1914 sales brochure - Martin's Marine Engineering Page

THEDIESEL ENGINEThis document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

THE DIESEL ENGINEThis document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

DIESEL ENGINES IN THE POWER HOUSE OF THECOMPANY'S WORKS IN SAINT LOUISThis document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

THEDIESEL ENGINEBUSCH-SULZER BROS.-DIESELENGINE CO.SAINT Louis, U. S. A.1913This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

THE BUSCH-SULZER BROS. -DIESEL ENGINE COMPANYOWNS THE GOOD WILL AND ALL AMERICAN DIESELENGINE RIGHTS AND EXPERIENCES OF THE FOLLOWING:DIESEL MOTOR COMPANY OF AMERICAAMERICAN DIESEL ENGINE COMPANYMR. ADOLPHUS BUSCH, SAINT LOUIS, U. S. A.GEBRUDER SULZER, WINTERTHUR, SWITZERLANDDR. RUDOLF DIESEL,MUNICH, GERMANY283507This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

GENERAL OFFICES AND WORKS, ST. LOUISCONTENTSPortrait, Dr. Rudolf Diesel Page 8Preface 9First American Built Diesel Engine1Historical Sketch 1 1Diesel Fuel Consumption, Variable Load 14Efficiencies of Various Prime Movers 1 4Diesel Efficiency and 1Economy 5Guarantees 1 7Original 225 B.H.P. Diesel Unit 18Life of the Diesel 19Diesel Engines in Course of Construction 22Construction 23Starting the Diesel 24Operation 25Cycle of Operation 26Combustion 27Diesel Fuel 28Advantages of the DieselCentral Station Operation at Light Loads 30Central Station Practice 31Flour Mill Drives 34Plan and Elevation of Company's Engine Room 36Diesel Power Plant at the Works of the Busch-Sulzer Bros. -Diesel Engine Co., St. Louis 37This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

Ice and RefrigerationTechnical Bulletin on Ice PlantsMiscellaneous Diesel DrivesDiesel Industrial ApplicationsExhaust Gas Heat EconomizersRepresentative Diesel InstallationsService Visiting Customers' PlantsEvidenceUseful Data and Tables394142434648-888990-103104-111This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

R. RUDOLF DIESEL of Munich, Germany, thedistinguished inventor of the Diesel Engine. Byagreement with Dr. Diesel this Company has theexclusive right to his services as a director and in a consultingcapacity for the United States and Canada. Heto defend thehas given this Company power of attorneyname DIESEL against all infringements.This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

AN EXTRAORDINARY EFFICIENCY, THE HIGHESTSO FAR KNOWN TO THE ENGINEERING WORLD, ANABILITY TO ASSUME IMMEDIATELY ANY CHANGE OFLOAD WITHIN ITS CAPACITY AUTOMATICALLY ANDWITH PRACTICALLY NO VARIATION IN SPEED, A FUELCONSUMPTION FROM HALF TO FULL LOAD ALMOSTIN DIRECT PROPORTION TO THE LOAD CARRIED,AND AN EXCEEDINGLY SMALL COST OF ATTEND-ANCETHESE ARE THE DIESEL'S CLAIMS UPON YOURSERIOUS CONSIDERATION. SEVENTY THOUSANDHORSE-POWER OF OUR ENGINES IN SUCCESSFULOPERATION, UNDER BROAD GUARANTEES, INTWENTY-SIX STATES OF THE UNION, IS A RECORDWHICH SPEAKS WELL FOR OUR AMERICAN DIESELPRACTICE, AND WHICH ASSURES YOU A QUALITYOF SERVICE SUCH ONLY AS LONG SUCCESSFUL MANU-FACTURE CAN GUARANTEE.This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

HE first American Diesel Engine. Built in SaintLouis and completed September 19, 1898, fromdesigns acquired by Mr. Adolphus Busch, with allAmerican patents and manufacturing rights. It developedsixty horse-power in two cylinders, while the first commercialDiesel built abroad, in the same year, developedbut twenty-five in one cylinder. Installed at the Anheuser-Busch Brewery was it the first Diesel to be placed underregular operating conditions. 10This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

HISTORICALHE Diesel engine was brought to the attention ofthe engineering world in 1 897, when our associate,Dr. Rudolf Diesel, completed his first successfulengine at Augsburg, Germany.Among the first to realize the possibilitiesof theinvention was Mr. Adolphus Busch, who immediatelysought the professional advice of Col. E. D. Meier, laterpresident of the American Society of Mechanical Engineers,as to its future.Mr. Busch and Col. Meier spent several weeks testingthe engine at Augsburg, coming to the conclusion thatDr. Diesel's new engine was destined to exert an epochmaking influence in the prime mover field, as it showed athermal efficiency three times that of any steam plant thenin operation.IIThis document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

Subsequently a meeting was arranged at Cologne withDr. Diesel, where a contract was signed which secured toMr. Busch the entire and complete control of all Dr.Diesel's existing and future patents in the United States,its possessions, and Canada.Upon Mr. Busch's return to the United States heorganized the Diesel Motor Company of America, but thiscompany was soon superseded by the American DieselEngine Company, it being found that the word motor asused in America was a misnomer when applied to largeengines. Both these companies completed a large amountof successful experimental work, endeavoring during thisperiod to maintain correspondence relative to such engineeringproblems as arose with other lessees then developingthe Diesel engine abroad. This correspondence,however, netted practically insignificant results. Our predecessors,therefore, perfected our American type ofDiesel to meet the peculiar conditions of American practice,in this manner developing some important elementsof design since followed almost universally in Europe.The first engine constructed under our Americanrights was completed on September 19th, 1898. It wasbuilt in St. Louis and is illustrated on page1 0. Itoperatedin the Anheuser-Busch Brewery until superseded bylarger units.In February, 1911, Mr. Busch, who had become thepurchaser of the American Diesel Engine Companyorganized the present Company, the Busch-Sulzer Bros.-Diesel Engine Co., thus associating his Diesel interestswith the Gebriider Sulzer, of Winterthur, Switzerland. Thethe foremostGebriider Sulzer are recognized as amongbuilders of high-class machinery in the world, and withouta peer in the development of the Diesel engine.By this sagacious move Mr. Busch realized his ambitionto combine the long experience and only experience12This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

of Diesel building in America with the best that Europeaffords in Diesel engineering, manufacturing and experience;Sulzer Brothers and Dr. Diesel thus becominginterested, both financially and as directors, with Mr. Busch.Our St. Louis plant, representing an investment of aequipped with every device and convenforthe proper handling of Diesel manufacture,million dollars, islenceaccording to the most approved modern practice.13This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

DIESEL FUEL CONSUMPTION PER K. W. HOURAT VARIOUS LOADSHIS curve shows the results obtained under actualworking conditions, and brings out the remarkablemaintenance of efficiency, from full load down to half load,which is the unique characteristic of the Diesel Engine.PRIME MOVER EFFICIENCIESType of PlantNon -CondensingSteam EngineCondensing SteamEngines andTurbines usingsuperheatedsteam at 150poundsDiesel EnginesB.T.U. per B.H.P. HourEfficiency30,000-38,000 8.4%-6.6%1 7,000-25,0007,500- 8,00015%- 10%35%-32%One H. P. HourS!f = 2545 B.T.U. per Hour14This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

DIESEL EFFICIENCY AND ECONOMYHE thermo-dynamic efficiency of the Diesel Engine,based on net useful output, varies between32 per cent, and 35 per cent.; that of the simpleCorliss or 4-valve engine is about 6 per cent.; the Corlisscompounded, 9 per cent; the triple expansion engine,rarely 18 per cent. The very high efficiency of theDiesel makes iteconomically possible to purchase moreexpensive fuel than for steaming, and still show a handsomeprofit by its operation and this without the necessityof considering its other advantages, which in manycases are as important as its extraordinary fuel economy.Diesel economy of space, fuel and attendance; itselimination of all stand-by expense; its fuel consumptionfrom half load to 1per cent, overload, almost in directproportion to the load carried; and its readiness to startcold at a moment's notice these are responsible for itsunprecedented efficiency and magnificent economy.Diesel engines eliminate coal bunkers, stacks, boilerroom and boiler room auxiliaries. They eliminate incompetentand careless stoking, firing, draft and water regulationlosses which, even in well regulated steam plantscommonly amount to from 1 5 to 30 per cent, the value ofthe coal. They eliminate the varying factors to whichcoal itself is subject its varying percentages of moisture,ash and oxygen; also calorific deterioration due to storage,which in half a year may amount to 2 1per cent. changesin composition which require careful changes in handling,if efficient combustion is to be approximated.The Diesel uses less water than required for theoperation of producer gas engines or condensing steamplants of like power.15This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

A shortage of motive fluid, which sometimes occursin steam plants, due to unexpected increases in load, whererequirements cannot be anticipated, is a failing unknownto Diesel installations. No such shortage is possible whereDiesels are installed. Furthermore, it is not possible to wasteDiesel fuel through an unlocked for return to lighter loads.We guarantee the economy of the Diesel undereveryday commercial conditions, although no builder ofsteam engines or accessory equipment will guarantee hisproduct either as to steam or fuel consumption, exceptfor brief full-load tests under exact specific limitations.It is an inherent failing of steam plants that they havefactors which must be left to the discretion of attendants,factors which can be judged only by men skilled inanalyzing temperature and draft records, flue gas, coaland ash analyses, water consumption, etc., etc. variablefactors to be constantly and intelligently analyzedif steamingefficiency is to be approximated. Diesel economy isnot dependent on ceaseless vigilance and unerring judgment.It is controlled solely by means of a sensitivegovernor by which the rate of fuel injection is instantlymodified to meet momentary load requirements. Thisit accomplishes with such precision that the conditionsof parallel operation of alternators is controlled solely andperfectly by the regulation offuel consumption.We take pride in giving here an exampleof theremarkable fuel saving of our Diesel engines :We have installed a plant in the middle west, consistingof two units of 240 B.H.P. each, which is savingits owner $10,500 a year in fuel or more than $30 perbrake horse -power-year over the fuel cost of the oldsuperseded steam equipment, which consisted of a condensingCorliss engine. This Diesel installation carries asteady, heavy mill drag twenty-four hours daily, togetherwith the frequent intermittent service of an elevator of350,000 bushels capacity. We refer the reader to sectionentitled "EVIDENCE" for numerous other examples.16This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

GUARANTEESHE Company guarantees the Diesel against defectiveparts due to faulty material or workmanship,and will replace such parts free of charge.The Company guarantees that the variation in speedof its engines will come within the close limits requiredfor the parallel operation of 60-cycle alternating currentgenerators.The Company further guarantees the engineseconomy of fuel consumption.as toCompany offersCopies of the guarantees which thisand the tests by which the same are demonstrated will becheerfully furnished to prospective purchasers.Every engine, before shipment, is carefully andthoroughly tested in our shops, at one-quarter, one-half,three-quarters, full and overload ;and a certified copy ofthe results is furnished with each engine.See sections of this general catalogue entitled"REPRESENTATIVE DIESEL INSTALLATIONS"and "EVIDENCE" for records which Diesels are makingunder everyday operating conditions.17This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

of our original 225 B.H.P. Diesel Units. Ineconomical operation since 1904.18This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

T isLIFE OF THE DIESELnot unusual to find steam engines and steampumps which have been in service thirty years,maintained in fair state of up-keep by repairs andrenewals the frame, shaft, flywheel and foundation, representinga large part of their original cost, continuing inservice. However, the engine and pumps represent lessthan forty per cent, of the cost of a steam installationapproximately sixty per cent, being in the boilers, heaters,condensers, stack and piping. Some of these features, theboilers notably, each year show a marked deteriorationand loss in efficiency. None of these features exist in theDiesel, and its life will compare most favorably with theentire equipment of a steam plant, its efficiency throughoutits life remaining practically unimpaired.The story of the Diesel Engine is quite different fromthat of gradual obsolescence of the old steam plant. Ten,even fifteen years ago, when the Diesel was first built, itshowed the same extraordinary efficiency. No builder of19This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

Diesels abroad, nor do we here, expect to increase itsthermal efficiency to a very great extent. Diesel progresshas been one of increasing refinements, a lengthening of itslife, an increasing of its reliability and facility in handling,in its close governing under varying loads, etc. In theseit is unapproached by any other type of prime mover.The heavily designed frame, the shaft, and connectingrods, the massive fly wheel, etc., form a much largerproportionate cost of Diesel equipment than these partsdo in a steam installation, and since these non-wearingparts form the larger cost, those parts which wear anddeteriorate most, of necessity, form the smaller and a lesserproportionate part of Diesel equipment than they do withsteam equipment.It is easy to realize this if one willrecall that the entire boiler equipment with all its auxiliariesis eliminated, and that wear and tear is confined to partswhich represent less than one-third of the original Dieselinvestment.In the steam engine and in all explosive and hot-bulbtypes of internal combustion engines, leaky valves andworn cylinders result in reduced efficiency, the cause ofwhich is not always apparent, and if the engine is notloaded to capacity may not be detected until much damagehas been done and much money lost in poor efficiency.The Diesel, depending upon perfect compression for itsignition, does not permit a continuance of such losses; ifcompression fails ignition ceases and the engine stops.In other words such conditions as militate against the lifeof engines and their economy absolutely cannot exist longenough in the Diesel to do serious damage, or eat up fuelin useless effort.Another feature of the Diesel which adds to its life,and which sets the Diesel apart from all explosive types,is the absence of any sudden rise in pressure at instant ofcombustion. Gradual introduction of fuel during ten percent, to twelve per cent, of the combustion stroke resultsin a more uniform stress and longer life.20This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

There are two 225 B.H.P. Diesel engines in a Texaspower house, installed nine years, during which periodthey have operated on an average eighteen hours per day.Cylinders of these engines have never been rebored, shownegligible wear and are smooth and bright as glass. Withthe same handling in the future as they have had in thepast, they should outlive a steam plant of like capacity.21This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

DIESEL ENGINES IN COURSE OF CONSTRUCTION22This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

CONSTRUCTIONIFTEEN years of Diesel building have shown us oneconspicuousfact inrelation to construction whichwe deem fundamental; that if a Diesel were builtand operated under average conditions, with no morecare given to material and construction than is usual insteam engine practice, Diesel efficiency would be greatlyimpaired and operation would not be reliable. Ourclose scrutiny of details, and our strict adherence to thehighest type of engineering are responsible for the successwhich has attended the type constructed by this Company.We commenced building Diesel engines in 1898, inthe same year commercial development began in Europe,and have since given our best attention to the perfectionof a design in consonance with American practice whichwould embody all those features found by experience toincrease the remarkable reliability of Diesel operation.Our type, characterized by compact simplicity ofdesign, embodies great convenience with highest efficiency.Our methods assure perfect interchangeability of parts, allof which are liberally proportioned, with workmanship,material and design standardized and in strict conformitywith our general practice, determined by an experience inDiesel building extending from its introduction to thepresent time. 23This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

1TARTING the Diesel in an United States Naval|1|l^l|TorpedoStation. A twist of the wrist does it. Inless than three minutes a Diesel will take on full load.24This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

OPERATIONHE Diesel Engine, if designed and built in accordancewith the lessons of practical experience isabsolutely dependable for the severest service andthe longest non-stop operation. Our customers operateDiesel Engines over regular periods of six weeks to twomonths without shut-down. They operate them withoutrealignment or other major adjustment for periods of years.Even for the severest service our Diesel engines requireless attendance than any other type of prime mover.The duties of attendance during operating periodsconsist principally of watching lubrication, seeing that theflow of cooling water is uninterrupted and in keeping theengine A clean. first-class mechanic or steam engineer isamply qualified for this service and may be easily trainedto operate the Diesel intelligently. The various dutiesduring shut-down periods should be divided betweenexamination and adjustment. Periodic inspections shouldoccur at regular intervals more or less frequent, dependingupon the severity of the service. The actual work involvesgrinding valves, adjusting boxes, packing glands, and therenewal of lubricating oil the same sort of duties foundin every steam plant. There are, of course, no boilertubes to replace, boiler scale to remove, flues to clean, heatinsulation and grates to renew, brick work to be patchedor the like. So that, more than anything else, Diesel operationand attendance mean watchfulness, as there is analmost complete elimination of manual effort. As it iswith steam, procrastination is the root of most trouble, andthe test of the fitness of an operating engineer.The Stationary Diesel which we build belongs to thefour-stroke cycle type of internal combustion engine, thecycle of each cylinder being completed in two revolutionsof the crank or four strokes of the piston;25This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

(first) INDUCTION of pure air, (second) COMPRESSIONof pure air, (third) COMBUSTION of oil sprayed in thecompressed air, and EXPANSION of the products of thiscombustion; (fourth) EXPULSION of exhaust gasses.2nd CycleCompression3rd CycleWorking: Stroke1. INTAKE.2. COMPRESSION.3. WORKING STROKE.4. EXHAUST.The Diesel does not contain an explosive mixture atany time, no explosion ever occurs in its cycle of operation,and the Diesel never was and never will be subject to preignition,as air only is compressed. No carburetor, novaporizer, no hot -bulb, flame, or electrical ignition apparatusis ever used. Combustion of the oil spray is duesolely to the heat generated by compression on the second(COMPRESSION) Stroke of the cycle. The spraying ofthe oil into the cylinder covers from 1per cent, to 1 2per cent, of the COMBUSTION stroke. It is a gradualburning, continuing for a considerable time after all thefuel has been injected a non-explosive, internal combustionresulting in uniform stress and long life the Dieselis the only engine which has it.26This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

COMBUSTIONRUDE Oil, or residuum, commonly known as fueloil, burning temperature 120 to 300 Fahrenheit,forced through an atomizer by an air blast, entersthe combustion space of the cylinder at the point of highestcompression when the air, drawn in on the suctionstroke, has been compressed to 460 pounds and therebyraised in temperature to 1000 F. This is a temperature3 to 8 times that required for ignition. Instant combustionfollows, and every combustible particle burnt.Diesel combustion is combustion in incandescentatmosphere under ideal conditions insuring perfect combustion,smokeless exhaust, and the highest thermalefficiency known.27This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

DIESEL FUELHEAP fuel oils containing non-combustible substances,or high percentages of sulphur are notalways the most economical Diesel fuels. Suchoils are bad for all internal combustion engines regardlessof their type or design, although there are sometimesmarket conditions under which they may be usedprofitably.Will the saving, amounting to the difference in costbetween such oils and those free from such impurities,warrant the cost of frequent replacements of those partsattacked by the sulphur and worn by the non-combustiblematter which the cheaper contain? This is the sum andsubstance of the fuel problem, and varies in no respect,except in degree, from that confronting every plant manager,no matter what type of prime mover he may operate.As to degree coals for steaming vary greatly in heatunits per pound, cost of handling, etc.; oils for hot bulband explosion type engines are available only betweencertain narrow limits; as to oils for the Diesel, there is thegreatest latitude in choice, oils from practically all fieldshaving been used successfully, their thermal value neverentering as a factor in their purchase or cost. Unlike coal,which has a calorific value ranging from 8,000 to 1 4,500,all heavy oils, such as Diesels consume, have approximatelythe same high heat value namely 9,000 B.T.U.1per pound.The Company will advise its customers and interestedinquirers as to the availability of any particular oil andinvites their correspondence on this subject.28This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

ADVANTAGES-NoBoilers.No Boiler Explosions.""Inspection.Cleaning.11Repairs.Engineers' licenses.Firemen.Smoke Nuisance.Preliminary Heating-up.Banked Fires.Ashes.Dirt.Dust.Shut-down for coal strikes.Stand-by losses.Over-heated buildings.Fuel easily handled and stored.Larger quantities of reserve fuel easily stored.No depreciation on stored fuel.No losses of fuel in transit.Less water wasted.No ignition troubles.Never fails to start.No explosions or sudden shocks.Absence of lubrication difficulties.Less floor space required.Power available immediately.Perfect regulation.Great economy of operation.Highest thermal efficiency known.Practically same economy at half load as at fullLong non-stop operation.Absolute dependability.29load.This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

CENTRAL STATION PRACTICEN December, 1 907, Diesel engines to the amount of9,665 brake horse-power were operating in CentralStation plants in the United States. Of the plantsoperating this Diesel power, 75 per cent, have boughtadditional units, their re-orders, in brake horse-power,amounting to 155 per cent, of the original amountpurchased on first order, 55 per cent, re-ordering afteroriginal purchases had shown five yearsor more of successful,economical operation.The horse-power sold on re-order to these Centralstation plants now amounts to 68 per cent, of all thehorse-power they had in operationin 1907. That soldon re-order up to and including December, 1907, was29 per cent, of that installed at the time; while that boughton re-order at this date is 38 per cent, of that now inoperation. Smallest equipment operatedcentral station is of 75 B.H.P., largest1 1 25 B.H.P.in a Diesel31This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

All the above figures refer to strictly central stationsderiving all income from such service. This Companyhas equipped central stations of more than double the sizeof largest indicated above, but which are engaged in otherlines also, as in manufacturing, mining and street railwayoperation all of which have ordered additional Dieselunits.Of those which have re-ordered, 24 per cent, havemade three distinct purchases, each in a different year,and one power and light company, with Diesels installedin two of their plants, has made four purchases:450B.HP. in 1904450B.HP. in 1910225 B.H.P. in 1911225 B.H.P. in 1912These repeat orders over so many years, show thatthe Diesel is well adapted to Central Station requirementsof regulation, reliability and continuous operation.PARALLEL OPERATIONDiesel speed regulation under change of load rankswith that of the best types of automatic steam engines.No difficulty is experienced in the operation of generatingunits in parallel. Reference can be given to large numbersof such plants operating in parallel with other Diesel units,steam equipment and water power, in different parts ofthe country.RELIABILITY AND CONTINUOUS OPERATIONIn the Diesel Engine, combustion by the heat ofcompression does away with ignition devices, mixers, carburetorsand back firing, limiting the cause of stoppage toa cessation of fuel or injection air. Any part working outof adjustment gives such ample notice of a fault, that,generally, attenion may be deferred to regular shut-downperiods.32This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

One 225 horse-power Diesel Engine installed in anelectric light plant in Illinois, operated without reservepower, 24 hours per day 6f days per week for 2^years with but two minor shut-downs. In the opinion ofoperating engineers, who have had several years experience,the Diesel is fully as reliable as steam.ECONOMY IN SMALL SIZES ANDUNDER VARIABLE LOAD CONDITIONSThe refinements ofcoal handling machinery, superheaters,economizers, and labor saving devices commonlyfound in large modern steam plants are not economicallyintroduced into small central stations, where the varyingload condition is most marked. Therefore, the kilowattcosts several times as much in the small steam installationas in the large well equipped station. In contrast tothis the small Diesel installation shows a kilowatt costwhich compares very favorably with that obtained in thelarger plants operated by Diesels or the most refined steamequipment.The installation of small Diesel units allows a gradualincrease in capacity to meet growing load conditions, andhas the additional advantage that the factor of safety forcontinuous operation increases with the number of unitsinstalled any necessity for repairs or adjustments affectinga smaller percentage of the total capacity of the plant.33This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

FLOUR MILL DRIVESIESELS are installed in flour mills which have bothelectrical and line shaft drives. With both typesDiesel Engines are showing an economy whichhas amply justified their installation.A mill and elevator company operating a 320 HP. andan 80 HP. Corliss, both running condensing, changedover to Diesel equipment. An 800 barrel mill is nowdriven by a 250 HP. motor, a 400 barrel mill by a 125HP. motor, the cleaning machines by a 50 HP. motor,and the elevator by 7 motors aggregating 200 HP.This mill, located in the middle west, burned anaverage of 55 barrels of oil per day under boilers, thelowest consumption recorded having been 48 barrels. Itis now consuming in its Diesel engines an average of 2 1It cost this mill more than 4i times as much to runbarrels.formerly as now for fuel alone. Add to this great Dieseleconomy in fuel, the saving in labor, and the showing isThe owner of this mill will tellwell worth investigating.you that he is saving over $ 0,500.00 per year in fuel alone.1Figuring the oil at 2\ cents per gallon, the local price,the fuel cost is only 0^ mills per barrel of flour. As the1efficiency of the smallest Diesel more nearly approaches34This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

that of the largest, than does the efficiency of a smallsteam plant that of a large one, a flour mill requiring only1 20 B.H.P., Diesel operated, would show a proportionatelygreater saving.At the head of this article is a photograph of theRope Drive of a recent Diesel Flour Mill installationin Texas.The first Diesel to be used in a flour mill was installedin 1905, and has been in successful economical operationever since. This engine is clutch-connected to line shaft.In the REPRESENTATIVE DIESEL INSTALLATIONSsection, under Kansas and Texas, two roller mill installationswill be found illustrated.If you have a mill drive write us for further informationon the availability of the Diesel in your mill.35This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

Sectional Elevation of Power House.Plan of Power House.PLAN AND ELEVATION OF THE COMPANY'S POWER HOUSE.36This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

DIESEL POWER PLANTAT THE WORKS OF THEBUSCH-SULZER BROS.-DIESEL ENGINE CO.LTHOUGH the Diesel turns to useful accountapproximately twice as much of the heat valueof fuel as do steam engines or turbines, yet, withabout 32 per cent, to 35 per cent, of the heat transformedinto useful mechanical energy, there remains 43 to 40per cent, not available to that purpose turned into heat.In this installation the exhaust gases from the Dieselspass through exhaust gas heat economizers (illustratedand described on page 46). The returns from the hotwater heating system of this plant pass through three ofthem, arranged in parallel, one for each engine. Afterabsorbing the heat of the gases, with a consequent rise intemperature, the water passes from them to heaters whichare supplied with steam coils heated by the steam ofhigh pressure boilers, used also for the operation of thesteam hammers in the forge shop. From the steamheaters the water again passes out and re-circulatesthrough the buildings. The cooling water from thecylinder jackets, at a temperature of about 140 degrees,runs into a hot well, this water being utilized as boilerfeed and in lavatories.In this manner the system employed in this plant,the first in this country to utilize heat from both theseDiesel sources, conserves to heating purposes at least60 per cent, of the heat value of the fuel not transformedinto mechanical effort. The result is a very decidedeconomy in fuel for winter heating, an economy which,when added to that of the Diesel as a prime mover, makesfor an overall fuel economy which is superb.37This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

Another important economic feature of this plant isautomatic machine tool control. While this is not a featurewhich can be used only with Diesel engines, individualmotor drive with automatic control is, however, one ofthose important items subsidiary to the Diesel making forgeneral manufacturing economy. It is a system whichnecessarily has a maximum variation in load, as currentis consumed only during periods of actual productivework. Constant voltage is its only requisite to successfuloperation, and this is easily provided by the Diesel, anyincrease or decrease in load being immediately reflected ina changed rate of fuel consumption, always in proportionto the productive work being done.The Diesel engine equipment of this plant consistsof three 4-stroke cycle Diesel units of 225 B.H.P. each,running at 164 R.P.M., direct connected to 160 K.W.1 1 5-230 volt direct current generators. The fuel oilstorage tanks, of which there are two, are buried at theside of a private railroad siding adjacent to the powerhouse. Oil flows into these tanks from tank cars byOil fired boilers are used in the power housegravity.they supply the major portion of the heat required forshop heating in the winter and the steam for the operationof the steam hammers in the forge shop.Diesel exhaust is noiseless, colorless and odorless,and as induced draft is used in conjunction with theboilers this installation is without visible stacks of anykind. No coal is used on the premises. Even in theforge shop oil has been substituted throughout on accountof its ease in handling, its economy and the precision ofits control.This company considers that the use of the Dieselengine, together with such heat conserving equipment asis employed in this plant, assures to all plants having aheating problem which will install Diesels, an overalleconomy which cannot be approached by any other typeof prime mover.38This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

ICE AND REFRIGERATIONE have installed Diesels in a number of ice andrefrigeration plants. Some are operated in conjunctionwith electric light stations, some withwater works, some with breweries, some as distinct plants.These Diesels are connected to load by belted and electricaldrives and are particularly well adapted to ice manufacture,showing a reduction in fuel cost of 40 per cent, to 80 percent, and an operating expense closely proportioned tooutput.Inasmuch as the fuel consumption of the Diesel is indirect proportion to load requirements, between half andfull load, it follows that, with one Diesel engine, the samefuel cost per ton of ice will be realized at half as at fullcapacity; with two Diesels, at one quarter to full capacity,etc. This flexibility is appreciated in off seasons. In thesummer when ice making continues twenty-four hours39This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

daily the Diesel is reliable for full capacity, twenty-fourhours per day, for the full season, with one or two shutdowns for inspection and possible adjustments.Six years ago when an ice plantin the southinstalled its first Diesel engine was it consuming under itsboilers an average of $500 worth of fuel per month. Oneyear later, after its second Diesel was installed and thesteam plant abandoned, and the business had increased,the fuel consumption averaged only $75 monthly. Thethird Diesel this company purchased was installed in1912, five years after they had bought their first, ampletime for them to have discovered whether or not theDiesel fully met the requirements of ice and refrigerationservice. Their Diesels operate two 125 K.W. and one1 5 K.W., A. C. generators of 2300 volts, which are directconnected. Their equipment, including the forty ton iceplant, is operated on twenty-four hour service by one chiefengineer and two assistant engineers more help notrequired. The Diesel enabled this company to produce araw water can ice which their competitors could not equaland which captured every retail dealer in town, forcingtheir rivals to retail their own ice. This plant producescakes weighing over six hundred pounds without flaw orblemish which are described as blocks of crystal.Two views from the largest Diesel ice and refrigerationplant, which is situated in New York, are reproducedherewith. It is equipped with six Diesels aggregating1245 B.H.P. and has a capacity equivalent to 455 tons ofice ;its ice machines, pumps and hoists being operated bymotors.40This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

SEND FOR TECHNICAL BULLETINON DIESEL OPERATED ICE PLANTSI PAPERwas read before the International Congressof Ice and Refrigeration held at Chicago,MSeptember 17-25, 1913, written by Messrs.R. H. Tait and L. C. Nordmeyer of the firm of Tait-Nordmeyer Engineering Company, Saint Louis. It hasbeen recast for us by the authors use being made of theparallel column method of comparison in such manner asto insure the most vivid and ready conception of theirestimates, the calculations by which they figured themand the conclusions they reached. It is a technical bulletinon the use of the Diesel Engine in ice plants. We willcheerfully send this bulletin to anyone with a powerproblem in his ice or refrigerating plant.It contrastssimple steam, compound condensing steam, and Dieselengined 60 ton ice and 1 2 ton refrigeration capacity plants.It gives the building and operating costs of each and othervaluable information to the man who is confronted with apower problem.41This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

MISCELLANEOUS DIESEL DRIVESNTIRELY aside from the great economic advantageof the Diesel, it is wonderfully well adapted tohigh pressure fire service, or any other emergencyservice which requires instant readiness to start, ability tomake long non-stop runs, and absolute reliability. Insuch plants stand-by expense is often the largest singleitem and the Diesel eliminates it. Ifprepared for starting,when shut down, the Diesel can take on full load in lessthan one minute from notice to start. These characteristicsentitle itsuch requirements.to the most serious consideration of all havingtheIn the foregoing pages there has been describedeconomic advantages of the Diesel in central stations,refrigeration plants, flour mills and factories. The horsepowerthus employed represents 76 per cent, of the totalinstalled.On the following pages we mention a number ofdifferent lines of industry in which Diesels have beenrunning over a period of years they will give you an ideaas to the great range of application to which they havebeen put.Our Sales and Engineering Departments would takepleasure in giving a prospective power purchaser all thespecial information within their experience as to theDiesel's availability under any specific conditions.42This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

DIESEL INDUSTRIAL APPLICATIONSOLLOWING is a list of installations illustrating theDiesel's applicability to various lines of industry.A representative installation of either the oldest orlargest of each industry is here referred to by its date ofinstallation and location by state. Thirty per cent, of thetotal Diesel horse-power sold has been on re-order; andthe re-orders have amounted to more than the original purchases.On an average those firms which have addedDiesels to their first purchases, have more than doubledtheir plants by fifteen per cent. One central station planthas re-ordered three times, six years after the original purchase,one year after the second, and one year after thethird, making four distinct purchases in eight years, which43This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

clearly indicates the satisfaction which the Diesel gives tothose who have come to know it well. All installationshere referred to have been in successful operation sincethe date mentioned.Automobile WorksAuxiliary to Water PowerBattle ShipsBattery ChargingBreweryCement WorksChocolate WorksCopper MiningCordage WorksCorrectional InstitutionCotton GinCotton GoodsCotton Seed OilCotton TwineCotton WebbingDrop Forge ShopElectric Light PlantEncaustic TilingFertilizer WorksFlour Mill and ElevatorFoundry and MachineGas WorksGlass WorksGold MinesIce and Cold StorageIce CreamIron Doors, WindowsIsolated PlantKnitting MillLocomotive WorksMachine BuildersMachine ShopMarble WorksMunicipal PlantNaval Torpedo StationNavy YardsNut and BoltOffice BuildingOptical WorksOrdnancePaper Mills1907 Indiana1910 Minnesota19121903ArgentineNew York1 898 Missouri1912 Oklahoma1911 Pennsylvania1906 Arizona1 906 Massachusetts1912 Pennsylvania1913 Texas1907 Massachusetts1913 Texas1 906 Massachusetts1 906 Massachusetts1906 Rhode Island1903 Florida1912 Ohio1912 Massachusetts1905 Texas1905 New York1907 Pennsylvania1907 Indiana1906 New Mexico1904 Texas1913 Texas1903 New Jersey1903 Illinois1910 New York1905 Pennsylvania1902 Rhode Island1902 Rhode Island1904 New York1903 Florida1911 Rhode Island1913 Mass.and Hawaii1907 Rhode Island1905 Indiana1907 Rhode Island1 902 Connecticut1906 Indiana44This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

1Phosphate Mining 906 FloridaPiano Factory 1905 MarylandPrinting Ink 1912 New Jersey1Quarries 905 ConnecticutReduction, Metallurgical 1907 ArizonaRoller Mills 1913 KansasRailroad Shops 1907 TexasRy. Tunnel Ventilation 1913 IllinoisSheeting, Cotton 1910 MassachusettsSilverware 1905 Rhode IslandStreet 1Railway 904 TexasStructural Steel and Iron 1904 IndianaSubmarineSulzer EnginesTime Recording Instruments 1 905 New YorkWaterworks 1 905 WisconsinWholesale Grocery 1903 IllinoisWire Mills 1907 Rhode IslandWoolen Mills 1905 MassachusettsWorsted Mills 1905 New JerseyYarn 1 909 MassachusettsEighteen states are included in this representative listof sixty-one plants in as many different lines of industryand application, but there are fine installations in eightmore states Arkansas, Iowa, Louisiana, Missouri, NewHampshire, South Carolina, South Dakota and Tennesseesome of which are illustrated elsewhere in this catalogue.RIVADAVIA-Argentine. Largest and swiftest battleship afloat, equipped withSulzer -Diesel Marine Auxiliaries furnished by this Company.45This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

EXHAUST GAS HEAT ECONOMIZERSXHAUST Gas Heat Economizers which extract theheat of exhaust gases and transfer the same towater find economical uses in such industries asrequire hot water, as in the washing of raw materials orfinished products, in hot water heating systems for buildingsand shops, in lavatories, or as boiler feed. At smallexpense for the equipment and its installation these economizersin conjunction with the engine jackets, will save atleast sixty percent, of the heat which would otherwise bewasted, or 2800 British thermal units per brake horsepower-hour,giving the Diesel an unapproached overalleconomy.The following figures are taken from a test in a Sulzerbuilt installation of 300 B.H.P. in a woolen mill atBiirglen, Switzerland, where the heat recovered is usedin heating the factory and in the washing of wool and46This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

yarns. The tests were made by Prof. J. Cochand, ofLausanne and Engineer M. Hottinger, of Winterthur,Switzerland, their report being published in the Zeitschriftdes Vereines Deutscher Ingenieure, of March 23rd, 1912.Two economizers of 325 square feet heating surfaceeach were used, connected in series so that the exhausttraveled through one then the other.The water, on leavingthe engine,rent principle, inpassed through them on the counter cur-the opposite direction to the flow of the1gases. 232 gallons of water passed through the heatersper hour entering at 1 23.8 degrees F. and leaving at 1 67.9degrees F. The temperature of the water as it enteredthe cylinder jackets 70 degrees F.300 B.H.R PER HOURB.T.U. transformed into horse-power 731,274 33.5%B.T.U. recovered in cooling water 596,691 27.4%B.T.U. recovered by economizers 460,9 17 21.1%B.T.U. lost 393.824 18.0%B.T.U. in fuel used per hour 2, 82,706 1 1 00.0%Deducting the 1 8 per cent, lost this gives an overallfuel economy of 82 per cent., which is not equalled by anyother type of prime mover. As the amount of heatrecovered by the economizers and from the cooling wateramounts to 48.5 per cent, it may be readily seen that forevery $1,000 spent in Diesel fuel but $515.00 worth canbe charged to the generation of power. $485.00 worth, orthat saved from these sources is utilized in the form ofheated water. 48.5 per cent, is a large saving, especiallyso, considering the small cost of the equipment. But thesaving is really much greater. $485.00 worth of oil burntunder a boiler would not come within 20 per cent, to 25per cent, of the heat recovered and utilized by the exhaustgas heat economizers of this Biirglen plant.This Company employs this systemof heat conservationin its Saint Louis works and is prepared to contractfor similar installations in conjunction with all Dieselengined plants.47This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

REPRESENTATIVE DIESELINSTALLATIONSFORTY INSTALLATIONS IN TWENTY-THREESTATES ARE REPRESENTED IN THE FOLLOWINGVIEWS OF DIESEL POWER PLANTS. SPECIFIC INFOR-MATION CONCERNING OUR NUMEROUS INSTALLA-TIONS FURNISHED PROSPECTIVE PURCHASERS ONAPPLICATION.IN ONE PART OF THE COUNTRY OUR DIESELSARE LOCATED IN MINES; IN ANOTHER, FACTORIESAND CENTRAL STATIONS; IN ANOTHER, AS AUXIL-IARIES TO WATER POWER ONE SELLING ANOTHER.DIESEL APPLICATIONS COVER FIFTY- EIGHT DIFFER-ENT LINES OF INDUSTRY.IN EVERY LOCALITY WHERE SOLD, INSTALLA-TIONS HAVE MULTIPLIED. DIESEL POWER PLANTS,SUCCESSFUL AND ECONOMICAL IN OPERATION, AREOUR BEST SALES AGENTS.48This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

ARIZONAIHIS double unit consists of two 225 B.H.P. Dieselengines.It is located at a copper mine at an elevationof 5,000 feet. It is connected by rope drive to a positivepressure blower. It is run continuously twenty-fourhours daily and is not shutdown for months at a time,and then only when adjustmentis imperative. Asthe cessation of air to asmelter would result in49great damage and loss, oras stoppage of ventilation,especially in "Fire Stopes,"would endanger manylives, the service is themost rigorous imaginable,demanding the highesttype of reliability.This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

ARIZONAIRST Diesel installed 75 B.H.P., second 225 B.H.P.They operate at altitude of 5300 feet. Larger,operating triplex pumps, is direct connected to 150K.W., 240 volt, D.C. generator.It runs under an averageload of 400 amperes, 24 hours daily, making non-stop runs,amounting to forty days. This engine, in spite of thehigh altitude and an average load factor of 0.8, consumesonly nine gallons fuel oil per hour, equivalent to 9.4 gallonsper 100 K.W. hours, or 6.2 gallons per 100 B.H.P.hours assuming a generator efficiency of 87 per cent.50This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

CONNECTICUTOTAL assets of this municipal plant $200,331.59,all paid for out of earnings, except $22,500, representinginitial bonded debt. Never required helpby taxation, although operating at lowest rates in the State.First Diesel bought in 1905, second 1907, third 1910, nosteam equipment bought since first Diesel was installed.The General Superintendent, writing to prospective powerpurchasers, claims for his Diesels: quick response to variationsin load, taking full rating without apparent effort;regulation as close as inthe best steam practice;thorough reliability; dependablefor long serviceruns; and, that his Diesels,carrying the bulk of theload, operate with gratifyingfuel efficiency.51This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

FLORIDA|IGHT, twin triple-cylinder, engines, 450 B.H.P. each.They operate the largest phosphate mines in Florida.They say the Diesel makes oil the cheapest fuel in this State.IX units, 225 B.H.P. each. Owners write: "Notrouble maintaining uniform loads, or parallelingwith other engines.Oil used less than guarantee."52This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

ILLINOISE installed one 225 B.H.P. Diesel about a yearago, operate twenty-four hour service, shuttingdown Sundays for five hours, and in the year'srun, our service has been shut down but once, for twohours. This speaks for itself. We have been pleasantlysurprised at the performance of the engine, and the fuelconsumption is below the guarantee of the builders." Sinceoldsteam plant was discarded by the receivers and theDiesel adopted, the companyhas made good.Cheap reliable Dieselpower for the city developedgood off-peakloads, requiring additionalDiesel equipment.The power house was53built of bricks from stackof old steam plant.This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

INDIANAPOWER station supplying a city of 5,000 andfour small towns within fourteen miles. Currentused for lighting, power and in water works. Thetwo engines shown are 225 B.H.P. each, direct connectedto alternating current generators. A twenty-four hour serviceis maintained, one engine running continuously, theother on peak loads. Daily fuel consumption 200 gallons.54This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

KANSASmEN thousand five hundred dollars represents theyearly saving in fuel of these Diesel Units over theold superseded steam equipment. A greater saving willbe made when the third unit, now on order, is installed.The equipment consists of two 240 B.H.P. units, directconnected to generators, which furnish power to a 1,200barrel mill and a 350,000 bushel elevator.55This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

KANSASnHIS Diesel consumes daily 45 gallons of fuel oil,\vhereas the old steam equipment consumed 280gallons on the same schedule, under the same load conditions.Sixty-cycle alternating current is generated andused for lighting, miscellaneous power requirements, andfor driving water works pumps. Its success has lead twoother Kansas municipalities to install Diesel equipment.56This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

LOUISIANA03 HIS installation consists of two Diesel engines of 120B.H.P. each, driving 60 cycle alternating currentgenerators; 100 gallons of fuel oil consumed daily furnishingthe city, of 5,000 inhabitants, with all its water, electriclight and commercial service. The electrically drivenpumps are shown below. Two neighboring cities afterwatching these engines operate for a year, installed Dieselsin their plants proof of Diesel economy and reliability.57This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

MARYLANDllpllIANOS, of one of the most noted makes, are made in|l^ l| this factory, operated by the Diesel unit illustrated.It has been operating steadily for the past eight years,developing 225 B.H.P. at a speedof 165 RP.M. It isdirect connected to a 150 K.W. direct current generator.58This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

MASSACHUSETTSHIS large cotton mill employsunit on a mill drive.its 450 B.H.P. doubleDirect connected to alternator,it has been in daily operation for three years and hasproven a most reliable source of power, ready at amoment's notice. Its ability to carry a steady, heavy milldrag and its freedom from smoke and soot, makes theDiesel a very desirable prime mover for the operation oftextile mills. Itoccupies small space, requires very littleattendance, consumes its fuel in proportion to requirements,and has no external flame or fire about it.59This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

MASSACHUSETTShave been in closer touch with this Massachusettsplant, consisting of 900 B.H.P. in three Diesel unitsthan with any other, each week receiving a full operatingreport. Average fuel consumption 8.24 gallons per 100net K.W. hours equal to 6 gallons per 100 net B.H.P.hours. We do all we can to co-operate with Diesel ownersand operators by maintaining a staff of inspecting engineers.60This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

MASSACHUSETTSDo HIS municipal plant, in a city of 5,000 inhabitants,started in 1903 with two Diesels of 120 B.H.P. each,shown in foreground, adding one of 225 B.H.P. in 1906and another of like size in 1911 which speaks well forthe satisfaction this city finds in Diesel operation. Theyoperate 60 cycle generators in parallel, having a combinedcapacity of 500 kilowatts. The plant has 460 customers,to whom itsupplies light and power for 310 H.P. ofmotors. It serves the city free, and is a paying institutionwithout any account being taken of itsmunicipal load.61This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

MASSACHUSETTSHIS large Central Stationfurnishes steam heat andelectricity for a city of 32,000inhabitants. Since 1906 it hasused a 450 B.H.P. unit, whichdrives a 60 cycle alternator in parallelwith steam equipment duringextreme peaks and in emergencyservice. Being ableto assume full load in lessthan one minute, this unitgives freedom from surprisesand a sense of securitynot enjoyed with otherprime movers. No stand-bylosses, no extra attendance.This is just one of numerousplants with heatingproblems which have installedDiesels as auxiliary tosteam equipment.62This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

MINNESOTAHERE are three installations of Diesels in this Statewhich are auxiliary to water power. Two installedon showing of first. Writing to parties investigatingour claims an engineer of one of these plants wrote:"We think the Diesel is more durable and dependablethan steam. In answer to second part,Ibeg to advisesteam cost for fuel $26.00 for 24 hours; Diesel, $3.40 forfuel and $0.50 for lubricating oil on -f load. We do notnow charge any more when using engine than for waterpower, 10 cents per K.W.; when using steam we alwayshad to raise price to 12 cents and it was hard to geteven at that rate."63This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

MISSOURIFllIRST Diesel built in America and the first to be placedl| under regular commercial load, here or abroad, wasinstalled in the Anheuser-Busch Brewery, Saint Louis,in 1 898. Itoperated in the bottling department until 1911,when it was superseded by the larger modern units shown.The brewery isusing Dieselswith conspicuoussuccessin its ice and64refrigerationplants throughoutthe country.We issue aspecial bulletinon the economyof thisplant whichwe will sendupon request.This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

MISSOURI|HIS little Diesel Central Station of two units of120 B.H.P. each, located under the shadow of oneof the big distributing stations of the great Keokuk Damwater power plant, is generating and selling electriccurrent for less than its big rival and making money.65This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

NEW HAMPSHIREWHEN THE RIVERS RUN DRYHE manager of this plant in writing to the companywhich had sold the electrical apparatus used inconjunction with its Diesels stated : "I will say thatas an auxiliaryI consider the Diesel the best propositionthat can be installed. * * * We are operating our Diesel unitsin parallel with our Hydro-Electric plant, located seventeenmiles away, and we have never had the slightest difficulty.Another nice feature, where there is sufficient storagecapacity, is the fact that from a 300 K.W. Diesel set, youcan generate at least 7,000 K.W. hours in a twenty-four hourrun, holding back sufficient water to take care of the peakloads.* * * We are buying two more engines, after havinghad nearly three years' experience with our other two."66This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

NEW JERSEY[JT^TJIOOLEN fabrics are manufactured in this mill, which**|ll| is operated by the 1 70 B.H.P. Diesel engine shown.Transmission is by rope drive. The engine has been inservice ten to twelve hours every week day for eight years,having been installed in 1905. Oil consumption for thisperiod is calculated by the mill at less than 7 gallons per100 net B.H.P. hours.67This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

NEW MEXICO|N the irrigated sections of the Southwest central stationplants find a good business furnishing electric currentto farmers to run their irrigation pumps. This is whatthe 450 B.H.P. plant shown does besides lighting thestreets and furnishing current for commercial purposes ina rapidly growing city in New Mexico.ftjk*- :U IThis document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

NEW YORKIN ideal installation. It consists of two 120 B.H.P.Diesels installed in 1907 and a third of 225 B.H.P.1912. These engines operate 60 cycle alternators inparallel. Their exhaust is passed into pits for mufflingand reaches the atmosphere through the vent shown.Diesel owners dare to operate without spare units, makinglong continuous runs. Many Diesel plants are operatedwithout shutting down for periods of over six weeks.Massive construction, finest materials, best of workmanshipthese are the Diesel's guarantee of reliability.I69This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

NEW YORKKITING a prospective purchaser of Diesels, themanager of this Company stated: "We have notbeen without use of the engine any hour when required.It has never given us any trouble, and requires scarcely anyattention. The entire expense of maintenance would notbe more than $200.00 for the seven years that we havehad it, and of that $200.00 we have spent, we have gothalf the parts in stock now for emergency. When weneed additional power there will be nothing consideredexcept another Diesel."70This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

NEW YORKIN ice and refrigeration plant of 455 tons capacityequipped with six Diesel units aggregating 1245B.H.P., two of which are belt connected to ammonia compressorsdriven at constant speed, while two compressorsare driven by variable speed motors. Raw water block iceis manufactured. Plant operates at very low cost and withgreat economy in space. Send for bulletin on this plant.71This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

NEW YORKDIESEL located in a piano factory and surroundedby inflammable material, in the heart of New York'scongested fire district. 1 70 B.H.P. free from fire risk.72This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

OHIOHE installation of this225 B.H.P. engine requiredno changes to the old steam plant with which itoperates. As is often the case, the existing engineroom proved large enough to accommodate it. In manyplants, as in the largest in the country producing encaustictiling, Diesels supplement steam, utilizing to the best andmost economical advantage available or idle space. Owingto the high economy of the Diesel, it is generally foundmost economical to load it to full capacity and let it carrythe brunt of the power burden, leaving the steam installationto make up balance of requirements or carry peakloads. This makes an excellent arrangement, sufficientpower being developed by the steam plant to supply therequisite exhaust steam for winter heating or manufacturingrequirements.73This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

OHIOROM December 1905 to May first,1906, accordingto published reports to tax payers, old steam plantcaused a deficit of $6,714.49, met by taxation.From May twelfth, 1 906, to October first,1 907, their twoDiesels earned a surplus over all operating expenses of$3,928.71, thus turning a village liability into an asset. Itwas calculated by their engineer that during this periodthe Diesels saved $9,984.49 for fuel and $1,700.00 for dayand night labor in boiler room a total of $ ,684.49.1 174This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

OKLAHOMANE of the most difficult and most dusty drivesimaginable is that found in a cement manufacturingplant. Large heavy machinery such asrock crushers are constantly in use, causing heavy vibrationsin the transmission and a very fluctuating load. Insuch plants extra precaution is taken in filtering the airwhich is admitted to the cylinders so as to prevent scoringand wear. This is the only precaution necessary on sucha drive, the engine caring for this class of service perfectly.This installation, installed in 1912, consists of one 170B.H.P. Diesel unit, belted to line shaft.75This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

PENNSYLVANIAHE three Diesels included in this plant, whichmanufactures city gas, are direct connected toalternating current generators. The power is usedin manufacture and distribution by means of individualmotor drives. This was one of the first plants in thecountry to use Diesel engines, having purchased two unitsof 75 HP. in 1904, which are now supplemented by themodern units shown; in operation since 1907. flThe Dieselwas introduced into this plant, where gas was availableat cost, solely because of its magnificent fuel economy.76This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

PENNSYLVANIAMODERN Diesel installation in which the first twoDiesels were installed in 1911 and additional unitsin 1912 and 1913. The plant now consists of six Dieselsdeveloping 1,350 B.H.P., operating crushers, grinders,chasers and finishers used in the manufacture of chocolate.Independent motor driven compressors have theadvantage of great flexibility, being independent of theparticular Diesel units in operation.77This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

PENNSYLVANIA|HIS school for girls, which is located in the opencountry, belongs to the correctional system ofinstitutions maintained by Pennsylvania. The stateinstalled this Diesel of 120 B.H.P. on its showing as aneconomical power unit, which requires a minimum ofattendance. This installation operates without regularattendance, generating a dependable direct current lightingand power supply to the entire satisfaction of the officials.This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

RHODE ISLAND450 B.H.P. Diesel unit, direct connected to A. C.generator. In service eight years. No depreciationwhile idle, no stand-by expense. Starts any time in twoor three minutes and maintains constant speed undervariable loads. This unit used in the manufacture ofsilverware has been in constant service since 1 905. It isoperated in parallel with older steam equipment.79This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

RHODE ISLAND|rT~]| CENTRAL Station in which Diesels began immedi-|l**l| ately to demonstrate their great economy. FirstDiesel installed in 1906. Use of steam discontinuedand second Diesel installed 1907. Good profits andreliable service developing new business, three more wereadded in 1911. Plant now serves several neighboringtowns and villages with 1 125 B.H.P.80This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

SOUTH DAKOTAiyr|| ||HIS plant operated one Diesel unit of 225 B.H.P. forILLJI one year. Then having become convinced of theDiesels advantages, reliability and economy, the ownersadded an additional unit of 225 B.H.P. It is one of numeroussteam plants in which Diesels have supersededsteam altogether.81This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

TENNESSEEHE municipal electric plant of a progressive littletown of 3,000 inhabitants, which in 1912 installedits first Diesel of 225 B.H.P. direct connected to a 200K.V.A. alternator. As can be seen, the city fathers wiselyput their money into the engine instead of into the building.82This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

TEXAS675 B.H.P. central station. 3 phase, 2300-volt, 60-cycle. Average yearly cost of current 6.78 mills perK.W.H. oil at $ .05 per bbl. Compressors direct 1 coupled.83This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

TEXASIESELS are now operating several flour mills andelevators in different parts of the country with eminentlysatisfactory results. Economy of operation is theone big factor in suchIn the modernplants.mill shown, which beganoperation in 9 1 1 2,the Diesel is connectedto load by means ofrope drives controlledby two friction clutcheswhich render thedifferent parts of themill independent ofone another. Thisfeature is illustratedon page 34.84This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

TEXASTHREE locomotive and car shops in this State haveDiesel installations, operating traveling cranes,heavy machine tools and lighting buildings andyards. The plant illustrated installed two 120 B.H.P.Diesels in 1907, an additional unit of 225 B.H.P. beingadded in 1909.The Superintendent of Motive Power and RollingStock of one of these plants wrote a brother official inanother state: "I consider the Diesel Engine one of themost satisfactory and economical power plants obtainable.It is possible that the very close attention which this enginehas received since it has been installed has resulted in itsvery successful operation both infuel and repairs. The repairs which have been necessaryare of so slight a nature that we have kept no specialrecord as to the cost, but it is very low."86point of economy as toThis document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

WISCONSINT1HEfirst municipal water and light plant to install*l| Diesels in the world; operates four engines;600 B.HP. installed in 1905-1 1-13. Eighty arc lamps at$28.00 per lamp year cover operating cost all othermunicipal lighting and 146,000,000 gallons pumpage free.87This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

UNITED STATES NAVYHE pontoon crane shown is used at a United StatesNavy Yard on the Atlantic Coast. The crane is of1 50 tons capacity, and is operated by the 225 B.H.P. Dieselengine shown. This installation has been in successfuloperation one year. A duplicate of the above installationis serving the government at Pearl Harbor, Hawaii.This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

THIS COMPANY WISHES TO STATE THAT THELARGE NUMBER OF ENGINES SOLD MAKES IT POS-SIBLE TO RENDER TO ITS CUSTOMERS EXCEPTIONALSERVICE. IT MAINTAINS A STAFF OF ERECTING ANDOPERATING ENGINEERS OF LONG AND VARIEDEXPERIENCE ENGAGED SOLELY IN VISITING OURCUSTOMERS' INSTALLATIONS.THE COMPANY MAINTAINS A CONSTANT INTER-EST IN ALL DIESELS SOLD AND ENDEAVORS ATALL TIMES TO SEE THAT THEY HAVE PROPERATTENTION.89This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

EVIDENCETHE FOLLOWING STATEMENTS RELATIVE TO THEMERITS OF THE DIESEL ENGINE WERE MADE BYDIESEL OWNERS AND OPERATORS IN LETTERS WHICHTHEY WROTE AT THE SOLICITATION OF PROSPEC-TIVE PURCHASERS OF POWER WHO WERE CON-DUCTING THEIR OWN INVESTIGATIONS. THESTATEMENTS ARE CLASSIFIED UNDER FIFTEEN HEAD-INGS, VIZ.: ECONOMY, RELIABILITY, MAINTENANCE,REGULATION, OPERATION, LONG NON-STOP OPERA-TION, PARALLEL OPERATION AND INTERCHANGEOF CURRENT, OVERLOAD CAPACITY, CONSTRUCTION,REPAIRS, ATTENDANCE, MUNICIPAL INSTALLATION,DIESEL VERSUS STEAM AND WATER POWER, OURCUSTOMERS RE-ORDER, SATISFACTION.90This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

ECONOMY"Our lubrication for two engines for 1911 was $472.75,and our cost per K.W., including repairs, fuel and lubrication,was $0.00253." They operate two 225 B.H.P engines."As to comparative cost of operation, we figure that allthings considered, we are operating for about 25 per cent, ofwhat it would cost us to do the same work with steam. Wefigured that we could afford to junk our engines once every sixyears and come out better than even."We have had one in use now upwards of seven years.It has given perfect satisfaction in every respect. The cost ofrepairs have been nominal, much less we believe than with asteam engine for the same length of time, and it has never beenout of order except in one instance, where we were without itsuse for a few hours. The economy of operation of this engineis remarkable. We run our plant nine hours per day and we use ^anywhere from 63 to 70 gallons of oil per day, and our averageload is fully 100 HP."* * *"We also find the fuel consumption to be almost in directproportion to the work done; this, and the fact that there are nostand-by losses with this engine, have proved to be very importantin our plant, as our load is a varying one and the peak loadof short duration."* * *"Our average running record for these engines, under allload conditions and averaged up by the month, is from 9 K.W. >to 1 K.W. of electricity at the switchboard for every gallon offuel oil consumed."* * *"Our Chief Engineer states that the cost per H.P. perhour to operate the engines is about 2.07 mills. This is basedon the price of Gas Oil at .0245 per gallon."* * *"We clean the interior of the engines about twice a yearand the work is done in the intervals when the engine wouldbe shut down anyway. They require a little more carefulattendance than a steam engine and perhaps a little more workto keep up, but we do not employ any more than we would^91This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

have to operate the same number of steam units. The serviceis as reliable and satisfactory and our fuel cost is about 80 percent, less than to develop the same horse-power with steam.For our use the Diesel has proven a complete success.""Our experience with these engines, under such long service,enables us to know them very thoroughly. Their regulationis fine; they are safe and reliable; the uniform efficiencyand unvarying economy in the use of fuel oil gives them anexcellent endorsement in this important factor."* * *"The Diesels have given us very reliable and satisfactoryservice at an efficiency that is remarkable. We are highly pleasedwith them. The fuel consumption of the engines has never atany time exceeded the guarantee of the Company, and for ourconditions we have saved about 85 per cent, of the cost of fuelover what our fuel would have been, using steam.""We certainly appreciate the reliability and economy ofthese engines. The fuel consumption being almost in directproportion to the power delivered, thus enabling us to pullthrough our light load season with a profit, which we are certaincould never have been accomplished with a steam plant.""The economy of these engines is no doubt ahead of anythingon the market today.""Both engines are directly connected to alternating currentgenerators from which we operate all pumps, air compressor, icehoist and ice machine with motors. This gives a very flexibleas we can operate installations in the plant with either oroutfit,both engines as the case may require. We also furnish all cityand commercial lights for the town and find that the enginescome well within the guarantee of builders. We find that theengines are almost as efficient at half load as at full load so thefuel bill is in proportion to the power delivered.""We have found the oil consumption to be from 6 togallons per 100 B.H.P. hours."92This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

RELIABILITY"As you state, the fuel economy is conceded and we find inour experience that their reliability compares very favorably withother types of power. While we would not like to guaranteethat any engine would give absolutely continual service, we feelthat our experience is in favor of the oil engine in this respect,and if we were in your position would install them in preferenceto other power.""In our plant we have two of these engines, one of 225 H.P.and one of 1 70 H.P. We have never had any shut-down due toany fault of the engine, and as to our economy, they certainlyhave been the means of putting this plant on its feet.""We wired you on the 2 1 st that we were about to contractfor either a Diesel or Oil Engine and asked you whichyou found to be the most reliable and gave the least trouble.We are in receipt of your wire stating that the Diesel was themost reliable and gave the least trouble, and was the leastexpensive to maintain. Please accept our thanks for yourprompt reply. We closed a contract with the Diesel EngineCompany for two of their 225 H.P. Engines to operate our mill.We were more favorably impressed with their engine from thestart."* * *"This plant has to operate all the time without shut-downs,except by accidents, which are extremely rare, as it not onlysupplies the entire commercial public lighting service of this city,but supplies electric power for the local manufacturing andindustrial undertakings of a large scale a large majority ofwhich have no other source of power.""We have experienced no inconvenience or delay from anyfailure on the part of these engines.I do not hesitate in recommendingthem to anyone for any class of service whatsoever,provided, however, that they do not expect the engine to pullmore than its rated H.P. We have, however, at times run ourengines over-loaded, but I do not consider such operation goodpractice. The only precaution I would suggest, is to have a firstclassengineer in charge of the Diesel Engine, and this however,I think is applicable to all engines."93This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

MAINTENANCE"As regards breakage, it has been very slight in our plant,having never experienced a shut-down on account of any faultof the engine. It is our practice to use only one man on a shift,although the Chief Engineer who has other duties is about theplant more or less during the day time. And when taking upbearings, etc, a helper from another part of the plant is calledto assist."* * *"During the year 1911 our average cost per K.W.H., includingfuel, lubrication and repairs, was less than $0.003 (three mills)per K.W."V V V"We have experienced very little difficulty in keeping theseengines in good operative condition and the writer being apractical engineer had rather take care of the Diesel than steamengines. Our experience has been that the upkeep of theseengines is nothing out of the ordinary.""Our maintenance cost has been $30.00 to $35.00 perengine per year and we have never had to renew any largeparts on the engine, only piston rings, needle valves, springsand such small parts. Neither engine has even broken a valvespring for 1 8 months."* * *"The upkeep of these engines we find to be only a verylittle more than that of a first-class steam equipment, while theeconomy is far superior, costing less than half that of steam.""In our opinion these engines are as reliable as the steamengine and we have experienced no unnecessary delays inservice due to their failure. Our properties have been operatinga Diesel plant at Sherman, Texas, for about seven years, and thefirst engines installed there are now doing as good service asnew ones. The upkeep of the old engines last year in that plantamounted to less than 2 per cent, of the original cost.""In a report from the office of the City Clerk of a city in theState of Wisconsin, we find this item: 'Repairs on engines, averagefor 5 years, $125.00.' This plant operates three DieselEngines."94This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

REGULATION"The engines are used for driving three phase alternatorsfor city lighting and power work and we find that they developtheir rated H.P. to indicating instruments on the switchboards,and at no time have they exceeded the fuel consumption statedby the manufacturers. The speed regulation is good and theservice reliable, in the years that we have had the engines. Theengines need somewhat more careful attention than is usuallygiven a steam engine, but there is no reason why an attendantwho is even reasonably diligent can not operate the engineswithout trouble."You ask'Is the regulation as good as that of the ordinaryCorliss Engine?' Yes, we consider it fully as good. The enginesregulate entirely automatically, no throttling, but simply by asensitive governor which varies the fuel supply to meet the exactload and speed requirements.""They are also very regular in speed, being perfectly adaptableto the operation of electric generators for which purposethey are used in this plant, in connection with a number ofsteam engines.""When the last Diesel was installed, an extra foundationwas built ready for another. The Diesel regulation also is excellent,and as for stopping from sudden breakage of its parts, itcertainly will stop if things are not right, which is not to itsdiscredit, but it is as reliable as good steam practice in every dayservice. Because the Diesel Engine embraces so many timesaving advantages, is so safe to run and in many ways quitesimple, it sometimes suffers from neglect, but if it is in goodcondition it will deliver its rated horse-power easily."* * *"As to variations in motor load, they are considerable,especially when power and lighting lap, but we find the Dieselsjust as quick to respond as the steam engines. Roughly speaking,the load factor of the Diesels is about 75 per cent, withquite wide extremes during a 24-hour run according to demands,and they take up their full rating without apparenteffort under proper operating conditions.95This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

OPERATION"Our Diesel engines carry the bulk of our load, though wehave five steam engines which fill in on peak loads and extraservice as required. All of our engines are directly connectedto generators and the long runs are considerable, as the plantoperates all the time, and, aside from a heavy commercial lightingload, has a connected load of about 1 100 electric motors inthe local factories, in addition to the street lighting service."* * *"Our first engine was installed in 1February, 906, and hasbeen in operation ever since, running nights only. We havethis year completed the installation of the second unit of 225H.P. and believe that our new engine willfully come up to theexcellent standard of service which the first one has given us."* * *"Our Diesel engine handles this Ice Compressor, which is of20 ton capacity, and in addition carries an electric load of about300 amperes at 220 volts. We are satisfied that the engine isdeveloping its full rated H.P. and the speed regulation for the24 hours is so perfect as to procure the very best results fromthe Ice Machine."LONG NON-STOP OPERATION"Since that time, some eighteen months, we have dependedabsolutely on one engine to furnish light and power on a 24-hour schedule, allowing a weekly shut-down of about five hourson Sunday."** ** **"At the time we bought our first engine we were also interestedin the engine, but they would only give us aguarantee of 36 hours continuous running. It would take thatlong for the combustion chamber to fill with carbon and thenthe engine would have to be shut down and this chamberreplaced with a clean one.""On one occasion we ran the engine six weeks, day andnight, without stopping once.""From our experience with these engines, we can recommendthem for the service of which you speak. We have incases of necessity, run one of these engines six weeks continuallywithout ever stopping it, although this is not a good policy withany engine, as they should be shut down and examined once aweek at least."This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

PARALLEL OPERATION ANDINTERCHANGE OF CURRENT"Replying to your inquiry with reference to Diesel engines,have to say that on January 13, 1911, we started our DieselEngines Nos. 293 and 294, which are three cylinder 6 inches1by 24 inches direct connected to General Electric Company,three phase alternators. We have had no trouble even at thefirst trial to parallel these generators nor have we had anytrouble at any time since then in putting them in parallel, andas to interchange of current between machines, it all dependsupon the management of the engines. If furnished fair fuel andvalves are kept in proper condition the interchange of currentis negligible, and I consider the parallel operation of the Dieselthoroughly established and successful."* * *"We operate these units either singly or altogether, as theoccasion demands, and we experience no difficulty in keepingour alternators in parallel."* * *"Replying to yours of the 12th inst., with reference to Dieselengines beg to advise you that we are at present operating three;of the 250 HP. units directly connected to 187K.V.A., 60 cycle,2 phase alternators, running at 1 64 revolutions per minute. Weare operating these units in parallel and are getting most satisfactoryresults from same."OVERLOAD CAPACITY"It might be well to state that while this engine is rated at225 H.P., on Saturday night, July 6, 1912, the engineer informsme that it was up to 250 H.P."* * *"Our small engine has been operating at an overload muchof the time for the past year and for this reason we have purchasedadditional (Diesel) equipment."* * *"The writer some years ago had charge of a plant whichwas equipped with Diesel engines, direct connected to generator,and it was our practice there to carry 150 K.W., on theswitchboard, with the 225 H.P. engine when it was carrying itsown compressor, although at times we were obliged to carry ashigh as 190K.W."97This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

CONSTRUCTION"When building the foundation for the engine the managementdid not think it necessary to follow the plans, but followedtheir own ideas. Instead of excavating to solid rock, they weresatisfied to build the foundation on rotten surface rock. Thefoundation was made of concrete. Sometime after starting theengine, same was found to be in motion and the concretefoundation also, wobbling up and down like on a pivot. Thisincreased with time to pretty near an inch and brought theengine out of line with air compressor. The 1 70 H.P. engine,weighing about 34,000 pounds, caused a pressure and vibrationin the rotten rock underneath, whereby same was disrupted andcrushed. This mistake we have now corrected at an expenseof over $500.00, when it would not have cost more than $50.00if the plans had been followed. It is a wonder to us here thatthe engine, with all its fine mechanism, did not fall to pieces.We have had enough of steam and would not trade our Dieselfor all the steam engines there are."** ** **"The engines are well built and are very massive in construction,and after six years of continuous work our oldest engineis still giving perfect satisfaction. They wear well and weof upkeep amounts to more than thatdo not find that the costof any first-class steam engine."REPAIRS"We have had one in use now seven years and ithas beenperfectly satisfactory in every respect. It requires scarcely noattention whatever, and our repair bills or expenditures for newparts have been very small indeed and we have not been withoutthe use of the engine any hour when it was required.""It is rather difficult to give you an approximate yearly repaircost as this has varied with us according to the work done andparts replaced. Last year our repairs did not foot up to $50.00,but a year ago were over $300.00. Even if an unexpected accidentshould make the repair cost exceedingly high, the lowcost of operation will make you the gainer in the long run.""We have not found the repair cost on them any higherthan might be expected on the whole of a steam equipment oflike power."See alsounder MAINTENANCE98This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

ATTENDANCE"We do not find that it requires an expert to operate thesemachines but we do advise that care should be taken in selectinga man of ordinary intelligence, who is careful, trustworthy andfaithful.""There is no reason why one man should not operate twoengines with their generators and the switchboard, that is whilerunning. Of course when there is adjustment, cleaning or repairsto be done more help will be necessary. There are no jobsabout starting or running the engine that one man cannot do.""Will state that we think the best recommendation that wecan give them is the fact that we are now installing our thirdunit after having one in use for nearly five years. In the engineroom we have two assistant engineers and one chief. It is theirduty to look out for the machinery of the electrical plant as wellas a 20 ton ice plant, which we also operate. We are nowincreasing the ice plant to a 40 ton output and the same crewwill be able to care for it. One man runs the whole outfitatnight."* * *"It has been my experience that, with the great economy ofthese engines, we can well afford to pay the price for a goodman; we are then taking no chance of a cheap man destroyinga high priced machine, and, in the end, we are way ahead of thegame over a steam driven plant."* * *"There is practically no labor required in the operation ofthese engines.""You should have an engineer of some intelligence to takecare of the engines and keep them up, the same as with any firstclasssteam engine, but, after once started, the engines are almostautomatic, requiring only an attendant to watch them and seethat they get proper lubrication. We do not find that theirupkeep is any greater than a steam plant. Of course, engines induplicate guard against any shut-down in case of accident, butwe ran one unit for more than two years and are satisfied that itgave as good, if not better, service than any single unit steamplant in the state operating continuously. On one occasion weran the engine six weeks, day and night, without stopping once."99This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

MUNICIPAL INSTALLATION* * * This is an actual monthly report of the electric lightand waterworks of this city, showing a cost of 8 mills per K. W.hour on the switchboard. The waterworks pumps are motordriven in duplicate. We sell commercial service enough to makethe street lighting and water service free to the city." And again:"***This plant pays. Come and see us, we like to showwhat we have. The above is an actual reportof the total cost ofoperating the water and lighting plant of this city with Dieselengines, which is approximately $28.00 per lamp year for 80 arclamps, with 146,000,000 gallons pumpage gratis."* * *"In our opinion Municipal Ownership of the Public Utilities,particularly the lighting system in this case, is the best possiblesolution of the problem. But a short time ago a proposition wasmade in the Village by a corporation, to purchase the MunicipalLighting Plant, but on being placed before the people was beatnearly two to one. A year later the proposition was brought upfor additional power in the Municipal System and was carriedby a vote of about 200 to 5. This is the best testimonial whichwe can give for the Municipal Ownership. You can easily seethat this is what we would advise."* * *"To argue these matters in a letter is almost impossible andwould therefore advise you to have your committee come hereIand look over our plant and see our Diesel 1engine. think itwould be more profitable for your city to install a Diesel engineand have a plant of your own."* * *"Now as to our plant; it was built in 1892 and will completea continuous record of success next month, covering aperiod of 20 years. It represents an investment of about$200,000, of which all but $22,500 has been paid from profits,since commercial lighting and power were added to the originalstreet-lighting plant in 1898, and at the present rate the entiredebt will be wiped out within a year. Our rates have alwaysbeen the lowest in this state, and nearly all the factories of thiscity are operated by the power of this plant about 1 200 connectedH.P. in motors not to mention a heavy lighting load.As to fuller details, we take pleasure in sending you our lastannual report of nearly a year ago under separate cover, andtrust that we will thus supply you with the information desired."This plant installed its first Diesel in 1905 and has added no additionalsteam equipment since then. 100This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

DIESEL vs. STEAM AND WATER POWER"Another great advantage of the Diesel engine over steamis that we do not have to wait half a day or more for results ;wecan start our engine in less than three minutes, and pull the loadfrom the start. As to maintenance, we can find no reason whythe expense should be very great. Our expenses with the oldsteam engine were numerous and heavy. The engine is durablethere is no question about that.""You say you are now operating steam engines and think ofbuying a new engine. We have gone through the same ordealand hesitated and figured and figured and hesitated and studiedup on different kinds of engines, so I know how you feel. Wewould not here go back to the old steam or have any otherpower next to our water-power than the Diesel engine.""Right here I would like to say that about the time of mytaking charge of this plant, the financial condition of the Companywas such that if we had a steam plant we could never havepulled through, and, when in need of more power, we willinstall another Diesel."* * *"We have found the Diesel engine remarkably efficient inthe use of fuel oil, having placed our first one in service in 1905,another in 1 907 and the last one in 1910, with a foundation readyfor still another, so that our experience has been considerable.We also have steam engines in service, but have not added toour steam equipment since the first Diesel was installed."* * *"After running this engine for two years, our business hadincreased so that it was necessary to purchase a second engineof the same size, and this Spring we installed a third unit of 225H.P. When installing the first engine we discarded a steam outfit,and the fact that we have continued to buy Diesel engines asour business increased, should convince you of our faith in them.""We will take our Diesel in preference tosteam every timeand if you get the engines manufactured by the Busch-SulzerBros.-Diesel Engine Co., St. Louis, we know that they will deliverthe goods every time if you take care of them. You can alsorest assured that these engines will fulfill every guarantee madeby their builders."101This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

OUR CUSTOMERS RE-ORDER"We have been using Diesel engines in our plant for thepast six years and we are well pleased with the service theyhave given. Our first engine was of 1 70 H.P. and was the onlyunit we had for three years. At the end of that time businesshad increased to such an extent that we found it necessary toduplicate our outfit with another 1 70 H.P. unit. We continuedto grow, and last year installed the third unit of 225 H.P."* * *A superintendent writes to his management:"The present engineis doing very good work, is not giving any trouble at all sincewe fixed up the starting cam, four months ago, and I still believethe Diesel unit is the most reliable, as well as the most economicaloutfit, that ever generated current. I am decidedly of theopinion that the installation of another engine is a step in theright direction and will effect large economies in our operation.""When our load became so great that we were unable tohandle it with an engine of this size, we immediately installed asecond machine of 225 H.P., which has been giving excellentservice since March 1 st last, when it was placed in service. Thisfact answers your question as to whether we would buy Dieselequipment if building again; we most certainly should Mr. ,and have.""As to our experience with the Diesel engine, we havemuch to commend and very little to say of a negative natureregarding it; the fact that we have purchased three of them insuccession and have a foundation built for another, speaks ofwhat our faith has been in them."* * *"We have now ordered a third and larger engine which willbe installed next February, and while we are building we aremaking our power house large enough to accommodate thefourth unit when it is needed. We think they are the greatestthing out."From telegram:"Sixty K.W. generator over six years, at 1hours full load and over, fuel consumption less than DieselCompany's guarantee. Besides two engines seventy-five each,seven years, we have one two hundred twenty-five, running fivemonths very satisfactorily."102This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

EverySATISFACTIONextract exhibited inEVIDENCE testifiesto the satisfaction Diesel users are gettingfrom their engines hut here are some more:"We further have this to say that the Diesel Oil Enginehas made it possible for this plant to succeed. Our experiencewith this engine compels us to speak very highly of it, and wedo not hesitate to say that we believe it to be the most economicaland reliable engine on the market today.""I might also add that Mr. , President andManager of theIce, Light & Power Co., told me ina conversation a few days ago, that the results obtained from theDiesel engine were away beyond his highest expectations, andthat he intended installing them in several of the electrical plantswhich he owns."* * *"We have had enough of steam and would not trade ourDiesel for all the steam engines there are. You can tell thepeople of Belleville that we believe the Diesel engine to be thebest and cheapest power produced in the world today, as I seefrom your letter that your intention is to install a municipalplant. Corporations have tried to buy our plant, but we are gladthat we were not ensnared.""As to your natural inquiry 'Is the engine entirely satisfactory?'we will simply say that our reason for adopting it wasbecause we were looking for something more satisfactory thansteam, although we already had an excellent steam plant. Nowwe are looking for something better than the Diesel and if thereis anything that will beat it in fuel economy, speed regulation,safety and many other essential features, we would like to knowwhere to find it."* * *"These engines are both 3-cylinder engines of the 4-cycletype, one of 170 and one of 225 B.H.P., which have been inoperation for the last seven years, and are still giving perfectsatisfaction. We are highly pleased with these engines, both asto reliability and economy; in fact in every respect. We cancertainly recommend this engine very highly and suggest, beforepurchasing your prime mover you write to the makers of thisengine for detailed information."103This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

ENGINEERING DATAONPOWER FACTORATMOSPHEREEFFECT OF ALTITUDEMINERAL OILSBEAUME SCALECONCRETE FOUNDATIONSLEATHER BELTINGUNIT EQUIVALENT IN OTHER UNITSCAPACITY OF CYLINDRICAL TANKSTABLE FOR EQUALIZING PIPESWATERWEIGHT OF MATERIALS104This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

POWER FACTOROn an alternating-current electric circuit, the product of thereadings obtained simultaneously from a volt-meter and anammeter indicating the apparent power, may be more than thereading obtained at the same time on a wattmeter which indicatesthe true power. The power factor is the ratio of thewattmeter reading to the product of the voltmeter and ammeterreadings and is never greater than one. In any case the powerfactor is the ratio of true power to apparent power. This ratiois usually expressed in percent and can never be greater than1 00 per cent. If true power is expressed in kilowatts (kw.) andapparent power expressed as the product of kilovolt amperes(kva.), then the following formula can be used:Power Factor (P. F.) equals i-For estimating purposes, the following may be assumed asaverage values of power factors in their respective circuits: Incandescentlighting load, no motors, 95 per cent.; Incandescent lightingand induction motors, 85 per cent; induction motors only,80 per cent; arc lamps 70 per centThe true power, in kw., equals the average volts betweenline terminals, multiplied by the average amperes line current,multiplied by the power factor (expressed as a decimal fraction),divided by 1 000, and multiplied by:1 for single phase2 for two phase1.732 for three phaseAlthough the current, equivalent to the difference betweenthe apparent and true powers, imposes practically no load uponthe prime mover (engine); this, so called "wattless current," producesin the generator a heating greater than that due to theequivalent true power, and the generator must, therefore, beproportioned to take care of this current without over-heating.ATMOSPHERE(Atmospheric pressures)One atmosphere (based on sea-level) equals 14.7 pounds per square inch29.922 inches of mercury.33.9 feet of water.105This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

EFFECT OF ALTITUDETable of Altitudes in feet above sea-level; with correspondingapproximate Barometric Readings, Atmospheric Pressuresand proportionate Densities.(The capacity of an internal combustion engine at higher altitudes, as compared with itscapacity at sea-level, is practically proportional to the atmospheric densities.)AltitudeinFeetThis document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

BEAUME SCALEThe density of crude or fuel oil is usually specified in"degrees Be", at 60 degrees F.The Beaume hydrometer is an instrument for determiningthe density of liquids. The graduations are in numbers, termed"degrees", of an arbitrary scale.DegreesBeaumeLIQUIDS LIGHTER THAN WATERThis document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

LEATHER BELTINGThe size of leather belting, suitable for any given work,depends upon so many factors that it is practically impossible toprepare a simple table which will meet all requirements. Thetable given below, however, is safe for all ordinary conditions.HORSE-POWER PER ONE-INCH WIDTH OF BELTSecondSingleLapped and RivetedLapped and LacedThis document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

LESS THAN proportionate to the following table, for a pulleyratio of 1 to 1 . For a pulley ratio of 6 to 1 this distance shouldbe increased 20 per cent., and proportionately between the 1to 1 and the 6 to 1 ratios.SINGLE BELT3 in. wide- 5 ft. centers6 " " 7i "12 " " "10DOUBLE BELT6 in. wide- 8i ft. centers12 " " 11i "24 " " "16TRIPLE BELT12 in. wide- 13 ft. centers24 " " 18 "48 " " 25 "In ordering a belt it is well to inform the belt manufacturerof the following conditions, and to require him to furnish aguarantee that the belt will satisfactorily perform the requiredwork under the stated conditions:Horse-power to be transmitted.Speed and size of driving pulley.Speed and size of driven pulley.Distance between pulley centers.Height above floor line of driving pulley.Height above floor line of driven pulley.Direction of rotation of driving pulley.Direction of rotation of driven pulley.Whether locality is dry or damp.Usually a sketch will give the above information moreclearly than a written description.UNIT EQUIVALENT IN OTHER UNITS109This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

CAPACITY OF CYLINDRICAL TANKSDiameter in Feet and Inches, Area in Square Feet and U. S.Gallons per Foot in Length or Depth.1 U. S. gallon=231 Cu. in.=0.13368 Cu.ft.DiameterFt. In.This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

One cubic foot of water, weighs 62.425 pounds.*WATERequals 7.48 U. S. gallons.One pound of water, equals 27.7 cubic inches.One U. S. gallon of water, weighs 8.331 pounds.equals 231 cubic inches.0.11 34 cubic feet.One foot head of water, equals 0.4335 pounds per square inch.One pound per square inch equals 2.307 feet head of water.One foot head of water equals 0.8826 inches of mercury.One inch column of mercury equals 1 . 1 33 feet of head of water.The foregoing figures are for water at temperature of maximum density (39. 1F.); butare sufficiently close for all ordinary temperatures.Sea water weighs about 2| per cent, more than fresh water.WEIGHT OF MATERIALSBrass,averageThis document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

COPYRIGHT 1914 BYBUSCH-SULZER BROS.-DIESEL ENGINE CO.Form 200-8- 1913-1 0,000This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

CD21Q7b43DRNCIRCULATIpN DEPARTMENT202 Main LibraryLOAN PERIOD 1HOME USEALL BOOKS MAY BE RECALLED AFTER 7 DAYSALL DWV/iv* . .J_-to ,h. due do,.R.n.woU and Rhar 9may b. mod. 4 doy, priorBooks moy b. R.n.wd by colling 442-3405.EB101990UNIVERSITY OF CALIFORNIA, BERKELEYFORM NO. DD6,BERKELEY, CA 94720This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net

This document, and more, is available for download atMartin's Marine Engineering Page - www.dieselduck.net