I was now ready to call on the president, Mr. Samuel Avery. He told me they would like very much to have a hardened crank-pin put in the engine, but of course they could not afford to interrupt their work seriously for that purpose. I replied there would be no difficulty about that. The present pin might be pressed out and a new one inserted in a few hours; all our work being made to gauge, the new pin would be sure to fit. I told him he might safely send an order to the Southwark Foundry to make the new pin, if they would agree to put the work into the hands of Mr. Williams, who was then in their employ, who should direct the manufacture of the pin without any interference, and himself go to Louisville and do the job. The Southwark Foundry agreed to these conditions, and the work was soon done. While engaged on this proof I wrote to Mr. Williams for an account of setting this pin, and received from him the following interesting letter. It will be seen that he took the safer but far more laborious method, as no one then in the works could assure him about the crank having been bored to gauge. It reads to me as if he found himself obliged to enlarge the hole just that one thirty-second of an inch. The method of verifying the alignment of the pin with the shaft by means of a ground bubble level was originated by me in Newark; where I found also that the pin could be thrown by riveting. 42 Broadway, N. Y., Oct. 21, 1907. CHAS. T. PORTER, Montclair, N. J. _My Dear Mr. Porter_: In reply to your request of 14th addressed Cold Springs, I am pleased to give you such account of the crank pin work at B. F. Avery & Sons, at Louisville, in 1883, as my memory will admit of. When I was instructed to do this work I received a letter from you stating that a new crank pin was to be put in and that it should be “hardened in a furnace,” allowing it to remain in a crucible with the carbon at a lowered heat for ten hours. This was done and resulted in a fine job of hardening. The pin was then ground true and smooth. Don’t think I ever saw a prettier job. The old pin had to be taken out and the new one put in. The exact diameter of the old shank was not definitely known. It was thought advisable therefore, to make the new shank about ¹⁄₃₂″ larger than the drawing dimension; so it would surely be large enough to admit of drawing the hole which I proposed to do by hand. Before leaving the works I had a hollow cast iron cylinder or trial plug made, about twice the depth of the crank pin hole in length, about ¹⁄₁₀₀″ smaller than the shank of the new pin and slightly tapered at one end.