unison follow, at which time the sharp "cut-off" is obtained.

The "compression" resulting with this gear is also reduced to a minimum,
owing to the peculiar movement given to the valves (_i. e._, the series of
accelerations and retardations referred to), as, while the "lead" is
obtained later and quicker, the port is also shut for "compression" later
and quicker, doing away with the necessity for a special expansion valve,
with its complicated and expensive machinery, and allowing the main valve
to be used for expansion, as the "compression" is not of an injurious
amount, even with a "cut-off" reduced to 15 per cent., or about 1/6 of the
stroke.

Thus, so far as the distribution of the steam and its treatment in the
cylinder is concerned, a marked advantage is shown in favor of this valve
gear. But next in its favor, as before said, is that the above advantages
are not gained at the cost of added complication of parts or increased
cost of machinery, but the reverse, as this gear can be built at a less
cost than link gear, varying according to the circumstances, but reaching
as high as a saving of 25 per cent., or, if it be compared with a link
gear supplemented by the usual special expansion valve and gear as
employed on marine engines, then the total saving is fully 50 per cent.,
and an equally good result is obtained as to the distribution and
subsequent treatment of the steam.

After accuracy of result and reduction in cost may rank saving room and
the advantages arising therefrom (though for steamships perhaps this
should have come first). Taking locomotives of the inside cylinder type,
which is the general form in use in England and the continent of Europe,
by clearing away the eccentrics and valves from the middle of the engine,
much larger cylinders may be introduced and a higher rate of expansion