Report on the Trials of Implements at Oxford. 4.39 
-■2 hours 17 minutes 15 seconds, showing a consumption of G O!) lbs. of coal 
jjer horse-power per hour. Part of this comparatively poor result we believe 
to have been due to imperfect stoking. 
No. 3. The third engine in this class was that of Clayton and Sliuttleworth, 
7172, nominally 10-horse power: diameter of cylinder, 10 inches; stroke 
1 ft. 8 in. The exhibitors elected to run at G5 revolutions. This was a horizontal 
engine fixed on a complete bed-plate ; that is to say, a frame placed on a solid 
panel. The crank-shaft was a bent wrought-iron shaft carried in plummer- 
blocks on each side of the engine — these plummer-blocks being fitted with 
sideway and vertical adjustments for the brasses. The cylinder was steam- 
jacketed round the body and about the ends, and took its jacket-steam from 
the boiler side of the stop-valve. There was an exisansion-slidc worked off a 
link in which was a sliding-block attached to the eccentric rod-end. This link 
was very near the cylinder. The block was caused to rise and fall by the 
governor, which thus gave a small variation of expansion. The governor also 
operated upon a throttle- valve of the ordinary construction for the purpose of 
further regulation. The feed-i^urap was worked off a separate eccentric. The 
design and proportion of this engine were excellent, as was also the work done. 
On trial this engine ran for 3 hours 23 minutes 36 seconds of break-time, the 
equivalent consumption of fuel being 412 lbs. per horse-power per hour. The 
price of this engine, with Cornish boiler and fittings complete, is stated in the 
catalogue to be 240?. We, for reasons which will be given when we come 
to speak of the Reading Iron Works Company's engine, awarded it a prize 
of 111. 5s., the same as the engine of that Company. 
No. 5. The next engine in this class was that of Messrs. Marshall, Sons, and 
Co., 7082. Til is was a horizontal engine of 10-horsc power (nominal), having 
a cylinder of 10'- inches diameter ; stroke 1 foot 4 inches. The exhibitors 
elected to run at 70 revolutions. The frame-work consisted of a most 
massive bed-plate, 2 feet 2 inches deep, and having a complete diaphragm 
across the bottom, serving not only as a stiffener but as a receptable for the 
waste oil. The cylinder was sunk down between the sides of this frame, in 
which frame were formed the plummer-blocks, so that the thrust and pull 
was entirely within the line of the framing. The crank-shaft was wrought-iron, 
supported on each side of the frame, and had counter-balances formed on it. 
Two loose discs were placed at the backs of the cranks and balances as a matter 
of ornamentation and neatness. The brasses were set up sideways, and on the 
fly-wheel side were also set iip vertically. The cylinder and covers were 
steam-jacketed. The steam was obtained from the boiler side of the stop- 
valve. There was an expansion slide-valve working between the back of the 
.main-slide and a fixed bridge-p)late, which jilate was for the purpose of relieving 
the pressure. The expansion was variable by hand whilst the engine was 
running. This was effected by meacs of double nuts and right and left hand 
screws on the slide-stalk. There was a governor, with an ordinary throttle- 
valve, for the purpose of regulation. The cylinder and jacket were well cleaded, 
and the ends of the cleading were covered by neat mahogany casing. On 
trial this engine ran 2 hours 42 minutes 6 seconds — equal to 5"18 lbs. of 
coal per horse-power per hour. The amount of water consumed was taken. 
The evaporation was low, showing that the stoker — who was using the same 
boiler as the other stokers — was not up to the exigencies of racing. Had he 
been, we are convinced, as we have already said, that the performance of 
the engine running would have been considerably higher. It should be stated 
that this engine has not any feed-pump included in its price, the exhibitors 
saying that they recommend an injector to be used, and do not, therefore, 
provide a feed-pump. The price (130L) is therefore not that of a complete 
•engine, as the cost of a feed-pump or that of an injector, must be added. It 
.should also be noticed, that an injector will not work with hot water. It i.s 
VOL. VI. — S. S. 2 I 
