PLAN T () F AL L I S 0 N E X GI N E E R I N G COM P A X V

S P EEDW AV • I X DI A X A P OL I S
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ALLISON MOTORS

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ALLISON
E X GIX E E RIN G C () M P A X Y
S PE E D W A Y

INDIAN APO LIS

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 The Allison Twelve Marine Engine
I T H this announcement of the Allison Twelve Marine
Engine comes a new era in the design and construction of
power yachts, offering new standards of power, efficiency,
compactness, weight and cleanliness.
Heretofore the power problem for the yacht from 60 to 120 feet
has been most complicated. Under 60 feet, the gasoline engine has
given the answer, and for boats over 120 feet, with plenty of room for
steam or Diesel installation, the answer to power requirements was
apparent. Now comes this new engine, two units of which can be
handled in a 10 x 14 foot space giving 800 horsepower.
Picture a seventy-five-foot cruiser, powered with two of these won-
derful new 400 H. P. gasoline engines, with a speed of 35 miles per
hour. Figure a weight of ten to fifteen pounds per horsepower in place
of the 150 to 250 pounds weight per horsepower exacted by the steam
or Diesel engine.
Combine with these extraordinary possibilities a new idea of space-
saving, cleanliness and freedom from vibration—for this "V" type,
twelve-cylinder engine opens newer and far greater fields in the de-
sign of any boat where the utmost is required of high-speed, heavy-
duty marine motive power.
This 400 H. P. "V" type gasoline engine, capable of turning and
sustaining 1500 R. P. M., while a distinct innovation, is not a theory,
nor an untried experiment.
It has been designed, developed and produced by the Allison Engi-
neering Company at Speedway City, near Indianapolis, after over
three years of expert work and exacting tests. Two of these engines,
developing 800 PI. P., have shown a cruising speed of 30 miles per
hour in an 80-foot boat. Two other of these engines have shown an
actual speed of 35 miles per hour in a 72-foot boat.
[4]
 Not only has actual service demonstrated the power and speed
obtained, but other points of operation, dependability, cleanliness,
efficiency, and freedom from noise and vibration under all cruising
conditions give added proof that the engines illustrated in this book
mark a new note in marine power.
For years, naval engineers, architects, builders and sportsmen have
realized that the internal combustion engine offered the solution of
the problem of high-speed, heavy-duty marine motive power.
It has remained for the Allison Engineering Company to work
out the details of this type of engine and to produce the proved and
tested power plant described in these pages. The inception of the idea
dates back to work on the famed Liberty engines and other war work
in which this company took a most active and important part.
In the Allison Twelve Marine engine, you get the results of years
of development and proof—an engine more carefully and thoroughly
designed and manufactured than you could possibly realize unless
you had spent the time in developing it yourself with all the immense
facilities of this organization of experts in design, production and test
at your personal command.
Necessarily, such a product can not be built in quantities and such
care in manufacture and test can not be offered at a comparison with
quantity production. But, for the experienced, discriminating pur-
chaser who wants the very best, the product of an organization such
as this offers the last word in every point of design, material, work-
manship and the accompanying value in service.
Nowhere else can such an engine be obtained at any price. It will
pay any one interested in the highest development of marine power,
in this field, to study carefully the elements of design and construction
portrayed in these pages.
The Allison Engineering Company will gladly furnish further
particulars on any point of design, materials or workmanship of any
detail of this remarkable marine power plant.
 F RO X T V I E \Y OF ALLISO X T VV E L V E

O N this and following pages are shown a series of views of Allison

Engines which portray better than words their remarkable char-
acteristics of design and construction. The accompanying descrip-
tions and specifications cover many of their distinctive features, which
have been proved in service.

[6]
 T 11 K E E - Q T A R T E R V I E VV A L L I S O X T VV E L V E

SPECIFICATIONS
TYPE—12 cylinder, 4 cycle, 60° Vee. Valves
in head, with overhead camshafts.
HORSEPOWER RATING—300 at 1000 R. P. M.;
325 at 1100 R. P. M.; 350 at 1200 R. P.
M.: 375 at 1300 R. P. M.; 400 at 1400 R.
P. M.; 425 at 1500 R. P. M.
SIZE—5y 2 " hove and 7l/2" stroke. 2138
cubic inch piston displacement.
WEiOUT—1-400 pounds.
FINISH—Gray enamel with nickeled trim-
mings.
PRICE—$25,000, f.o.b. Indianapolis, Indiana.

[7]
 BED-PLATE
A S T A T I O N A R Y engine of four hundred horsepower would be bolted to
L JL a massive foundation of concrete, weighing perhaps a hundred tons, but
-JL J L a boat motor is fastened to beams that are bolted to or built into the hull.
A boat is at times subjected to heavy strains that twist and warp it, and the
beams to which the motor are fastened tend to twist and warp also. Unless the
bed-plate is stiff enough to resist these strains it also will twist and warp, throw-
ing the crankshaft bearings out of line, causing them to wear out rapidly and
subjecting the crankshaft to bending strains which would eventually cause it to
break. Many of the crankshaft failures of boat motors can be traced to this cause.
The bed-plate of the Allison Motor is the foundation upon which the rest of
the motor is built, and is a very stiff, well-ribbed casting of manganese bronze, a
[s]
material as strong as steel. The entire loads due to explosion and inertia are
resisted by this casting.
In the bed-plate are fitted the eight main bearings. As most of the heat radi-
ated from these bearings is absorbed in the bed-plate, it is therefore made with
a double bottom and is water cooled.
In the bed-plate are also fitted the flywheel, the clutch, reverse gear and pro-
peller thrust bearings.
CRANKCASE
Tl-IE crankcase upper half is a heavily ribbed casting of aluminum to which the
cylinders are attached by studs and through-bolts to the bed-plate. Six large
hand holes allow the inspecting, adjusting and renewal, if necessary, of the main
and connecting rod lowrer bearings without dismantling the engine.
[9]
 CRANKSHAFT
T H E crankshaft is made from a one-piece heat-treated forging of chrome nickel
steel, a material that is twice as strong as carbon steel, from which many crank-
shafts are made.
The shaft is of extra large size, and the crank-pins and eight journals are
made hollow to reduce weight.
It is machine finished all over and perfectly balanced, both statically and
dynamically.
The main journals are 3J4" diameter, and center and rear journals are each
4" long, and the intermediate and front journals are each 2 J//' long, making a
total journal length of 23" and a total projected journal bearing area of
803/ sq. in.
The crank-pins are 3-3/16" diameter by 3 ^ " long.
The forged steel flywheel is bolted to a large diameter flange on the aft end
of the crankshaft by eight Y§" chrome nickel steel bolts.
This location of the flywheel is ideal, because any heavy strains, such as could
be caused by propeller striking drift woocl or rock, would be absorbed by the
flywheel without being transmitted through the crankshaft, as would be the case
with the flywheel on the forward end of the crankshaft.
In this steel flywheel are cut the teeth into which the starter gears mesh when
starting the motor.
BEARINGS
Tl-IE journal and crank-pin bearings are of heavy section (7/16 in.) made of
bronze and lined with high-grade babbitt by the centrifugal process.
The bearings used on the accessory drives and in the upper end of connecting
rods are of Non-Gran bronze, and all journals running in these bearings are case
hardened and ground.
CLUTCH AND REVERSE GEAR
THE clutch and reverse gear arc especially designed for this motor and with the
flywheel are assembled as one complete unit in the aft end of the bed-plate.
An aluminum housing covers this assembly and is perfectly oil tight. Inspec-
tion and adjustment can be made by removing a cover in the housing.
The forward clutch is of the multiple disc type, using alternate steel and
bronze discs of generous dimensions running in oil.
The reverse gear is of the planetary type.
The clamping band is operated by means of a double screw and nut arrange-
ment which insures positive engagement and disengagement.
The entire reverse gear and clutch assembly is lubricated by pressure feed
from the crankshaft.

[101
 T H R U S T BEARINGS
T H E propeller thrust is carried by two deep groove annular ball bearings located
at the extreme after end of the engine. They are lubricated from the engine
oiling system.
LUBRICATION
PRESSURE feed lubrication is used, operating with a dry sump. The oil pump is
of the double gear type. The pressure regulating valve is at the pump, and may
be adjusted while the engine is running. A pair of gears draws oil from the oil
tank and pumps it into the hollow crankshaft, from which it is distributed to the
hollow camshaft and to all the bearings. Another pair of gears draws the oil
from the sump and returns it through an oil cooler to the oil tank. The oil is
strained in the tank, passing through two removable strainers of large size. The
oil cooler is provided for use when continued runs at full throttle are made.
Under normal running sufficient oil cooling is obtained in the lower crankcase,
the bottom of which is water cooled, and the cooler is by-passed.

C O O L I N G SYSTEM
T H E wrater pump is of the gear type and delivers 40 gallons per minute at maxi-
mum speed, and 25 gallons per minute at 1000 R. P. M. of the motor.
The water is drawn from the sea through the oil cooler and delivered to the
double bottom of the crankcase, from which it goes to the cylinder jackets and
exhaust manifolds.
Means is provided for by-passing the water, so as to keep the cylinder walls
at a uniform temperature, but without robbing the exhaust manifold jackets of
sufficient water supply to keep them perfectly cool.
The circulation of the cooling water through the entire system has been care-
fully worked out, so that there are no steam pockets or air traps to alter the flow
or interfere with the proper cooling of any part of the engine.

S T A R T I N G SYSTEM
A LEECE-NEVILLE two-unit starting and charging system is used. The generator
is located in the Vee at the forward end of the engine. The starter is mounted
over the reverse gear housing and operates a Bendix drive on the flywheel
through gearing. The starting switch is of the magnetic type operated by one or
more push-buttons, making it possible to start the engine either from the bridge
or from the engine room. The starting motor turns the engine over at sufficient
speed to make starting from the magnetos easy.

[11]
 CYLINDERS
Tl-IE cylinders are cast in blocks of three, of close-grain gray iron. The water
distribution has been carefully worked out to give thorough and uniform cooling.
Ample water space has been provided around the valve seats, valve stems, spark
plugs and cylinder walls. The cooling water is directed to the exhaust valve
seats, the warm outlet water is taken off just above the intake valves and intake
chamber, thus heating the fuel charge before it enters the cylinders.
Two intake and two exhaust valves are in the head of each cylinder, the
exhaust valves seating directly in the head and the intake valves in cages.
The intake valve cages are of larger diameter than the valves, and the exhaust
valves may be removed, cleaned and ground by working through the intake valve
cage opening. The cylinder and piston heads may also be cleaned through these
large openings.
The valves have been designed with large fillets under the heads and the
valve's weakest section is at the upper end of the stem. If valve breakage occurs,
it will probably be at this section, and the valve will be prevented from falling
into the cylinder by the walls of the combustion chamber.
The valves are made of high-grade alloy steel and the valve cages of monel
metal.
All valves are 2" diameter in the clear with 30' seats. The intake valves have
a lift of 13/32" and the exhaust valves lift y§". Double valve springs are used
on all valves. Each pair of valves is operated by a rocker arm, one end of which
carries a large diameter roller operating directly on the cam.
The cylinders are bolted to the upper half of the crankcase. Between each
cylinder and at the ends, through bolts clamp the cylinder flange through the
upper half of the case to the bed-plate, making a very strong and rigid assembly.
The cylinder bolts and studs are made of chrome nickel steel, and the nuts are
of nickel steel case hardened.
The top of each cylinder is covered with an oil-tight aluminum housing, and
no part of the valve mechanism is exposed.

CAMSHAFTS
T H E camshafts are of the overhead type, driven with bevel gears and vertical
shafts at the forward end of the engine. One camshaft is provided for each bank
of cylinders.
The cams arc integral with the shaft, and the cams and seven shaft bearings
are case hardened and accurately ground.
The camshaft is hollow and oiled by pressure.

[12]
 C Y L r X 1) E R A S S E M li L Y. ALL I S0 X T W ELVE

ACCESSORY D R I V E S
T H E magnetos, oil pump, water pump, generator and governor are all located at*
the forward end of the engine. The magnetos and the pumps are driven by
spiral gears and cross-shafts from the engine crankshaft. A vertical shaft and
bevel gears drive the governor and the generator. The tachometer drive is from
the forward end of the crankshaft. An air pump for gasoline pressure feed is
driven from the after end of one camshaft.

[13]
 CARBURETION
T H E carburetor is located in the center of the Vee, and is quite accessible. The
gasoline is strained through a special duplex strainer, so that one strainer screen
may be removed and cleaned without interfering with the operation of the en-
gine. .Crankcase breathers are piped into the carburetor air intake in order to
draw all fumes back into the engine. The air to the carburetor is taken in
through a large air intake, so designed that any drip from the carburetor is
caught and drained overboard.
IGNITION
IGNITION may be obtained either by high-tension magnetos as shown or by bat-
tery through a system of double triplex distributing heads, both methods having
been found thoroughly efficient.
The ignition system is located at the forward end of the motor and is operated
through a splined cross-shaft which is driven from the engine crankshaft.
The spark advance is obtained by sliding the spiral driven-gear on the splined
shaft. By this method of advance, the magneto always delivers a good fat spark
whether advanced or retarded. This also insures a strong spark for starting
directly from the magneto ignition.

GOVERNOR
IN a rough sea propellers are often raised clear of the water, and unless some
automatic control is provided the motors will accelerate rapidly and the pro-
peller blades may be bent or broken when the propeller again enters the water.
On the Allison motor an overspeed governor is mounted vertically at the
forward end of the motor and is designed to close the carburetor automatically
when the engine speed exceeds a predetermined figure. Up to the point when
the governor closes the carburetor, the control is full manual and direct to the
carburetor.
PISTONS
THE pistons are carefully designed for lightness and heat conductivity.
Four concentric piston rings are used, all placed above the piston pin. The
bottom ring is beveled to act as a wiper ring and an oil groove is machined in
the pistons and drilled, so as to return the surplus oil back inside the pistons and
into the crankcase.
The piston pins are i ^ " in diameter, case hardened and ground. The pin
floats in both the piston and connecting rod. The explosion force is therefore
taken on the entire surface of the pin.

[14]
 P IST OX A X I) CM) X X E C T I X O ROD A S S E M P. L Y

C O N N E C T I N G RODS
Tl-IE connecting rods are of the forked pattern I-beam section with a length of
15" between centers. They are drop forged from chrome nickel steel, heat
treated, machined all over and accurately balanced.
The rods have been designed so that the I-beam section extends around* the
body of the rod at the crankshaft bearing end in such a manner that the force of
the explosion is taken on the entire surface of the bearing rather than at one spot
near the center of the I-beam section, as is the case with the usual type of con-
necting rod.
The connecting rod lower bearing is made of Non-Gran bronze lined with
high-grade babbitt by the centrifugal process.

[15]
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A LL I SO X TWELVE POWER AXD T O R Q UE C U R V E. ACTUAL CURVE
T A KEX FR0 M M0TOR X 0. 5

ECONOMY
CAREFUL design has resulted in an engine of excellent economy. Repeated tests
show a fuel consumption at full throttle of less than .80 pints per horsepower per
hour and an oil consumption of .022 pints per horsepower per hour. At normal
cruising speed, the efficiency is such that a fuel economy of .75 pints per horse-
power per hour is obtained.
CLEANLINESS
PARTICULAR attention has been given to all details of assembly which could en-
hance to any degree the cleanliness of operation.
There are no moving parts exposed, excepting the magneto couplings. All
joints are either ground or provided with high-grade gaskets, and no leakage can
occur at these points.
Connection is made between the carburetor and the crankcase, and all dis-
agreeable and dangerous vapors are burned in the engine, and are thus prevented
from escaping into the engine room.

[16]
 CONTROL LEYER

I i PIPE THD.
OIL PUMP IKLET
AHEAD OIL PUMP OUTLET

INSTALLATION DIMENSIONS
ALLISON TWELVE
 A LLI S0 X L 1 T E— VALYE SID E

The ^Allison J^ite

C O U P L E D with the announcement of the Allison Twelve Marine
Engine comes another development of the Allison Engineering
Company to bring new possibilities in the comfort, convenience and
efficiency in the electrification of the power yacht.
The Allison Lite outfit was produced after our engineers had
searched all markets for a source of power for electric lighting and
other equipment. Noise and vibration were the chief drawbacks en-
countered, and to overcome these this plant was developed.
Its operation is proof of the fact that at last you can secure a clean,
noiseless, vibrationless source of power—beyond the soft, almost in-

[18]
 ALL I SOX LITE • C A R P. © R E T OR SIDE

audible purr of the generator brushes you can not distinguish a sound
from its operation.
Any person who has tried to obtain rest or quiet on a boat while
the lighting engine was running will appreciate the value of the
smooth, efficient, noiseless engine described in these pages.
Connected with a 3 or 4 K. W. generator, this plant supplies ample
power for all cabin and signal lights, refrigerating machine, water
heaters, air pumps for whistle, irons and any other electric appliances.
The specifications on the following pages, coupled with the illus-
trations, give complete details of the many distinctive features of de-
sign and construction of the Allison Lite outfit.

[i9]
 ALLISON LITE SPECIFICATIONS
TYPE—Direct connected plant. Gasoline
motor driven.
S I Z E — 3 or 4 kilowat, 32 or 110 volts.
SPEED—1200 R. P; M.
WEIGHT—Complete unit 530 lbs. Switch-
board 104 lbs.
MOTOR—Allison, 4 cycle, 4 cylinder,
head, 2}/>" bore by ZyV' stroke.
C R A N K S H A F T — T h e erankshaft is hollow,
two bearing, and \Y\" diameter. The
crank pins are 1J4" diameter. The shaft
is forged from chrome nickel steel, heat
treated, machined all over and counter-
balanced.
CONNECTING RODS—The connecting rods
are of drop forged aluminum alloy and
are very light, yet strong. They are 8"
long between centers.
BEARINGS—The main and connecting rod
bearings are of generous size of Non-
Gran bronze and lined with high-grade
babbitt by the centrifugal process.
PISTONS—The p i s t o n s a r e v e r y l i g h t ,
equipped with floating piston pins £4"
diameter and three piston rings above
the piston pins.
CRANKCASE—The generator base and the
engine crankcase are cast integral, of
high-grade aluminum alloy.
CYLINDERS—The cylinders are cast in
block of close-grain gray iron. Intake
and exhaust manifolds are cast in the
block. The cylinder head is removable.
C A M S H A F T — T h e camshaft, which is hol-
low and oiled by pressure, is driven by
helical gears with Bakelite pinions to
eliminate gear noise. The cams are in-
tegral and case hardened, and are espe-
cially designed to insure silent valve op-
eration.
VALVES—The valves are of Tungsten steel
1" diameter in the clear. They are very
accessible for grinding and adjusting.
LUBRICATION—Pressure feed lubrication
is used, the oil reservoir being in the
sump. A gear pump takes oil from the
sump through a large-sized screen and
L delivers it to the hollow crankshaft, cam-
shaft and timing gears. The oil drains
back into the sump through another
large screen covering the entire sump.
COOLING S Y S T E M — A vane type water
pump having a positive suction is used
so that the engine may be located above
the water level.
IGNITION—High-tension magneto ignition
is used with fixed spark, since the speed
is constant.
GOVERNOR—By means of a simple and
effective centrifugal governor mounted
inside the timing gear case, operating on
the throttle, the engine is held to a con-
stant speed. Thus full load or any part
load may be carried by the generating
set alone without batteries floated in the
line.
GENERATOR—The generator is of the stand-
ard compound wound type manufac-
tured by the General Electric Company,
the frame having been changed slightly
to lit this installation. An S. K. F. self-
aligning ball bearing has been adapted to
the outboard end of the armature shaft,
instead of a plain bearing, which insures
quieter and smoother operation without
the necessity of constant oiling.
The entire outfit is compact and harmo-
nious in design, the generating unit
beautifully finished in gray enamel with
nickeled trimmings. Generator brushes
and switchboard instruments are all
easilv accessible.
[20]
 A LLISO X LI T E
SWITCHBOARD—The switchboard, meas-
uring 24"x26", is of slate with black
marine finish. The double throw am-
meter, voltmeter, double pole circuit
breaker, reverse current cut-out, main
and load switches are standard articles
of the best quality. The finish and work-
manship are unexcelled.
CONTROL—The entire plant is controlled at
the switchboard. By closing a switch
the generator is made to function as a
motor and cranks the engine. The
switch is then thrown on the "Load"
[21]
SW ITCH HOARD
side and the generator then functions as
such. The ignition switch is mounted on
the switchboard. The line voltage and
the rate of charge are controlled by a
rheostat.
QUIETNESS—The keynote of this generat-
ing set is quietness and freedom from
vibration. Carefully balanced rotating
parts and light weight reciprocating
parts eliminate vibration, and, with the
silent valve operation and quiet timing
gears, results in a smoothness that is re-
markable.
 o 9 yg>5l
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p O <p o o

1 ^
1IITI TT I PIPE
WATER OUTLET^ PIPF^

-28^

EXHAUST 1 P I P E -

ol-*

-FUEL LINE ~ OP TUBE

INSTALLATION DIMENSIONS
33^
ALLISON LITE
 The ^Allison Engineering Company
>*#<

B
ACK of the Allison Engines described and illustrated in this
I book is an institution whose outlined history offers every intro-
duction and recommendation necessary to convince the skeptic
that its products must be of the best.
For from its inception it has been the work of this organization
not only to plan to overcome seemingly insurmountable difficulties
in engineering, but to execute and prove the value of its plans.
Several years ago, when Jas. A. Allison purchased a fleet of Peu-
geot racing cars, it was found necessary to rebuild and adapt these
peers of the foreign racing courses to American track conditions. The
company was formed and housed in a structure between the plant of
the Prest-O-Lite Company and the Indianapolis Motor Speedway,
both of which were founded by Mr. Allison and his associates.
In the first speed contest these cars entered, after the completion of
this work, they finished first and third in the world's greatest classic
—the Indianapolis 500-Mile Sweepstakes race.
When automobile racing on the Speedway was abandoned at the
start of the war the institution was placed on a war basis, making parts,
tools, dies and fixtures for the Liberty engine.
The war history of this company is full of interest and replete with
proofs of its ability to produce results in the most difficult problems
of engineering and construction.
A complete Liberty engine was built without prepared tools and
fixtures in record time, for a great automobile factory. The prepara-
tion of plans for high-speed, gun-carrying tractors with government
engineers called for the employment of 150 draftsmen and produced
standardized plans for all types of government tractors.
Then came the problem of developing reduction gears to harness
the power of the Liberty engine to bombing planes and sea planes.
[23]
F r X AL I X S P ECT 1 O X I) E P A R T M E X T, A L L I S () X E X GI X E E RI X G C O M P A X V,
SHOWING T W O AL LI S0 X T W ELVE U X IT S R E A I) V F OR IX S T A L L A T I 0 N
I X S E Y E X T Y - T W () - F O O T Y ACIl T "A L T 0 N I A CI "

L A T II E A X I) G R I X I) 1 X G 1) E V A R T M E X T
A LL I S 0 X E X GI X EE RI X G C0 M P A XY
ASSEMBLY D E P A R T M E X T. ALL ISOX E X G I X E E R 1X G C < > M P A X Y,
D U RJ X G 1 X ST A L L AT ION 0 F ALLI S0 X GEAR R E 1) © C T I 0 X S OX
LIBERTY MOTORS FOR U. S. NAVY

M ILLING M A C II I X E A X 1) GEA R C UTT I X G I) E V A R T M E X T

A LLI S0 X E X GI X E E RI X G C0 M PA X Y
After passing on competitive plans from several concerns and as a
result of rigid and exacting tests the government awarded this concern
a contract to build several hundred special Liberty engines equipped
with Allison reduction gears. It was a new field—a new amount of
power to reduce—but the work was done and done right.
Power problems on dirigible airships, new combinations in multi-
cylinder engines—these and many other baffling enigmas in design,
test and production, successfully accomplished, have placed this insti-
tution in a class by itself.
The Allison Engineering Company combines all the delicate
equipment of the most exacting test laboratories with complete, mod-
ern facilities for production, and the answer in every case is—"If this
proposition can satisfy us—it must be right in every way."
The services of this unusual distinctive organization are nowhere
better expressed than in the products shown in this book—and the
highest tribute Allison engineers require is—"By their works you
shall know them."
In addition to any question as to the engines described in these
pages, this organization wrill welcome correspondence regarding any
design, test or construction of the application of powrer.

ALLISON ENGINEERING COMPANY

S P E E1) W A Y, I N DI A N A P 0 L 1 S
 (guarantee
WE AGREE to replace within one year after entering service any
parts whatsoever which shall fail, due to faulty materials or work-
manship, but not clue to improper handling or neglect.
However, as the interests of the ^/Illison Engineering Company
are identical with those of the purchasers of its product, we shall at
all times feel the deepest eon rem in the proper functioning of our
motors to the complete satisfaction of the owner.
The ^Allison Engineering Company reserves the right to make
any change in the future, which may he deemed expedient, without
obligating itself to make such changes on motors previously in service.

E1GHTY-FOO T Y A C II T, S E A H O R S 1© P O W E R E I) BY
T W O ALL I S0 X T W E LYE V X I T S W I T II SI' E E D RA X GE
U P T () T II I R T Y M I LES P E R HO © R
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