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ne 1901.] cating type of engine, as the shaft is not subject to the side thrust of the ordinary engine at the ends of the stroke. With one chamber exhausting, one with steam expanding and one taking steam at boiler pressure, or with two expanding, or in any other position, the resultant of the forces maintains the thrust always at right angles to the throw of the crank. The x 3 TORQUE — fooTr PouNnos oa co nN a u o* 20° 40° 60° g0° 700° 720° 740° /60° /80° 200° 220° 240° 260° 280° 300° 320° 340° 360° Fig. 6. Evans Rotary Engine. steam valve contains large, flat surfaces and the valve seat and all moving parts of the steam cylinder are oiled by the oil carried in by the steam. In starting, the engine takes steam at boiler pressure in two of the compartments at once, but as it gathers speed the cut-off reduces the angular opening of the steam admission valve until the cut-off attained is sufficient to carry the load at a given speed, after which the steam is used expansively, the 1teduced valve opening admitting steam to the various chambers in rotation. The shape of the chambers is such as to - obtain the full pressure upon the surface of the piston with a very thin layer of steam, and there being no clearance, the economy in this direction is marked. The condensation is also very small, as the steam is filling,the live and exhaust sides of the cylinder heads, and the periphery is of such shape as to be easily jacketed. Compounding is simple and is accom- plished by placing the additional cylinders side by side with the high pressure, with steam chests between them. The simple engine, as shown, can be used condensing, and when so used the entire surface of the rolling piston exerts power to operate the crank shaft. The surface upon which steam pressure is exerted is equal to a plane whose length is the sum of the chords of the arcs of steam area, multiplied by the width of the cylinder, which gives a very large pressure rie SL OREN a aes 20) (ieee ee ee 120° 160° aoc” 240° 280° 320° Fig. 7. Evans Rotary Engine. surface to be acted on by a very thin layer of steam. An actual measure-~ ment of the piston chords showed 11.25, plus 7.5, multiplied by 5 in. for the steam side, and 3, plus 10.75, multiplied by 5 in. for the exhaust side of the piston, or 93.75 in. steam pressure and 68.75 in. on the exhaust side of the piston. The lengths of these chords vary, as the contact point of the piston and cylinder is constantly changing, but the above will indicate that the surface of mean effective pressure is much larger than is usually the case with rotary engines. The steam exerts a very gradual increase of pressure upon the piston, as the steam entry ports are close to the division walls, and as the point of contact rolls past the port the surface exposed to boiler pressure increases steadily until the point of cut-off is reached, when the pressure gradually decreases until the exhaust ports open, obviating the heavy blows caused by the steam striking the full surface of the piston of the ordinary reciprocating engine. The epicy- cloid motion of the piston allows the chamber to enlarge considerably after the angle of one-third revolution has been passed, hence steam may be admitted at boiler pressure for one-third of a revolution and then be used expansively for another third of its revolution. This is true of each Fig. 8. Evans Rotary Engine. of the three compartments in each revolution, so that we have a similarity to the triple cylinder engine, one compartment constantly taking steam at boiler pressure, one using it expansively and the third exhausting. “Hence as the area exposed to boiler pressure increasés in one chamber, the preceding one decreases its pressure by expansion, thus maintaining a nearly constant pressure on the crank shaft. The engine will start with full boiler pressure on two chambers and cut off as speed is attained; this gives by actual test, when starting, a pull -of about four times the power used when running regularly. This is a particularly valuable feature of reversing engines. The exhaust valve, shown leaning against the engine in Fig. 3, shows that ample time is given to allow of the escape of steam and thus all liability of back pressure is avoided, as the steam has twice as long a time in which to escape as in the ordinary engine. The engine will run from twenty to 800 revolutions per minute and is noiseless and without vibration. It will start at five lbs. steam pressure and attain 460 revolutions per minute, funning without load, and the indi- MARINE REVIEW. 3 <7 cator cards show no drop in the steam line at that speed and pressure. It was run noncondensing at 600 revolutions per minute, one-third cut-off, 100.1bs. steam pressure, with a steam consumption of 21.17 lbs. per horse power per hour; with one-fourth cut-off and other condjtions unchanged the consumption was 18.01 lbs. per horse power per hour. The load was sixteen 500 candle power arc lights, operated by a dynamo connected to the engine by a short 14-in. belt. The friction on full load was about 8 per cent.; with no load, 1% per cent., showing a friction varying with the _ load. This varying friction is due greatly to the use of roller bearings. The Evans ‘Multiphase Engine Co. is organized with a capital of $5,000,000, and is getting ready to supply a full line of sizes of these engines for various purposes. They will be made simple, compound and triple expansion, and from 100 to 1,000 revolutions per minute. It is the intention of the company to manufacture and market the engines them- selves, but other manufacturers will be allowed to build them upon royalty. URGENT CALL TO MANUFACTURERS. PRESIDENT OF THE NATIONAL ASSOCIATION SAYS THAT ITS POWER AND IN- FLUENCE SHOULD BE EXERTED IN FAVOR OF THE SHIPPING BILL— STRONG LETTER FROM THEODORE C. SEAROH. The following letter in reference to the pending shipping bill is being sent out to the members of the National Association of Manufacturers by President Theodore C. Search of Philadelphia: ae “From its organization our association has advocated the restoration of a merchant marine and the American flag to the high seas. Each suc- cessive annual convention has renewed its support of this idea. ‘Consider- ing the expressions of these conventions to be practically imperative in- structions, your president and executive committee have given much care- ful thought as to the methods whereby the results should be accomplished. Your president, as explained at our last annual meeting, has co-operated as an active member with a carefully selected committee of American citizens who, by practically continuous work and consultation covering a period of two years, analyzed the subject thoroughly and considered care- fully every method which was presented from any source looking to this end. Without undertaking to follow their detailed work, it is sufficient to say that numerous expedients, embracing discriminating bounties, free ships, the reform of navigation laws, etc., were fully considered. Having in view the object to be attained, and bearing in mind that government aid and support were considered absolute necessities to accomplish the end, the committee unanimously approved and presented to the fifty-fifth congress a measure which became widely known as the Hanna-Payne bill. This measure, or proposition, was taken in hand by the committee on commerce in the senate and the committee on merchant marine and fish- eries in the house of representatives, each of these committees being com- posed of able men from all political parties. These committees gave care- ful consideration to the bill and held almost continuous hearings, at which parties representing every diversity of sentiment were admitted to testify. Information was sought from every branch of commercial trade and industry and the experience of all nations in governmental intervention in maritime matters was carefully collated and considered. The measure was subjected to the criticisms of the press and information touching its provisions was widely disseminated among the people. The outcome of this discussion was that an amended measure was finally reported by a majority report to each house of congress. During the time that these measures have been before congress a number of amendments, based upon an apparent expression of public opinion, have been engrafted thereon. The bill as amended is now being discussed in the senate and the remarks in explanation thereof made by Senators Frye and Hanna, who are prom- inent members of the committee which prepared it, have been printed, and I am sending you under separate cover for your information a copy of the bill as amended up to the present time; the remarks of Senator Frye, acting president of the senate and chairman of the committee on com merce; the remarks of Senator Hanna, who is also a member of the com- mittee on commerce, who has given the matter most careful 2rrenrion. I ask your candid perusal of these documents, after which I ask, if you can see your way conscientiously to do so, that you take the question up with your senators and representatives, urging their support of . the measure. Gk “Tt occurs to me to suggest that the object to which our association has given such repeated support can most practically and most probably be accomplished by the passage of the present measure, with such further amendments as congress in its wisdom may see fit to draft. I am deeply impressed with the conviction that failure to enact this measure into a law by the fifty-sixth congress will be a practical abandonment of governmen- tal effort to restore our merchant marine. The attacks upon this measure, which seem to derive their main support from persons interested in the operation of ships under foreign flags, are in the main uncandid, mislead- ing and in many instances absolutely unfounded upon demonstrated facts. Specious suggestions of other plans are unaccompanied by any demon- stration of their feasibility or practical application to existing commercial conditions and the relations of our government with other nations. They are largely based upon doctrines practically adverse to the principles upon which the commercial prosperity of our country has been developed. The proposition to buy ships in the cheapest market would be a death blow to our ship building industries. To undertake by discriminating duties to build up American export trade would be equally futile, as these bounties would only apply to imports. A bounty upon exports is now admitted by its former most earnest advocates to be a delusion and a snare which would simply result in adding profits to middlemen, to foreign carriers, or to foreign consumers, without possible benefit to the manufacturer or the farmer. Hence, believing that the measure in question represents the best results of careful labor by conscientious and careful men, both in and out of congress, I feel firmly convinced that whatever power and influence our association may have in shaping the legislation of this country should now be brought into requisition. Acting under the practical instructions and support of the association, your president has maintained, in con+ nection with the department of.legal investigation, an agency in Wash- ington whereby all measures in’ which your association is interested are carefully followed, with a view of keeping the interests of manufacturers well to the front. “The reports of this agency indicate a necessity for this communication.”