labor under the well-grounded suspicion of being heavy steam users, and
their want of economy often precludes their employment. Mr. Chandler, the
inventor of the engine illustrated above, has therefore adopted a more
elaborate arrangement of valves than ordinarily obtains in engines of this
class, and claims that he gains thereby an additional economy of 33 per
cent. in steam. The valves are cylindrical, and are driven by independent
eccentrics, the spindle of the cut-off valve passing through the center of
the main valve. The upper valve is exposed to the steam on its top face,
and works in a cylinder with a groove cut around its inner surface. As
soon as the lower edge of the valve passes below the bottom lip of the
groove, the steam is cut off from the space between it and the main valve,
which is fitted with packing rings and works over a latticed port. This
port opens directly into the cylinder. The exhaust takes place chiefly
through a port uncovered when the piston is approaching the end of its
stroke. The remaining vapor left in the cylinder is exhausted under the
lower edge of the main valve, until cushioning commences, and the steam
from both upper and lower ports is discharged into the exhaust box shown
in Fig. 2. The speed of the engine is controlled by a centrifugal governor
and an equilibrium valve. This is a "dead face" valve, and when the engine
is running empty it opens and closes many times per minute. The spindle
on which the valve is mounted revolves with the governor pulley, and
consequently never sticks. To prevent the small gland being jammed by
unequal screwing up, the pressure is applied by a loose flange which is
rounded at the part which presses against the gland. The governor is
adjustable while the engine is running.

[Illustration: IMPROVED HIGH SPEED STEAM ENGINE.]

Another economy claimed for this engine is in the use of oil. The cranks
and connecting rods work in a closed chamber, the lower part of which is