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August, 1914 of the floating frame moves away from the movable seat Q sufficiently to permit the excess oil pumped by the bearings to escape and thus relieve the pressure behind the pistons V until the product of the area of the pistons into the oil pressure is just equal to the total thrust on the pinion. Should the load in- crease, there is a tendency for the frame to be pushed over against the oil pres- sure behind the pistons V, and _ this brings the frame arm against the mova- ble seat Q until the oil pressure behind the pistons again builds up sufficiently to balance the increased thrust; or if the thrust on the pinion decreases, the opposite action will take place. The seat Q is circular and has a shoulder which engages with the housing containing it, and it is held outward by a spring. thus forcing it in contact with ihe pinion frame arm until the frame takes the central position. This is made so that the frame normally, when under no load, can move back until the frame arm comes in contact with the gear housing. To prevent the pinion frame from tipping when the frame arm comes in contact with the housing, a fulcrum F and fulcrum link G are _ provided which flexibly tie the floating or movable frame to the gear housing, as shown in Figs, 5 and 6. Referring to Fig. 5, it will be noted that the pinion drive which passes through the hollow pinion is connected to it by a taper fit and circular keys at the point R in the middle of the after pinion, This reduces considerably the total torsional deflection of the pinion under load. There are reasons, how- ever, why itis not desirable to drive the pinion from a point between the two pinions, which would at first seem to be the obvious point to attach the Pinion drive shaft, but as this would in- volve a mathematical discussion, it will THE MARINE REVIEW riser somewhat more than the width of the rim, attached: So: far, out of ap- proximately 200 of these rim castings, not one has yet been machined which showed an imperfection at any point sufficiently large to be detected by the eye or by the aid of an ordinary magni- * a19. measurable, by this means with an error of less than 1 per cent, so that the need of a torsion dynanometer on the pro- peller shaft is obviated; and further- more, by connecting the oil pipes from the floating frame to recording gages and using recording tachometers, it is BIG. 9 fying glass. The material use for the rims is mild steel, having an ultimate tensile strength of about 60,000 pounds, and an elastic limit of about 35,000 pounds. Figs: "4; 2: and: 32 show -one.of -4he pinions and floating frames in different stages of assembly. The lubricating grooves for the bearings and pinion spray, are clearly shown in Fig. 1. One of the pinions and half of its floating frame is shown in place on the gear in Fig. 2, while Fig. 3 shows the gear and floating frame assembled com- plete ready for the pinion frame cover, which is shown in place and the gear complete in the frontispiece. The gages shown are for indicating the oil pres- sure behind the ahead and astern float- ing frame pistons respectively, and the pressure indicated on these gages multi- BIG. 8 be taken up at another time. _ The gear wheels are made of cast 'Ton with cast steel rims pressed on, as shown at WW, Fig. 5. The steel cast- gs from which the gear rims are made, ate cast two or three times the thick- Ness of the finished rim and with a plied by the area of the floating frame pistons in square inches, gives the total effective thrust on the pinion, and this into the peripheral speed of the gear divided by 33,000, is the shaft horse- transmitted. Experience has power power transmitted is shown that the possible to keep a continuous 'record of 'the shaft horsepower developed. A _ spe- cial form of differential pressure gage may also also be used which will record the horsepower direct. A general fore and aft elevation .of the arrangement of turbine and gears in the engine room is shown in Fig. 7, in which it is seen that the turbine is mounted directly on the condenser as a bedplate. This arrangement with the pinion located on top of the gear, ma- terially reduces the floor space required and at the same time obviates the neces- sity of disconnecting and stowing ihe exhaust connections when it is necessary to remove the cylinder cover for inspec- -- tion. A plan of the engine room of the U. S. S: Neptune is shown in Fig. 9, which shows the location of the air and circulating pumps. Fig. 8 is an end elevation through the engine room look- ing aft. The Usines Carels Freres of Ghent, Belgium, which for some time has been selling Diesel engines into this country through its American representative, W. R. Haynie, 30 Church street, New York, has sold its American patent rights to the Nordberg Mfg. Co., Milwaukee. The negotiations were completed re- cently in Milwaukee by A. Luckman, managing director of the Carels Co., and Bruno V. Nordberg, president of the Nordberg Co. A representative of the Carels Co. now is at the Nordburg plant and the Nordburg Co. plans shortly to manufacture these Diesel en- gines upon an extensive scale. Capt. Ulster Davis has been appointed manager of the Albany & Southern railroad docks at Albany and Rensse- laer terminals. : «