joy Valve Gear, 410-411. 
 Keying up Crank and Wrist Pin 
 
 Brasses, 59. 
 
 La France Fire Engine, 346-350. 
 Lake Erie Engine, 150-153, 
 
 Lap and Lead, Reasons for, 60, 
 Left-Hand Engine, 21. 
 Lining Eccentric, 67. 
 
 Crosshead Guide, 66. 
 
 Engine, 63. 
 
 Engine Shaft, 69. 
 
 Horizontal Engine, 63. 
 
 Shafting, 73, 
 
 Vertical Engine, 68. 
 
 Vertical Marine Engine, 70. 
 Link of Porter-Allen Engine, 125. 
 Locomotive, 17, 259-286. 
 
 Baldwin, 275. 
 
 Baldwin Ten-Wheel Freight, 274. 
 
 Brake, 265. 
 
 Brooks Compound, 264. 
 
 Brooks Eight-Wheel, 260. 
 
 Brooks Twelve-Wheel, 262. 
 
 Compressed Air, 378. 
 
 "Old Ironsides," 273. 
 
 Richmond, 280. 
 
 Schenectady Compound Passen- 
 ger, 272. 
 
 Schenectady Eight-Wheel, 268. 
 
 Schenectady Freight, 266. 
 
 SchenectadyTank Switching, 270. 
 Loose Eccentric Reversing Gear, 389. 
 Loss of Vacuum, 61. 
 Lubricating Device of Ames Engine, 
 
 159. 
 
 Lubrication, Graphite, 52. 
 Lubricators, 54. 
 Main Bearings of St. Louis Corliss 
 
 Engine, 203, 204. 
 Marine Engine, 17, 387-422. 
 Marine Crank Shaft, 417. 
 
 Pumps, 420. 
 
 Throttle Valve, 416. 
 Marshal Valve Gear, 407-409. 
 Materials and Workmanship of 
 
 Steam Engine, 49. 
 Mclntosh & Seymour Engine, 
 
 96-103. 
 
 Metropolitan Engine, 142-144. 
 Model Power Station, 38. 
 
Index. 
 
 435 
 
 Naphtha Engine, Simplex, 308. 
 New Era Gas Engine, 305-308. 
 Newcomen Engine, 27, 28. 
 
 Pumping Engine, 231. 
 Oil Device on Armington & Sims 
 Engine, 161, 162. 
 
 Buckeye Engine, 89. 
 
 Buffalo Engine, 91-94. 
 Oil Engine, Hornsby-Akroyd, 310. 
 "Old Ironsides," 273. 
 Opening Injection Valve in Starting 
 
 Condensing Engine, 61. 
 Operation of Automatic Cut-off 
 
 Engine, 23. 
 
 Oscillating Engine, 394-396. 
 Otto Gas Engine, 291-293, 
 Packing Joints, 50. 
 Parts of Steam Engines, 39-47. 
 
 Of Pumping Engines, 230. 
 Philadelphia Corliss Engine, 183- 
 
 189. 
 
 Piping of Engine, 48. 
 Piston, 41. 
 
 Of Hewes & Phillips Corliss En- 
 gine, 220. 
 
 Of Watts-Campbell Corliss En- 
 gine, 212, 213. 
 
 Portable Hoisting Engine, 325-327. 
 Porter-Allen Engine, 124-131. 
 Preface, 10. 
 Pumping Engines, 233-257. 
 
 Allis, 253. 
 
 Cornish, 233. 
 
 Calumet-Hecla Mine, 232. 
 
 Deane, 240. 
 
 Deane Vertical High Duty, 229. 
 
 Holly, 244. 
 
 Newcomen's, 231. 
 
 Part of, 230. 
 
 Riedler, 249. 
 
 Worthington High Duty, 234. 
 Pumps, Marine, 420. 
 Questions and Answers, 17-24, 58- 
 63. 
 
 Relating to Steam Engine, 58. 
 
 Raabe, Henry, Acknowledgment, 
 
 13. 
 Racine Engine, 114. 
 
 Valve, 115. 
 Racing of Engine, 58. 
 Railway Signals, 267. 
 Rand Air Compressor, 371, 374, 376^ 
 
 377. 
 
 Rating of Engine, 20. 
 Reciprocating Parts of Engine, 23. 
 Releasing Mechanism of Corliss 
 
 Valve Gear, 173. 
 Reversing Gear, Loose Eccentric, 
 
 389. 
 
 Reverse Valve, 62. 
 Reynolds' Condenser, 368, 369. 
 
 Corliss Engine, 224-228. 
 Richmond Locomotive, 280-286. 
 Riedler Air Compressor, 372-378. 
 
 Pumping Engine, 249-252. 
 Right-Hand Engine, 21. 
 Rites Governor, 150, 160, 161. 
 Road Rollers, 353, 355. 
 
 Rocker Arm Effect, 80. 
 Rollers, Steam Road, 353. 
 Rotary Engine, 22. 
 Rule for Setting Engine on the Cen- 
 ter, 76. 
 
 Setting Corliss Valves, 175. 
 Setting Valves of Beam Engine, 
 
 393, 395. 
 Running Over, 21. 
 
 Under, 21. 
 Safety Stop, Bates Corliss Engine, 
 
 196. 
 
 "Savannah" Steamship, 390. 
 Schenectady Compound Passenger 
 
 Locomotive, 272, 273. 
 Eight-Wheel Locomotive, 268. 
 Freight Locomotive, 266. 
 Tank Switching Locomotive, 270, 
 
 271. 
 
 Screw Propeller, 398. 
 Second Motion Hoisting System, 333. 
 
436 
 
 Hawkins 9 New Catechism of the Steam Engine. 
 
 Self-Contained Engine, 20. 
 
 Separator, Steam, 370. 
 
 Setting of Corliss Valves, 175, 179. 
 
 Slide Valve, 74. 
 
 Valves of Beam Engine, 393-395. 
 Shafting, Lining, 73. 
 Signals, Railway, 267. 
 Simplex Naphtha Engine, 308-310. 
 Single Acting Engine, 22. 
 
 Marine Engine, 400. 
 
 Valve Engine, 22, 
 Slide Valve Correctly Set, 78. 
 Steam Cylinder, 39, 40. 
 Starting Compound Condensing En- 
 gine, 59. 
 
 Stationary Engine, 17. 
 Steam Cylinder of Porter- Allen, 126. 
 Steam Engine, 17. 
 Steam Piston, 41. 
 Steam Reversing Gear, 414, 415. 
 Steamship " Savannah," 390. 
 
 " Turbinia," 421. 
 
 Steering Engine, 419. 
 
 Towing Machine, 418. 
 Steam Turbine, 163. 
 Steeple Compound Engine, 401, 403. 
 Stephenson, George, Portrait of, 258. 
 Stem Wheel Engines, 397, 398. 
 
 River Steamer, 396. 
 St. Louis Corliss Engine, 198-204. 
 Surface Condenser, 357-359. 
 Table, Lap and Lead of Corliss 
 
 Valves, 166. 
 
 Tandem Compound Engine, 385. 
 Theory of Air Compression, 380, 381. 
 
 Of Condenser. 356, 357. 
 Throttle Valve, Marine, 416. 
 Thrust Bearing, 399. 
 Triple Expansion Engine, 151. 
 
 Yacht Engine, 411-413. 
 "Turbinia" Steamship, 421. 
 Valve, Ajax Engine, 132, 134. 
 
 Ames Engine, 156,157,159. 
 
 Armington & Sims Engine, 160. 
 
 Valve, Ball Engine, 146-148. 
 Ideal Engine, 105. 
 Intercepting, Richmond Locomo- 
 tive, 282. 
 
 Lake Erie Engine, 151,152. 
 Mclntosh & Seymour Engine, 
 
 Double Piston, 103. 
 Porter-Allen Engine, 126-129. 
 Racine Engine, 69. 
 Williams Engine, 137, 139, 141. 
 
 Valve Gear, Bates Corliss Engine, 
 
 193-195. 
 
 Brown Engine, 75. 
 Buffalo Engine, 93. 
 Fitchburg Engine, 117-119 
 Gordon's Improved Corliss, 188. 
 Hewes & Phillips Corliss Engine, 
 
 219. 
 
 Joy, 410, 411. 
 Marshal, 407-409. 
 Mclntosh & Seymour Engine, 98, 
 
 99. 
 
 Reynolds Corliss Engine, 228. 
 St. Louis Corliss Engine, 201. 
 Watts-Campbell Corliss Engine, 
 
 207, 209. 
 
 Valve Setting, 74. 
 
 Valve and Valve Chest, 40. 
 
 Vauclain Compound System, 276- 
 
 280. 
 
 Vertical Ball Engine, 149. 
 Vertical Engines, Advantages of, 24. 
 Fitchburg Engine, 121. 
 Fraser & Chalmers Corliss En- 
 gine, 223. 
 Mclntosh & Seymour Engine, 102, 
 
 103. 
 Philadelphia Corliss Engine, 186, 
 
 187. 
 
 Watt's Engine,29. 
 Watt, James, 25. 
 
 Watts-Campbell Corliss Engine, 207 
 -213. 
 
Index. 
 
 437 
 
 Wells Balanced Engine, 402-405. 
 Westinghouse Air Brake, 269, 271, 
 
 273, 274. 
 
 Westinghouse Engine, 110-113. 
 Westinghouse Gas Engine, 313-316, 
 
 Whitehill Corliss Engine, 190-192. 
 Williams Engine, 135-141. 
 Worthington High Duty Pumping 
 Engine, 234-289. 
 
Hawkins* 
 
 Educational 
 Works. 
 
 LIST. 
 
 I. 
 Hawkins' Self-Help Mechanical Drawing, price post-paid, $2.00 
 
 (For Home Study.) 
 II. 
 
 Hawkins* New Catechism of Electricity, price post-paid, 2.00 
 
 111. 
 
 Hawkins' Aids to Engineers' Examinations, price post- 
 paid, - 2.00 
 
 (With Questions and Answers.) 
 
 IV. 
 Hawkins* Maxims and Instructions for the Boiler Room, 
 
 price post-paid, 2.00 
 
 V. 
 
 Hawkins* Hand Book of Calculations for Engineers, price 
 
 post-paid, - - 2.00 
 
 VI. 
 Hawkins* New Catechism of the Steam Engine, price 
 
 post-paid, - 2.00 
 
 VII. 
 Hawkins* Indicator Catechism (a practical treatise) , price 
 
 post-paid, - 1.00 
 
 Each volume is provided with a carefully arranged refer- 
 ence index, which places at ready command the information 
 contained in the book upon any special subject upon which 
 immediate help is needed. 
 
Hawkins' Self-Help 
 
 Mechanical Drawing. 
 Price, $2. 
 
 This volume contains 320 pages, 300 illustrations, 
 diagrams and suggestive sketches ; it is attractively 
 and strongly bound in green cloth, with full-gold 
 edges and titles, making a handsome book, 7x10 
 inches, for the library, for study and ready reference. 
 
 It is superfluous for the publishers to say aught 
 concerning the importance of knowing how to draw, 
 and the utility of draughting in industrial pursuits ; 
 but the fact cannot be too frequently reiterated that 
 the education of the mechanic is incomplete without 
 a knowledge of drawing. 
 
CONTENTS. 
 
 The work has been carefully arranged according 
 to the fundamental principles of the art of drawing, 
 each theme being separately treated, and many 
 examples given for practice. A list of the subjects 
 are given below, all of which are plainly described 
 and illustrated. 
 
 Chalk Work. 
 
 Preliminary Terms and Definitions. 
 Freehand Drawing. 
 
 Geometrical Drawing. 
 
 Drawing Materials and Instruments* 
 
 Mechanical Drawing. 
 Penciling. 
 Projection. 
 
 " Inking in " Drawings. 
 Lettering Drawings. 
 
 Dimensioning Drawings. 
 
 Shading Drawings. 
 Section Lining and Colors. 
 Reproducing Drawings. 
 Drawing Office Rules. 
 Gearing. 
 
 Designing Gears. 
 
 Working Drawings. 
 Reading Working Drawings. 
 
 Patent Office Rules for Drawings. 
 Useful Hints and Points. 
 Linear Perspective. 
 Useful Tables. 
 
 Personal) by the Editor. 
 
 The practical instructions given in this volume 
 are in helpful language, such as a teacher would use, 
 and it is to. be hoped that the book will serve, at 
 least, as a stepping stone toward a thorough mastery 
 of the draughtsman's art. 
 
New 
 Catechism 
 
 of 
 Electricity. 
 
 A 
 
 Practical 
 
 Treatise 
 
 Price, $2. 
 
 This volume contains 550 pages of valuable informa- 
 tion, 300 diagrams and illustrations, handsomely 
 bound in heavy red leather, with gold edges, making 
 a handy pocket companion, replete with invaluable 
 knowledge; size 4^ x 6y 2 inches. 
 
 This book has been issued in response to a real 
 demand for a plain and practical treatise on the care 
 and management of electrical plants and apparatus 
 a book to aid the average man, rather than the invent- 
 or or experimenter in this all-alive matter. 
 
 Hence the work will be found to be most complete 
 in this particular direction, containing all the (book) 
 information necessary for an experienced man to take 
 charge of a dynamo or plant of any size. 
 
 So important is the subject matter of this admirable 
 work that there is only one tira~ *^ order it and that is 
 NOW. 
 
CONTENTS. 
 
 The Dynamo; Conductors and Non-Conductors; 
 Symbols, abbreviations and definitions relating to 
 electricity; Parts -of the Dynamo; The Motor; The 
 Care and Management of the Dynamo and Motor. 
 
 Electric Lighting; Wiring; The rules and require- 
 ments of the National Board of Underwriters in full; 
 Electrical Measurements. 
 
 The Electric Railway; Line Work; Instruction and 
 Cautions for Linemen and the Dynamo Room ; Storage 
 Batteries; Care and Management of the Street Car 
 Motor; Electro Plating. 
 
 The Telephone and Telegraph ; The Electric Eleva- 
 tor; Accidents and Emergencies, etc., etc. 
 
 The full one-third part of the whole work has been 
 devoted to the explanation and illustrations of the 
 dynamo, and particular directions relating to its care 
 and management ; all the directions are given in the 
 simplest and most kindly way to assist rather than 
 confuse the learner. The names of the various parts 
 of the machine are also given with pictorial illustra- 
 tions of the same. 
 
 In the Catechism no less than 25 full page illustra- 
 tions have been given of the various dynamo machines 
 made in different parts of the country, and an equal 
 number of part page illustration* 
 
Questions 
 
 and 
 Answers 
 
 for 
 
 Engineers. 
 Price, $2. 
 
 This volume has over 2 DO pages of practical "pointers" 
 showing the path of advancement, so much desired by aspiring 
 engineers and firemen. It is printed on excellent paper and 
 handsomely bound in heavy red leather, with gold title and 
 edges. It is strongly bound for continuous study ; the size is 
 o*7 l /2. 
 
 The work is a most important aid to all engineers, and 
 is undoubtedly the most helpful ever issued relating to a safe 
 and sure preparation for examination. 
 
 It presents in a condensed form the most approved prac- 
 tice in the care and management of Steam Boilers, Engines, 
 Pumps, Electrical and Refrigerating Machines. 
 
 On the following page is a list of its " helpful " contents. 
 
CONTENTS. 
 
 This book embraces information not elsewhere obtainable. 
 
 It tells exactly what an engineer will have to go through 
 in getting a license, with much kindly and helpful advice to 
 the applicant for a license. 
 
 It contains the annual report of the superintendents 01 
 "Steam Boiler Inspection and Certification of Engineers" foi 
 the cities of New York and Brooklyn. 
 
 It contains various rules, regulations and laws of cities 
 for the examination of boilers and the licensing of engineers. 
 
 It contains the laws and regulations of the United States 
 for the examination and grading of all marine engineers. 
 
 It gives a short chapter on the "Key to Success" in 
 obtaining knowledge necessary for advancement in engineering. 
 This is very important. 
 
 The book gives the underlying principles of steam engineer* 
 ing in plain language, with sample questions and answers 
 likely to be asked by the examiner. 
 
 It gives a few plain rules of arithmetic with examples of 
 how to work the problems relating to the safety valve, strength 
 of boilers and horse power of the Steam Engine and Steam 
 Boiler. 
 
 The main subjects treated, upon which are given detailed 
 information with questions and answers, are as follows: 
 The Steam Boiler, Boiler Braces, Incrustation and Scale, 
 Firing of Steam Boilers, Water Circulation in Boilers, Con- 
 struction and Strength of Boilers, The Steam Engine, Engine 
 and Boiler Fittings, Pumps, The Injector, Electricity and 
 Electric Machines, Steam Heating, Refrigeration. Valve 
 Setting, etc., etc. 
 
Maxims 
 
 and 
 Instructions 
 
 for the 
 
 Boiler Room 
 
 Price, $2. 
 
 This is, of all the Hawkins books, perhaps the 
 most useful to the Engineer-in-charge, to the Fireman, 
 to the Steam user or owner, and to the student of 
 Steam Engineering. 
 
 It is uniform in binding and size with " Calcula- 
 tions for Engineers " and the "New Catechism of the 
 Steam Engine"; the size is 6 x 8^ inches, i^ inches 
 thick; weight 2 Ibs. ; it is bound in green silk cloth, 
 gilt top and titles in gold; it has 331 pages with 185 
 diagrams and illustrations. 
 
 See next pag> for further particulars relating to 
 the practical subjects embraced in this valuable 
 volume. 
 
Materials; Evaporation; Fire Irons and Tools; 
 Firing of Steam Boilers; Points relating to Fuels; 
 Foaming; Chapter of Don'ts; Full descriptions of the 
 Locomotive, Upright, Water Tube, Horizontal, and 
 Marine Steam Boilers; Parts of a Boiler; Various 
 Specifications for Construction of a Boiler; Riveting; 
 Bracing; Various Repairs; Grate Bars; Boiler 
 Cleaners; Boiler Scales; Boiler Tests; Scumming 
 Chemical Terms; Inspection of Boilers; Mechanica 
 Stokers; Pumping Machinery; Feed Water Heaters; 
 Steam Heating; Plumbing; Safety Valve Rules. 
 
 And many hundreds of other valuable pointers 
 for Steam Users, Superintendents, Engineers, etc. 
 
 No Engineer, Fireman or Steam User can afford 
 to be without this valuable book, as it contains the 
 pith and vital " points " of economical and safe steam 
 production. 
 
 The plan followed in this work is the same as 
 that so generally approved in "Calculations ', it 
 proceeds from the most simple rules and maxims to 
 the highest problems; it is both a book of instruction 
 and reference. The carefully prepared Index con- 
 tains nearly one thousand references, thus making Jt 
 almost d ^ ; ~tionarv of terms. 
 
DBOO^i 
 OF 
 ECULATION 
 
 lENGtNEERS! 
 
 Hand Book 
 
 of 
 Calculations 
 
 for 
 Engineers. 
 
 Price $2. 
 
 The work comprises the elements of Arithmetic, Mensura- 
 tion, Geometry, Mechanical Philosophy, with copious notes, 
 explanations and help rules useful to an Engineer, 
 
 And for reference, tables of squares and cubes, square and 
 cube roots, circumference and areas of circles, tables of weights 
 of metals and pipes, tables of pressures of steam, etc., etc. 
 
 This is a work of instruction and reference relating to the 
 steam engine, the steam boiler, etc , and has been said to con- 
 tain every calculation, rule and table necessary to be known by 
 the Engineer, Fireman and steam user, 
 
 It is thus a complete course in Mathematics for the Engineer 
 and steam user; all calculations are in plain arithmetical 
 figures, so the average man need not be confused by the inser 
 tion of the terms, symbols and characters to be found in works 
 of " higher mathematics," so-called, yet the book is a complete 
 treatise. 
 
 It is bound uniform with the " New Catechism of the Steam 
 Engine" and the "Instructions for the Boiler Room" (size 
 6 x 8^ inches, weight 2 Ibs. ) ; in green silk cloth ; printed on 
 heavy, fine surface paper ; geld titles, gilt top ; with 330 pages 
 ^nd 150 illustrations. 
 
CONTENTS. 
 
 Mechanical Powers; Natural or Mechanical Philos- 
 ophy; Strength of Materials; Mensuration; Arith- 
 metic ; Description of Algebra and Geometry ; Tables 
 of Weights, Measures, Strength of Rope and Chains, 
 Pressures of Water, Diameter of Pipes, etc. ; The 
 Indicator, How to Compute ; The Safety Valve, How 
 to Figure; The Steam Boiler; The Steam Pump; 
 Horse Powers, How to Figure for Engines and 
 Boilers; Steam, What It Is, etc.; Index and Useful 
 Definitions. 
 
 " I am pleased with the work ; it is of 
 value to me. I have charge of a Harris- 
 Corliss engine doing 680 H. P. at Slater's 
 Cotton Mills." CYRUS BUCKUN, Paw- 
 tucket, R. I. 
 
 " I think it the best I ever saw, and I 
 thank the day I saw it advertised." 
 JNO. C. ROBINSON, Adams, Mass. 
 
 " The Hand Book is worth its weight in 
 dollars to any engineer with common 
 sense." J AS. C. TEMPLE, Bng., Spring- 
 field, 111. 
 
New 
 Catechism 
 
 of the 
 
 Steam 
 Engine. 
 
 Price, $2. 
 
 This is a rarely fine book, handsomely bound in 
 green silk cloth, gilt top, titles in gold; 440 pages; 
 325 illustrations, size 6x8^ inches, i^ inches thick; 
 weight 2 Ibs, It is bound uniform in style and size 
 with the "Hand Book of Calculations" and "Maxims 
 and Instructions for the Boiler Room." 
 
 This will prove a valuable book both for study and 
 reference, being finely illustrated and indexed. 
 
 This work is gotten up to fill a long-felt need for a 
 practical book. It gives directions for running the 
 various types of steam engines that are to-day in the 
 market A list of subjects which are fully yet con- 
 cisely discussed are found on the next page. 
 
CONTENTS. 
 
 The subject matter of the New Catechism of the 
 Steam Engine is not arranged in chapters, but accord- 
 ing to the more natural order best designed to explain 
 at greater or less length the different themes discussed. 
 The following are the leading divisions of the 480 
 pages of the book: 
 
 Introduction; The Steam Engine; Historical Facts 
 Relating to the Steam Engine; Engine Foundations; 
 The Steam Piston; Connecting Rods; Eccentric; 
 Governor ; Materials ; Workmanship ; Care and 
 Management; Lining up a Horizontal or Vertical 
 Engine; Lining Shafting; Valve Setting; Condensers; 
 Steam Separators ; Air, Gas and Compressing Engines ; 
 Compounding; Arithmetic of the Steam Engine; 
 Theory of the Steam Engine; Construction. 
 
 There is also a description of numerous types of 
 the engines now in operation, such as the Corliss, 
 Westinghouse, etc. 
 
 The book also treats generously upon the Marine, 
 Locomotive and Gas Engines. 
 
- " >. 
 
 Indicator 
 Catechism 
 
 a 
 
 Practical 
 Treatise. 
 Price, $1. 
 
 This is a new book on -an important subject. It is designed 
 to thoroughly instruct the buyer upon the practical use of the 
 Indicator, the Planimeter, the Pantagraph, Reducing Motions, 
 etc. It contains nearly 200 pages with 115 valuable illustrations 
 and diagrams, with questions and answers. 
 
 CONTENTS* Preparing Indicator for Use; Reducing 
 Motions ; Piping up Indicator ; Taking Indicator Cards ; The 
 Diagram ; Figuring Steam Consumption by the Diagram ; 
 Revolution Counters ; Examples of Diagrams ; Description 
 of Indicators ; Measuring Diagram by Ordinates ; Planimeters ; 
 Pantagraphs, Tables, e'tc. 
 
 The book is handsomely bound in silk (red) cloth, gilt edges, 
 gold titles ; it is 5^ * %% inches and weighs 1% Ibs. 
 
UNIVERSITY OF CALIFORNIA LIBRARY 
 BERKELEY 
 
 Return to desk from which borrowed. 
 This book is DUE on the last date stamped below. 
 
 ENGINEERING 
 
 OCT 2? 7950, 
 
 MAR ?n 
 
 ** u 
 
 1 
 
 UNIV. C 
 
 LIE 
 
 LD 21-100m-9,'48(B399sl6)476 
 
A/o/ 7 
 
 838778 
 
 TTf7l 
 
 Hs ,; 
 
 Engineering 
 Library 
 
 THE UNIVERSITY OF CALIFORNIA LIBRARY