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28 its impulse every turn for marine en- gine. It reduces the weight and is - productive of almost constant torque at the propeller shaft. The special feature of the revers- ing mechanism in this engine has hitherto been published and all that is necessary now is to refer to it in a general way. For certain reasons that are to be considered on a two-cycle engine, the - controlling lever which admits the air to the distributer must of its first movement cut out the oil injections so that the minute air of higher at- mosphere is admitted to the cylinders, there is might then bring about an abnormal pressure. The mechanism is, there- fore, arranged so that the oil injec- tions are positively locked at the first move of the lever for either direc- tion of rotation. A further move- ment of the lever admits air in what- ever direction of rotation the engine is supposed to run, and not until the en- gine is in motion will the oil injec- tions take their regular course from the pump which is controlled by the governor .t "the cylinders in their various sequence. : The distributing: valve" ia. nothing but a rotating valve driven. by the shaft of the engine with - ducts cut in the casing to admit the air to the three or four cylinders, whatever the engine might be in the proper order of its rotation. The controlling lever which is attached to an ordinary two- way cock admits the air, either for forward or reverse, or in its central position shuts it off entirely. There is no other mechanism necessary, and inasmuch as the engine shaft is di- rectly coupled to the propeller shaft there is no fly-wheel required, and as a matter of fact the engine in its out- ward appearance resembles a steam engine rather than the ordinary com- bustion engine with its clutch and fly- wheel. One feature of this engine should be mentioned and that is the speed reduction that can be had by the throttling lever. By the throttling lever which acts on the injection pump and which in this case brings it down to about 80 to 100 r. p. m, at which the engine can be going constantly, just barely to move the boat, while the maximum speed at full force: is. 340 1. p;. m. Engines as high as 400 h. p. are at the present time put out by the builders under certain rigid guaran- tees as to oil consumption, manipula- tion and general performance. We believe that this type of engine has proved a great step forward in the no charge formed which THE MARINE REVIEW right direction for marine oil engine propulsion. Yours very truly, Aucust MIETz. New York, Dec. 6. Example and Answer Editor Marine Review, Sir:--Please work out the following example for me: With a safety valve 3 in. in diam- eter, with 140 Ibs. steam pressure; length of lever, 36 in.; distance from center of valve to fulcrum, 3% in.; actual weight of lever, 18 lbs.; actual weight of valve and stem, 6 lbs.; cen- ter of gravity of lever at half length of lever from fulcrum; what weight would be required at the end of the lever? The example works out as follows: Diameter of valve 3 in., area 7.06 sq. in. Load on valve = 7.06 * 140 = 989 Ibs. Effective weight of lever at mid- 18 in. léneth (18 in.) = 1S lbs. = 92.5 Ibs. Therefore, net load on valve is equal to 989 Ibs. less effective weight of valve and lever, or 889.5 Ibs. Ratio of short end of lever to total 36 ==, 10:286; ip : Hence, 889.5 Ibs. divided by 10.286 gives weight to be placed on end of lever or 86.5 lbs. leneth = The Toiler's Mishap The oil engine boat Toiler met with an accident early in the fall while maneuvering in the locks be- low Kingston, Can., one of her cylin- ders on the starboard engine breaking at the housing near the bed-plate from some cause not yet explained. The steamer lay about three weeks at Montreal while repairs were made on the broken engine. Considerable diffi- culty, however, was experienced in getting the engine to run again be- cause of disarrangement of fuel and air valves and setting of same. After many unsuccessful attempts the owners cabled Swan & Hunter, builders of the steamer, and they sent out their representative and after several days of effort failed to start the engine. The Toiler was then towed from Montreal to Kingston light, and the owners asked assistance from the American Ship Building Co., Cleveland. This was promptly given by two members of their engineering de- partment, who, after an houror two, located the difficulty and the vessel | January, 1913 proceeded under her own power toc Port Dalhousie to load grain. This vessel seems very much under-. powered, as she only develops about 360 B. H. P. with both engines and has difficulty with the strong current in St. Lawrence river. She is also at a disadvantage owing to the absence of a suitable auxiliary air compressor for maneuvering main engine when in the locks. The Toiler only makes about six or seven miles an hour. Last fall the Kingston Ship Build- ing Co. installed a steam' boiler and all her auxiliaries when changed over from compressed air to steam, which was found a decided improvement for lock conditions. Fishing Schooners With Power The New England Fish Co., whose headquarters are at Boston, has re- cently built at the yards of Arthur D. Story, in Essex and Gloucester, Mass., two sister schooners of a modified knockabout type, 126 ft. over all, 102 ft: waterline, 2414 ft. beam, with a mean draft of 10 ft Each ¢schooner, powered with two Blanchard oil en- gines, operate two twin screws and develop speed under power alone of about 10% miles per hour. Both of these vessels have been launched and are now lying at the docks in Glou- cester, ready to be equipped with the engines. With their plain pole masts, with no top masts and without the familiar bowsprit, they form a strik- ing contrast to the Gloucester fishing schooners lying alongside. In design- ing these boats Thomas F. McManus cut down the sail area less than one- half with which boats of this size would be normally equipped, and has considerably shortened the sail base, eliminating the necessity of doing out- board work on the sails. These oil engine fishing schooners will start at an early date for Seat- tle Piey will run' on 4, fuel of known as the Star fuel oil and sold on the Pacific coast ata dollar a barrel. The two boats will save over $50 a day in fuel alone as compared with gasoline. In their 90-day trip- this will mean thousands of dollars. Gloucester and T Wharf fishermen at Boston are keenly watching the de- velopment of these schooners as it is predicted that it will not be many more years before all of the fishing schooners along the northern shores. of Massachusetts will be equipped with oil engines, inasmuch as_ this power is most economical, safe, and the engines are especially suited for heavy duty work, making long, con- tinuous runs without stopping.