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an MARINE REVIEW. | 27. while the ship could be trimmed by flooding a boiler room on the same side of the boat. The experiments with the model show conclusively that if this were done the ship would not lose stability, and at the same time, of course, she would be able to use half her motive power. The tests-at the institute include the solution of other and more intri- cate problems than those which have just been explained. But one result of the experiments undertaken has been to explode the popular fallacy in believing that the safety of a twin-screw steamer is assured by dividing it into practically two ships by means of fore-and-aft bulkheads. Such a division, on the contrary, always means dangerous instability in the event of injury to the hull, whether for the passenger ship or man-of- war, and it means, furthermore, that in such case the man-of-war would be unable, on account of her list to one side or the other, to use her guns, and would consequently tbe at the mercy of an enemy. GASOLINE ENGINES FOR SUBMARINE BOATS. The Otto Gas Engine Works of Philadelphia has recently built a series of gasoline engines especially constructed for submarine boats. Nine of these engines have been completed, seven of which are for the United States navy. Five engines are being built for the British admiralty and others will soon be in course of construction. The first submarine boat Holland, built some years ago, was equipped with a 50 H.P. gasoline en- gine and the performance of this engine has undoubtedly been an important factor in selecting the motors for the larger boats now under construction. The engines are of the Otto cycle type with four single-acting cylinders, inverted, with crank shaft below and supported by three main bearings on the engine bed. The distribution of the cranks and the timing of the valves and igniters are arranged so that the operations in the four cylin- ders alternate, so that while one is on the expansion stroke the other three are on the suction, compression and exhaust strokes respectively. With this arrangement the engine is, of course, perfectly balanced and the vibration when working in the boat is reduced to a minimum. The start- ing of these engines is rendered easy through the use of a small hand pump, which supplies a mixture of air and fuel from a reservoir attached to the starter, and as soon as a proper charge is thus admitted and com- pressed in each cylinder, the electric current is connected to the igniters, alter which the engine is started by a simple movement of the operator's hand. One man can turn the fly wheel to bring the engine in starting position, pump in the mixture and start the engine. The first engine, tested in 1900, developed 160.4 brake horse power at a speed of 320 revolutions per minute. The contract specifications called for 160 brake horse power at 360 revolutions per minute, but when the tests showed that the engine developed over 190 brake horse power at 360 revolutions per minute, it was agreed by the contractors and the Holland Torpedo Boat Co., and approved by the United States' government inspector, that the speed should be reduced to 320 revolutions. - Exhaust- 'ive trials showed that the engine was fully capable of developing the maxi- mum brake horse power at the higher speed. The fuel consumption of the first engine was measured to be .88 of a pint of gasoline, .74 specific gravity (Beaume scale). Engines of the same type tested subsequently showed even better results, both in power and fuel consumption. The '* Seaboard Steel Castings." MANUFACTURERS OF A GUARANTEE OF QUALITY. "THE ADMIRAL'? ANCHOR. OPEN-HEARTH STEEL CASTINGS ad OF THE HIGHEST GRADE. THE LATEST AND BEST FACILITIES FOR CASTINGS UP TO STOCKLESS ANCHOR. 80,000 'POUNDS WEIGHT. APPROVED By LLoyop"s. MACHINE WORK AND PATTERNS ee FURNISHED WHEN REQUIRED. RAIL OR WATER DELIVERIES. CAPACITY, 1500 TONS PER MONTH Seaboard Steel Casting Co., CHESTER, PA. ANCHORS CAST AND TESTED ON ORDER, OR STOCK ORDERS PROMPTLY FILLED. " main dimensions of the engines are as follows: Length over all, 9 ft. (% in.; total height above crankshaft center, 5 ft. 61% in.; diameter of fly wheel, 4 ft. 2 in.; net weight, 13,000 Ibs. A new chart, in colors, of. Erie harbor and Presque Isle, has just been issued and may be had from the Marine Review. A new chart of Buffalo harbor and Niagara river to the falls is also in print. BUT RNISHINE |Engincers Differ THE MOST MARVELOUS METAL POLISH IN THE WORLD. In Liquid aad | -VEN PACKINGS Paste Form, | But there is no engineer who has used wits | Garlock Packings and knows their value, who could be in- duced to abandon their use for any other Hot Oy Cold oe His OPINION is fixed, absolute and nal, Metal, THE GARLOCK PACKING CO. . Se Se SE eRe ALVIS PA twicaco. Wt 10 matter which, Produces a wonderfully brilliant | aenuine lustre on brass, copper, nickel and all metals, no labor required. Used on steamers all over the world. eee York. pe St. Louis. Free samples on application. Ceren ittsburg. Denver. Chicago. Cleveland, San Francisco. J.C. PAUL & CO. MAIN OFFICES AND FACTORIES: 57 Dearborn St., 'WITHOUT IT. CHICAGO, ILL. PALMYRA, N. Y.; ROME, GA. - The Erie & Western Transportation Go, ANCHOR tine. Passenger Service-- SCOAMOPE so oicicin deic ovine ce dose India, China, Japan. . Ports of call... Buffalo, Sault Ste. Marie, Hancock, Marquette, Cleveland, Detrolt, Mackinac Island, Port Huron, Duluth, Houghton. rie, Freight Service-- Steamers........ Alaska, Delaware, Codorus, Mahoning, Susquehanna, Schuylkill, Lycoming, Conestoga, Clarion, Wissahickon. Conemaugh, Juniata, Lehigh, Ports of call... Buffalo, Erie, Cleveland, Marquette, Detroit, WwW. Superior, Hancock, Duluth, Houghton, Sault Ste. Marie, Chicago, Milwaukee. CHAS. BH. MARKHAN, Gen. Pass. Agt., EH. T. EVANS, Western Manager. Buffalo, N. Y. Buffalo, N. Y. THE DONNELLY SALVAGE yom easy am Vies AND WRECKING C0 Ltd JOHN DONNELLY, JR., Vice-Pres. : H. B. Fouesr, Treas. y Tuos. DoNNELLY, Secy. KINGSTON ONT. Divers, Steam Pumps, Tugs, Etc SUPPLIED ON SHORTEST NOTICE. me never w= 5 ANIGLE SHEAR WHICH IS ARRANGED TO CUT ANGLES SQUARE, OR AT ANY ANGLE, UP TO 60 DEGREES. All gearing is below the main shaft, which insures smooth running, and is protected from injury by guards. Another valuable feature is that the strain of cutting angles is taken on the center line of each plunger and its bearing, no offsets being required in either slide. We build this shear in several sizes with capacities to cut from the smallest to the largest angles. Further particulars furnished upon application. THE CLEVELAND PUNCH & SHEAR WORKS Co., CLEVELAND, O., U.S. A. in Opinion on Most Subjects hy