Trials of Portable Steam-Engines at Cardiff. 
that, as the surplus water returns into tlie pail, a portion of tlie exhaust steam 
blows through the middle of it, and heats it as it goes back. 
The exhaust pijie enters the side of the smoke-box, turns up in that 
box, and terminates very considerably below the base of the chimney, the 
diameter of the orifice being as much as 2|- in. 
It has been a matter of surprise to the Judges (a surprise that has been 
expressed on several occasions to exhibitors) that a body of men who have 
laboured so diligently to improve the portable engine, should not, in the matter 
of the blast-pipe, take example from locomotive practice. In locomotives, for 
many years past, the improvements in obtaining a steady, uniform, and 
Fig. 8, — Indicator-diagram of Messrs. E. B. and F, Turner's PortMe 
Steam-Engine, No. 4245 (No. 2 diagram, 45 lbs. spring). 
powerful draught, coupled with a large orifice of the exhaust nozzle, have been 
known to be in a great measure due to the change that has been made in the 
position of the nozzle ; a change which brought its delivery from out of the 
base of the chimney to a position in the smoke-box, just above the top row of 
tubes. 
The Judges are glad to see that Messrs. Turner recognise this fact. 
The bearing-wheels are of wood, the spokes being driven into cast-iron naves 
—these naves are cast on chill pins ; the hind-wheels are on a wrought-iron 
axle extending along the front of the fire-box ; the fore-wheels are also on a 
wrought-iron axle. There is not any wooden bed, but a cast locking-plate is 
carried on the top of the axle ; and a bearing-plate, made of a suitable form, and 
of wrought iron, is fixed on the under side of the barrel of the boiler ; 
below this plate there is a casting, terminating in a spherically-shaped face, 
which bears on a cup, formed in the cast plate on the top of the axle. 
There is, as has been already stated, a wheel on each end of the crank-shaft, 
each wheel containing counter-balances to the crank, so placed as to bring 
their joint effect immediately opposite the crank-pin. 
This engine ran for 3 h. 52 m. actual time, and for 3 h. 51 m. mechanical 
time, equal to a consumption of 3'63 lbs. of coal per brake horse-power per 
hour. 
The indicator diagram (Fig. 8) given above shows the e£fect of cutting off 
with a single slide, driven off the equivalent of a link motion. 
The consumption of coal per gross indicated horse-power was 2 '9 lbs. per 
hour, the horse-power being 24'9. 
The feed-water was heated up to about 162°, the quantity evaporated was 
2780 lbs., equal to 9-93 lbs. of water, at 212° per lb. of coal. 
