Gl R'lport of the Judges on the 
Tliis result was so close to that obtained by Messrs. Clayton and Shuttle- 
worth's engine, as stated above, that it was felt to be practically a " tie." 
The two Exhibitors, therefore, were invited to repeat their trials ; to this 
invitation Messrs. Clayton and Shuttlevvortli responded ; the Reading Com- 
pany preferred to rest upon the results they had already attained. 
On the occasion of this second trial of Messrs. Clayton and Shuttleworth's 
No. 4942, the actual time of running was 4 h. 54 m., the mechanical time 
.5 h. 1 m. 6 s., giving a consumption of 2'79 lbs. of coal per brake horse-power 
per hour. 
The water evaporated from 212° was 2314 lbs. ~ llSl lbs. of water per lb. 
of coal. 
The Judges had hoped, after the remarks in the Wolverhampton Ecport on 
the inefficiency of the indicator arrangements made by some of the Exhi- 
bitors, that there would have been no cause for complaint at Cardiff; they 
regret to say, however, that this was not so, and that defective arrangements 
existed in this engine of Messrs. Clayton and Shuttleworth. 
The pipes and cocks appeared externally all right, but the diagrams were 
manifestlj' all wrong, as they gave, on being worked out, an indicated power 
slightly below that of the brake horse-power. 
Engineering readers may be tempted to ask how the Judges know that the 
lault did not lie with the indicator. The answer to this very natural 
question is, that the same indicator gave proper results from other engines, 
and that though the springs were repeatedly changed during Clayton and 
Shuttleworth's trial, no variation in the horse-power was obtained. 
On taking off the cylinder cover, it was seen that the connections between 
the indicator pipes and the cylinder were little better than knitting-needle 
sized holes. 
No remarks of the Judges can now cure this blunder, but they may prevent 
a repetition of it; and they may be useful in another way : they may make 
•engineers, who are testing the power of engines by the indicator alone, un- 
checked by any dynamometer, extremely careful in providing proper fittings, 
and thus ensuring that the full power of the engine shall be recorded on the 
<liagrams. Certain it is, that if Messrs. Clayton and Shuttleworth liad not 
had the testimony of the dynamometer to their performance, the results 
afforded by their indicator cards would not have put their engine into even 
the second rank, far less would they have secured for it the First Prize (the 
401.) which the Judges awarded to it. 
The next engine that was tried was that of Mr. Edward Hayes, 
of Stoney Stratford (No. 4834). Price 230/. 
This engine has a cylinder of 9 inches diameter and of 1 foot length of stroke. 
The boiler has a total heating surface of 170"6 square feet, and the fire-grate 
an area of 5"1 square feet, the whole of which was used at the time of the 
trial. 
The Exhibitor elected to work at 8-horse power on the brake, at 70 lbs. 
pressure of steam, and at 130 revolutions. 
This engine hfls the cylinder, which is not steam-jacketed, placed on the 
fire-box; the crank-shaft, a "bent" one of wrought iron, is carried on 
brackets, secured near to the fore end of the barrel of the boiler. 
There is only a single slide, worked by an eccentric, and another eccentric 
is provided to drive the feed-pump. 
The feed-water is heated by taking off a portion of the exhaust steam into 
the feed-tub. 
The boiler is cleaded, the fire-box is naked. The boiler tubes are 36 in 
number and 2^ bore ; the result was that, although the engine was only 
