passes along the pipe, P2,
through the valve, A2, into the chamber, V, thus giving up its heat
to the incoming air, with which it mixes. The vapor gradually condenses
at the bottom of the vessel, Y, and the water so formed is drawn by the
pump, J, along the suction pipe, P9, and forced through the pipe,
P8, back to the chamber, Y, through the valve, A1, and in the form
of spray plays on the tubes, T, and absorbing any residual heat. The
heat generated by compression in the cylinder, C, is absorbed by a spray
of water from the pump, H, the vapor being carried along with the air
through the pipe, R, to the chamber, Y, where it is separated, and
falling to the bottom is circulated, as just described, by the pump, J.
X is a small auxiliary air compressor, to obtain the necessary
compression to start the engine, and is worked from the boiler, W. In
future engines this compressor will be superseded by a specially
designed injector, which will produce the necessary pressure at a
considerable reduction in cost. When once the engine is started, the
fire of the auxiliary boiler can, of course, be drawn, as the main
engine afterward makes its own steam. The regenerator, E, has circular
ends of fire clay perforated, the body being filled with fire clay
spirals of the shape clearly shown in elevation in Fig. 2. The injector
valve for the creosote is shown to a larger scale in Fig. 3. This valve
has, however, been since considerably modified and improved. The feed
and exhaust valves, M, are actuated by cams keyed to a countershaft
driven by bevel wheels from the main shaft. The creosote pump, F, is
also worked by a cam on the same shaft, but the pumps, G H J, are worked
by eccentrics. A stop valve, N, is fixed to the supply pipe, P, under
which is place a back pressure valve to retain the pressure in the
combustion chamber. The engine is regulated by an ordinary Porter
governor actuating the throttle valve, O. An engine, as described, has
been constructed by Messrs. Adair & Co., engineers, Waterloo Road,
Liverpool, and has been running most satisfactorily for several weeks,
the results being clearly shown by the indicator diagrams (Figs. 5 and
6). The results obtained by this motor are very remarkable, and are a
long way in advance of any previous performance, as only a little over 1/2
lb. of fuel is used per i.h.p. per hour. It may be mentioned that the
temperature of the combustion chamber is calculated to be about
2,500 deg.F., and