U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 1
SMITHSONIAN INSTITUTIONUNITED STATES NATIONAL MUSEUMBulletin 173
CATALOG OF THE MECHANICAL COLLECTIONSOF THE DIVISION OF ENGINEERINGUNITED STATES NATIONAL MUSEUM
BYFRANK A. TAYLOR
UNITED STATESGOVERNMENT PRINTING OFFICEWASHINGTON : 1939
For lale by the Superintendent of Documents, Washington, D. C. Price 50 cents
ADVERTISEMENTTlie scientific publications of the National Museum include twoseries, known, respectively, as Proceedings and Bulletin.The Proceedings series, begun in 1878, is intended primarily as amedium for the publication of original papers, based on the collec-tions of the National Museum, that set forth newly acquired factsin biology, anthropology, and geology, with descriptions of new formsand revisions of limited groups. Copies of each paper, in pamphletform, are distributed as published to libraries and scientific organi-zations and to specialists and others interested in the different sub-jects. The dates at which these separate papers are published arerecorded in the table of contents of each of the volumes.Tlie series of Bulletins, the first of which was issued in 1875,contains separate publications comprising monographs of largezoological groups and other general systematic treatises (occasionallyin several volumes), faunal works, reports of expeditions, catalogsof type specimens and special collections, and other material of simi-lar nature. The majority of the volumes are octavo in size, but aquarto size has been adopted in a few instances in which large plateswere regarded as indispensable. In the Bulletin series appear vol-umes under the heading Contrihutions from the United States Na-tional Eerharium, in octavo form, published by the National Museumsince 1902, which contain papers relating to the botanical collections ofthe Museum.The present work forms No. 173 of the Bulletin series.Alexander Wetmore,Assistant Secretary, Smithsonian Institution.Washington, D. C December 12, 1938.
CONTENTS PagePreface viiIntroduction 1Mechanical elements 2Animal power 4Power from the wind 7Water power 14The steam engine 24Rotary steam engines 55Steam-engine valves and valve gears 60Inventions of George H. Corliss 71Engine governors 80Condensers 86Engine indicators 89Miscellaneous steam-engine accessories 95Air and hydraulic engines 100Mechanical transmission of power 102Steam boilers 103Steam-boiler accessories and burners 119Boiler feed-water pumps and injectors 125Steam pumps 133Fire engines 139Miscellaneous pumps 142Internal-combustion engines 143Carburetors 165Internal-combustion engine accessories 173Caloric, or hot-air, engines 175Air-and-steam ("aerator") engines ? 182Refrigerating machines 183Selected bibliography 186Index 191ni
ILLUSTRATIONS
Plates
1. Scope of the collections of the Division of Engineering FrontispieceFacing page2. Mechanical elements 4(1) Roller, lever, and inclined plane.(2) Chinese windlass.(3) Differential chain hoist.3. Treadmills 5(1) Human treadmill, c. 1588.(2) Dog-powered treadmill, 1878.4. Windmills 8(1) Smock windmill, e, 1826.(2) Post windmill, c. 1826.(3) Grist windmills on Long Island, c. 1874.6. Windmills 9(1) Monitor windmill, 1881.(2) Moses G. Farmer wind-electric generator, 1880.6. Water wheels 16(1) Vertical water mill, c. 1588.(2) Burden Iron Co.'s water wheel, 1851.7. Wooden water-mill gearing, c. 1870 17(1) Spur gears.(2) Pinwheels.8. Pelton water-wheel buckets, 1901-1912 229. Conowingo hydroelectric generating station, 1928 2310. Early steam engines 28(1) Heron's turbine, c. 150 A. D.(2) Watt pumping engine, "Old Bess," 1777.11. Newcomen pumping engine, c. 1717 2912. Early steam engines in America 40(1) Half cylinder of the first steam engine in America, 1755.(2) John Stevens steamboat engine, 1804.13. Steam engines, 1864-1875 41(1) Horizontal steam engine, 1864.(2) Thompson and Hunt steam engine, c. 1875.14. Small multicylindcr steam engines 54(1) First Stanley steam automobile engine, 1897.(2) Westinghouse Junior automatic engine, c. 1900.15. Three-stage steam turbine, 1926-1930 5516. Adjustable cut-off valve gears 66(1) Sickels drop cut-off valve gear, 1841.(2) Mien adjustable cut-off valve gear, 1841.17. Adjustable cut-off valve gears 67(1) Francis B. Stevens cut-ofT, 1861.(2) Corliss drop cut-off valve gear, 1849.IV
ILLUSTRATIONS VFacing page18. Corliss beam engines 78(1) Corliss compound beam pumping engine, 1870.(2) Corliss Centennial steam engine, 1876.19. Steam-engine governors 79(1) Porter weighted engine governor, 1858.(2) Thompson and Hunt shaft governor, 1878.20. Engine indicators 94(1) McNaught, c. 1835-1842.(2) Richards, c. 1867.(3) Crosby, 1879.(4) Indicator with continuous card attachment, 1930.21. Engine accessories 95(1) Multiple hydrostatic lubricator.(2) Hewitt piston-rod packing.22. Early steam boilers 110(1) Wooden steam boiler, 1801-1815.(2) Stevens water-tube boiler, 1803-1825.23. National water-tube boiler, 1885 11124. Sectional boilers 116(1) Babcock and Wilcox steam generator, 1867.(2) Sinuous boiler headers, 1867-1926.25. Double-deck inclined-tube boiler, 1929 11726. Boiler accessories 124(1) Stevens safety valve, 1825.(2) Mechanical oil burner, 1929.27. Feed-water injectors 125(1) Giffard injector, 1860.(2) Exhaust feed-water heater injector, 1925.28. Steam pumps 134(1) Worthington direct-acting steam pump, 1855.(2) Cameron pump valves, 1874.29. Steam pumps 135(1) Knowles steam pum.p, 1879.(2) Frost steam-pump valve, 1890.30. Internal-combustion engines 148(1) Perry gas or vapor engine, 1844.(2) Drake gas engine, 1855.31. Internal-combustion engines 149(1) Otto and Langen gas engine, 1867.(2) Brayton oil engine, 1874.32. Internal-combustion engines 154(1) Otto 4-stroke cycle engine, 1877.(2) Otto gas engine, 1882.33. Internal-combustion engines 155(1) Hornsby-Akroyd oil engine, 1893-1895.(2) Manly radial engine, 1901.34. Carburetors 174(1) Duryea carburetor, 1893.(2) Dyke float-feed carburetor, 1900.(3) Carburetor of the Manly engine, 1901.
YI BULLETIN 173, U. S. NATIONAL MUSEUIVI Facing page35. Hot-air engines 175(1) Ericsson hot-air engine, 1855.(2) Rider hot-air engine, 1871.36. Ericsson hot-air pumping engine, 1906 18237. Refrigerating machines 183(1) Audiffren refrigerating machine,1913.(2) Frost-Maker domestic refrigerating unit, c. 1914.
PREFACEObjects illustrating the development of the mechanical arts andsciences have been collected and preserved by the Smithsonian Insti-tution from the earliest period of its existence. For years this activ-ity was continued incidentally to the work of the ethnological sec-tions of the Institution in the United States National Museum. In1884, however, acquisitions from the Centennial Exposition of 1876had increased the collections so greatly, particularly in the fieldof transportation, that a section of transportation was created inthe Museum. This section has in time grown in scope and size intothe present Department of Engineering and Industries and includescollections and exhibits in nearly every branch of engineering andindustry.The Department of Engineering and Industries is now, in effect, thenational museum of engineering and industry of the United States,and in size, scope, and merit of collections and in numbers of visitorsto its exhibits it compares favorably with the national museums ofscience and industry abroad. This comparison could readily be mademore favorable were it not for the fact that the collections at presentare crowded in antiquated and inadequate buildings that preventexhibition of the material in the most appealing and instructivemanner. It is anticipated that in due time modern housing for theseimportant collections will be provided.The division of engineering, one of the four divisions of the De-partment, collects, preserves, and exhibits material illustrative of theprogress in all fields of engineering and the physical sciences, includ-ing such diversified subjects as transportation, aeronautics, mining,communications, tools and crafts, timekeeping, office machines, andmany others. The collections described in this catalog, compiled byFrank A. Taylor, curator of engineering in the United States Na-tional Museum, are in the group roughly designated as prime moversor power-producing devices and their accessories and auxiliaries.It includes such macliines as windmills, water wheels, steam, oil, andgas engines, and steam boilers, and it will serve as a typical exampleof what has been done in recording, by relics, the progress made in afundamentally important engineering field in America.It is intended that this catalog will prove a useful guide to thecollections, particularly for those who cannot visit the Museum.At the same time, it will illustrate the deficiencies of the collectionsand, it is hoped, enlist the aid of all who can offer information, sug-vn
yill PREFACEgestions, or material for expansion and improvement. It is alsoanticipated that individuals, trade associations, and professionalgroujjs who are in a position to assist will be encouraged to con-sider seriously what aid or influence they might lend to the furtherdevelopment of an adequate national museum of engineering andindustry for the United States, under the direction of the SmithsonianInstitution. C. W. MriMAN, Head Curator^Department of Engineering and Industries.
CATALOG OF THE MECHANICAL COLLECTIONSOF THE DIVISION OF ENGINEERING, UNITEDSTATES NATIONAL MUSEUMBy Frank A. TaylorINTRODUCTIONThroughout history the changing pattern of society has beendetermined to a large degree by the progress made in exploiting thenatural energy resources of the world and the manner in which thefruits of this energy have been distributed. When the only harness-able energy source was the muscular effort of men, the sole pools ofpower were in groups of men, and the leaders who sought to buildwealth, culture, and government beyond the immediate primitiveneeds of the individual had to command the obedience of slaves.Wlien engines and machines were developed to convert the potentialenergy of beasts, wind, water, and fuels into useful work, the individ-ual was able to produce more with their help than his immediateneeds required ; to pay his part of the costs of government, research,and art; and with his surplus to purchase freedom from incessantwork or struggle. More recently the effort of the individual hasbecome such a small part of the total energy applied to productionthat the questions of how little effort a man should expend and howmuch he should receive in return for his work have produced anunrest that today is changing nations and threatening the verysociety that power has so largely built.A few bare relics of the progress of power devices in a museumcannot display their effects upon people or answer the sociologicalquestions their use has produced. They do, however, indicate theslow and systematic work of scientists, engineers, and mechanics toproduce the most for the least expenditure of human effort and alsosuggest that solutions for the question of the proper distribution ofreturns have been found in the past, often by virtue of further de-velopments within the very field. They should suggest, too, thatimprovement and advance in engineering methods and devices arethe natural and inevitable course and that an increasingly higherstandard of living is both the permanent result and the solution ofincreasing producing power, in spite of temporary difficulties ofadjustment.
2 BULLETIN 173, U. S. NATIONAL MUSEUMThe material in the National Museum that illustrates the develop-ment of mechanical power-producing devices is described in thecatalog that follows. The arrangement of the description is roughlychronological by groups as indicated in the table of contents. Thebrief and general summary of the development preceding each groupof descriptions is condensed and fabricated principally from thepublished works listed in the bibliography.MECHANICAL ELEMENTSEngineering methods and equipment began with the first uses ofthe so-called mechanical powers. These are the devices that, throughthe interrelation of force, distance, and time, accomplish the moreconvenient or the more effective application of effort. Usually in-cluded in the term are the lever, the inclined plane, the roller, thepulley, the wheel and axle, and the screw. Originally employed toapply the muscular effort of animals and men, these simple devicesare today the elements of the complex combinations or machines thatharness resources of natural energy vastly greater than the combinedmuscular energy of all the men and animals that have lived.It would be of interest to point to the invention of each of theseand trace its development to the present, but this is not possible. Ithas been observed that a young wild orang will use a stick as a leverto move stones, and that all these devices, including a semblanceof the screw, were known independently to one or another of theprimitive races around the world. It is supposed therefore that themechanical powers were used by man earlier than the li^nits of ourhistorical or archeological knowledge.The lever, the roller, and the inclined plane occur in nature andwere probably the first mechanical powers used by man. The rowingoar, which is a simple application of the lever, is shown in Egyptiandrawings of 3000 B. C; Aristotle (B. C. 384-322) discussed the lawsof levers; Archytas (fl. 400 B. C.) wrote of the screw and pulley;and Archimedes (B. C. 287?-212) is said to have used a screw as ajack or as a pulling device to launch a ship for Herot.Practically all manual labor is still applied through the mediumof simple mechanical powers, and the total manual or muscularenergy expended through them is greater today than ever before.Spoons, faucet levers, tool handles, gear shift levers, steering wheels,typewriter keys, golf clubs, doors, and controller handles are aUcommon examples of simple mechanical powers.
CATALOG OF THE MECHANICAL COLLECTIONS 3MODELS OF MECHANICAL POWERSU.S.N.M. nos. 307593-307599; 307913-307919; 307942-307946; 308030-308043;30S121-308122 ; 308227-308232; 308324-308327, all inclusive; 45 models;made in the Museum ; not illustrated.These models are exhibited to illustrate the mechanical powers andtheir simpler combinations in man-powered machines.There are about 45 models illustrating the various orders of levers,including straight, bent, and rotary levers, and their applicationsto such simple machines as cranks and windlasses ; the inclined planeand its application to ramps, wedges, screws, and jacks; and rollersin the forms of axles, load rollers, pulley blocks, and wheels.ROLLER, LEVER, AND INCLINED PLANEPlate 2, Figueb 1U.S.N.M. no. 181251; model; made in the Museum; photograph no. 39008.This model shows a group of men moving a block of stone alonga ramp with the aid of rollers and a crowbar. It illustrates a presentevery-day use of three mechanical powers in their simplest forms.CHINESE WINDLASSPlate 2, Figube 2U.S.N.M. no. 307599 ; model ; made in the Museum ; photograph no. 24926C.This elementary form of the differential hoist (see below) is saidto have been in use in China for many centuries.The windlass drum is made of two sections of different diameters,which turn together as one piece. The rope is so attached that itwinds upon one section of the drum as it unwinds from the other, thenet lifting or lowering effect being the difference between the lengthof rope wound upon the drum and that unwound. By making thesections nearly alike in diameter a large mechanical advantage issecured without making the drum too slender for strength or thecrank too long for convenience.HAND HOISTS, 1928Plate 2, Fiqtjbe 3U.S.N.M. nos. 309507-309510 ; originals ; gift of the Yale & Towne ManufacturingCo. ; photograph no. 6232A.Three complete hoists and a sectioned operating one are exhibitedin the Museum to illustrate the principles of the modem differentialpulley block, the screw-geared block, and the planetary spur-gearhoist.
4 BULLETIN 173, U. S. NATIONAL MUSEUMThe diflferential hoist is a modern form of the old Chinese windlass(see above). It was first suggested in this form by Thomas A.Weston about 1858. It is the least efficient of the three hand hoistsexhibited, but with it one man pulling 77 pounds can lift 810 poundsthrough 19 inches in one-half minute.With the screw-geared block, which has a mechanical efficiency ofabout 40 percent, one man pulling 77 pounds lifts 1,600 pounds 12.8inches in one-half minute.The ball-bearing spur-gear block is the most efficient of the three(80-85 percent). With it one man pulling 77 pounds lifts 1 ton 26inches in one-half minute.ADDITIONAL MODELS IN THE COLLECTION, NOT DESCRIBEDApparatus for raising aud lowering weights (chain hoist), Patent Office model,Patent no. 99?31, January 25, 1870, issued to J. Piclvering. U.S.N.M. no. 308807.Apparatus for raising and lowering weights (chain hoist). Patent Office model,Patent no. 119527, October 3, 1871, issued to Thomas Moore. U.S.N.M. no. 308801.Chain hoist. Patent Office model, not identified. U.S.N.M. no. 308800.Speed governor and friction brake (chain windlass), Patent Office model,Patent no. 212339, February 18, 1879, issued to T. A. Weston. U.S.N.M. no.308830.Friction bralce and clutch for hoisting drum, Patent Office model, Patent no.212338, February 18, 1879, T. A. Weston. U.S.N.M. no. 308829.Chain hoist, Patent Office model, not identified. U.S.N.M. no. 308851.Ship steam windlass, models presented by the American Ship Windlass Co.U.S.N.M. no. 160186.Hand windlass, 1876, invented and presented by T. S. Allen. U.S.N.M. no.160185.Hand windlass, 1880, invented and presented by T. S. Allen. U.S.N.M. no.160324.Capstan, Patent Office model, not identified, U.S.N.M. no. 308539.
"Providence" steam windlass and capstan, 1886, gift of American Ship Wind-lass Co. U.S.N.M. no. 57053.Hoisting pulley and worm gear apparatus (chain hoist), Patent Office model,Patent no. 218223, issued to A. Box, August 5, 1879. Transfer from the UnitedStates Patent Office. U.S.N.M. no. 311179.Converting reciprocating motion to rotary motion, Patent Office model, notidentified. Transfer from the United States Patent Office. U.S.N.M. no. 311180.Pawl and ratchet, Patent Office model. Patent no. 464838, issued to ThomasJohnson, December 8, 1891. Transfer from the United States Patent Office.U.S.N.M. no. 308844. ANIMAL POWERDogs and horses were domesticated and used for transport andburden as long ago as the New Stone Age, 12,500 to 6,000 years beforeChrist, and other animals as they came under man's dominion weretrained to pull and carry. It is not until about 200 B. C, however,that any mention is made of animals used for power jourposes.Though the ancients knew all the elements of later-day machines
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 2
MECHANICAL ELEMENTS.
1. Roller, lever, and inclined plane (model; U.S.N.AI. no. 1812:>1). Sec p.2. Chinese windlass (model; U.S.N.M. no. 307599). See p. 3.3. Differential chain hoist (U.S.N.M. no. 309509). See p. 4.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 3
CATALOG OF THE MECHANICAL COLLECTIONS 5and had many simple machine combinations, these were all designedto be operated by human muscular power, applied in most instanceswith a reciprocating motion. Before it was possible to apply thepulling effort of a beast to a machine it was necessary to developa continuous motion as an essential feature of the machine. Water-raising wheels and rotary grain mills were the first devices to havethis essential feature, and a rotary mill turned by asses, mentionedby Cato the Elder (232-149 B. C), is the earliest known applicationof animal power to a machine. It was not until the abolishment ofslavery in the fourth century in Rome that cattle mills, which werenot unlike the slave mills, were generally used, and the use of thegeared animal mill, as it is known today, came after the developmentof the geared water mills and windmills some time between the iso-lated mention of one in 16 B. C. and their general use after 1200 A. D.
"Throughout medieval times a horse mill was practically identicalin construction Avith wind or water mills. The simple driving gearplaced in the lower story of the building comprised an upward shaftrevolved by the traction of one or more asses or horses harnessedto shafts: attached to the shaft and near the ceiling, a large hori-zontal toothed wheel actuated one or more spindle wheels connectedwith the stones, which were placed above" (Bennett and Elton,History of Coim Milling).A horse, walking around and turning a vertical shaft geared to achain drum, was used as late as 1928 to raise boats on a fairly largemarine railway at St. Michaels, Md., and the clay for the hand-madebrick used in the restoration of the Washington Birthplace at Wake-field, Va., was tempered in a horse-powered pugmill erected therefor the purpose in 1931,Treadmills operated by the feet of men date back to water-raisingtread wheels of about the time of Christ, and they continue to be usedas penal devices today. No mention is found of the use of animalson treadmills until a much later date. A donkey walking on theinside of a large wooden wheel, first built in 1588, was used to raisewater from a well at Carlsbrooke Castle on the Isle of Wight aslate as 1919. Turnspit dogs running in wheels were early used torevolve roasting spits, while dog-driven butter churns are still usedto some slight extent in this country.The unit of power that is most widely used to rate every sourceof power (waterfalls, windmills, and all engines included) is basedon the effort of an animal. This unit, the horsepoioer, was de-termined by James Watt to be the equivalent of 33,000 foot-poundsof work performed per minute. One foot-pound is the work requiredto raise a weight of 1 pound through a vertical distance of 1 foot, orthe work required to raise one-half pound 2 feet. Similarly 1 horse-power is the equivalent of 33,000 pounds raised a foot every minute,
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or 1 pound raised 33,000 feet every minute. The work of later in-vestigators (Poncelet, Morin, Rankine, and others) demonstratedtJiat the rate of 33,000 foot-pounds a minute can be maintained by ahorse only under the most favorable conditions. The power of ahorse operating a horse gin varies from 17,700 foot-pounds to 26,000foot-pounds a minute.JOHN STEVENS HORSE-POWERED FERRYBOAT, 1813U.S.N.M. no, 160402; model; made in the Museum; not illustrated.Col. John Stevens, of Hoboken, built a horse-powered ferryboatto establish a ferry service between Hoboken and New York, in theface of the monopoly on steam navigation that had been granted toFulton and Livingston. Six horses, harnessed singly to six sweeps,walked in a circle, revolving a vertical shaft to which the sweepswere attached. Bevel gearing transmitted the motion of this shaftto a horizontal shaft upon which a single paddle wheel was mounted.The engine was "reversible" as the horses were turned around andmade to walk in the opposite direction when the boat was backedaway from its slip.Boats powered by horses were used until the Fulton-Livingstonprivilege was declared unconstitutional in February 1824.HUMAN TREADMILLU.S.N.M. no. 808352; model; made in the Museum; not illustrated.This model (1/40 size) illustrates the use of the horizontal circularplatform treadmill. Men standing on the platform gripping handlebars, and moving their feet as if walking forward, would cause theplatform to move back under them. The vertical post, turningwith the platform, carries a horizontal cogwheel that meshes with arundle wheel on the windlass shaft and causes the windlass drum toturn. Two human figures are shown on the treadmill platform.The windlass is erected over a mine shaft and is employed in raisingbuckets of ore. The model was suggested by an illustration inAgricola's De Re Metallica^ c. 1550.HORSEPOWER LOCOMOTIVE, THE "FLYING DUTCHMAN", 1830U.S.N.M. no. 181086; model; made in the Museum; not illustrated.In 1829 the South Carolina Kailroad Co. offered a premium of $500for tlie best locomotive operated by horsepower. This premium wasawarded to C. E. Detmold, who invented one that worked by anendless-chain platform, or treadmill.When this horsepower locomotive was completed and tested uponthe road in 1830 it carried 12 passengers at the rate of 12 miles anhour. It was propelled by one horse walking on the treadmill, whichwas connected by gearing to the car-wheel axles.
CATALOG OF THE MECHANICAL COLLECTIONS 7DOG-POWERED TREADMILL, 1878Plate 3, Figure 2U.S.N.M. no. 309199 ; original patent model ; transferred from the United StatesPatent Office ; pliotograph no. 19978A.This model was submitted with the application for the patentissued to F. K. Traxler, April 23, 1878, no. 202679.The treadmill represented consists of an endless track of woodencleats on a flexible belt, carried over two rollers held in a rigid frame.The frame pivots about the shaft of the upper roller so that the lowerend of the frame may be raised or lowered to give any desired angle ofinclination to the track. A power take-off shaft is geared to theshaft of the upper track roller.WARREN SPRING MOTOR, 1880U.S.N.M. no. 308835; original patent model, transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patentissued to John Warren, of Detroit, Mich., April 20, 1880, no. 226813.The motor represented is of the class intended to operate lightmachinery such as a phonograph but differs from most of the classin that it employs a spiral spring instead of the usual coil spring. Itconverts the rectilinear motion of the spring into rotary motion andequalizes the varying tension of the spring.The free end of the spring carries a nut that engages in a spiral-grooved motor shaft, which revolves at the axis of the spring. Ahand crank, worm, and worm wheel are used to compress the springby turning the shaft in the reverse direction. The power is takenfrom a bevel gear on the shaft. A ball nut, which employs a ball tofollow in the groove of the shaft, is used because an ordinary nutwould not work in the groove of varying pitch. The varying pitchis used to compensate for the varying tension of the spring.ADDITIONAL MODELS IN THE COLLECTION, NOT DESCRIBEDMotor by foot power (treadle), Patent Office model. Patent no. 197759, Decem-ber 4, 1877, issued to E. E. G. Bozerian. U.S.N.M. no. 308821.Hand and foot motor (treadle and levers). Patent Office model, Patent no.229739, July 6, 1880, issued to D. W. Mott. U.S.N.M. no. 309200.Animal power (treadmill), Patent Office model. Patent no. 266844, October 31,1882, issued to W. C. Knox. U.S.N.M. no. 309691.POWER FROM THE WINDIt is now generally believed that boats wfre propelled by sailson the Nile as early as 6000 B. C, but the first use of the wind to drivemachines and to do mechanical work came much later. Wind wheels^such as prayer wheels upon which were inscribed prayers, deemed
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efficacious when the wheels were turned by the wind, were in use inTibet and Mongolia in very early times, and Heron of Alexandria{Treatise on Pneumatics, c. 150 A. D.) described a light, wind-drivenorgan pump. That the wind mill originated in the East and wasintroduced into Europe by the Crusaders returning from the Eastis now generally accepted. This theory is supported to some extentby the fact that windmills were known in Persia in the tenth centuryand in England and France in the twelfth century. The earliestauthenticated record of a windmill in the West is of one at Haberdonin England in 1191. Records following this show that within thenext 50 years windmills were erected very generally in Europe.The details of construction of the first windmills are purely con-jectural. The first records are of mills that were complete in theessential elements of a horizontal shaft carrj-ing sails at the outerend, a downward or vertical shaft that carried the millstone at itslower end, and some crude gearing (at the upper end of the verticalshaft and the inner end of the horizontal shaft) to transmit themotion of the sail shaft to the vertical shaft. Though notshown in the earliest drawings, it is assumed that the firstmills also had a means of raising or lowering the millstoneto vary the grain size of the meal being ground. To these elementsno improvements are known to have been added until the fifteenthcentury. A heavy beam pressed against the sail shaft was used asa brake in the first part of the sixteenth century, and by the end ofthe century the curved brake band of pliable wood applied to therim of the driving wheel (suggested by da Vinci about 1500) wasused. The improvement of setting the sail shaft at a slight angleto the horizontal was suggested about 1557 by Dardan, and theinternal features of the mill were practically complete by the endof the sixteenth century.Externally the construction of the windmill has been determinedby the necessity of housing the mill material equipment and operatorsand at the same time permitting the mill to be faced in the directionof the wind from any quarter. Some presume that the original wind-mill was built upon a boat in order that it might be turned abouteasily to meet the wind, but the earliest windmills alluded to wereon land, and it is believed that the problem of facing the mill aboutwas solved before the first was built. The most primitive mill con-sisted of a light boxlike house built upon a central post, which wassupported by a timber tripod base that rested upon the ground andcould be turned round, base and all, to face the wind. Later, in thefourteenth century, the central post was let into the ground and fixed,and the mill turned upon the post. Following this the turret-postmill was constructed in which the boxlike structure was erected upona masonry tower, in which larger milling facilities could be housed
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U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 5
Windmills.1. Monitor windmill, 1881 (model; U.S.X.M. no. 309687). See p. 11.2. Moses G. Farmer wind-electric generator, 1880 (model; U.S.N.M. no. 1819S5).See p. 1
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CATALOG OP THE MECHANICAL COLLECTIONS 9
without adding to the bulk or weight of the portion that had to befaced about. The final development in this direction was the tower,or "smock", mill familiarly known as the Holland windmill, whichwas a Flemish invention of the early sixteenth century. In this theroof portion or cap carrying the sails and main shaft is the only partturned (see below).The earliest post mills were provided with a long sweep or beamby which the miller walking on the ground and pushing upon thebeam could turn the mill about. This method was employed in turn-ing the movable parts of the turret and tower mills and was formany years the feature that limited the height to which millscould be built. In the tower mills balconies were provided aroundthe tower so that it was not necessary to extend the beam to theground, but the first real improvement was the "pulley-winder", con-sisting of a cogwheel fastened to the cap and meshed with a ringgear that ran around the upper rim of the tower. The cogwheelwas turned by a pulley and endless rope that hung around thepulley and down outside the tower so that the miller pulling on therope turned the cogwheel, causing it to travel in the gear around thetower, pulling the cap with it. The final improvement in this direc-tion was the automatic winder, which consists of a small set of sailsplaced at right angles to the main sails of the mill so that when thewind was directly into the main sails the small set was edgewiseto the wind and at rest, but should the direction of the wind changeit would cause the small set to revolve and turn a cogwheel that actedas in the pulley winder to bring the main sails into the wind. Auto-matic winders came into use early in the eighteenth century.None of the early windmills had means of governing the speedother than by turning the sails away from the wind or by applyingthe brake. Later the large sails Avere made up of swiveled slatsconnected to a bar as in Venetian blinds, so that the angle of theslats could be varied, opening or closing the surface of the sail topresent more or less surface to the wind. They were also made upof small fabric elements wound on separate rollers so that the fabricmight be rolled up to present less surface. These operated againstthe pull of springs that served to unroll the elements. These arrange-ments permitted the governing of the speed of the mill without turn-ing the heavy cap, and before the end of the eighteenth century theywere being used in connection with centrifugal ball governors toefi'ect full automatic regulation of the mill.American types of whidmiU.?Many windmills of the Dutch, ortower, type have been erected in the United States, some at very earlydates. The stone tower at Newport, R. I. (the Viking tower of tradi-tion), is believed to be the ruin of a "stone-built windmill" mentioned49970?39 2
2Q BULLETIN 173, U. S. NATIONAL MUSEUMin the will of Governor Benedict Arnold (1677) and is said to havebeen preceded by a wooden one, of still earlier date, blown down in1675. Another of popular interest is the windmill erected at Orient,L. I., in 1760 by Amos Tabor for Noah Tuthill (restored 1810), whichwas removed to an amusement park on Glen Island about 1900.Others that were standing within the past few years were erected atDetroit, Mich., Lawrence, Kans., and East Hampton, L. I., N. Y.The type of windmill that has come into general use in the UnitedStates, however, has little resemblance to the European tower mill.In place of the few large sails of the Dutch mill, the American millhas a small compact wind wheel made up of many small slats orblades, and instead of the stone or shingled building that supportedthe machinery of the mill and sometimes housed the miller and hisfamily, the American type of mill is supported on a skeleton towerof wood or steel framework, and the machinery driven by it, ifhoused at all, is usually protected by a small shed at the base of thetower. The wind wheel is mounted upon a pivot at the top of thetower and is faced into the wind by a simple rudderlike vane orsometimes merely by the pressure of the wind upon the back of thewheel itself. Governing devices maintain uniform speeds of thewheels and prevent injury from runaways by automatically turningthe wheels away from the wind or in others by changing the pitchof the blades in the wheels.The earliest mills of this type had wheels with rigid wooden vanesand were without governing or safety devices. L. H. Wheeler, anIndian missionary, in Wisconsin, used solid wheel windmills to pumpwater and grind corn as early as 1841, and some time thereafter heperfected a means of automatically controlling their speed. Hispatent of 1867 (no. 68674) was the first of the solid wheel millsmounted upon a pivot and equipped with hinged tail vane and
"weights that operated to change the position of the wheel in relationto the direction of the wind so that a constant speed was held inspite of varying winds or load, and the mill was automatically turnededgewise to the wind in dangerous squalls and gales. This type ofgoverning and safety device has been used with modifications in thegreatest number of windmills built in the United States (Eclipse,Monitor, and others) and is employed in connection with the steel-vane mills made today.In 1854 Daniel Halladay and John P. Burnham perfected the firstform of a wind wheel in which control of the speed was obtained byvarying the pitch of the vanes in the wheel (Halladay's patent, no.11629). Burnham (who is sometimes called "the father of the Amer-ican type of windmill") and Halladay manufactured and improvedthe windmill thereafter for many years. In 1883 at the laboratoryof the Halladay Co., then located at Batavia, 111., Thomas O. Perry
CATALOG OF THE MECHANICAL COLLECTIONS H
carried forward a series of experiments that led to the perfection ofthe solid wheel mill wdth curved steel blades. This type of windwheel was not Perry's invention, but his design (the aerometer) wasfar in advance of all others, with an efficiency of 25 percent, about80 percent better than any prior windmill. Perry is said to have
?done for the windmill what Poncelet did for the water wheel.Recent developments in windmill design have had to do principallywith the application of aerodynamic principles to the design of wind-wheel vanes. The airplane-propeller type wind wheel is used in someof the direct-connected wind-electric sets, while the Kumme systememploys a wind wheel of a few very large vanes or sails similar indesign and construction to an airplane wing. In these latter onesthe blade is free to move about the arm that carries it, and its pitchis regulated by the wind itself. The most radical in appearance ofall the modern windmills are those that employ the rotor principleor "Magnus effect" for their operation. These may have a windwheel made up of a few arms supporting small light rotor cylindersor may consist only of one large vertical cylinder rising directly fromthe ground and designed to be used upon the top of some wind-swepthill.By far the greatest number of windmills in the United States havebeen used for pumping water, a service to which the windmill is wellsuited because large quantities of water may be pumped and storedduring periods of steady winds, to be drawn upon and used at anytime regardless of the wind. An analogous service in which thewindmill is now successfully applied is that of generating electricpower, which, like water, may be stored (in batteries) during steadywinds to be used when needed. Wind-electric generator sets are nowused extensively in the lighting of isolated airway beacons and farms.A very early suggestion of this use of wind power is shown (below)in the model of a wind-electric system made by Moses G. Farmeras early as 1880. MONITOR WINDMILL, 1881Plate 5, Figxire 1U.S.N.M. no. 300687 ; original patent model ; transferred from the United StatesPatent Ottice ; photograph no. 18219A.This model was submitted with the application for the patentissued to L. H. Sparks, August 30, 1881, no. 246247.This is one of several similar designs that constitute the bulk of thewindmills in use in this country. The mill has the solid type of windwheel (in which the slats are rigidly fixed), a rudder vane for holdingthe wind wheel in the direction of the wind, and a governor for main-taining a uniform speed of the mill in varying winds. The governorconsists of a safety vane normal to the direction of the wind and
J2 BULLETIN 173, U. S. NATIONAL MUSEUMlocated just behind the wind wheel, which tends to throw the wheelout of the wind as the wind pressure increases, and a weighted leverso connected to the hinged rudder vane and the wheel bracket that itopposes the action of the safety vane. The resulting action of thegovernor is to turn the wheel away from the direct force of the windas the wind velocity increases and to turn it back as the winddecreases. PRAIRIE WINDMILLU.S.N.M. no, 309688; model; made in the Museum; not illustrated.The model represents a horizontal paddle-wheel windmill of thetype used to some extent on the prairies of the United States. Themodel shows the windmill set up to pump water to an irrigation flume.The axle of the wind wheel is mounted on bearings supported on thetop of a board fence that encloses the lower part of the paddle wheel.Paddle-wheel windmills differ from the sail-wheel mills in that thepaddles move in the direction of the wdnd rather than across thewind, and it is necessary to make the paddle-wheel feathering orshield part of it so as to prevent the wind from striking the paddlesthat are moving in the direction opposite to that of the wind. Theaxis of the paddle-wheel type may be either horizontal or vertical.The use of the horizontal type is limited by the fact that it operatesonly when the wind is in the direction nearly perpendicular to theaxis of the wheel. VERTICAL WINDMILL, 1879U.S.N.M. no. 309690 ; original patent model ; transferred Irom the United StatesPatent OflBce; not illustrated.This model was submitted with the application for the patent issuedto W. A. Wheeler, July 1, 1879, no. 217053.A vertical-axis paddle-wheel windmill in which the wheel consistsof an upper and a lower horizontal rim between which are manyvertical, narrow, wooden-slat sails. The slats are pivoted in the rimsand are connected to a centrifugal ball governor, which regulatesthe speed of the mill by changing the angle of the slats. A hand leverconnected to the collar of the governor permits the operator to stopthe wheel by turning the slats so far that they present a continuousclosed cylindrical surface to the wind. Stationary guide vanes directthe wind to the sails of the wheel.Vertical paddle-wheel windmills have a slightly wider applicationthan the horizontal ones. They can be built to receive the wind fromall directions and are comparatively easy to regulate and govern.They have been built in sizes from 4 to 24 feet in diameter and areusually placed on low buildings. Many have been used successfullyfor grinding wheat.
CATALOG OF THE MECHANICAL COLLECTIONS I3WINDMILL, 1879U.S.N.M. no. 309131 ; original patent model ; transferred from the United StatesPatent OflSce; not illustrated.This model was submitted with the application for the patent issuedto J. and F. M. Cottle, October 21, 1879, no. 220751.This mill has a double-rimmed steel wind wheel made up of smallwedge-shaped vanes, which are removable to permit regulation ofthe power of the mill. Tlie wind wheel cannot be swung out of itsposition, but the shaft is carried in sliding bearings so that the gearon the shaft can be disengaged to let the wheel run free. It isequipped with a selective gear transmission. The model shows themill attached to the bucket chain of a well.WINDMILL, 1880U.S.N.M. no. 309201 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent issuedto H. H. Bevil, April 6, 1880, no. 226625.This specimen illustrates all the parts of the present-day "Ameri-can" type of windmill. It has the multivaned wind wheel, the pivot,the brake, the rudder vane, the governor, the pull-out, and the pumppole. FARMER WIND-ELECTRIC GENERATOR, 1880PUITB! 5, FiGUEE 2U.S.N.M. no. 181985; original model; gift of Sarah J. Farmer; photograph no.18234.Three solid wdnd wheels drive the armatures of three dynamos,which are in circuit with a small storage battery, an incandescentelectric lamp, and switches. This model, constructed by Moses G.Farmer, electrical pioneer, about 1880, is probably the earliest sug-gestion of the use of wind power through the medium of the electricgenerator and storage battery.Much of the objection to the use of the windmill as a source ofpower is due to the intermittent nature of its operation. It wasthought that it was suited only for pumping water or similar opera-tions where the energy or work produced by the windmill could bestored during periods of useful wind velocities to be used as needed.Now considerable work has been done on the use of the wind-drivenelectric generator to charge storage batteries from which electricalenergy can be drawn as needed. At present the use of the windmillas the prime mover for small domestic or farm electric sets offersinteresting possibilities.
^^ BULLETIN 173, U. S. NATIONAL MUSEUMADDITIONAL WINDMILLS IN THE COLLECTION, NOT DESCRIBEDWindmill, Patent Office model, Patent no. 208208, issued to Elijah H. Smith,September 17, 1S78. U.S.N.M. no. 309137.Windniil], Patent Office model. Patent no. 209583, issued to Jesse Benson,November 12, 1878. U.S.N.M. no. 309133.Wind engine, Patent Office model, Patent no. 209862, issued to John Cook,November 12, 1878. U.S.N.M. no. 309135.Windmill, Patent Office model. Patent no. 222340, issued to H. M. Wood.December 2, 1879. U.S.N.M. no. 309136.WATER POWERWater wheels.?Flowing and falling water was utilized to drivesimple machines many centuries ago. The noria, a wheel turned bythe current of a stream and employed to raise water from the streamby means of jars attached to the rim of the wheel, was the earliestwater-powered machine and probably the first machine to be drivenby any power other than the muscular power of men and beasts.The first water wheel in history is one discussed by Philo of Byzan-tium, a Greek writer of the second or third century B. C. He ap-parently described a then existing water wheel driving a chain ofbuckets for raising water. The first mention of a particular waterwheel was given by Strabo (63 B. C.-21 A. D.) of a water mill setup in Asia Minor in 88 B. C. for Mithridates VI, king of Pontus.This is also the first mention of a water mill. It is assumed thatthis first mill was of the simplest type, consisting of a vertical shaftof wood with a horizontal wheel formed of a series of warped woodenblades at its lower end with a horizontal rotary millstone attachedto the upper end. Falling water was directed onto the blades of thewheel in a direction parallel to the vertical shaft. This type of millhas been definitely identified in the fifth century and was in generaluse throughout Europe in the Middle Ages. It has become knownas the Greek or Norse mill in distinction from the Roman mill, whichwas first suggested by Vitruvius (first century B. C.) about 16 B. C.In the Roman mill the vertical shaft of the millstone was connectedby gearing to the horizontal shaft of a vertical current wheel, essen-tially as in the mills with undershot wheels of recent date. There isno evidence of the use of this type of mill before the fourth century,and it was not in general use much before the twelfth century. Asindicated before, the first vertical water wheel was the current wheel,a large wooden wheel with boardlike vanes or paddles attachedradially to the wheel with the surface of each paddle in a planethrough the axle of the wheel. The wheel was so mounted that thepaddles dipped into the stream and presented their broad surfacesto the flow of the current, which forced the wheel around. The un-confined current headed up against the paddles and escaped past
CATALOG OF THE MECHANICAL COLLECTIONS 15the edges, with the result that only a small portion of the energyof the stream was used. The improvement of confining the channelof the stream so that all the flow was caused to pass within the vanesof the wheel was probably first made about the fourth century.After this, little change was made in the form of the undersnot wheeluntil 1824, when M. Poncelet of France introduced the wheel nowknown by his name. The Poncelet wheel had backwardly curvedvanes designed to receive the water without shock or disturbance andto discharge it promptly with little final velocity or residual energyin the water. The best of these wheels had an efficiency of about 75percent, as compared to the 30 percent efficiency of the simpleundershot wheel.When the overshot wheel, which takes the water at the top ratherthan at the bottom and can utilize the weight of the water as well asthe energy of the current, was first used is not known. It is possiblethat the Romans who brought water to their mills through aqueductsmay have used the overshot wheel, but it has not been identified beforethe fourteenth century, and the undershot wheel continued in mostgeneral use to the sixteenth century. The overshot wheel has sincebeen the most widely used water wheel. Its efficiency, when well con-structed and properly used, is equal to that of the best turbine, andit has the added advantage that it maintains its efficiency when thewater supply is less than the normal designed rate. It is capable ofan efficiency of about 90 percent.Between the undershot and overshot wheel in principle and effi-ciency is the breast wheel, which turns inward to the fall and ontothe periphery of which water is laid at any height up to the heightof the axle of the wheel. The breast wheel uses the current of thestream as in the undershot wheel and the weight of the water to alesser extent than the overshot wheel. It is able to employ the weightof the water where the vertical fall is less than the diameter of thewheel, as is necessary for the overshot wheel.Turhiries.?The hydraulic turbine differs from water wheels in thatguide vanes or nozzles direct the water into the rotating wheel, thevanes of which change the magnitude and direction of the velocity ofthe water, the force exerted to turn the rotor being equal to the forcerequired to change the velocity of the water. Most turbines are nowbuilt with horizontal rotors upon vertical shafts, and because of thisthe early Greek or Norse mills (mentioned above) are often calledthe first hydraulic turbines. This early form of water wheel, how-ever, was generally abandoned with the perfection of the water wheel,and the development of the turbine is directly traced to the simple re-action turbine proposed by Dr. Barker about 1743. This consistedessentially of a wide vertical tube closed at the bottom and free toturn on a bearing at its base with two straight horizontal tubes closed
IQ BULLETIN 173, U. S. NATIOxN'AL MUSEUM
at the ends (but provided with orifices) extending from the verticaltube. When the vertical tube was filled with water, the water escapedthrough orifices in the arms in tangential jets, which by their reactioncaused the tube to rotate. This simple turbine had a maximumefficiency of about 66 percent. Its principal defect was the require-ment of a vertical tube of a height equal to the head of water, con-taining a mass of water that was rotated as so much useless weight.This design was improved by curving the horizontal arms, and manysuch turbines, known as Scotch mills, were put in use. The numberof arms was gradually increased until the turbine took the form of acomplete wheel. In 1826-27 Benoit Fourneyron constructed a tur-bine in which stationary guide vanes at the center of the wheeldirected water into vanes in the rim of the wheel. This was the firstradial outward-flow turbine. The next turbine (1841) was that ofNicolas Jonval. This was an axial-flow turbine in which the watermoved parallel to the shaft. It consisted of a horizontal wheel withvanes set radially in the rim. A ring of stationary guide vanes abovethe rotor directed the water against the moving vanes. In 1826Poncelet proposed an inward-flow turbine the opposite of theFourneyron.American developments in icater wheels.?Water mills were amongthe first permanent structures built by the early settlers in the Amer-ican colonies. As early as 1646 Massachusetts granted a patent toJoseph Jenks, an iron worker, "for making the engines for mills togo by water," an indication that water mills were in use some timebefore this. By 1700 every settlement had its mills employed in agreat variety of work, grinding grain, rags, plaster, malt, chocolate,and tobacco; breaking leather; fulling cloth; boring gun barrels; slit-ting iron; and sawing wood. Many relics of these old mills remainin every part of the original colonies, some in a state of more or lesscomplete preservation.Though the mills on the Delaware and the Chesapeake prior to theRevolution were considered the equal of any in the world, their ex-cellence was due to the flexibility and completeness of their gearingrather than to the efficiency of their water wheels. Practically allthe American mills used the undershot wheels, which were capableof converting only a small fraction of the power of the streams.After the Revolution the great water powers of the New Englandand Middle Atlantic States were extensively developed, and very com-plete systems of dams, reservoirs, and canals were constructed to per-mit the recovery of every possible bit of energy from the streams.In most of these mills the wooden pitchback wheel, which turnedinward to the fall, was used. The water struck just short of itshighest point, the power being produced by the weight of the water,which was retained in the buckets until it reached the bottom by a
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 6
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U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 7
Wooden Water-mill Gearing c. 18701. Spur gears (U.S.N.AI. no. 310538). See p. 20.2. Pinwheels (U.S.N.M. no. 310539). See p. 20.
CATALOG OF THE MECHANICAL COLLECTIONS 17
stationary apron fitting as closely as practicable to the circumference.The best of these wheels was about 75 percent efficient. One installa-tion, that of the Merrimac Co., consisted of eight wheels, each 30feet in diameter and 12 feet wide. Until 1840 this type of wheel wasj)ractically the only one used and may be said to have reached theperiod of its greatest application then. Subsequent to 1840 thehydraulic turbine began to replace the water w^heel in the Americanmills.Hydraulic turbines in the United States.?Accounts tell of the useof a hydraulic turbine in Massachusetts as early as 1790, though withno practical or permanent success. The continuous development ofthe turbine in the United States begins about 1843, when the workof Fourneyron in France was made known to engineers by a seriesof tests of turbines of the Fourneyron type conducted by EllwoodMorris, engineer, at Philadelphia. His results indicated that a maxi-mum efficiency of 75 percent, equal to that of the best water wheelsin use, was possible with the turbine. The natural advantages of theturbine over the water wheel then caused mill owners to consider itsuse. In the same year George Kilburn, of New Hampshire, built andinstalled the first turbine to be used practically in New England atthe print works of Robeson & Sons, Fall River, Mass. In 1844 UriahBoyden designed a turbine of 75 horsepower for the Appleton Co.at Lowell, and two years later three more of 190 horsepower each forthe same company. "These wheels were of the Fourneyron type withcertain improvements effected by Boyden, including diffusers (Pat-ent no. 5090) and other peculiar devices." An efficiency of 88 per-cent was claimed for the early Boyden-Fourneyron turbines, whichled to the installation of turbines in every new mill in New Englandand in the old mills as rapidly as the water wheels wore out. In themeantime a purely American development in turbines was takingplace in the perfection of the inward-flow and mixed-flow turbines.Jonval of France suggested the inward-flow turbine in 1829, but thefirst of the type was built by Samuel B. Howd, of Geneva, N. Y., whoobtained a patent in 1838 (Patent no. 861). The runner of the Howdturbine was made of a ring of shallow curved buckets around theperiphery of a light wheel. The sides of the buckets were vertical,and the water flowing through the buckets radially toward thecenter was confined to a horizontal path until it left the inner rim ofthe wheel, when it began to fall, running off parallel to the verticalshaft. The water was directed into the runner by straight stationaryguide vanes. The Howd turbine was simple and cheap, and manywere installed in small mills where they gave the advantages of theturbine at small initial cost. About 1849 James B. Francis designedan inward-flow turbine under the Howd patent in which the vaneswere shaped to deflect the water downward before it left the vanes
?j^g BULLETIN 173, U. S. NATIONAL MUSEUMSO that the path of the water in the buckets was a combination ofradial and axial flow. Francis conducted accurate tests of his tur-bine, analyzed and published the results, and formulated rules forturbine runner design, with the result that his name is now used toidentify the whole class of inward-flow, mixed-flow turbines of whichhis was the first. The first installation of the Francis turbine was oftwo at the Booth Cotton Mills at Lowell. The rapid and generaladoption of the Francis turbine led to a great many similar designs.A. M. Swain (Patent no. 28314, 1860) designed the turbine knownby his name in 1859. About 1860 James Leffel made the greatestdeparture from the Francis type with his double-runner turbine(see below). In this the upper half of the runner is designed forradial flow and the lower half for radial admission and axial dis-charge. The subsequent development of large inward-flow reactionturbines has been made possible by the inventions among others ofthe conical draft tube, the spiral casing, the spreading draft tube(L. F. Moody), the hydraucone (W. M. White), movable guide vanes,the Kingsbury thrust bearing, and the use of rubber seal rings (forhigh heads). The 54,000 horsepower I. P. Morris turbine of theConowingo (Md.) Station of the Philadelphia Electric Co., 89-foothead (see below), and the San Franscisquito No. 2 plant of the Cityof Los Angeles, 20,500 horsepower at 515-foot head are indicationsof the advance. The Oak Grove plant of the Portland RailwayLight & Power Co., 35,000 horsepower at 850-foot head holds therecord (1930) for high head application of a turbine of the Francistype.Impulse turbines and tangential water wheels.?Parallel with theimprovement of the reaction or pressure turbine was the developmentof the impulse or velocity turbine, also called the tangential waterwheel. An impulse turbine is one driven entirely by the force ofthe weight of the water acting through its velocity. The wheelbuckets are open to the atmosphere, and the discharge is unrestrictedso that none of the energy of the flow of water is utilized as pressureenergy. The first current wheel was an impulse turbine of thesimplest form. The Poncelet water wheel, with the stream confinedand directed fully upon curved buckets and with the discharge abovethe tail water, was the beginning of the modern development. Inthe present-day wheels of the most common type the flow of wateris wholly confined and is directed upon the wheel from one or twoadjustable nozzles. The buckets are highly developed combinationsof curved surfaces.The first departure from the undershot wheel, in impulse turbines,was that of Jearum Atkins, of Vermont and Illinois, well-knowninventor of agricultural machinery. Atkins' turbine consisted of ahorizontal rotor having buckets curved as semicircles in the radial
CATALOG OF THE MECHANICAL COLLECTIONS 19direction, straight sided in the axial direction, and open to theatmosphere above and below. The water entered the wheel from ascroll casing surrounding it. Flat guide vanes within the casingdirected the water into the buckets in smooth continuous streams atseveral points around the periphery. The speed of the rotor wassuch that the water reached the inner edge of the bucket with littlevelocity in the radial direction, and discharged by falling throughthe lower side of the bucket space. Atkins applied for a patent in1853, about the time that Girard in England was perfecting his turbineof similar design. This type of turbine has been popular abroad, butit has never been widely used in the United States, where the impulseturbine most generally used is the tangential water wheel.The simplest form of the tangential water wheel was the "hurdy-gurdy," a large wooden wheel carrying buckets of angular boxlikeconstruction into which water was directed from one or two fixednozzles located near the bottom of the wheel. These wheels werewidely used in the mountain settlements of the Pacific coast wherehigh-head water powers were developed for mining operations. Thewheels were developed there experimentally, and various stories aretold of this development. The first wheels are said to have beenwagon wheels with flat floats or box buckets bolted to the rims of thewheels. The wagon wheels gave way to wooden centers, wide-rimmedwooden wheels, and, later, iron wheels. The buckets then were madeas curved bowls with cut-out lips to aid discharge (Knight, 1870),and the split bucket is said to have been the result of an accidentin which a wheel slipped sideways on its shaft so that the jet struckthe edge of the bowl instead of the center, with the result that thespeed of the wheel increased. J. Moore, 1874, and L. A. Pelton, about1877, designed split buckets, and Pelton after some success in sellingand installing wheels of his design, including the installation of thefirst impulse turbine-electric generating unit at Aspen, Colo., in 1885,sold his business to the founders of the Pelton Water Wheel Co. m1887. Experiments conducted by Kalph T. Brown and ProfessorHesse at the University of California resulted in the design fromtheoretical analysis of a bucket similar to Pelton's, and the report ofthese experiments, published in 1883, was the first literature on thesubject of the design of impulse water wheels. The buckets subse-quently developed in form through the work of Hesse, Abner Doble(1889), Dodd (1889), and Hug (1897). The present type has ellip-soidal back and face surfaces, central spitter edge, and notched lip,substantially as developed by Doble by 1899 (see below) and has thechain type of attaching-lug developed about 1907 by the Pelton WaterWheel Co. The method of controlling the jets, at first merely bygate valves, was developed through butterfly valves, tongue nozzlesin which one side of rectangular nozzles was hinged like a tongue,
20 BULLETIN 173, U. S. NATIONAL MUSEUM
needle nozzles that varied the size of the jets (1899-1903), deflectingnozzles (1899), and, finally (1903), the stream deflectors, which deflectthe jets independently of the nozzles. Later developments have beenin methods of securing automatic control of the wheels and in im-proving designs to facilitate replacements and repairs.WATER-MILL GEARINGPlate 7U.S.N.M. nos. 310538 and 310539; originals; gift of Charles H. Estes, photo-graph nos. 31705A and B.Two pairs of wooden spur gears and cogwheels from the EstesMill at Sperryville, Va. Estimated to have been made about 1870;collected in 1932.Tlie spur gears (U.S.N.M no. 310538, photograph no. 31705A) areeach 24-inch, 38-tooth gears, made up of two solid oak disks heldtogether with iron rods riveted over hand-cut square washers. Theteeth are of black locust held between the disks and secured withwooden pegs. (PI. 7, fig. 1.)The cogwheels (U.S.N.M. no. 310539, photograph no. 31705B) area pair of one 18-inch, 20-tooth wheel and one 10-inch, 11-tooth wheel.The disks are red oak, held together with black-locust dowels spreadwith yellow-pine wedges. The teeth are dogwood, secured by black-locust pegs, which bear on hickory plugs. (PI. 7, fig. 2.)DOMESTIC WATER MOTOR, 1878U.S.N.M. no. 309203 ; original patent model ; transferred from the UnitedStates Patent Office; not illustrated.This model was submitted with the application for the patentissued to Jolin Haworth, of Philadelphia, Pa., April 30, 1878, no.203035.The model represents a water motor having a vertical cylindricalwater chute, within the lower end of which a small parallel-flowreaction turbine wheel is located. The wheel is carried on a shaftthat passes through the water chute and a stuffing box at its oppositeend to carry a worm gear from which the power of the motor issupplied. The motor is designed to operate a sewing machine, andthe drive shaft carries a 2-bladed propeller fan for fanning themachine operator.Motors of this type operating from the faucet pressure of citywater systems were in use up to a few years ago to drive sewingmachines, fans, and washing machines. Their use was discontinuedwith the development of the small electric motor, cheap electric cur-rent, and the practice of installing individual meters in municipalwater systems.
CATALOG OF THE MECHANICAL COLLECTIONS 21WATER MOTOR, 1879U.S.N.M. no. 309204; original patent model; transferred from the UnitedStates Patent OflBce; not illustrated.This model was submitted with the application for the patentissued to W. F. Eyster, of Chambersburg, Pa., November 4, 1879,no. 221225.The model represents a vertical cylindrical water tube having avertical slot in one side through which the rim of a vertical waterwheel extends into the tube. The water wheel is supported andinclosed in a flat circular chamber, which bolts to the side of thewater tube. A nozzle within the tube at the top directs the waterdownward against the buckets of the wheel at about the height ofthe center of the wheel. A plug cock at the top of the tube controlsthe flow of water, and a funnel-shaped flange below the cock drainsany leakage into the water tube. One feature of the motor is thatthe part of the water tube that carries the water wheel is free to revolveabout its vertical axis, so that the bulky part of the motor can be putin the position most convenient to the machine operator.BROOKS WATER WHEEL, 1880U.S.N.M. no. 309689; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent issuedto Edgar B. Brooks, of La Porte, Ind., February 10, 1880; no. 224270.This is a nicely made brass model of an inward-flow reaction tur-bine having the register type of adjustable feed chutes or guide vanesand a cylinder water gate. The combination relieves the guide vanesof the function of cutting off the water when the wheel is to bestopped and makes it unnecessary that the guide vanes close perfectly,so that any looseness developed in them by wear is immaterial.LEUCHSENRING ROTARY WATER ENGINE, 1880U.S.N.M. no. 308709 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent issuedto Robert Leuchsenring, of New Bedford, Mass., March 9, 1880, no.225226.This is a form of engine in which a drum-shaped rotor turns in acasing, which is eccentric to the center of the drum, so that the drumruns against one part of the casing and a crescent-shaped annularspace is formed between the casing and the drum. Water is admittedtangential ly to the drum to one side of and away from the point atwhich the drum and casing meet. The water impinges upon abut-ments on the drum, turns the drum, and discharges from the engine
22 BULLETIN 173, U. S. NATIONAL MUSEUMabout two-thirds of the way around the casing. The abutments onthe drum slide into the drum to pass the casing and are held againstthe casing by springs.LEFFEL HYDRAULIC TURBINE, c. 1883U.S.N.M. no, 180193 ; model ; gift of James LefEel & Co., not illustrated.The model represents a mixed-flow turbine, the rotor of which is intwo sections. The upper section is so constructed that it is in effect asimple inward-flow turbine from which the water discharges radiallyto the center. The lower section is a mixed-floAv rotor from which thewater discharges downward parallel to the axis of the rotor. Bothsections are cast together to form one rotor, and both parts receivewater from the same guide vanes, which are of the adjustable registertype. DOBLE WATER WHEEL, 1899U.S.N.M. no. 309207 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent issuedto William A. Doble, of San Francisco, Calif., February 7, 1899, no?619149.The model represents a small sector of the rotor of a water wheel tawhich are attached three buckets, which illustrate, generally, the char-acteristics of the modern tangential water-wheel bucket, i. e., thenotched lip, the splitter wedge, the curved face and back, and themethod of attaching the buckets to the rotor. (See also U.S.N.M. no.310390.)The feature of this particular bucket is the form of the curved faces,which are designed to disturb the jets of water as little as possible inany way except in the plane of the wheel's rotation. The curves aredeveloped upon the theory that the water moving at high velocity hasa tendency to remain in one plane, called "kinetic stability", so thatthe resultant angles of reaction caused by the reversing curves ofthe bucket faces are not a normal result of these curves but aredivergent therefrom.PELTON WATER-WHEEL BUCKETS, 1901-1912Plate 8U.S.N.M. nos. 310386-310390; originals; gift of the Pelton Water Wheel Co.;photograph no. 4814 (group).U.S.N.M. no. 310386 is a rectangular bucket divided by a centralsplitter edge into two hollow semicylindrical compartments. Thebucket is designed to receive and divide the jet upon the splitter edgeand direct the water to either side, discharging at the sides. Noprovision is made for the flow of water in a radial direction along the
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE
U. S. NATIONAU MUSEUM BULLETIN 173 PLATE 9
CONOwiNGO Hydroelectric Generating Station, 1928.Model (U.S.N.M. no. 310254). See p. 23.
CATALOG OF THE MECHANICAL COLLECTIONS 23bucket, and the outer end of the bucket makes sharp angles with thesides and bottom. The extreme lip of the bucket is very slightlydepressed, suggesting the notched lip developed later. The back ofthe bucket is provided with lugs, which slip over the rim of the wheelcenter to which it is attached by bolts passing through the lugs andrim parallel to the shaft. The bucket is made of cast iron, measuresabout 111/2 inches wide, and weighs 30 pounds. This bucket was madeabout 1901. (PI. 8, fig. 1.)U.S.N.M. no. 310387 is a rectangular bucket similar in most respectsto the above. The lip is curved out rather than in, and the back is aflat flange through which the bolts that hold the bucket to the wheelpass in the radial direction. The outside end of the bucket, whichis flat, slopes down toward the back so that the back or bottom of thebucket is shorter than the face. This is a large bucket, 17 incheswide, and weighs about 50 pounds. It was made about 1903. (PL8, fig. 2.)U.S.N.M. no. 310388 is practically the same as the first (no. 310386),though it is slightly smaller and very much lighter. It has a flangeback, is 10^^ inches wide, and weighs about 16 pounds. This bucketwas made about 1905. (PI. 8, fig. 3.)U.S.N.M. no. 310389 is a very small rectangular bucket similar tothe above. It has a flange back, is about 4 inches wide, and weighs2 pounds. This bucket was made about 1911. (PI. 8, fig. 5.)U.S.N.M. no. 310390 is a bronze bucket of a recent type. It hasthe notched lip and ellipsoidal faces of the modern buckets. Thebucket bowls are ground but not polished. Cast in the metal is "W.A. Doble?Pat. Sept. 19, 1899." The bucket is 71/2 inches wide,weighs about 9y2 pounds, and has the lug type of back. It was madeabout 1912. (PI. 8, fig. 4.)CONOWINGO HYDROELECTRIC GENERATING STATION, 1928Plate 9U.S.N.M. no. 310254 ; model ; gift of the Philadelphia Electric Co. ; photographno. 31017D.This model represents a section of the hydroelectric generating sta-tion on the Susquehanna River at Conowingo, Md., a unit of thePhiladelphia Electric Co. System. The model is a cross sectionthrough the dam and power-house and shows practically every fea-ture of the installation, including the water intakes, butterfly valve,scroll case, water wheel, draft tube and generator of one generatingunit, the control room, electrical equipment sections, pipe room,transformers, oil circuit breakers, and the outdoor switching struc-ture on the roof of the power-house.
24 BULLETIN 173, U. S. NATIONAL MUSEUMThe turbine shown in the model is one of the seven of the presentinstallation. The wheel of the original is IT feet 9 inches in diameter,weighs about 240,000 pounds, and develops 54,000 horsepower. Itturns 81 revolutions per minute and requires 6,000 cubic feet of watera second at full operation. The model shows the scroll case thatconducts the water to the runner and the butterfly valve at the en-trance to the scroll. This valve is actually 27 feet in diameter and wasthe largest ever built. The valve is sealed after closing by admittingwater pressure to a rubber tube 3 inches in diameter set in the insideface of the valve housing. The valves are used also as head gates.The draft tube is the Moody type, with a concrete cone extendingfrom the bottom to the hub of the runner. A water-wheel governorof the actuator type of oil-pressure, relay governor, having fiyballsmechanically driven from the main shaft of the water wheel, isshown. A curtain wall protects the water entrances from ice, andtrash racks are located in each intake opening. Gantry cranes forhandling the trash racks and emergency sectional head gates areshown in the model.The Conowingo station is (1934) the second largest hydroelectricgenerating plant in the United States, being surpassed only by in-stallations at Niagara Falls. It has a present capacity of 378,000horsepower, with an ultimate development of 11 54,000-horsepowerunits, or 594,000 horsepower. The dam provides a head of 89 feetand is seven-eighths of a mile in length. The station was firstoperated in March 1928.ADDITIONAL WATER MOTORS IN THE COLLECTION, NOTDESCRIBEDRotary engine (water-wheel), Patent Office model, Patent no. 51389, Decem-ber 5, 1865, issued to G. A. Lamb. U.S.N.M. no. 309202.Water motor. Patent Office model. Patent no. 185946, January 2, 1887, issuedto Kelsey L. Mills. U.S.N.M. no. 309205.Water motor, Patent Office model, Patent no. 236554, January 11, 1881, issuedto H. M. Col ton. U.S.N.M. no. 309206.THE STEAM ENGINEThe early history of the steam engine has been written so oftenthat little more than the briefest outline is necessary here.In a review of the technical knowledge of his time. Heron ofAlexandria (about 150 A. D.) suggested some elementary mechanicaldevices to use the pressure of steam and described the earliest formof steam engine, a simple reaction turbine, or "aeolipile." No prac-tical use of these devices was ever made, and steam itself remaineda mysterious gas until comparatively recent times. The work ofCardan (1501-1576), and Porta (1543-1615), and de Cans (1576-
CATALOG OF THE MECHANICAL COLLECTIONS 251630), Italian physicists and mathematicians, established some of the
"capabilities" of steam, namely, that steam is evaporated water ; thatit returns to water when cooled; and that a vacuum is formed bycondensing steam in a closed vessel. De Caus built a fountain fromwhich water was forced by the pressure of steam. This knowledgeplus that derived from the work of Galileo (1564-1642) and Torri-celli (1608-1647) in Italy; Pascal (1623-1662) in France; and vonGuericke (1602-1686) in Germany, whereby the true nature of thevacuum was demonstrated, formed the background for the moderndevelopment of the steam engine. Edward Somerset (1601-1667),second Marquis of Worcester, is thought to have built at Vauxhill,England, about 1663-1669, the first useful and practical steam engine.This engine consisted of a high-pressure boiler into which water wasforced by atmospheric pressure, after the contained steam had con-densed, and from which the water was then discharged by steampressure, raising the water, in all, about 40 feet. This method wasextensively applied by Thomas Savery (1650-1715), who patenteda similar apparatus in 1698 and built several such steam engines topump water from mines.In the meantime Huygens (1629-1695) had, about 1680, attemptedan atmospheric (explosive) engine, and Papin (1647-1712) in 1690demonstrated the suitability of using steam to produce a vacuum ina piston engine. It remained for Thomas Newcomen (1663-1729),however, to perfect about 1712 an atmospheric steam engine in whicha vacuum could be formed repeatedly and regularly in a cylinderbeneath a reciprocating piston. Newcomen later (1713 or 1718) pro-vided a valve gear to make the engine completely automatic in itsoperation. This engine supplied, for the first time in history, largeunits of cheap and reliable power, and is the form from which thegrowth of the modern steam engine is continuously traced. The im-portance of the Newcomen engine cannot be overestimated.James Watt (1736-1819) became interested in the steam enginewhen he was employed, about 1763, to repair a working model of aNewcomen engine. His great work consisted in devising all thenumerous changes in the Newcomen engine that were necessary toconvert it, in principle at least, to the steam engine of the presentday. Watt invented the separate condenser, the condenser air pump,the steam-jacketed cylinder, mechanisms for converting reciprocatingmotion to rotary motion, and the double-acting cylinder. He was thefirst to use "high" pressure steam and steam expansively. The resultsof Watt's work are best shown by a comparison of the efiiciency of aNewcomen engine of 1767 (three years after Watt began his work)with that of a Watt engine of 1800. The Newcomen engine produced4.3 million foot-pounds of work (water pumped) for every 11249970?39??
3
2Q BULLETIN 173, U. S. NATIONAL MUSEUMpounds of coal burned, while the Watt engine, with separate con-denser and operating expanding, performed 66.0 million foot-pomidsof work from the same weight of fuel.This much of the story of the steam engine is illustrated in theMuseum by a series of models, with relevant photographs anddrawings, under the caption
:
THE STORY OF THE STEAM ENGINE150 A. D. TO 1777HERON'S TURBINE, c. 150 A. D.Plate 10, Fioubb 1U.S.N.M. no. 308462 ; model ; made in the Museum ; photograph no. 17133.This model is a pictorial adaptation of the aeolipile described (inPneumatica) by Heron of Alexandria who lived in the first century.The model consists of a light hollow ball supported on its axisbetween two trunnions, one of which is hollow. The ball carries fourbent nozzles in a plane perpendicular to the line of its axis. Steam,generated in a boiler below, is carried to the ball through the hollowtrunnion and escapes through the nozzles. The reaction on thenozzles, due to the steam issuing from them, turns the ball.Heron of Alexandria (Egypt), a Greek philospher, who lived sometime between 50 B. C. and 150 A. D., left a number of treatises(Pneumatica, Aittomatopoiika, Belopoiika, Cheirohalistra, Metrica,Dioptia, and Katoptrica) in which are collected most of the knowl-edge of his time in the fields of theoretical and applied mechanics.BRANCA TURBINE, c. 1629U.S.N.M. no. 308464 ; model ; made in the Museum ; not illustrated.Giovanni Branca, a chemist of Loretto, Italy, suggested a steamengine in which a jet of steam issuing from a nozzle was directedagainst the blades of a paddle wheel. This is the earliest suggestionof an impulse turbine.The model shows such a wheel connected to the pestles of a chem-ist's stamp mill. The nozzle is attached directly to a spherical copperboiler.Eeference, Le Machine, Kome, 1668.DEMONSTRATION OF THE "WEIGHT OF THE ATMOSPHERE", 1654U.S.N.M. no. 30S645 ; model ; made in the Museum ; not illustrated.This is a simplified pictorial model of Otto von Guericke's spec-tacular demonstration before the burghers of Magdeburg, in which heshowed the great force required to separate two large hollow hemi-
CATALOG OF THE MECHANICAL COLLECTIONS 27
spheres that were held together only by the pressure of the atmosphereupon them when they had been put lightly together and the airpumped from between them. The model shows two teams of eighthorses, each straining against the other to pull the hemispherical cupsapart.The model is exhibited in this series to indicate that the develop-ment of the atmospheric steam engines following this date dependedupon the knowledge that the atmosphere exerts a fluid pressure uponevery surface within it.Reference. Gaspare Schotts : Experimenta Nova, 1672.PAPIN PISTON ENGINE, c. 1690U.S.N.M. no. 308466 ; model ; made in the Museum ; not illustrated.Denis Papin, a French physician, was the first to demonstrate thesuitability of using steam to produce a vacuum in a cylinder undera piston in a manner that the pressure of the atmosphere would forcedown the piston and thus do work that could be applied usefully.The elements of the later successful atmospheric steam engines werepresent in the Papin engine, but he never solved the problem ofregularly repeating the cycle of the engine.The model shows a machine (rather than an engine) in which anumber of weights on a platform are raised by a rope runningthrough overhead pulleys to a piston in a vertical cylinder. A quan-tity of water heated in the cylinder filled the space below the pistonwith steam, which, when allowed to condense, formed a vacuum underthe piston and permitted the pressure of the atmosphere to forcedown the piston and raise the platform.Shown in the model is a "digester", or pressure cooker, equippedwith a weighted-lever plug safety valve, an important device in-vented by Papin.References, The New Digester, London, 1681 ; La Maniere D^AmoUrles Os, etc., 1682. SAVERY STEAM ENGINE, 1698U.S.N.M. no. 307238; photograph of drawing; gift of the Science Museum,London ; not illustrated.The following is from the Catalogue of the Mechanical EngineeringCollection in the Science Museum, London, 1919: "In 1698 ThomasSavery patented an apparatus 'for raising of water and occasioningmotion to all sort of mill works, by the impellant force of fire.' Nodrawing of the arrangement was deposited, but the following yeara model of the machine was shown at the Royal Society, and isillustrated in the Philosophical Transactions."The apparatus in its simplest form consisted of a high pressureboiler supplying steam to a receiver, which was provided with suc-tion and delivery pipes and the corresponding valves. By means of
23 BUI,LETIN 173, U. S. NATIONAL MUSEUM
a regulator valve worked by hand, steam from the boiler was ad-mitted into a receiver and allowed to blow through it till the air hadbeen expelled; then the supply of steam was cut off and cold waterfrom a cistern above was turned on to the receiver which acting asa surface condenser, condensed the steam, so forming a partial vacuuminto which the water rose from the suction pipe, the delivery orificebeing at the same time sealed by its valve; the entering water fur-ther assisted in this condensation. Steam was again admitted, andby its pressure forced the water in the receiver out through thedelivery valve and pipe, the suction pipe in the meantime being closedby its non-return valve."References, The Miner's Friend^ 1702 ; Philoso'phical Transactions^vol. 21, 1699. NEWCOMEN ENGINE, 1712Plate 11U.S.N.M. no. 308451 ; print from an engraving of 1717 ; gift of the NewcomenSociety ; photograph no. 1 7872.This engraving is made from a drawing of 1717 by Henry Beighton,presumably from his own measurements of the engine erected byThomas Newcomen near Dudley, England, in 1712. It is the oldestpresent record of a Newcomen engine, and the original engine isbelieved to have been the first one actually built by Newcomen.The engine shown has a vertical cylinder directly over the center ofa bricked-over hemispherical boiler. The cylinder is hung betweentwo heavy wooden beams, which, in turn, are supported about midwayof the height of two thin, wide, brick columns, one on each side ofthe boiler. One column is hollow and serves as a chimney for theboiler furnace; the other column supports the bearings upon whichthe beam or great lever of the engine rocks.The cylinder is open at the top, and the piston rod extends upward,terminating in a hook. A flexible chain from the hook connects itto the end of the engine beam, which is arched so that the point ofcontact of the chain is always directly over the center of the piston.The pump cylinder is located under the opposite end of the beam, andthe pump rod is similarly connected to the beam by chain. The pumprod is shown extending down into the open mouth of a mine pit, overwliich is erected a windlass for raising and lowering men and ore. Asmaller arched head or sector on either side of the center of the beambetween tlie center and the end of the beam operates an auxiliary pumpand the plug rod that actuates the valves.To one side and above the cylinder is a cistern that holds the waterfor injection into the cylinder for condensing purposes. (See theNewcomen engine, p. 30, for general explanation of the operation.)
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 10
d
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE II
Newcomen Pumping Engine.Engraving, 1717 (U.S.N.M. no. 308451). See p. 2S.
CATALOG OF THE MECHANICAL COLLECTIONS 29The cylinder is connected to the boiler by a short pipe at the boilerend of which is the sector-plate steam valve called the regulator. Thelever of the regulator is attached to a Y-shaped stirrup that leads tolevers on a short shaft, which is hung so that two tappets on the sameshaft are struck by pins in the plug rod. The plug rod is a beammoving up and down with the beam of the engine. The pins on theplug rod are so placed that the regulator will be jerked open at theend of each down stroke and closed at the end of the upstroke. Theinjection cock, in the lower bend of the pipe connecting the cisternwith the cylinder, has a long sweeping handle, one end of which isweighted so that the valve falls open when the handle is released fromits held position. In the closed position the weighted end of theinjection cock is held by a catch and released by a rod that projectsfrom a buoy and rises with it. The buoy floats on the surface ofwater within a pipe connected to the pressure in the boiler. Thepressure within the boiler drops sharply with the upstroke of thepiston and then increases after the piston comes to rest at the top ofthe stroke. The water level in the buoy pipe reacts with this changein pressure, and the buoy rod at its highest point releases the injec-tion cock handle. This arrangement necessitates a short pause at theend of each stroke. A pin on the plug rod engages the opposite endof the injection cock handle and replaces the weighted end in the catch.The engraving was first published in "Savery, Newcomen and theEarly History of the Steam Engine," by Rhys Jenkins, TransactioTisof the Newcomen Society^ vol. 4, 1923-24. A supplementary note tothe article remarks on the similarity between this and the illustrationin Desaguliers' Course of Experimental Philosophy, 173J^, and pre-sents the following legend for this drawing as prepared with the aidof the Desaguliers illustration
:
Legend of Beighton's DrawingA. Fireplace.B. Boiler and seating.C. Cylinder with piston.D. Steam pipe from boiler to cylinder.E. Steam cock or regulator.F. Puppet clack or safety valve.G. Gauge pipes to show when the level of the water in the boiler is too highor too low.H. Buoy pipe; the shank of the buoy when the steam becomes strong forcesup the lever R and interceptor 7 thereby lifting the notch from the leverof the injection cock which is opened by the fall of the weight 3. The tail1 of the lever is restored by a pin in the plug rod.I. Standpipe for shank K, to indicate height of water in boiler.K. Float in boiler.L. Shank of the piston.M. Injecting pipe bringing cold water from cistern g.
QQ BULLETIN 173, U. S. NATIONAL MUSEUMN. Injecting cock.0. Lever or spanner of injecting cock.P. Two standards supporting the Y to work the regulator; 4 and 5 are armsto work the Y by pins in the plug rod ; 6 is a strap to restrain the Y.Q. Working beam or plug rod.B. Lever, one end of which turns on a pin and the other is attached to the inter-ceptor 7; the lower end of this is attached to the notched lever 2 thatreleases the injection cock.S. Counterweight to lever R.T. Eduction pipe.V. Overflow pipe from top of cylinder and from shifting valve.W. Pipe supplying boiler with water from top of piston.X. Snifting valve.Y. Waste well.Z. Pipe supplying water from cistern g to top of piston.aaaa. Four great beams supporting the engine and the floor of the house.bcde. Ground floor of the house.f. Chimney.g. Cistern of cold water to supply injection,h. h2. Great lever or beam.i. Rod and chain fixed to the outer end of the beam working pumps from thebottom of the mine,k. Small force pump supplying cistern g.1. Windlass and rope, whereby men and materials are conveyed up and downthe pit.m. Pipe by which pump K supplies cistern g.0000. Outline of boiler.[Note: Interceptor should read inceptor.]NEWCOMEN PUMPING ENGINE, c. 1712U. S. N. M. no. 308468 ; model ; made in the Museum ; not illustrated.This model illustrates the general arrangement of a Newcomenatmospheric engine with its boiler and engine house.The Newcomen engine consisted of an open-top vertical cylindermounted above and connected through a valve to a steam boiler. Apiston within the cylinder was connected by chain to one end of anoscillating overhead beam. To the other end of the beam was con-nected the pump rods and plungers extending into the mine shaft.The weight of the pump rods, etc., was sufficient to overbalance theweight of the piston and at rest would maintain the piston at the topof the cylinder. In operation, steam was admitted to the cylinderto fill the space below the piston; then with all valves closed, coldwater was injected into the cylinder from an overhead cistern, con-densing the steam to form a partial vacuum in the cylinder, with theresult that atmospheric pressure would force down the piston andraise the pump rod. At the end of the down stroke, steam wasadmitted, the condensed water and air were ejected, and the pistonwas returned to the top of the cylinder. The steam and water-injection valves were operated by a mechanism attached to the beam.
CATALOG OF THE MECHANICAL COLLECTIONS 31Thomas Newcomen, of Dartmouth, England, with John Cawley(or Galley) made the first successful atmospheric engines about 1712.Though these engines incorporated most of the features of a successfulreciprocating steam engine and were a great advance over the Saveryengine (above), they infringed the broad patent granted to Saveryand were therefore made for several years under his patents.WATT PUMPING ENGINE, c. 1776U. S. N. M. no. 308130; colored drawing made from the engine; gift of A. W.Willet ; not illustrated.The engine shown in the drawing is one of two engines designedand built by Boulton and Watt for the Birmingham (England) CanalCo. about 1776-78. The engines were erect3d at Smethwick andemployed to pump lockage water from the lower levels of the canalto a summit at that point. One engine remained in use until 1892,when it was replaced by a modern pumping plant. The company'sengineer, G. R. Gebb, caused the engine to be preserved and had itreerected at the Canal Co.'s Ocker Hill Works, where it still remainsin working order. The donor, who succeeded Mr. Gebb, had thedrawings made from the engine for the James Watt Centenary Cele-bration in 1919.The engine is a typical Watt beam engine with vertical, double-acting cylinder, 32 inches in diameter and 8-foot stroke. The pumpcylinder is 29 inches in diameter. The speed was 13 strokes a minuteand the steam pressure 10 pounds per square inch. The engine isequipped with a separate jet condenser and a 14-inch condenser airpump operating from the beam. The drawing includes a sectionthrough the lower valve chest showing the exhaust, intake, and equi-librium valves. The valves are operated by a rod from the beam.The drawing is about 27 by 40 inches and is made to the scale of% inch equals 1 foot.WATT PUMPING ENGINE, "OLD BESS", 1777Plate 10, Figube 2U.S.N.M. no. 308469 ; model ; made in the Museum ; photograph no. 17143A.This model was made from a photograph and description of theworking model in the Science Museum, London.The engine "Old Bess" was built by Watt for the hardware factoryof Matthew Boulton at Soho, England. The factory was operatedby an overshot water wheel, 24 feet in diameter, 6-foot breast, andthe engine was used to pump water from the lower wheel race to theflume above, to turn the wheel during dry seasons when the naturalflow of water was not sufficient.
22 BULLETIN 173, U. S. NATIONAL MUSEUMThe engine resembled the Newcomen beam engines in appearance,with the piston rod and pump rod connected to the opposite ends of aheavy walking beam. The huge double-acting cylinder was 33 inchesin diameter and permitted a 7-foot stroke. The valves were operatedby a "plug-frame", which was raised and lowered by the beam. Theengine was equipped with a separate condenser and condenser airpump. THE EARLY STEAM ENGINE IN AMERICAThe first steam engine in America was erected at the copper mineof Col. John Schuyler, on Barbadoes Neck, N. J., in 1755. This wasan atmospheric engine of the Newcomen type and was built in Corn-wall, England, by Joseph Hornblower and his sons, engineers andengine builders. The engine was brought to America by JosiahHornblower, who erected it and operated it for many years. It wasdisabled by fire in 1768, and in 1793 was broken up and disposed of.A portion of the cylinder of the engine is exhibited in the NationalMuseum, (References: Nelson, William, Josiah Homhlower^ 1883;Loree, L. F., "The First Steam Engine in America", in the Delaware<& Hudson Co. Bulletin, July 15, Aug. 15, 1929.)The next engine of record is the one constructed at Philadelphiain 1773 by Christopher Colles to pump water for a distillery there.CoUes, a well-educated and ingenious Irishman and the pupil andprotege of Dr. Pococke, the Bishop of Ossory, came to America in1765 after the bishop's death. In 1772 he delivered a series of lecturesat the hall of the American Philosophical Society on pneumatics,hydrostatics, and hydraulics, illustrated by demonstrations of modelshe had constructed, including models of steam engines. That thepumping engine that Colles built in 1773 was cheaply made and didnot perform satisfactorily, though it demonstrated that he understoodthe construction of engines, was reported by a committee of thePhilosophical Society. (Reference : Bishop, J. L., Histori/ of ATner-ican Manufactures, vol. 1, pp. 576-577, 1866.)The next year, 1774, Colles contracted to build a reservoir for thecouncil of the City of New York. This work, the completion ofwhich was prevented by the war, was renewed in 1785 when surveyswere made by Colles and others. (Reference: Booth, Mary L.,History of the City of New Yorh, 1859.)A newspaper of Febiiiary 1775, however, announced that a largecylinder for the steam engine of the waterworks was cast at thefoundry of Sharp and (Peter T.) Curtenius, the first performanceof the kind attempted in America (Bishop, vol. 1, pp. 534, 537). Thatthis engine was completed and operated can be inferred from an entryin the journal of Isaac Bangs {Neio Jersey Historical Society Pro-ceedings, vol. 8, p. 121, May 20, 1858), who visited the Schuyler mine
CATALOG OF THE MECHANICAL COLLECTIONS 33in 1776 and compared the engine there with the New York engine.He wrote: ". . . it [the Hornblower engine] was constructed uponthe same principles and much in the same form as that of NewYork . . ." (Nelson, Josiah Hornhloioer^ p. 22)
.
Shortly after the war and before 1790 a single-acting atmosphericengine was built by Joseph Brown at the Hope Furnace in Scituate,R. I., to drain the ore pits at Cranston, R. I. David Wilkmson sawElijah Ormsbee working on (repairing) the engine at Cranston about1790. "This engine was made with the main cylinder open at thetop as the news of the cap on the cylinder by Boulton and Watt hadnot yet come to this country when the engine was built" (letter fromDavid Wilkinson, Transactions Rhode Island Society for the En-couragement of Domestic Industry, 1861, p. 104).In 1785 Gen. Thomas Johnson and his brother at their CatoctinIron Furnace in Frederick County, Md., made parts of the enginethat James Rumsey used in his steamboat trials on the PotomacRiver.It is probable that John Nancarrow had constructed steam enginesat Philadelphia before 1786. At that time he was the proprietor ofan iron furnace there, and was one of the two men to whom JohnFitch, the steamship inventor, was referred for advice. In 1770Nancarrow was one of the two principal builders of atmosphericsteam engines in England (Smeaton) and in 1799 was the author of amemoir on his improvements to the Savery type of engine in Trans-actions American Philosophical Society, vol. 4, 1799 (Bishop, vol. 1,p. 577).In 1786-87 John Fitch, with Henry Voight, a Dutch watclimakerof Philadelphia, constructed two models of steam engines and afull-size engine of the Boulton and Watt type with a 12-inch cylin-der. Later, in 1790, Fitch, William Thornton, and John Hall to-gether constructed an efficient engine that was used to propel apacket boat (Bishop, vol. 1, p. 577).As early as 1788 Nathan Read, graduate of Harvard College andresident of Salem, Mass., became interested in the propulsion ofboats by steam and directed his attention to the design of lighter andmore efficient machinery. On August 26, 1791, he received a UnitedStates patent for a vertical multitubular boiler, one of the first fourUnited States patents, all of which were issued on the same day.Read's boiler is the earliest multitubular boiler of record (Read,David, Nathan Read and the Steam Engine, 1870)
.
In 1794, Jacob Mark, Philip Schuyler, and Nicholas J. Rooseveltpurchased six acres of land from Josiah Hornblower, then a sub-stantial citizen of New Jersey, and put up a foundry, machine shop,and smelter for the use of the New Jersey Copper Mine Associa-tion, which they as directors had organized to resume mining at the
34 BULLETIN 173, U. S. NATIONAL MUSEUMSchuyler mine. This establishment was located on Second River nearBelleville, N. J., and was called "Soho" after the Boulton and Wattworks of the same name. In 1798, under the direction of Roosevelt,who was then probably the sole owner, a steam engine was made forthe boat Polacca. This engine had a 20-inch diameter cylinder anda 24-inch stroke (Nelson, Josiah HornhloiDer). The boat was theresult of the combined efforts of Col. John Stevens, of Hoboken,Robert R. Livingston, of New York, and Roosevelt.On March 21, 1799, Roosevelt contracted to build the engines forthe Center Square and the Schuylkill (at Chestnut Street) stationsof the Philadelphia waterworks. These were large engines of theBoulton and Watt type and were put in operation in December 1800and January 1801. The contract price was $30,000 for the two, butRoosevelt claimed that they cost him $77,192 to build. Completedescriptions of these are given in an illustrated paper by Fred.Graff, C. E., quoted in the article "The History of the Steam Enginein America" in the Journal of the Franklin Institute^ October 1876,and also in United States Centennial Com/mission: Reports andAwards^ International Exhibition^ vol. 6, p. 197, 1876. The samereferences show that in July 1800 a small cylinder for a steamboatengine (for Roosevelt, Livingston, and others) was being bored atthe "Soho" works.Col. John Stevens in 1799 became the engineer of the ManhattanCompany, which was organized that year to supply water to the Cityof New York. He convinced the directors that a steam pump shouldbe substituted for the horsepower pumps with which the companystarted, and in 1800 constructed (probably at his own shop inHoboken) an engine of the Savery type embodying several of hisown improvements. This was not satisfactory, and Stevens thenattempted to construct an engine with "Doc" Appollos Kinsley,owner of a small machine shop in Greenwich Street, New York.Kinsley wrote in August 1801 that he had the engine in operation,ready to deliver, but he became ill before its completion and Stevensprocured an engine of the Boulton and Watt type, constructed byRobert McQueen, of New York. This engine continued in operationto about 1844 (Turnbull, A. D., John Stevens^ An American Record,,pp. 151-152, 1928).Oliver Evans, millwright and engineer, speculated on the use ofthe steam engine to propel land carriages as early as 1773-74. Hefiled an application for a patent with the United States Patent Officein 1792 containing specifications for horizontal and vertical recipro-cating engines and a rotary engine. In 1801 he completed a prac-tical steam engine, which, if it did grind plaster and saw marble,was the first steam engine to be used in a manufacturing process inthis country, all earlier engines having been used to pump water or
CATALOG OF THE MECHANICAL COLLECTIONS 35propel boats. Shortly thereafter Evans established the Mars IronWorks in Philadelphia and began the manufacture of steam engines.Evans built small, high-pressure, beam engines that found a readysale and were sent to many parts of the country. At Evans' deathin 1819 more than 50 of his engines are said to have been in usein a great variety of work. The business was continued by DavidMuhlenburg and James Rush at Philadelphia and by Stackliouse &Kogers, licensees, at Pittsburgh.A description of the engine built by Oliver Evans for the steamboatAetna ajDpears in L.-B. Marestier : Memoir sur le Bateaux a Vapor^Paris, 1824. Oliver Evans: A Chronicle of Early American En-gineering, by Greville and Dorothy Bathe, Historical Society ofPennsylvania, Philadelphia, 1935, is an excellent record of Evans'life and work.Robert Fulton imported a Boulton and Watt steam engine in 1805-6for his steamboat experiments on the Hudson River. This engine, adouble-acting, separate-condenser type, was used in the successfulClermont. This was the first Boulton and Watt engine now definitelyknown to have been brought to this country and was probably thesecond engine imported from England.Early steam-engine manufactures.?^With the success of Evans andFulton the general interest in steam engines for both manufactoryand boat power increased tremendously, and steam engines werebuilt in all parts of the country. Prior to this, steam engines had beenbuilt at iron furnaces and in the establishments making mill macliin-ery, stoves and kettles, and plates and rods, all of which had grownout of iron furnaces and foundries. The Soho works of Rooseveltwas originally the smelter and shops of the New Jersey Mine Asso-ciation; John Nancarrow at Philadelphia was the proprietor of aniron furnace (Nancarrow and Matach), which, according to GeorgeWashington (1787), was the largest and best equipped in the country;John Hall, steam-engine mechanic, with Fitch and Stevens owneda plating forge and tilt hammer at Philadelphia in 1750 ; and RobertMcQueen (with Sturtevant) and James F. Allaire, at New York,were the proprietors of an iron furnace and foundry, respectively.Evans' Mars Iron Works was probably the first to specialize in steamengines, though James Smallman was listed in the Philadelphia di-rectory of 1802 as maintaining an establishment for making steamengines of all sizes and varieties (Westcott and Scharf, History ofPhiladelphia) . Smallman seems to have been the first to export asteam engine from the country, as he built a steam flour mill forCadiz, Spain, in 1806.Immediately after the successful trip of the Clermont, Fulton beganto build engines and steamboat machinery at his shops in what isnow Jersey City.
Qg BULLETIN 173, U. S. NATIONAL MUSEUMStaudinger, who had worked with Roosevelt at Soho and Stevensat Hoboken, was Fulton's chief engineer. Iron castmgs were obtainedfrom McQueen and John Youle and brass castings from Allaire, allof New York. Many successful engines were built before Fulton'sdeath in 1815, after which Staudinger and Allaire took over the worksand continued there until Staudinger's death the next year. Allaire,then, as sole owner, removed the works to the location of his originalbrass and bell foundry in Cherry Street, New York City, where hecontinued the manufacture of large marine and stationary enginesuntil he retired from the business in 1842. The Allaire Works wasincorporated in 1850, with T. F. Secor president, and continued to1868, when it was purchased along with most of the other engineworks in New York City by Jolin V. Roach to form John V. Roach& Sons.HALF CYLINDER OF THE FIRST STEAM ENGINE IN AMERICA, 1755Plate 12, Fiq-uke 1U.S.N.M. no. 180143; original; deposited by the New Jersey Historical Society;photograpli no. 32578.The engine of which this relic was a part was constructed in Corn-wall, England, by Joseph Hornblower and his sons, engine buildersand engmeers, for Col. Jolin Schuyler, of New Jersey. It wasbrought to America in 1753 by Josiah Hornblower and erected by himat Colonel Schuyler's copper mine on Barbadoes Neck, N. J. Theenguie was started in 1755 and used to pump water from the mineuntil 1768, when it was disabled by fire. It was used again from 1793until some time early in the nineteenth century, when it was dis-mantled and the parts disposed of. This portion of the cylinder isthe only part known to have been preserved to the present time.The engine was an atmospheric steam engine of the Newcomentype, in which the piston was connected by a flexible chain to awalking beam to the other end of which were connected the heavypump rods and parts. The weight of the pump rods pulled downthe pump end of the beam, raising the piston end so that the enginepiston was held at the top of the cylinder. Steam was admitted tothe cylinder, the valves were closed, cold water injected, and the steamcondensed, forming a partial vacuum under the piston, with the resultthat atmospheric pressure pushed down the piston and raised thepump rod. The cylinder was then opened to the atmosphere andthe weight of the pump returned the piston to the top of the cylinderso that the cycle could be repeated. The reciprocating motion of thepump rods pumped the water from the mines.This description is general, as no detailed account of the engineexists and the only illustration of the engine is that of the enginehouse in the Hornblower family seal.
CATALOG OP THE MECHANICAL COLLECTIONS 37JAMES RUMSEY'S STEAM ENGINE, 1787
"A Short Treatise on the Application of Steam , . . Applied toPropel Boats or Vessels . . . Grist-mills, Saw-mills, etc."By James Rumsey (1787)U.S.N.M. no. 160398 ; original ; purchased from Thomas Rumsey ; not illustrated.This treatise (26 pp. ) , written by the author to set forth his claimsas the original inventor of the steamboat, is of interest here because itdescribes one of the earliest steam engines (or steam pumps) built inthe United States.The engine described was a direct-connected atmospheric pumpingengine. A vertical steam cylinder 2l^ feet in length (diameter notstated) was mounted upon and directly bolted to a pump cylinder ofthe same diameter. The pump piston and the steam piston wereconnected together by a "smooth bolt passing through the bottomof the upper cylinder." Steam from the boiler was admitted to theupper cylinder "under its piston which is then carried to the top ofthe cylinder by the steam (at the same time, the piston of the lowercylinder is brought up to its top, from its connection with the upperpiston, by the aforesaid bolt), they then shut the communication fromthe boiler, and open another to discharge the steam for condensation
;
by this means the atmosphere acts upon the piston of the uppercylinder, and its force is conveyed to the piston in the lower cylinder,by the aforesaid connecting bolt, which forces the water, then in thelower cylinder, through the trunk, with considerable velocity; thereaction of which on the other end of the trunk, is the power thatpropels the boat forward."It appears from this that the engine employed the pressure of thesteam for raising the piston and was equipped with a separate con-denser. Affidavits included in the Treatise estimate the weight ofthe machinery as 500 to 800 pounds, occupying a space less than thatrequired for "four flour barrels" or about "four feet by three feet",that the fuel consumption was not more than 4 bushels of coal in12 hours, and that the boat laden with 2 to 3 tons exclusive of themachinery was driven at a speed of 3 to 4 miles an hour.A new type of boiler, which "Charles (Morrow) conceives to bethe most capital contrivance to make steam that can be invented, forwhen the machine is not at work, the whistling of the steam may beheard at least half a mile", held only 20 pints of water and made"more steam than a five hundred gallon boiler in the common way."This was probably a boiler of the flash type.
go BULLETIN 173, U. S. NATIONAL MUSEUMJOHN STEVENS STEAMBOAT ENGINE, 1804Plate 12, Figure 2U.S.N.M. no. 181179; original; deposited by Edwin A. Stevens; photograph no.21855.This is the high-pressure, reversible steam engine built by Col.John Stevens, of Hoboken, N. J., and used in his successful steam-boat experiments on the Hudson Kiver in 1804. The engine waspreserved by members of the Stevens family. In 1844 it was par-tially restored when a reproduction of the original boat was madeand run on the Hudson Kiver. The engine is believed to be theoldest steam engine built in the United States now in existence, aswell as the oldest complete engine of any that were used here.The engine has a double-acting, vertical cylinder, 4I/2 inches indiameter with 9-inch stroke. The piston rod extends upward and ter-minates in a cross arm (cross head) or yoke, from either end of whicha connecting rod extends downward to a crankshaft. Two crank-shafts to drive the two propellers of the boat are located one oneither side of and slightly below the bottom of the cylinder. Twolarge cast-iron gears, one on each of the crankshafts, run in meshand keep the two cranks turning together in the proper relativepositions so that the resultant horizontal thrust of the two connect-ing rods on the cross head will be zero. (This method of dispensingwith a cross-head guide was used by Dr. Cartwright of England inseveral small engines erected near London about 1800.) The valvesof the engine are 2-way plug valves, one of which serves each end ofthe cylinder. The valve stem of each valve carries a small spurgear, the two being oscillated by one rack, which moves verticallyup and down. The rack that works the valves is driven by a leverand connecting rod from a crank pin on a crank disk, which is car-ried loosely on the end of one crankshaft.A collar, which is something less than a complete ring, projectsfrom the back of the crank disk and partially encircles the shaft.A lug projecting from the shaft in the plane of the collar engageswith either end of the collar depending upon the direction in whichthe engine is started. As the lug on the shaft is directly opposite thecrank, and the crank pin is located just midway of the ends of thecollar, the crank pin will be in the same position relative to the crankwhen running in either direction. A handwheel geared to the crankdisk permits the crank disk to be turned by hand for approximatelyhalf a turn ahead of its driven position for starting the engine inthe desired direction.The engine is exhibited with the original tubular boiler and areproduction of the boiler feed pump.
CATALOG OF THE MECHANICAL COLLECTIONS 39MACHINERY OF THE "CLERMONT" AND THE "CHANCELLORLIVINGSTON"U.S.N.M. no. 180137 ; drawings ; deposited by the Stevens Institute of Tech-nology; not illustrated.The information given to the Museum with the drawings is asfollows
:
"These drawings of the machinery of the first steamboats of RobertFulton, the Clermont^ and the Chancellor Livingston were made byRobert Fulton and used by Mr. Allaire, the engine builder, who sub-sequently presented them to Charles H. Haswell, Esq.
"The first named was afterward lost at the West Point Foundry andwhen afterward found was given by the discoverer to Chief EngineerWm. H. Shock, U. S. Navy, by whom it was, eighteen years later,in 1871, presented to the Stevens Institute of Technology."The second drawing remained in the possession of Mr. Haswelluntil, in 1872, it was presented to the Institute by its owner, who sur-rendered all proprietary claim to the other sketch."THE CLERMONT DRAWINGSThe drawing of the Clermont (really the North River^ the re-modeled Clermont) machinery is a nicely executed wash drawing,14 by 22 inches in size, of a longitudinal section in elevation throughthe "engine room" part of the vessel, including a portion from a pointslightly aft of the boiler grates forward to include the entire machin-ery and its framework. The floor timbers and deck beams are shown.An inscription, evidently added after the drawing was found at theWest Point Foundry, reads: "Engine of Steamboat Clermont-NorthRiver. The Original Drawing Drawn by Robert Fulton, Esqr. NewYork 1808. From the archives of the West Point Foundry Associa-tion."The drawing unfortunately is stained and worn to the extent thatmany details are obliterated. On the other hand, it is believed tobe a duplicate of one of several original drawings by Fulton nowin the possession of the New Jersey Historical Society, and from astudy of both drawings together with a description of the boatdeposited in the New York Historical Society by Richard Varick DeWitt in 1858 (published in Robert Fulton and the Clermont^ by A. C.Sutcliff, 1908) the following description of the engine can be givenwith some degree of accuracy
:
The engine was constructed at Birmingham, England, by Boultonand Watt and shipped to New York in 1806. It was double acting,with a cylinder 2 feet in diameter and a 4-foot stroke. The cylinderstood upon a condenser shell of the same diameter and about 2 feetin height. The piston rod extended upward and terminated in across head, which traveled in guides on vertical timbers of a gallows
40 BULLETIN 173, U. S. NATIONAL MUSEUMframe erected over the cylinder. A connecting rod extended down-ward from each side of the cross head to the aft end of a bell-cranklever, one of which was located on each side of the cylinder. The bellcranks were triangular trusses constructed with a long horizontallower member pivoted at a point about a foot forward and slightlybelow the bottom of the cylinder. This member extended aft so thatthe end that was connected to the cross head was approximatelyopposite the center of the cylinder and under the cross head. Thesame member extended forward from the pivot about the same dis-tance and the forward end was heavily weighted to counterpoisethe weight of the connecting rod. Integral with the lower horizontalmember of the lever, perpendicular to it, and rising from it at thepivot point was a short arm, which formed, with the lower member,a right-angle bell crank. From the top of the short member a longconnecting rod extended forward to a crankpin in the side of the rimof a large gear wheel, which meshed with and turned a larger gearon the paddle-wheel shaft. From a point forward of the pivot ofeach lever a connecting rod extended upward to the cross head of anair pump and to the end of a vibrating beam from which motion wastaken to operate two other pumps, which were probably bilge andboiler feed pumps. A large flywheel was mounted directly over thekeel on the paddle-wheel shaft. The valves and valve gearing of theengine are not detailed, and all that can be said is that there was avalve chest at either end of and on the aft side of the cylinder con-nected together by a pipe on the starboard side. De Witt states that
"the valves of the cylinder were poppet valves operated by the clackgearing, then in use." The valves of the engines in the model of theGlei'mont in the water craft collections of the Museum are indicatedas having been operated by hand. Drawing 7 attached to Fulton'sU. S. Patent Specification of 1809 from a copy in the Boulton andWatt manuscript in the possession of George Sangyl, Birmingham,England, first published in Robert Fulton^ Engineer and ArtiM^ byH. W. Dickinson, London, 1914, indicates a practically identicalarrangement of machinery. This drawing shows a plug tree, foractuating the valves, connected to the vertical arm of the bell crankby means of a flexible cord or chain turning over a guide pulley.The plug tree was raised by the pull of the cord and returned by itsown weight.The boiler was a return-flue cylindrical shell boiler set in brickwork.The brickwork formed the furnace under the forward end of theshell and a long narrow flue under it to the back of the boiler. Thegrates were horizontal. The chimney was at the front of the boiler(the forward end) and was supported on a brick column, which alsoenclosed the front smoke box. An inclined chute through the brickcolumn permitted fuel to be put upon the grates. The shell of the
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 12
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 13
STEAM Engines. 1864-1875.1. Horizontal steam engine, 1864 (U.S.N.M. no. 310241). See p. 48.2. Tliompson and Hunt steam engine, c. 1875 (model; U.S.N.M. no. 309645). See p. 50.
CATALOG OF THE MECHANICAL COLLECTIONS 41boiler was of copper, weighed 4,399 pounds, and was constructed byCave & Son, of London, England. The boiler was approximately40 inches in diameter, the flue about 14 inches.THE CHANCELLOR LIVINGSTON DRAWINGThis is a mechanical drawing in pencil on buff drawing paper, 15by 22 inches, scale % inch=l foot, somewhat torn and stained. Thedrawing shows a section through the cylinder, condenser, air pump,and boiler feed pump, with the valves and valve chests completelydrawn in section. The lever that drove the air pump and the linkagesto the feed pump and valve mechanism are shown, but the valvemechanism itself is barely indicated in free-hand drawing, and theconnecting rod from the cross head to the crank at the side of cylinderis omitted. The gear train to the flywheel shaft and the rim of theflywheel are indicated.The engine consisted of a vertical double-acting cylinder, 40 inchesin diameter with a 5-foot stroke, placed upon a cylindrical condensershell of the same diameter, 3 feet tall. The piston rod extendedupward to a cross head the guides for which are not shown, thoughan A-frame rising about 18 feet above the bottom of the condensershown in the drawing would have had no other purpose than to carryguides for the cross head. A very long connecting rod extendeddownward from the cross head to one end of a straight lever, theopposite end of which was similarly connected to the cross head of avertical air pump, 28 inches in diameter, 30-inch stroke. The leverwas pivoted on a pedestal located forward of the cylinder, betweenthe cylinder and the air pump. The base of the condenser, thepedestal, and the air pump were apparently bolted to the same base,which contained a passage connecting the condenser with the air-pump cylinder. The intake valve of the air pump was a very largelift valve apparently closed by its own weight, located in the centerof the lower end of the cylinder. The piston of the air pump hadan annular port around the piston rod, wliich was closed by a liftvalve that slid on the piston rod. The discharge was at the side ofthe upper end of the cylinder, through a hinged check valve into adischarge chamber, which was connected to the suction of the boilerfeed pump. The boiler feed pump and probably the valves of theengine were operated from a rod worked up and down by a vibratinglever, one end of which was attached to the piston rod, the other endindicated as being fixed at a point above and several feet aft of thecylinder. The valves of the engine were located in a valve chest ateach end of the cylinder. Each valve chest was divided into threeparts by two poppet valves and valve seats. The central part in eachvalve chest between the valves was connected to the passage leading49970?39 4
42 BULLETIN 173, U. S. NATIONAL MUSEUMto the end of the cylinder. The space above the upper valve in eachchest was connected to the boiler steam pressure, the lower space tothe condenser. In each case the stem of the valve extended upward,the stem of the lower valve passing through the upper valve and valvestem. The valve-actuating mechanism was very lightly sketched inthe drawing, and the exact method of operation is not discernible.It is fairly clear that a bracket bolted to each valve chest extendedupward and carried the pivots for two bell cranks, which were at-tached to collars on the valve stems. A third bracket slightly aft ofthe valve chests and just below the upper valve chest carried thepivots of twc other bell cranks. These two bell cranks had theirafterarms drawn out and curved into hooks, which may have beenhandles for manual operation of the valves or which may have en-gaged with some valve-actuating mechanism not shown. Each ofthese two bell cranks had two other arms connected by links to thebell cranks on the valve chest brackets. The upper one operated thesteam valve of the upper end of the cylinder, opening it as it openedthe exhaust valve of the lower end. The lower crank opened theexhaust valve of the upper end while it opened the steam valve of thelower end, and vice versa. The crankshaft of the engine was directlyunder the cross head and slightly below the top of the cylinder. Thecrank was carried on the side of a 6-foot gear wheel, which meshedwith a 3-foot gear on the flywheel shaft. The flywheel sketched wasapproximately 13 feet 6 inches in diameter.JAMES WATT ENGINE AT SAVANNAH, GA., 1815U.S.N.M. no. 309800 ; blueprint of drawing made from the engine ; gift of JohnRourke, Sr. ; not illustrated.This print is a side and end elevation of a 90 horsepower beamengine, built by James Watt at Lancashire, England, in 1815. Theengine was brought to Savannah, Ga., and erected at the rice millsof Messrs. McAlpin and Mclnnis, where it worked regularly to about1900. In 1891 it was generally overhauled and repaired by JoluiRourke & Son, Novelty Iron Works, Savannah, when this drawingwas made. When the mill was dismantled about 1900 the enginewas stored by Mr. Rourke who recognized its historical value. Un-fortunately it was destroyed by fire several years later.The engine had a 31-inch cylinder, 72-inch stroke, and operatedat 18 revolutions a minute on 8 pounds per square inch steam pres-sure. It was equipped with a common jet condenser and a 24-inchair pump. A boiler feed pump worked from the beam. The crank-shaft and connecting rod were cast iron.
CATALOG OF THE MECHANICAL COLLECTIONS 43STATIONARY ENGINE, 1829U.S.N.M. no. 180010; original model; gift of Charles M. Blackford; not illus-trated.This is an operating model of a simple steam engine made byWilliam M. Blackford, a lawyer and editor of the Political Arenaat Fredericksburg, Va., in 1829. At that time steam engines wereso rare that Mr. Blackford was induced to deliver public lectures onthe steam engine, using the model as an illustration. It is believedthat the model illustrates the general form of the simple steam engineas it was being built about 1829.The model has a vertical, double-acting cylinder, with the pistonrod connected by a double pin joint to one end of a walking beam.The other end of the beam carries a connecting rod that turns a crank,crankshaft, and flywheel. A slide valve moves across the lower endof the cylinder and is driven by an eccentric on the shaft througha valve rod, bell crank, and eccentric rod. Steam is carried to theupper end of the cylinder through a passage extending along thewhole length of the cylinder.
"LIGHTHALL'S IMPROVED HORIZONTAL AND BEAM ENGINE", 1838U.S.N.M. no. 308639 ; original patent model ; transferred from the United StatesPatent OflSce; not illustrated.This model was submitted with the application for the patentgranted to William A. Liglithall, of Albany, N. Y., April 14, 1S38,no. 696.The engine is designed primarily for boat propulsion and permitsthe use of a horizontal steam cylinder installed low within the boatin combination with a beam working vertically as in a beam engine.The model is diagrammatic in form, is made of wood, and is notcomplete. The engine represented is essentially a beam engine laidupon its side so that the cylinder is horizontal and the beam is sup-ported vertically. The patent drawing shows the cylinder placed di-rectly upon the keelson of a boat with the beam held so that the lowerend is at the approximate level of the center of the cylinder. A longconnecting rod attached to the upper end of the beam reaches backover the cylinder to a crank on the engine shaft, which is locatedabove the cylinder and back of it.MAUDSLAY AND FIELD MARINE ENGINE, 1842U.S.N.M. no. 251298; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent issuedto Joseph Maudslay and Joshua Field, of Lambeth, England, June11, 1842, no. 2668.
44 BULLETIN 173, U. S. NATIONAL MUSEUMThe engine represented is one in which the crankshaft is locatedclose to the top of the vertical cylinder and is driven by a return con-necting rod from the cross head, which is above the shaft. It isdesigned to utilize all the limited height available within a boat belowthe paddle shaft.Peculiarities of the engine are the use of two piston rods, one oneither side of the crank throw, and the location of the cylinder sothat its axis does not pass through the center of the crankshaft. Thepiston rods terminate in a cross head that works in vertical cylin-drical guides from which a connecting rod returns to the crank lo-cated just above the cylinder.The patent also describes the Maudslay and Field "Siamese" en-gine, a double, return-connecting rod engine; and a method of con-trolling the expansion valves of the two cylinders simultaneously andwithout stopping the engine. This last was effected by changing theposition of a pair of spiral cams (snail cams), which operated theexpansion valves.U.S.N.M. no. 309353, original patent model, transferred from theUnited States Patent Office, is a duplicate model of this engine.LOPER STEAM ENGINE, 1845U.S.N.M. no. 251297; original patent model; transferred from the United StatesPatent OflBce; not illustrated.This operating model was submitted with the application for thepatent issued to R. F. Loper, of Philadelphia, Pa., November 26,1845, Patent no. 4289.The engine was designed to drive two parallel crankshafts in op-posite directions at the same speed, for the purpose of turning screwpropellers of the "inventor's and others' design", for the propulsionof ships.The single horizontal cylinder of the engine is located a short dis-tance from one end of a long rectangular bed frame. At each end ofthe frame is a crankshaft connected by its connecting rod to thecross head, which moves in guides near the middle of the frame. Athird vibrating rod pivoted on the cross-head pin at the side of thecross head extends the entire length of the engine and connects the twocrankshafts for the purpose of keeping them in their proper relativeand opposed positions.BENSON STEAM ENGINE, 1847U.S.N.M. no. 309197; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was part of the application for the patent issued toBenjamin S. Benson, July 10, 1847, no. 5185.
CATALOG OF THE MECHANICAL COLLECTIONS 45The machine represented by the model is a very early example of the
"wobble disk" type of engine or pump. Many engines and pumpsusing this principle of operation have been designed from time to time,and experiments are carried on today with internal combustion en-gines of this form. Combinations of one unit used as a pump and oneused as a fluid motor are very successfully used for power trans-missions.The machine consists of four cylinders placed around the axis ofa shaft, parallel with and at equal distance from it, with the rods ofthe pistons that work in the cylinders connected to arms projectingfrom a shaft not parallel to the axis about which the cylinders areplaced. With this arrangement rotary motion of the shaft is accom-panied by reciprocating motion of the pistons, and the device may beused as a motor or a pump.LOPER MARINE STEAM ENGINE, 1849U.S.N.M. no, 309198; original patent model; transferred from the United StatesPatent Office ; not illustrated.This was submitted with the application for the patent issued toK. F. Loper, of Philadelphia, August 28, 1849, no. 6673.This is a nicely made working model of a 2-cylinder vertical marineengine directly connected to a 2-throw propeller shaft, upon whichis mounted a 4-blade propeller. The model is complete with boiler,feed-water pump, condenser, and condenser air pump. The peculiarfeature of the invention is the manner of connecting the air pumpto the engine and the method of quickly converting the engine fromcondensing to noncondensing operation.The engine represented consists of a heavy bed plate shaped to fitthe hull of a vessel, upon which are attached the bearing of the pro-peller shaft and the frame that supports the cylinders. The cylin-ders are double-acting and are "reversed from the ordinary positionof engines, the piston rod running down through the lower head andconnecting by the usual connecting rod with the cranks on the shaftbelow." "The valves of the engine take their motion from eccentricson the main shaft coupled with a valve lever by proper eccentricrods. The lever is affixed to its axis by its center and is made double,so that the eccentric rod can be thrown to either end to reverse themotion or may be wholly detached." The cut-off is worked by an-other eccentric on the shaft. The feed-water pump is worked di-rectly from the cross head. The air pump is driven by a beam andconnecting rod, which is driven by a crankpin upon a gear wheelthat engages a pinion on the crankshaft. The ratio of the gears issuch that the air pump performs only one stroke to two of theengine. The air pump communicates with the condenser into which
46 BULLETIN 173, U. S. NATIONAL MUSEUMthe exhaust pipe opens. The escape pipe is also connected with thecondenser, which, when open, allows the steam to escape withoutcondensing.LIGHTHALL HALF-BEAM MARINE ENGINE, 1849U.S.N.M. no. 308641 ; original patent model ; transferred from the United StatesPatent OflBce; not illustrated.This model was submitted with the application for the patentissued to William A. Lighthall, of Albany, N. Y., October 23,' 1849,no. 6811.The model shows a combination of a horizontal cylinder with avertical beam to which the engine's force is applied between the ful-crum and the connecting rod to the engine crank. It permits locat-ing the propelling machinery of a side-wheel steamboat low withinthe hull.The model is a panel representing a horizontal cylinder with pistonrod connecting to a short beam pivoted at a point below the level ofthe cylinder. From a short distance above the point at which thepiston force is applied to the beam a long connecting rod connects tothe crank on the engine shaft located above the cylinder and at themiddle of its length. The location of the condenser below thecylinder and the location of the air pump and the manner of operat-ing it are shown by the model.JOHN ERICSSON STEAM ENGINE, 1849U.S.N.M. no. 251299 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model formed part of the application for the patent issuedNovember 6, 1849, no. 6844.The invention illustrated in this model is an engine in which theresistance applied to the piston rod by the load on the engine decreasesin the exact ratio of the decreasing pressure of the steam as itexpands in the cylinder of the engine. It is intended to apply theirregular pressure on the piston in such a manner that a continuouspower will be transmitted to the crank.The engine consists of one small and one large diameter verticalcylinder from each of which a piston rod extends upward to the endof a rocking beam. The other end of each beam is connected to athrow of a horizontal crankshaft, the two throws of which are 180?apart. Steam is admitted to the upper end of the small cylinder,when that piston is at the top of its stroke, and acts directly uponthe piston for part of the downstroke. The steam is then cut off andexpanded to the end of the stroke, when the expanded steam is passedto the upper end of the large cylinder, where it expands further asthat piston moves down to the end of the stroke. At the same time
CATALOG OF THE MECHANICAL COLLECTIONS 47the lower part of the small cylinder is opened to the same steam, sothat the pressure on either side of the small piston is balanced duringits upward stroke. The lower end of the large cylinder is alwaysconnected to the condenser and during the upstroke of the large pistonthe pressure is balanced by opening the upper end to the condenseralso. The proportions of the engine are selected so that "the forcetransmitted to the crank during the first and second halves of itssemirevolution shall be alike although the steam be expanded morethan twenty times."The witnesses to the patent application for the above invention werePeter Hogg and James B. Ward of the old Hogg & Delameter IronWorks. ERICSSON STEAM ENGINE, 1858U.S.N.M. no. 251295; original patent model; transferred from the United StatesPatent OflJce ; not illustrated.This model was submitted with the application for the patent issuedto John Ericsson, July 6, 1858, no. 20782.The purpose of this design was to obtain the maximum of compact-ness and power in a horizontal engine so that it could be locatedtransversely and very low within a boat for driving the screwpropeller of the boat.The engine represented consists of two short-stroke, large-diame-ter, horizontal, double-acting cylinders placed with their head endsbolted together and located so that the propeller shaft is in the planein which the cylinders are joined together. The piston rods of thetwo cylinders are connected by like combinations of rocker arm andconnecting rod to a single crank on the propeller shaft.SHLARBAUM OSCILLATING ENGINE, 1863U.S.N.M. no. 251293 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patent issuedto Herrmann Shlarbaum, New York, N. Y., September 1, 1863,Patent no. 39756.This engine has a reciprocating piston working in a vertical cylin-der oscillating on trunnions near the center of the cylinder. Thepiston rod is directly connected to a crankshaft supported over thecylinder in the same columns that carry the cylinder trunnions. Thefeature of this engine is the manner of admitting steam to the cyl-inder and controlling the exhaust by means of sliding surfaces lo-cated on the sides of the cylinder at the lower end of the cylinder.Admitting steam in this manner rather than through the trunnionswas supposed to reduce the trouble caused by baking the lubricatingoil on the trunnions.
48 BULLETIN 173, U. S. NATIONAL MUSEUMERICSSON STEAM ENGINE, 1864U.S.N.M. no. 308672 ; original patent model ; transferred from the United StatesPatent OflSce; not illustrated.This model was filed with the application for Patent no. 41612,issued to John Ericsson, February 16, 1864.This model shows a horizontal reciprocating steam engine to thepiston of which is linked a rolling weight, which has a correspondingreciprocating motion but always moves in a direction opposite to thatof the piston. The intention of the inventor was to diminish the con-cussion and shaking of a marine engine bed caused by the startingand stopping of the mass of the piston, piston rods, and cross headby adding a similar reciprocating mass moving in the opposite direc-tion.This model was made to demonstrate the principle involved in theinvention. It is driven by a spring motor and is mounted on rollersso that it is free to move if there is any tendency to do so. Thecounterbalancing weight rolls back and forth in the hollow woodenbase of the model.A brass plate on the model is engraved "J. Ericsson, Inventor,1863." HORIZONTAL STEAM ENGINE, 1864Plate 13, Figure 1U.S.N.M. no. 310241 ; original ; gift of the Southern Railway System ; photographno. 31026.This engine was built in 1864 at the Alexandria, Va., shops of theUnited States Military Railroad Department under the direction ofW. H. McCafferty, master mechanic. It was used to furnish powerto the machine shops of the then Alexandria & Orange Railroadand was continued in the same service to 1921. The engine istypical of the best construction of simple stationary steam enginesas they were built in 1864 and for many years thereafter.The engine consists of a 12-inch diameter by 24-inch horizontalcylinder bolted to a rectangular box frame of cast iron mounted upona low brick foundation. The crankshaft turns in one pillow block onthe frame and an outboard bearing block, which is carried on a brickand timber base. The shaft carries a slender flywheel, 10 feet indiameter, and a wide face belt pulley, 6 feet in diameter. The fly-wheel and pully turn in a pit between the frame and the outboardbearing. The cross-head guide is of the double-V type and is sup-ported upon turned pillars rising from the frame. The valve is along slide valve, H-shape in plan, and in effect a simple B-valve.It is driven from an eccentric on the shaft by a hook-and-latch eccen-
CATALOG OF THE MECHANICAL COLLECTIONS 49trie rod, which can be lifted out of engagement with the valve rod topermit the valve to be worked by a hand lever provided for thatpurpose. The speed of the engine was governed by a flyball throttlinggovernor, driven from a pulley on the shaft through belts to a jack-shaft and then to the governor pulley.WILLIAM MONT STORM ENGINE, 1865U.S.N.M. no. 309195 ; original patent model ; transferred from the United StatesPatent Ofl3ce; not illustrated.This model formed part of the application for the patent issuedto William Mont Storm on July 11, 1865, no. 48777.This is a 3-cylinder engine of a radial type, designed to producerotary motion with compactness and simplicity.The engine consists of two horizontal, opposed, single-acting cylin-ders and one vertical double-acting cylinder. The pistons of the hori-zontal cylinders are extended and joined to form a slotted crossheadin which one crank of the crankshaft moves. The piston in the verti-cal cylinder has a much shorter stroke and the piston rod from itextends to a second cross head and crank. D -slide valves are operatedby a very small crank at the end of the crankshaft, in a valve chestlocated at the center of the engine. The engine is reversible.WILLIAM SELLERS OSCILLATING ENGINE, 1872U.S.N.M. no. 251296 ; original patent model ; transferred from the United StatesPatent OflBce; not illustrated.This model formed part of the application for the patent issued toWilliam Sellers, of Philadelphia, Pa., June 11, 1872, Patent no.127928.This engine provides an oscillating engine valve gear capable ofvariable motion and an adjustable guide that relieves the piston-rodstuffing box of the wear and strain developed in rotating the crank.The engine is operated by a plain D-slide valve that receives aconstant motion, for giving a uniform lead, from the eccentric and avariable and reversible motion, for cutting off the steam at differentportions of the stroke, and for reversing the movement of the engine,from the oscillation of the cylinder.This is not the first oscillating engine in which the valve wasoperated by the combined motion of the eccentric and the movementof the cylinder.The piston rod guide is a sleevelike bearing cast in a piece with thecylinder head and surrounding but separate from the stuffing box. Itis designed to prevent wear and leakage of the packing and permitoscillating engines to run at high speeds.
50 BULLETIN 173, U. S. NATIONAL MUSEUMHIRAM MAXIM PUMPING ENGINE, 1874U.S.N.M. no. 308683; original patent model; transferred from the United StatesPatent OflSce; not illustrated.This model was submitted with the application for the patentissued to Hiram S. Maxim, of New York, N. Y., December 22, 1874,no. 158105.This model represents a steam engine, pump, and gas-fired boiler,equipped with automatic valves for maintaining the proper level ofwater in the boiler and for holding a steady pressure in the boiler bystarting or stopping the burner. The combination is a steam-pump-ing unit intended to function automatically without the services of anattendant.The engine is supported upon the boiler and consists of a rectangu-lar bed, which serves as the pump suction chamber, upon which is thevertical pump cylinder and the pedestal that supports the flywheel andcrankshaft journals and the oscillating steam cylinder. Within thebase of the pedestal is a feed-water heater through which the exhaustfrom the engine passes. A float-operated, weighted, pin valve admitswater to the boiler from the discharge pipe of the pump when the levelin the boiler falls. The boiler is a cylindrical shell type with com-bustion chamber formed by water legs in the shape of a truncatedcone. A ring burner for gas or kerosene is located in a cylindricalfirepot within the combustion chamber. The fuel valve to the burneris held open by a spring and is closed by the pressure within theboiler exerted upon a diaphragm and lever. A hole through the valvepermits a small pilot flame to burn at all times.THOMPSON AND HUNT STEAM ENGINE, c. 1875Plate 13, Fiquke 2U.S.N.M. no. 309e45; model; gift of N. C. Hunt; photograph no. 19922.This is a model of the widely used and very successful "Buckeye"engine developed by J. W. Thompson and Nathan Hunt about 1875.It was one of the first of the high-speed, variable cut-oJff ("auto-matic") engines of the modern type.The engine is a horizontal, overhung crank engine with cross-headguides cast within a skeleton cylindrical projection of the cylinder.The valve is a hollow-piston slide valve, taking steam at the centerand passing it through the hollow center of the valve to ports throughthe walls of the valve. A sleevelike cut-off valve operates within themain valve to close the ports. The main valve is operated by a fixedeccentric on the crankshaft and the cut-off valve by a shifting eccen-tric, the position of which is varied by a centrifugal governor of theThompson and Hunt type (see below).
CATALOG OF THE MECHANICAL COLLECTIONS 51HIGGINSON STEAM ENGINE, 1877U.S.N.M. no. 309194; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was part of the application for the patent issued toAndrew Higginson, of Liverpool, England, October 23, 1877, no.196451.The engine represented in the model is a radial reciprocating enginewith three single-acting cylinders. The admission of steam and theexhaust are controlled by ports in the cylinder walls and in the piston.A steam and an exhaust port in each cylinder wall are alternatelyconnected to the space above the piston by being uncovered by a singleport in the skirt of the piston. The piston oscillates in the cylinder touncover either port, the direction of rotation of the crank determiningwhich port is opened first. The engine, therefore, will run in eitherdirection in which it is started. The "cylinders" and pistons arerectangular in section.VERTICAL STEAM ENGINEU.S.N.M. no. 309685; model; gift of Robert E. M. Bain; not iUustrated.This is an operating model of a small, high-speed, vertical steamengine, of a type that has been widely used since about 1880 to furnishsmall powers for general use. They have had a wide application indriving small shops, electric generators, small mine hoists, and flourmills and in larger sizes for rolling mills. They have now been gen-erally replaced by more modern engines and electric drives.The model has a double-acting vertical cylinder supported on atapering columnar frame with openings in the side to allow free ac-cess to all working parts within. The cross-head slide and bearingsare cast with the column. A slide valve operates in a steam chest onthe side of the cylinder and is driven by an eccentric on the shaft.The crankpin is carried in a counterbalanced crank disk. The enginein the model is direct-connected to a hoisting drum.BAKER STEAM ENGINE, 1878U.S.N.M. no. 309246; original patent model; transfex-red from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent issuedto John G. Baker, of Philadelphia, Pa., September 10, 1878, no. 207936.The model represents a small vertical single-acting engine in whichthe connecting rod is attached to the piston by a ball-and-socket joint,and the space enclosed within the cylinder and the face of the pistonis alternately opened to the exhaust and to the steam pipes by rotatingthe piston laterally in the cylinder. The piston is rotated by a simplebent rod, one end of which turns and slides in an opening in the con-
52 BULLETIN 173, U. S. NATIONAL MUSEUMiiecting rod, and the other end slides and turns in a socket in the skirtof the piston. Turning the piston causes two longitudinal groovesin the piston to register periodically with exhaust and steam ports inthe cylinder wall.MAYHEW DIAPHRAGM STEAM ENGINE, 1879U.S.N.M. no. 308705 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to Theophilus Mayhew, of New York, N. Y., July 8, 1879,no. 217392.The engine consists of a hemispherical cuplike chamber over theconcave opening of which is stretched a flexible diaphragm. Thischamber connects to a valve chest in which a flat plate valve worksover the intake and exhaust ports. A lever extends from the frameof the machine over the diaphragm upon which a projection of thelever rests. Inflation and deflation of the diaphragm by admittingand exhausting steam raise the lever and permit it to fall by itsown weight. A system of cranks and springs actuated by the leveroperates the valve. The engine was designed as a simple device foroperating churns and similar machines.GRAHAM STEAM ENGINE, c. 1880U.S.N.M. no. 310898 ; model ; presented by C. F. Germeyer ; not illustrated.This model is of a type of small oscillating steam engine designedand built by William Graham, of Carlisle, Pa., about 1880. Built insizes of 5 to 10 horsepower, these engines were popular in centralPennsylvania for small shop power.On the oscillating cylinder of the engine is a cylindrical valvechest containing a cylindrical rocking valve in the form of a "rolled-up" D-valve. The valve is rocked by the motion of the cylinder,through the action of an adjustable valve gear, which moves on apivot fixed to the stationary base of the engine.SCIPLE PORTABLE STEAM ENGINE, 1880U.S.N.M. no. 308710 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to Harry M. Sciple, Selinsgrove, Pa., February 10, 1880, no.224481.The model represents a small vertical steam engine designed tohave the pedestal, cylinder, and steam chest cast in one piece forlightness of construction. The cross head and cross-head guides arelocated above the cylinder so that a connecting rod much longer than
CATALOG OF THE MECHANICAL COLLECTIONS 53is usual in these engines is employed. The valve is an oscillatingvalve operated from an eccentric on the shaft. The cross head doesnot have sliding faces but is guided by rollers attached to the crosshead by pins. These rollers turn over one complete turn and backin each cycle of the piston.FISKE OSCILLATING ENGINE, 1880U.S.N.M. no. 308712 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent issuedto William S. Fiske, of Stamford, Conn., August 24, 1880, no. 231551.The model represents a vertical steam engine with an oscillatingcylinder, circular slide valve, and hollow cylinder trunnions for theadmission and exhaust of steam. Steam is admitted to the center ofthe annular valve through the adjacent trunnion. The exhaust isconveyed from the valve seat around the cylmder in a hollow bandcast on the cylinder for that purpose and leaves the engine throughthe opposite trunnion. The valve is driven by an eccentric on theshaft. The valve rod is provided with a cross head moving in aguide on the cylinder and oscillating with it. The eccentric rodcarries a pin that slides in a curved slot in the cross head and producesan even motion of the valve thereby.MARINE WALKING BEAM STEAM ENGINE, 1888U.S.N.M. no. 310311 ; model ; gift of Andrew L. Weis ; not illustrated.The model represents a typical American river paddle-wheel steam-boat engine of the late nineteenth century. A piston operating in avertical steam cylinder works upon one end of a walking beam over-head, while a long connecting rod works from the other end of thebeam directly upon the crank in the paddle-wheel shaft. The modelwas made by Frank N. Weis, an assistant engineer on the MaumeeRiver steamboat Chief Justice Waite and is presumed to represent theengine of that boat.The beam of the engine is supported between bearings at the topsof two tall cast-iron A-frames, which in the steamboat would restdirectly upon box-girder keelsons in the hull. The steam cylinderstands between the forward legs of the A-frames. Forward of thecylinder are two columnar pipes bolted to horizontal valve chestsabove and below, which join the pipes but are not connecting. Eachvalve chest is divided at the center so that one pipe and its side ofboth the upper and lower valve chest form the steam-supply passage,while the other pipe and its side of the valve chests form the exhaustpassage connected to the condenser located below and aft of thecvlinder.
54 BULLETIN 173, U. !:>. NATIONAL MUSEUMThe valves are vertical poppet valves with stems projecting upwardfrom the valve chests. The valve stems are fixed to short arms at-tached to vertical liftmg rods fitted with "long-toe" followers, orcams, which ride upon similar tappet cams operated by eccentric rodsfrom eccentrics on the paddle-wheel shaft. There are two eccentricrods, one on either side of the cylinder, one of which operates thesteam valves, the other the exhaust valves. The rods are hook-endedand work through stirrups, which when raised disengage the rodsfrom the valve camshafts. A lever is provided to work the valves byhand in maneuvering.FIRST STANLEY STEAM AUTOMOBILE ENGINE, 1897Plate 14. Fiqube 1U.S.N.M. no. 310524 ; original ; gift of the Mason Regulator Co. ; photographno. 9872A.The Mason Eegulator Co. built this engine for the first steam auto-mobile constructed by F. E. and F. O. Stanley in 1897. It is a2-cylinder engine with cylinders, cross-head guides, and crankshaftbearings bolted to a wide flat bedplate. The valves are piston slidevalves with separate steam chests and are operated by individualeccentrics and simple Stephenson valve gears. The bore is 2^^ inches
;
the stroke is 4 inches.The engine has the original bronze cylinders that were used on theengine when it was first tested by the maker. These were removedand cast-iron cylinders substituted for actual use in the automobile.WESTINGHOUSE JUNIOR AUTOMATIC ENGINE, c. 1900Plate 14, Fiquee 2U.S.N.M. no. 309924; original; from the Mengel Co.; photograph no. 32583B.The original Westinghouse engine of tliis type was one of theearliest of the modern small high-speed steam engines designed forsmall powers and auxiliary drives. This particular engine was usedfor about 25 years to drive a lighting generator on an Ohio Riversteamboat.Some of the characteristics of this engine have been incorporatedin the present-day internal combustion engines of the automobiletype. It is a 6-by-5-inch, 2-cylinder, vertical, single-acting engine,with cylinders cast in a block and a bolted-on closed crankcase.A piston slide valve operates in a cylindrical steam chest cast acrossthe tops of both cylinders. The valve is driven from an eccentricthrough a short, ball-jointed connecting rod and bell crank. Theeccentric is carried in the weighted lever of a flywheel governor.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 14
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 15
Three-stage steam Turbine. 1926-1930.Cutaway (U.S.N.AI. no. 309881). See p. 57.
CATALOG OF THE MECHANICAL COLLECTIONS 55Lubrication is effected by the splash of the cranks in a layer of oilthat floats on water in the crankcase. The throws of the crank areformed by bends in the crankshaft. The engine has the manu-facturer's number 2909.AUTOMOBILE STEAM ENGINE, 1901U.S.N.M. no. 307387 ; original ; gift of Louis S. Clarke ; not illustrated.This is a light 2-cylinder, high-pressure, reversible steam engineof the type used in the early Locomobile automobile.The engine consists of two vertical double-acting cylinders, 2^^inches in diameter by 4 inches stroke, cast with a valve chest joiningthem. An ordinary D -slide valve for each cylinder is operated bya separate Stephenson link motion with two eccentrics for each. Alever and bell crank shifts the two links together. The two cranksare at the extreme ends of the crankshaft and overhang the bearings.The crankshaft and crankpin bearings are provided with roller bear-ings. The power is taken from the engine by a chain from a 12-tooth sprocket at the center of the engine shaft. A boiler feed pumpbolted to the frame is operated by a rocking lever actuated by a pinon one cross head. The engine usually operated on a steam pressureof 150 pounds per square inch, though the boiler safety valves werefrequently set as high as 240 pounds per square inch.STANLEY STEAM AUTOMOBILE ENGINE, c. 1923U.S.N.M. no. 310537, original, gift of Laurence J. Hathaway, not illustrated.This engine is one of the last type built by the Stanley AutomobileCo. It is a 2-cylinder engine of 4-inch bore and 5-inch stroke,nominally rated at 20 horsepower. The engine would actually de-velop 155 horsepower at 600 pounds per square inch pressure, 200?superheat and 80 percent cutoff at 600 revolutions per minute.ROTARY STEAM ENGINESBAKER AND BALDWIN ROTARY STEAM ENGINE, 1839U.S.N.M. no. 308647 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to William H. Baker and Samuel H. Baldwin, of Cohoes,N. Y., August 21, 1839, no. 1295.This is an early example of a steam engine in which two camsturn together in a closed casing so that steam admitted to the casingwill force apart abutments on the cams and cause the cams andthe shafts on which they are mounted to turn. This engine may alsobe used as a pump.
5g BULLETIN 173, U. S. NATIONAL MUSEUMMILLER ROTARY STEAM ENGINE, 1859U.S.N.M. no. 251294; original patent model, transferred from the United StatesPatent OflSce; not illustrated.This model was submitted with the application for the patent is-sued to Charles Miller, of Belleville, 111., May 3, 1859, no. 23852.The engine has two oval pistons or cams each running in a sepa-rate circular cylinder or casing. Sliding abutments in the casingbearing on the edges of the cams direct the steam in the forwarddirection around the casing. Admission of steam is controlled bytwo flat slide valves working in steam chests on top of the casing.The valves are operated by two eccentrics on the engine shaft. Theengine is reversible.JAMES PLATT ROTARY STEAM ENGINE, 1862U.S.N.M. no. 251292; original patent model; transferred from the United StatesPatent OflBce ; not illustrated.This model was submitted with the application for the patentissued to James Piatt, of Utica, N. Y., April 15, 1862, no. 34981.The engine consists of a rotating cylinder in the form of a hollowring within which are a stationary abutment face and two pistons.The pistons are caused to move by the force of the steam admittedbetween the face of the abutment block and each piston in turn asit comes around. The cylinder turns with the pistons, and the powershaft is bolted to the cylinder. A stationary cam causes the pistonsto move in and out in a radial direction so that they will clear th?abutment as they approach it from the back during each revolution.GABRIEL ROTARY STEAM ENGINE, 1867U.S.N.M. no. 309196; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent issuedto Matthias Gabriel, of Newark, N. J., August 6, 1867, no. 67527.The engine represented in the model is one of a great many similardesigns for rotary steam engines, in which a vane or paddle on arotary drum fits closely in the annular chamber between the drumand an outer casing and is driven around the chamber by the pressureof steam expanding between the paddle and an abutment that tem-porarily closes the chamber back of the paddle.This engine has two sliding abutments, which are moved in (toclose the chamber) and out (to clear the paddle as it passes) bymeans of a cam on the shaft of the engine and a system of followersand yokes. A plain D-slide valve is operated by pinions and rackfrom an eccentric on the shaft. Two expansions per revolution areobtained.
CATALOG OF THE MECHANICAL COLLECTIONS 57REILY AND WALDO ROTARY ENGINE, 1875U.S.N.M. no. 309192 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent, issuedto Henry Eeily and P. G. Waldo, of Pennsylvania, September 28,1875, no. 168184.The engine represented by the model is one of the large class ofrotary steam engines in which a rotating drum forms an annularchamber with a larger cylindrical housing, within which a driving-head bolted to the drum is forced around the annular space by theexpansion of steam between the movable driving head and a sta-tionary abutment projecting into the annular space. The engine isprovided with two stationary abutments so that two expansions maybe obtained in one revolution of the driving head. The method ofcontrolling the admission of steam and the device for withdrawingthe stationary abutments to permit the passage of the driving headare the peculiar features of this particular engine.SCHOFIELD ROTARY ENGINE, 1876U.S.N.M. no. 309193; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patentissued to Frederick F. Schofield, of Oscoda, Mich., September 19,1876, no. 182291.This is a rotary engine in which the outer casing rotates and actsas both flywheel and belt pulley. Otherwise it does not differ mate-rially from the many other rotary engines in which an annular spacebetween a casing and a drum is divided by movable abutments in theouter casing, and is traversed by a driving head on the drum. Inthis case the drum is held stationary and the abutments in the casingare driven around by the pressure between the abutments and thehead on the drum.THREE-STAGE STEAM TURBINE, 1926-1930Plate 15U.S.N.M. no. 309881 ; original ; gift of the General Electric Co. ; photographno. 39036A.This is a modern steam turbine of the General Electric-Curtistype, designed for auxiliary drives and small powers requiring 50 to100 horsepower, at 500 to 7,600 revolutions per minute, using steamat pressures of 100 to 400 pounds per square inch. The turbine iscut away to show the details of construction and operation.49970?39 5
5g BULLETIN 173, U. S. NATIONAL MUSEUMIn this turbine steam expands from boiler pressure to exhaustpressure in three steps or stages, in the nozzles of a nozzle plate, thefirst diaphragm and a second diaphragm. Following both the nozzleplate and the first diaphragm are three rows of blades or bucketsconsisting of two movable rows attached to the rotor of the turbineand one row of intermediate buckets attached to the turbine casing.Only one row of movable blades is provided after the second nozzlediaphragm. The steam expands in the nozzles in each stage with aresulting increase in the velocity of the steam. As the steam issueswith great velocity from the nozzles it impinges on moving blades,which are curved in the direction of the path of the steam flow.Through the interaction of the forces necessary to change the direc-tion of the path of the steam, energy is imparted to the movableblades causing the rotor to turn as well as reducing the velocity ofthe steam. This process is repeated in each stage until the pressureof the steam is reduced to the exhaust pressure.Steam is admitted to the first nozzle through a set of conical liftvalves, so arranged that they open in sequence as the load on theturbine increases. This method permits the sensitive control of thesteam flow with a much smaller throttling loss than would occurwith a single large valve. The valves are operated by oil-drivenpistons and are controlled by a centrifugal governor, a small syn-chronous governor, and a hand speed-control adjustment. The speedregulation of the turbine is very close. The turbine is equipped withemergency steam valve, oil pump, cooler, and filter.VACUUM VAPOR POWER PLANT, 1933U.S.N.M. no. 310651 ; original, gift of the Cochrane Corporation ; not illustrated.The miniature vapor turbine power plant, designed by G. H.Gibson, utilizes the difference in temperature generall}^ existing be-tween that indicated by an ordinary (dry bulb) thermometer andthat by a thermometer the bulb of which is kept wetted by a wick dip-ping into water (wet bulb). The "plant" is made of glass and con-sists of a boiler, which is a spiral of bare glass tubing in which vaporis generated by the heat in the surrounding atmosphere, a nozzlethrough which the vapor jets upon the buckets of a tiny turbine wheelmounted on jeweled bearings, and a condenser, which is also a spiralof glass tubing covered and cooled by wetted wicking. The conden-sate return^- to the boiler by gravity. In an ordinary atmosphere theturbine will spin indefinitely as long as the wick is kept moist.
CATALOG OF THE MECHANICAL COLLECTIONS 59The leading dimensions and design data are as follows
:
Boiler heating surface 1-88 sq. ft.Condenser surface 1-25 sq. ft.Temperature difference assumed between wet anddry bulbs 10? F.Temperature difference between steam in boiler andsteam in condenser S^F,Difference in steam pressures 1 in. water col.Spouting velocity 600 ft. per sec.Diameter of nozzle 0.102 in.Rate of steam flow 0.004 lb. per hr.Horsepower of jet 0.000016.Rankine cycle efficiency 1 percent.The designer points out that a difference of wet bulb and dry bulbtemperature always exists except in "saturated" atmospheres. Inhomes during winter months and in arid clim.ates the difference maybe as much a? 20?. This figure is comparable with the temperaturerange between sea water at great depths and at the surface, whichClaude's deep-sea thermal plant seeks to utilize and upon which vastsums of money have been expended.ADDmONAL STEAM ENGINE MATERIAL IN THE COLLECTIONS, NOT DESCRIBEDHeron's rotary steam engine (aeolipile), model deposited by the U. S.Department of the Interior, 1906. U.S.N.M. no. 244887.Papin's steam engine, model, deposited by the U. S. Department of theInterior, 1906. U.S.N.M. no. 244888.Solomon de Caus' steam fountain, 1615 ; photographic transparency, madein the Museum, 1926. U.S.N.M. no. 308463.Thomas Sarery's steam pumping engine, 1698; photographic transparency;made in the Museum. 1926. U.S.N.M. no. 308467.Steam engine, patent model, transferred from the U. S. Patent Office, 1928.Patent issued to G. W. Van Deren, August 14, 1860; Patent no. 29642.U.S.N.M. no. 308863.Steam engine, patent model, transferred from the U. S. Patent Office, 1926,not identified. This is a curious form of engine in which the cylinder revolveson the crank and the piston rod is directly connected to the rim of the flywheel.U.S.N.M. no. 308727.Marine steam engines ; models, made by Frank A. Wardlaw and presentedby Frank A. Wardlaw, Jr. Three finely made small models of a 1-cylinder, acompound, and a triple expansion, vertical reciprocating marine engine.U.S.N.M. no. 310587.Steam engine and boiler, model, presented by Walter N. Willi-s. The modelrepresents an engine with a pear-shaped cam on the shaft in lieu of a crank.A patent on this mechanism was issued to the donor, November 20, 18S3>Patent no. 2S8684. U.S.N.M. no. 310625.Static pressure turbine element, model, presented by Oscar N. Davis. Tliis-is an experimental demonstrating model of an element of a turbine, whiciiwas the subject of Patent no. 1952197, issued to the donor. March 27, 193^U.S.N.M. no. 310824.Triple expansion steam engine, model (incomplete), presented by Mrs. R. E^M. Bain. U.S.N.M. no. 310837.
^Q BULLETIN 173, U. S. NATIONAL MUSEUMFlat panel model of a beam steam engine, made of lead fitted in a woodencase. Not identified. U.S.N.M. no. 308730.MILLER MERCURY MOTOR, 1877U.S.N.M. no. 308696; original patent model; transferred from the United StatesPatent OflBce; not illustrated.This model was submitted with the application for the patentissued to Thomas Davidson Miller, of Pittsburgh, Pa., November 6,1877, no. 196759.The model represents a boiler, a condenser, and an overshot wheel,connected with suitable piping so that mercury placed in the boilerwill be sublimated there and the fumes will rise to the condenserwhere they will be condensed. From the condenser the liquid mer-cury runs over the buckets of the wheel where the weight of thomercury is employed in turning the wheel. Suitable sheathing aboutthe wheel collects the mercury and returns it to the boiler, which itenters by reason of its weight.STEAM-ENGINE VALVES AND VALVE GEARSIn 1769 James Watt discovered that a saving in steam could beeffected in a steam engine by cutting off the supply of steam earlyin the stroke and permitting the steam to complete the stroke ex?panding. This principle was first used practically in 1776 and waspatented in 1782. After about 1800 many valves and valve gearswere developed to jDermit the steam to be cut off at any point inthe stroke. These took the various forms of separate steam valvesthat could be closed at any time relative to the position of the pistonand the exhaust valves; valve gears to vary the cut-off by varyingthe valve actuating mechanism relative to the position of the enginecrank; and independent cut-off valves that operated to cut oft' thesupply of steam to nonvariable valves of simple forms. All these intheir original form were set by hand for the most economical cut-offfor the speed and load at which the engine was to operate. In 1834Zachariah Allen constructed one of the earliest forms of valve gearsin which an engine governor was used to determine the point at whichan independent cut-off valve would cut off the supply of steam. Thenext step was the invention of the drop cut-off, or detachable valvegear, in which a poppet steam valve was raised by a catch that
?ould be thrown out at the proper moment by a wedge or some otherdetaching device with which it came in contact as it rose with theopening valve. The wedge was adjustable so that the valve couldbe detached and let fall to its seat at any point in the stroke. Theinvention of this device is generally credited to Frederick E. Sickels,
^'ho patented it in 1841 (see below), though Peter Hogg, of NewYork, N. Y., also claimed the invention. The drop cut-off provided
CATALOG OF THE MECHANICAL COLLECTIONS Ql
a quick, sharp cut-off that could be varied without interference withthe other valve events. At first it was designed only for hand ad-justment of the detaching device. In 1849 George H. Corliss patentedthe first valve gear in which the drop cut-off was combined withand controlled by the engine governor (see below). This inven-tion with its subsequent refinements was very widely adopted byengine builders throughout the world and has very substantiallyaffected the design of steam engines down to the present time. Ithas been said of the Corliss valve gear that "no other device hasgiven greater prestige to American engineering."The Corliss inventions and engines represented in the Museumcollection are grouped together at the end of this title.SICKELS DROP CUT-OFF VALVE GEAR, 1841U.S.N.M. no. 308650 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was part of the application for the patent issued toFrederick E. Sickels, of New York, N. Y., May 20, 1842, no. 2631.The Sickels valve gear is generally considered to be the first suc-cessful and practical drop cut-off. It was widely used on the enginesof the side-wheel steamboats up to the beginning of the present cen-tury and was the forerunner of the many subsequent designs of dropcut-off valve gears. This valve gear provides a means of rapidlycutting off the admission of steam to the cylinder of the engine atany point in the stroke of the piston. It accomplishes this by trippingor disengaging the valve from the valve gear and permitting it todrop to its seat under the impulse of a spring. A plunger operatingin a water chamber gradually retards the falling valve and bringsit to rest without shock.The Sickels valve is of the conical or poppet type, working verticallywith the valve stem directed upward. Motion is transmitted to thevalve through a lift rod working up and down continuously parallelto the valve stem. Spring clips on the lift rod engage with the pro-jections on the valve stem and lift and open the valve, until the clipscome into contact with wedge-shaped blocks, which spread the clipsand permit the valve to fall back to its closed position. The wedge-shaped disengaging block can be placed so as to cause the valve to dis-engage and close at any desired instant during the up or down move-ment of the lift rod. A spring bearing upon the top of the valvestem causes it to close rapidly, while a plunger or piston attachedto the under side of the valve and working in a chamber of waterretards the valve gradually and permits it to close without shock.The lift rod may be actuated by an eccentric or, as was more usuallythe case, by cam and follower of the "alligator jaw" or steamboattype of gear.
Q2 BULLETIN 173, U. S. NATIONAL MUSEUMSICKELS DROP CUT-OFF VALVE GEAR, 1841PlATE 16, FiGXJBE 1U.S.N.M. no. 180973 ; model ; deposited by Frederick E. Sickels ; photographno. 32595.This is a nicely made brass duplicate of the original Patent Officemodel (see above) of the Sickels valve gear, deposited in the Museumby Frederick E. Sickels, the inventor, in 1891.The Museum has a certificate (U.S.N.M. no. 180974), dated April8, 1891, stating "that the annexed (this model) is a duplicate of themodel filed in the matter of the Letter Patent granted to FrederickE. Sickels, May 20, 1842 for Improvement in Lifting, Tripping andRegulating the Closing of Steam Valves." This is signed by C. E.Mitchell, Commissioner of Patents, and sealed with the seal of thePatent Office.ALLEN ADJUSTABLE CUT-OFF VALVE GEAR, 1841Plate 16, Figure 2U.S.N.M. no. 308649; original patent model; transferred from the United StatesPatent Office; photograph no. 32595B.This model was submitted with the application for the patent issuedto Horatio Allen, of New York, N. Y., August 21, 1841, no. 2227.This is a very early example of an adjustable riding cut-off valvein which the riding valve is formed in two parts provided with asuitable mechanism to vary the distance between the two parts andthus vary the cut-off.The model represents a double-acting, horizontal, direct-connectedengine with flat slide valve and riding cut-off valve driven by sepa-rate eccentrics on the crankshaft. The model is of a section throughthe cylinder and valve chest of the engine. The model shows a longD -slide valve with ports through a projection of the valve insteadof the usual steam edge. Steam is admitted and cut off through theseports, which are opened and closed by the riding valve. The mainvalve operates as a simple slide valve, while the riding valve per-forms the function of cutting off the steam. The riding valve isin two parts carried on a rod threaded through lugs on the valveswith one right-hand and one left-hand thread, so that turning therod moves the parts of the valve away from or toward each other.The farther apart the two parts are, the earlier the cut-off will oc-cur. A bevel gear and spline on the threaded rod permits the adjust-ment to be made without stopping the engine.The patent refers to other ways of obtaining an adjustable cut-offand suggests that the second eccentric be dispensed with and motionfor the riding valve be taken directly from the engine cross head.The inventor refers to his invention as an improvement on theIsaac Adams riding cut-off valve patented in May 1838.
CATALOG OF THE MECHANICAL COLLECTIONS g3ALLEN CUT-OFF VALVE, 1842U.S.N.M. no. 308640; original patent model; transferred from the United StatesPatent OflSce ; not illustrated.This model was submitted with the application for the patentissued to Horatio Allen, of New York, N. Y., April 30, 1842, no.2597.The model represents a valve gear in which separate steam chestsare employed for the head-end and crank-end main steam valves.The supply of steam to each of these steam chests is controlled byadditional cut-off valves, the movement of which is adjustable. Theinventor refers to this invention as an improvement in the valve gearpatented by him August 21, 1841 (see U.S.N.M. no. 308649, p. 62).The model shows a portion of the cylinder of a horizontal enginewith only the piston rod and cross head represented. A steam chestin which are located the ports leading to the inner or main steamchests is shown in section, revealing the cut-off valves on their seats.These cut-off valves are plain flat plates connected to opposite endsof a beam, which receives a vibratory motion from the cross head ofthe engine. The beam and its rock shaft are pivoted in a lever bywhich the pivot can be moved and the time of cut-off varied. Thisthe inventor calls "cut-off with movable rock shaft." He suggeststhat a similar result can be obtained by constructing the cut-off portsin a movable plate which he calls "cut-off with single adjustableseat." ALLEN CUT-OFF VALVE GEAR, 1848U.S.N.M. no. 308643 ; original patent model ; transferred from the United StatesPatent Office: not illustrated.This model was submitted with the application for the patentissued to Horatio Allen, of New York, N. Y., August 29, 1848, no.5745.This is an adjustable drop cut-off valve gear in which a poppetvalve is raised by a lift rod but is permitted to return to its seatsooner or more rapidly than the lift rod returns.The model represents a poppet steam valve raised from its seathj an arm fixed at right angles to a lift rod, which works verticallyand parallel to the valve stem. Upon the face of the arm is a mov-able block a part of the upper surface of which is parallel to the faceof the arm and a part of which is a steep curve. All the movementof the valve is transmitted to it through a roller on its stem, whichrolls on the surface of this block. The block is so linked with avibratory rod, which receives its motion from the cross head of thaengine, that the block will move along the face of the lift rod armand bring different points of its surface under the roller of the valvestem. By proper adjustment the roller will rest upon the flat part
64 BULLETIN 173, U. S. NATIONAL MUSEUM
of the block and move with the lift rod as it is rising and the valveis opening, then the block moves so that the roller comes to the edgeof the inclined portion and rolls down the incline permitting thevalve to drop more quickly than the lift rod. The movement of theblock on the arm and consequently the point of cut-off are fullyadjustable. SICKELS TRIPPING CUT-OFF VALVE, 1852U.S.N.M. no. 308654, original patent model ; transferred from the United StatesPatent Ofl5ce ; not illustrated.This model was submitted with the application for the patent is-sued to Frederick E. Sickels, of New York, N. Y., February 24, 1852,no. 8760.The model represents a valve chest and drop cut-off valve of theSickels type (see above) in which an adjustable cam operates the catchduring the opening movement of the valve so that the valve maybe released as near the beginning of the closing movement as isdesired. In the earlier cut-offs the catch was operated by the closingmovement alone, and the valve could not be tripped until sufficientclosing movement had taken place to operate the whole extent of thecatch. UHRY AND LUTTGENS VALVE GEARING, 1855U.S.N.M. no. 308656; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patentissued to H. IJliry and H. A. Luttgens, of Paterson, N. J., March 20^1855, no. 12-564.The model represents a "link motion" applicable to marine, loco-motive, or stationary steam engines. It is a combination of threeeccentrics, the ordinary Stephenson link motion, an additional linkpivoted to the Stephenson link, a differential rocker, and a mainrocker. The main rocker and the Stephenson link operate one valve,which distributes steam to the cylinder, supplies outside lead, andcuts off the steam in proportion to the decrease of travel. Thevalve operated by the differential rocker exhausts the steam andopens and cuts off the admission of steam near full stroke of thepiston. ALLEN TWO-MOTION CONE-VALVE, 1855U.S.N.M. no. 308655 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to Horatio Allen, of New York, N. Y., June 19, 1855, no. 13075.
CATALOG OF THE MECHANICAL COLLECTIONS g5The model represents a conical plug valve, connected to a valvegear, which gives it two distinct motions. The first motion is a slightone parallel with the axis of the cone and directed toward its largerend ; the other is in a direction tending to rotate the valve. Becausethe valve and valve seat are conical, the first motion effects a veryslight separation of the valve from its seat and permits the rotarymotion to be given without friction upon those parts.WIEGAND VARIABLE ECCENTRIC, 1857U.S.N.M. no. 308659; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patentissued to S. Lloyd Wiegand, of Philadelphia, Pa., September 29,1857, no. 18311.The model represents an eccentric for operating the valves of asteam engine. It is carried on a section of the engine shaft, whichis oblique to the axis of the shaft and free to slide along the shaft.The eccentric is held so as not to move along the shaft, but theoblique slide passes through the eccentric disk. The position of theslide on the shaft determines the amount of "throw" that will begiven to the eccentric and, correspondingly, the length of stroke ofthe valve. ALLEN CUT-OFF VALVE GEAR, 1857U.S.N.M. no. 308657 ; original patent model ; transferred from the United StatesPatent OflSce; not illustrated.This model w^as submitted with the application for the patentissued to Horatio Allen, of New York, N. Y., December 15, 1857,no. 18837.The model represents a valve gear in which the steam valve israised by means of a loose toe on a rock shaft and returned to itsseat by lowering or by tripping the loose toe. This particular inven-tion is an improvement on the valve gears of this type patentedFebruary 6, 1849, by Horatio Allen and December 10, 1850, bySamuel H. Gilman. It provides a piston or plunger in a chambercontaining oil or water connected to the loose toe to control its fall.The model shows a vertical valve rod tappet raised and loweredby a loose toe on a rock shaft located below the tappet. The toe israised by a latch that engages with an arm fixed to the rock shaft sothat the motion of the toe is the same as if it were keyed to the shaft.An adjustable disengaging lug is provided that may be set to trip thelatch so that the toe will swing freely on the rock shaft and fall,permitting the valve to close. This lug is set by a screw and handwheel to provide cut-off at any point. Attached to the loose toe is aplunger that operates to force a fluid through an adjustable orifice ina dash pot w^hereby the fall of the loose toe is controlled.
66 BULLETIN 173, U. S. NATIONAL MUSEUMWOODBURY VALVE GEAR, 1859U.S.N.M. no. 308644 ; original patent model ; transferred from the United StatesPatent Office; not Illustrated.This model was submitted with the application for the patent issuedto D. A. Woodbury, of Rochester, N. Y., April 19, 1859, no. 23737.The model represents two rotary main steam valves permanentlyconnected to and operated with a regular movement by an eccentricon the crankshaft. Between each steam valve and the steam chest isa rotary cut-off valve operated by the same eccentric but fitted with asliding link by which the position of the cut-off valve relative to theeccentric position may be varied without disengaging the valve gearor stopping the engine. This link and with it the time of cut-off maybe changed by hand or by the operation of an engine governor.FRANCIS B. STEVENS CUT-OFF, 1861Plate 17, Figuke 1U.S.N.M. no. 308644 ; original patent model ; transferred from the United StatesPatent Office ; photograph no. 846A.This model was submitted with the application for the patent issuedto Francis B. Stevens, December 3, 1861, no. 33855.The valve gear represented is an improvement of the Robert L.and Francis B. Stevens valve motion, which was patented January25, 1841. It involves the introduction of adjustable hinged pieces onthe tops of the "long toe" tappets that operate the valves for thepurpose of rapidly opening the exhaust valves and for varying thepoint at which the steam valves will be closed.The valve gear consists of a main rock shaft to which are keyedfour long, curved tappets each of which engages with a shoe or fol-lower on a valve lift rod, which it raises and lowers as the rock shaftis worked with a vibratory motion by an eccentric on the enginecrankshaft. The two tappets that work the lift rods of the exhaustvalves are the same length and attached to the shaft at the same angleas those that operate the steam inlet valves, but the exhaust valves areprevented from closing too soon and the steam valves are caused toclose whenever desired by the combination of hinged faces on thetappets and a second hollow rock shaft fitted with lugs or small cams,which raise the hinged pieces and change the movement of the fol-lowers on the lift rods. The hinged pieces on the tappets are hingedat the toes of the tappets and are lifted from the heels of the tappetsby the lugs on the hollow rock shaft, placed over the main rock shaftand worked by another eccentric, which in the earlier Stevens gearworks the exhaust valves.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 16
Adjustable Cut-off Valve Gears.
1, SIckels drop cut-off valve gear, 1841 (model; U.S.N.M. no. 180973). See p. 62.2. Allen cut-off valve gear, 1841 (model; U.S.N..M. no. 308649). See p. 62.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 17
1
CATALOG OF THE MECHANICAL COLLECTIONS 67CARHART BALANCED VALVE, 1866U.S.N.M. no. 308671 ; original patent model ; transferred from the United StatesPatent OflSce; not illustrated.This model was submitted with the application for the patentissued to John W. Carhart, of Troy, N. Y., March 27, 1866, no.53410.Tlie model represents a conical plug valve with an annular ex-haust space between the plug and the valve and a steam passagethrough the hollow core of the plug. The peculiar feature of thevalve is the provision of recessed amiular spaces in the valve, which^with the valve seat, form small pistons and cylinders designed to bal-ance the valve longitudinally when connected to the steam passages.Screw adjustments on the valve stem and the small end of the valveare provided for setting the valve in a position giving proper con-tact with the minimum of friction.BABCOCK AND WILCOX VALVE GEAR, 1866O.S.N.M. no. 308673; original patent model; transfer from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent is-sued to G. H. Babcock and S. Wilcox, Jr., of Providence, R. L, April24, 1866, no. 54090.The valve gear represented by the model is an early governableone of the class of riding cut-off valves in which the riding valve isoperated by a small independent auxiliary steam cylinder, equippedwith its own steam valve. The valve controlling the admission ofsteam to the auxiliary steam cylinder is in turn controlled by theaction of the engine governor.The main valve of the engine is a flat lap valve, machined top andbottom with mortises through the valve near each end. The valvefunctions as a common D-valve admitting steam through the mor-tises instead of at its ends. Solid cut-off valves working on the backof the main valve, over the mortises, are joined by a rod, which passesthrough a small auxiliary steam cylinder and at the middle of whichwithin the cylinder is the small actuating piston. The valve of theauxiliary cylinder is operated transversely across the cylinder byan eccentric on the end of a lay shaft. This shaft revolves at thesame speed as the crankshaft and the main-valve eccentric, but itsposition at any time relative to the main-valve eccentric is determinedby the governor, as follows
:
The lay shaft is divided into two shafts, one driving, the otherdriven. The connection between the two is maintained by means ofa driving bevel gear on the driving shaft, an intermediate idlingbevel gear, and a driven bevel gear on the driven shaft. Though
^g BULLETIN 173, U. S. NATIONAL MUSEUMthe driving and driven shafts turn in opposite directions, they turnwith the same relative positions so long as the intermediate gear re-anains in one position. However, the axle of the intermediate gearis pivoted about the driving shaft and is held in position only by thegovernor rod, and the position of the intermediate gear changes with?ach change of position of the governor rod. A change in positionof the intermediate gear advances or sets back the position of thedriven shaft relative to the driving shaft and varies the action ofthe auxiliary steam valve relative to the action of the main-valveeccentric. RICHARDS BALANCED VALVE, 1866U.S.N.M, no. 308676 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patent issuedto Thomas Richards, of Lansingburg, N. Y., May 22, 1866, no. 54959.This model represents a slightly conical plug valve fitted within aconical valve housing, which is provided with eight equally spacedsteam ports so arranged that diametrically opposite ports are con-nected together in pairs. The result is that the pressure on the valvedue to the steam or exhaust pressure in each pair of ports is perfectlybalanced.Three adjoining ports in the valve housing are continued throughthe housing, which is provided at that point with a flat surface thatpermits the valve to be placed against the ordinary valve seat of aD-slide valve engine, the three ports registering with the steampassages to the ends of the cylinder and with the exhaust passage atthe center of the seat. The valve is constructed with four equallyspaced longitudinal recesses with four alternate bands. The valveis operated by rocking it a part of a turn in each direction from thecenter.The form of this valve and valve seat was patented by the inventorFebruary 23, 1858.BARTLETT POPPET VALVE GEAR, 1867U.S.N.M. no. 30S674 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patent issuedto Louis D. Bartlett, of Fitchburg, Mass., January 15, 1867, no. 61141.The patent refers to an engine with separate valve chests athead end and crank end, each enclosing balanced steam and exhaustpoppet valves, and describes particularly tiie construction of thevalve boxes. These are designed for simplicity of casting, machining,and accessibility but are difficult to describe without reference to thedrawings in the patent specifications. The valve gear used is said
fL\TALOG OF THE MECHANICAL COLLECTIONS QQto be similar to one described in a patent granted to Charles H. Browmand Charles Burleigh, January 15, 1856. The valve stems are oper-ated by short levers, which are raised and lowered by cams on a layshaft paralleling the cylinder. The levers that operate the steamvalves have variable fulcrums, which are controlled by a governor sothat the steam can be cut off at any point of the stroke.THOMPSON BALANCED AND CUT-OFF VALVE, 1875U.S.N.M. no, 3086S8 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patentsissued to Joseph W. Thompson, of Salem, Ohio, April 27, 1875, nos,162714 and 162715. These were assigned to the Buckeye Engine Co.,of the same place.The model represents the first form of J. W. Thompson's balancedand cut-off valve gear, which was one of the earliest of the "auto-matic" valve gears. It was introduced in the very successful andwell-known Buckeye engine.The model represents a horizontal steam engine with one fixedleccentric and one shifting eccentric driving the main slide valve andthe riding cut-off valve, respectively. The valve of the engine is iathe shape of a hollow rectangular box the top of which works inclose proximity to the valve chest cover and has a steam-tight, ring-packed opening through which steam is admitted to the inside cham-ber of the valve. The bottom of the hollow box forms the main valvetaking steam through the chamber and into the valve chest at the endsof the valve. The opening through which steam is admitted is madeenough larger than the steam pipe opening to cause the steam pres-sure within the chamber to exert some force to keep the main valveon its seat ; otherwise the valve is perfectly balanced. A riding cut-off valve operates on the inside face of the bottom of the hollowmain valve.The main valve is operated from a rock shaft directly connectedto the rod of the fixed eccentric. The riding cut-off valve is operatedfrom a double-arm rock shaft, which is carried in the main valverock shaft, one arm being connected to the valve rod, the other to ashifting eccentric on the engine shaft. The position of this eccentricwill detennine the position of the double-arm rock shaft relativeto the main valve rock shaft and will in this way control the pointof cut-off.A shaft governor of the Thompson and Hunt design (see below)carries the shifting eccentric and varies its position relative to thecrank with changes in speed of the shaft. The governor is mountedin a disk on the shaft and not in the flywheel as has since become thepractice.
70 BULLETIN 173, U. S. NATIONAL MUSEUMOTTO AND BELL BALANCED SLIDE VALVE, 1883U.S.N.M. no. 308719 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to Henry Otto and Patrick F. Bell, of Bloomington, 111.,December 18, 1883, no. 290650.The model rej^resents a flat D -slide valve of ordinary shape, withmost of the back cut away and formed in the shape of a short hol-low cjdinder. This cylinder is filled with a closed piston suspendedon rollers on a flat bar, which, in turn, is suspended from the top ofthe valve chest. The bar passes through a tunnel in the piston andis of sufficient length to accommodate the valve travel. The effectof this construction is that the steam pressure ordinarily exerted onthe back of a flat valve is in this case exerted on a piston that isnot a part of the valve but is suspended independently.WHEELOCK VALVE AND VALVE SEAT, 1885U.S.N.M. no. 310251 ; model ; gift of the Franklin Machine Co. ; not illustrated.This is a nicely made model of the valve and valve seat patentedby Jerome Wlieelock, of Worcester, Mass., September 22, 1885, no326820.The model represents a wide gridiron slide valve assembled on askeletonized taper plug, which serves as the valve seat and supportsthe rock shaft connected to the slide by links or "toggles." Thewhole assembly is designed to fit into a taper hole bored into thecylinder block and connected by suitable ports to the cylinder. Theadvantage of this arrangement over ordinary plug valves is that itdoes not require that a valve seat be formed within the large cylindercasting, and it permits the delicate fitting of the valve to the valveseat to be performed at a work bench or upon a machine away fromthe engine.The complete Wheelock valve gear (Patent no. 326819) consistsof one steam valve and one exhaust valve at each end of a cylinderwith the rock arms of the exhaust valves permanently connected tothe eccentric, so that the valve is at rest during part of the travelof the eccentric, while the steam valves are connected through a de-tachable latch so that they may be detached and closed quickly atany point during the stroke of the piston.GREENE-WHEELOCK VALVE AND VALVE SEATU.S.N.M. no. 310250; model; gift of the Franklin Machine Co.; not illustrated.This model represents a skeletonized taper plug in which areformed two gridiron valve seats and a bonnet that carried a rock-arm collar and cams for actuating one steam and one exhaust valve
CATALOG OF THE MECHANICAL COLLECTIONS 71on the valve seats. The valves are long narrow gridiron valves,which reciprocate in the direction parallel to the axis of the plug.They are actuated by rods and slides and roller cams, which areactuated by curved slots in a collar, which, in turn, is rocked by arock shaft on the collar. The steam valve slide has a disengagingpawl to provide an adjustable cut-off.ADDITIONAL STEAM-ENGINE VALVE GEARS IN THE COLLECTION,NOT OTHERWISE DESCRIBEDCut-off, Thomas Rogers, patented in 1845, Patent Otfice model, transferredfrom the United States Patent Office. U.S.N.M. no. 308642.Valve action, patented by Sulzer Brothers, Patent Office model, transferredfrom the United States Patent Office. U.S.N.M. no. 308729.Adjustable eccentrics on a common shaft, Patent Office model. Patent no.46278, issued to J. M. Stone February 7, 1865. Transfer from the UnitedStates Patent Office. U.S.N.M. no. 309249.INVENTIONS OF GEORGE H. CORLISSCORLISS DROP CUT-OFF VAL\'E GEAR, 1849Plate 17, Figure 2U.S.N.M. no. 308646 ; original patent model ; transferred from the United StatesPatent Office ; photograph no. 31694.This model was submitted with the application for the patent issuedto George H. Corliss, of Providence, R.^L, March 10, 1849, no. 6162;reissued May 18, 1851, no. 200.This is considered the first variable cut-off valve gear in which thepoint of the cut-off is determined by the engine governor. The patentwas the first issued to George H. Corliss for steam engine improve-ments and the model represents the original form of the Corliss steamengine.The engine represented by the model consists of a heavy horizontalbed at one end of which is a large, vertical, double-acting cylinder,at the other the bearings in which a crankshaft and large flywheelturn. At the center of the bed two columns carry the bearings of ahorizontal rocking beam. Both columns and the beam are castingscombined with tension rods in a manner covered by the patent. Thevalves of the engine, the flat slide type, are arranged above and belowthe top and bottom of the cylinder in steam chests. A separate steamand exhaust valve is provided at each end of the cylinder. All fourvalves are operated from a wrist plate or disk, which is oscillated byone eccentric on the crankshaft. Four rods connect the wrist platewith rocking levers or bell cranks, which, in turn, are connected tothe valve rods. The rods of the exhaust valves are permanently con-nected to their individual rock levers, which move the valves as thewrist plate is oscillated. The steam valves are connected in a similar
72 BULLETIN 173, U. S. NATIONAL MUSEUMmanner except that the rock levers, instead of being connected to thevalve stems, are provided with geared sectors that operate slidingracks, and these racks are connected to the valve stems by means ofcatches that permit the steam valves to be engaged or disengagedfrom the rest of the valve gear. When the steam valves are closedthe racks move sufficiently far to engage the valve rods, and on thereturn motion open the valve until the catch strikes a cam, whichdisengages the valve rod and permits it to be closed quickly underthe force of a heavy weight provided for that purpose. The cam isa helical projection on the sliding shaft of a centrifugal governor.Its position determines the point in the stroke of the piston at whichthe disengaging catch releases the steam valve and cuts off the steam.When the engine runs faster than the desired speed, the governorchanges the position of the cam to cut off earlier in the stroke. Thisreduces the steam supplied to the engine and it slows down. If theengine runs slower than the desired speed, the cut off occurs laterand the speed of the engine increases.In addition to the automatic drop cut-off this valve gear givesbut little motion to the valves when they are closed and diminishesthe power required to operate the valves.CORLISS CUT-OFF GEAR, 1851U.S.N.M. no. 308G53 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patentissued to George H. Corliss, July 29, 1851, no. 8253 ; reissued July 26,1859, no. 780.This valve gear is a more compact combination of the elementsof the disengaging gear of the first Corliss design (above). It ex-hibits for the first time some of the characteristic arrangements thathave identified Corliss engines to the present time, such as the wristplate located at the side of the cylinder, separate steam and exhaustvalves at opposite sides and at each end of the cylinder, and valvespindles or rock shafts and arms for moving the valves. The com-bination of these rock shafts with flat slide valves is a transition inthe development of the pure rotary valve, which is so well suitedto the Corliss gear (see below).The model represents a vertical cylinder with two steam and twoexhaust valves, one of each on opposite sides of each end of thecylinder. A wrist plate (or rock disk), located at the side andcenter of the cylinder, is connected to an eccentric on a shaft directlyabove the cylinder. From the wrist plate rods extend to armson the short rock shafts, which move the exhaust valves so that theconnection of the exhaust valves to the wrist plate and thus to theeccentric is permanent and the exhaust valves will be alternatelv
CATALOG OP THE MECHANICAL COLLECTIONS 73;opened and closed with a regular movement. Similar rods from thewrist plate extend to the arms on the rock shafts of the steam valves,but these rods terminate in hooks that engage with toes on the endsof the valve rock shafts and are not permanently connected thereto.As long as the hooks are engaged the steam valves will be openedand closed with a regular movement just as are the exhaust valves,,but when disengaged the valves are free to close under the force ofweights permanently attached to the rock arms. The hooks arecaused to disengage at any point in the stroke of the engine pistonor not, as is desired, by means of adjustable stops that force thehooks away from the toes of the rock arms. These stops are movedby means of inclined blocks, the position of which (in the model)is varied by a worm and rack set by hand, though the patent suggests-that these blocks could be attached to the slide of the governor forautomatic regulation of the cut-off. The weights that close the steamvalves are nicely fitted to recesses in the engine frame so that airmay be trapped under them to cushion the fall of the weights andbring them to rest without jar. The valves are flat slide valvesoperated by the rock shafts through short arms on the shafts, whichconnect to the backs of the valves with cylinder and cylindrical socketjoints. CORLISS STEAM PUMP, 1857U.S.N.M. no. 308722; original patent model; transferred from the UnitediPatent Office; not illustrated.This model was submitted with the application for the patentissued to George H. Corliss, of Providence, R. I., June 2, 1857,no. 17423.The invention offers a means of constructing a direct connectedsteam pump in which steam can be worked with expansion withoutemploying a flywheel. The pump is an arrangement in one hori-zontal plane of 15 radial cylinders (10 single-acting water cylindersand 5 steam cylinders) in five groups, with each steam cylinderflanked on either side by a water cylinder. Each connecting rodfrom the cross heads of 14 of the cylinders works upon a pin in th&enlarged disk-shaped end of the fifteenth connecting rod, whichworks directly upon the crankpin. "In such a combination the vary-ing pressure exerted by any one piston by working the steam ex-pansively to the farthest practical limit does not affect the uniformtransmission of force to the pumps and the disc constitutes thecommon recipient to which the collective force of the different steampistons is imparted and from which it is transmitted or distributedto the pumps."49970?39 6
"74 BULLETIN 173, U. S. NATIONAL MUSEUMThe invention of the method of forming the connection between aseries of radial cylinders and a single crankpin by means of onedisk-ended connecting rod is claimed.CORLISS VALVE GEAR, 1859U.S.N.M. no. 308648; original patent model; transferred from the United StatesPatent OflSce ; not Illustrated.This model was submitted with the application for the patentissued to George H. Corliss, July 5, 1859, no. 24618.The model represents the first valve gear to combine all the ele-ments of the typical Corliss engine. It shoAvs the wrist plate, detach-able steam link, variable disengaging wedge, a spring for closing thesteam valve, the air dash pot to prevent jar in closing the valves, androtating valves.The valve gear represented includes the features of the two pre-vious ones, with the exception that a spring is used to supply theforce to close the steam valves instead of weights, and rotating valvesare used instead of sliding valves. The peculiar feature of the springis the mode of attaching it to a curved support, which receives motionwnth the valve gear so that the bearing point of the spring is shiftedand the best tension is obtained for closing the valve at every positionof the cut-off. CORLISS CUT-OFF VALVE GEARU.S.N.M. no. 309817; model; gift of the Franklin Machine Co.; not illnstrated.This model represents a detachable valve gear in which an inclinedblock on the slide of a ball governor determines the point of cut-off.The valve is closed by the force of a compressed, coiled spring, andits closing movement is gently arrested by a dash pot.This model shows one flat slide valve from which two parallelvalve rods extend through a guide block and terminate in a crosshead running in guides parallel to the rods. The guide block sup-ports a stationary piston or plunger, which extends into a cylinderbored in a saddle carried between the valve rods close to the crosshead. These combine to form a dash pot in which the plunger isstationary and the cylinder moves with the valve. A finger projectsfrom the same saddle and engages a coil spring, which is compressedas the valve opens and serves to close the valve when it is disengagedfrom the gear. From the cross head a connecting rod extends to ablock that is reciprocated by the eccentric on the crankshaft of themodel. This connecting rod is provided with a hook that engageswith a plate edge on the reciprocating block. It is held in engage-ment by a flat spring pressing it upward. When engaged the valvehas a regular movement corresponding to the block reciprocated bythe eccentric, but when disengaged the valve is quickly closed by
CATALOG OF THE MECHANICAL COLLECTIONS 75the action of the coiled spring. A slide on the governor, which isoperated from the crankshaft, carries an inclined block that registerswith the hooked connecting rod, depresses it against the action of theflat spring, and releases it from the reciprocating block. The timeat which the valve is released depends upon the position of the in-clined block, which, in turn, depends upon the position of the governorballs and finally upon the speed of the engine.CORLISS PRESSURE REGULATOR, 1869U.S.N.M. no. 309236 ; original patent model ; transferred from the United StatesPatent OfBce ; not illustrated.This model was submitted with the application for the patentissued to George H. Corliss, of Providence, R. I., January 5, 1869, no.85566.The model represents a device for the automatic reduction of thepressure of steam when it is to be used for heating or any other pur-pose requiring steam at less than boiler pressure.The device consists of a flat-sided circular chamber to which thesteam at high pressure is admitted. At the center of one side ofthe chamber is a connecting space from which the low-pressure steamis taken. The passage between the chamber and the space is closedby a conical valve, the seat of which is formed in the side of thechamber and the valve disk of which is supported on a post fixedto the center of the other side of the chamber. The valve closesinward, so that spreading the two sides of the chamber will tendto close the valve. As the pressure of steam within the chamber tendsto spread the sides of the chamber, an increase in the higher steampressure will diminish the valve opening and thus diminish the flowof steam. By proper adjustment and proportioning of the valvearea the regulator should maintain a constant pressure in the low-pressure space.CORLISS COMPOUND BEAM PUMPING ENGINE, 1870PLATK 18, FiGUBE 1U.S.N.M. no. 309820; model; gift of the Franklin Machine Co.; photographno. 18114.This is a model (1/10 actual size) of a large, vertical, 2-cylinder,compound beam engine operating four pump cylinders of the city-waterworks type. The model was made at the original Corliss En-gine Works at Providence, R. I., during the lifetime of George H.Corliss.The engine consists of one high-pressure and one low-pressure ver-tical cylinder, each equipped with the simple Corliss valve gear.Upon each cylinder is a skeleton cylindrical column in which are castthe cross-head guides. From each cross head the connecting rod goes
Y6 BULLETIN 173, U. S. NATIONAL MUSEUMto one end of its individual walking beam, from the other end ofwhich a connecting rod connects to a crank on a crankshaft carry-ing a large flywheel common to the two cylinders. From either sideof the center of each beam a connecting rod goes to the piston rod ofone of the four pump cylinders. A condenser pump is also operatedfrom one of the two walking beams. The valve gears are operatedby eccentrics on the shaft, through a series of bell cranks and rods,,and ball governors driven by belts from the shaft control the cutting-off of steam to the cylinders through rods extending to the trippingmechanism on the cylinder steam valves. Each cylinder, valve gear,governor, and walking beam is a separate and complete unit. The-beam, flywheel, and operating cylinders are located below the levelof the steam cylinders in a well formed of heavy masonry, whichalso forms the foundation of the engine. The model is operated bya hand crank. CORLISS VACUUM DASH POT, 1875U.S.N.M. no. 308692; original patent model; transferred from the United States-Patent OflSce; not illustrated.The model was filed October 27, 1875, with the application for thepatent issued to George H. Corliss, June 6, 1876, no. 178275.The model is a brass miniature of a vacuum dash pot designed tocombine the functions of supplying the force to close the steam valveand to arrest the motion without shock after the valve is closed.The vacuum dash pot has some advantages over heavy weights andsprings for closing valves.The dash pot consists of a casting in which is bored a cylinderhaving a lower section of small diameter and an upper section oflarger diameter. A plunger, having corresponding sections of largeand small diameters, fits the cylinder. When the steam valve towhich the plunger is attached is opened the plunger rises in the cyl-inder forming a vacuum in the part of smaller diameter. At thesame time small leather valves in the larger part of the plunger openand allow air to enter the cylinder under this part of the plunger^When the valve is released the vacuum draws down the plunger andcloses the valve. The air under the upper part escapes through aport in the cylinder until the plunger covers the port.. The airtrapped in the cylinder at this point acts as a cushion and bringsthe valve quickly but gently to rest.CORLISS STEAM PUMP FOR WATER AND AIR, 1876 AND 1877U.S.N.M. no. 308694; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model represents two patents issued to George H. Corliss, ofProvidence, R. I., December 19, 1876, and May 22, 1877, nos. 185390and 190958.
CATALOG OF THE MECHANICAL COLLECTIONS 77The two patents relating to this model refer to Patent no. 17423,which is described above under U.S.N.M. no. 308722.Tliis model represents a radial arrangement of horizontal water<;ylinders (185390) or air cylinders (190958) the pistons of whichact upon a common crank on a short vertical shaft. A horizontalsteam engine drives a vertical crankshaft, which is geared at its lowerend to the crankshaft of the radial cylinders. A horizontal flywheelis attached to the engine shaft between the crank and the gear. Theimprovement claimed is that the steam engine may operate rapidly^nd economically while the pump pistons are worked slowly. Forthe air pump it is claimed that the arrangement of cylinders will per-mit the pump to be located near and below the main engine cylinderto take water freely from the condenser without the necessity of(extending the engine framing.CORLISS VALVE GEARU.S.N.M. no. 309816; model; gift of Franklin Machine Co.; not Ulustrated.This is a finely made, crank-operated bronze model of an earlytype of Corliss detachable rotary valve gear. It is accompanied by apicture of a large engine installed at the New England Rolling Milldin 1860, on which this type of gear was used.The valve stem terminates in a short lever by which the valve isrotated. This lever is permanently connected to a plunger in a closed<?ylinder or dash pot located below the valve. A hook or latch is op-erated up and down in a position so that the hook engages with thelever on its upstroke and rotates the valve to open it. A stiff flatspring holds the hook against the lever, while a bearing pin is so lo-cated that it will force the hook out of engagement with the valvestem lever after the hook has raised it a determined amount. Whenthe lever is freed a spring closes the valve. The dash pot preventsthe too rapid closing of the valve.CORLISS EXHAUST-VALVE GEAR, 1876U.S.N.M. no. 308693 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the two patentsissued to George H. Corliss, May 9, 1876, nos. 177059 and 177099.The model represents the valve gear of a horizontal cylinder witha separate rotary steam and exhaust valve at each end of the cyl-inder. The valves are driven from one wrist plate, the steam valvesthrough disengaging hooks or catches, which are controlled by thegovernor, the exhaust valves by a series of permanently connectedlinks designed to effect a quick closing of the exhaust valves. Thesteam valves are closed by vacuum dash pots instead of by weights orsprings as in the earlier Corliss valve gears.
78 BULLETIN 173, U. S. NATIONAL MUSEUMCORLISS PUMPING ENGINE, 1879U.S.N.M. no. 251291 ; original patent model ; transferred from the United StatesPatent Oflace; not illustrated.Model submitted with the application for patent issued May 27,1879, Patent no. 215803.The model shows a compound pumping engine with a high-pressureand a low-pressure horizontal steam cylinder each in line with apump cylinder. The steam pistons are directly connected to thepump pistons, and a tail rod from each pump piston is connectedby a system of oscillating levers to a crank on a flywheel shaft.The flywheel shaft is carried in bearings that are mounted upon thepump cylinders. As is usually the case in engines using steam ex-pansively, the power developed during the admission of steam is inexcess of that absorbed by the pumps, and the excess is stored in theflywheel from which it is drawn to carry the load during the ex-pansion of the steam after the steam supply to the cylinder is cutoff. The unique feature of the engine is the manner of connectingthe piston rods to the cranks. The diameter of the circle in whichthe crank travels is made much larger than the stroke of the enginewith the purpose of making the bearing pressures on the crank andconnecting-rod pins smaller and the connecting rods lighter in orderto diminish the friction losses in these parts during the transmissionof power to and from the flywheel.An engine of this design is pictured on page 212 of Thurston'sManual of the SteaTn Engkie, under the caption "Corliss's PawtucketEngine." CORLISS STEAM-ENGINE GOVERNOR, 1882U.S.N.M. no. 308715 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patent issuedto George H. Corliss, August 8, 1882, no. 262209.The model represents a flyball governor in which the motion ofthe slide, owing to a change in the speed of the engine to which thegovernor is attached, not only changes the position of the cut-offor throttle devices to regulate the speed of the engine but alsochanges the gear ratio between the engine and the governor to changethe speed of the governor relative to the speed of the engine.When the governor speed is increased by an increase in the speedof the engine, the balls rise and communicate motion to a slide^which, in turn, affects the throttle or cut-off to return the engine toits lower speed. At the same time the motion of the slide shifts afriction roller on its driving disk so that the governor speed is in-creased relative to the engine causing an additional motion of the
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CATALOG OF THE MECHANICAL COLLECTIONS 79
slide in the same direction. As a result, the governor slide is <?ivena greater motion for a given change in speed than would otherwiseresult. DROP CUT-OFF VALVE AND MECHANISMU.S.N.M, no. 309819 ; model ; gift of the Franklin Machine Co. ; not illustrated.This is a wooden model of a very simple variable drop cut-offvalve gear in which a poppet valve is lifted by a bell crank operatedby a cam. The cam is a cylinder that may be moved parallel to itsaxis, so as to bring any part of the cam against the follower of thebell crank. The cam is so shaped that the valve will open at thesame time for all positions of the cam, but the valve will closeprogressively earlier or later as the cam is moved along its shaft.GOVERNOR AND THROTTLE VALVEU.S.N.M. no. 309818; model; gift of the Franklin Machine Co.; not illustrated.This is a crank-operated, wooden model of a ball governor con-nected to a throttle valve in a short section of pipe.The governor consists of balls hung in the usual manner upon armsattached by pin joints at their upper ends to the top of the governorspindle. Radius rods from the centers of the ball arms connect to acollar upon the spindle, so that the collar moves up and down as theballs are swung in or out by changes in the speed of the engine. Thesliding collar is connected to a crank on the axis of the disk of a plainbutterfly valve.CORLISS MARINE-BOILER IMPROVEMENTS, 18G2U.S.N.M. no. 308666; original patent model; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentsissued to George H. Corliss, Providence, R. I., August 26, 1862, nos.36279 and 36281.The model represents a pair of internally fired, fire-tube boilers ofthe "locomotive" type, each equipped with a steam main connected tothe steam space at six different points for the purpose of diffusing thedraft of steam from over the whole surface of the water in the boilerand thus prevent priming ; and provided with a salt-water evaporatorlocated in the breeching, so as to obtain heat from the hot flue gases,and connected to the surface condenser to lower the pressure on theboiling salt water to facilitate evaporation.The purpose of the peculiar arrangement of steam pipes is to pro-vide a method of obtaining steam free from water without the neces-sity of a high steam chamber, which would be a vulnerable part of anaval vessel. The theory is that the filling of any of the many tubes
.'go BULLETIN 173, U. S. NATIONAL MUSEUMwith water, due to the pitching of the vessel, would cause the othertubes to supply the steam to the engines and the water would nottravel far in the immersed tubes.CORLISS WATER-TUBE BOILER, 1879U.S.N.M. no. 309214 ; original patent model ; transferred from the United StatesPatent OflBce ; not illustrated.This model was submitted with the application for the patent issuedto George H. Corliss, of Providence, R. I., May 27, 1879, no. 215798.The model represents a bank of curved water tubes joined in verti-cal rows by the separate cases or tube ends, which are the subjectof the patent. Each end of each tube is threaded into the side of thecylindrical casting, which is provided with machined surfaces thatallow the separate castings to go together tightly to form a continuoustube sheet or header for each vertical row of tubes. The castingsforming each header are held together by a single long bolt, whichthreads into a casting that forms a common connector along thelower ends of the vertical headers.
"EVOLUTION OF THE GEORGE H. CORLISS STEAM ENGINE"Plate 18, Figure 2U.S.N.M. no. 310252; 21 blueprints; gift of tlie Franklin Machine Co.This is a cloth-bound volume of lithographs of many types ofCorliss steam engines, pumps, and engine details. They consistprincipally of illustrations from sales literature and instruction bookspublished at various times during the existence of the George H.Corliss Engine Works at Providence, R. I.CORLISS CENTENNIAL ENGINE, 1876Plate 18, Figuee 2U.S.N.M. no. 310252 ; 21 blueprints ; gift of the Franklin Machine Co. ; photographno. 32644F.The drawings consist of 21 30-by-42 inch blueprints of the workingdrawings from which was constructed the 4,000-horsepower Corlissengine that supplied the power to the mechanical exhibits at the Cen-tennial Exposition at Philadelphia in 1876.ENGINE GOVERNORSLUTTGENS ENGINE GOVERNOR, 1851U.S.N.M. no. 251288; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patentissued to H. A. Luttgens, of New York, N. Y., October 21, 1851, no.8447.
CATALOG OF THE MECHANICAL COLLECTIONS g]^In this design a flyball governor operates to increase the throwof the engine valve eccentric as the engine speed increases. It is^one of the earliest of the automatically controlled shifting eccentrictypes of governor.A slotted eccentric disk is carried in guides on the face of a pulleyfixed to the engine shaft. A gear-driven setscrew causes the eccentricto move in or out relative to the center of the shaft as the screw isturned. A bevel gear at the end of the screw meshes with anothergear on the end of a small spindle, which is carried parallel to thecrankshaft. On the other end of the spindle a small spur gearmeshes with an annular ring gear fastened to a friction disk, whichis free to turn on the shaft. This friction disk is held against theface of a pulley that turns on the crankshaft in the same directionbut slightly faster than the shaft. The tendency of this combinationis to turn the annular gear faster than the shaft, causing the spurgear to turn and move the setscrew in the direction to decrease thethrow of the eccentric. However, the annular gear is also fastenedto a brake drum, the band on which is tightened by the governor asthe engine speed increases. The effect of this is to hold back theannular gear and turn the spur gear in the opposite direction, withthe result that the throw of the eccentric would be increased. Byadjusting the tension on the brake band so that it would overcomethe friction on the disk just sufficiently to permit the annular gearto turn at the same speed as the shaft, at the desired speed of theengine, the action of the governor would maintain this speed.STEARNS AND HODGSON ENGINE GOVERNOR, 1852U.S.N.M. no. 251287; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent is-sued to George S. Stearns and William Hodgson, of Cincinnati, Ohio,August 31, 1852, no. 9236.The feature of this governor is the use of toothed sectors on theweight arms meshed with a cylindrical rack instead of the usual pinand link mechanism to actuate the governed gear. Otherwise it is asimple flyball governor of the old form.PORTER WEIGHTED ENGINE GOVERNOR, 1858Plate 19, Figxjee 1U.S.N.M. no. 2512S9; original patent model; transferred from tlie United StatesPatent Office; photograph no, 30368.The model formed part of the application for the patent issued toCharles T. Porter, of New York, N. Y. July 13, 1858, no, 20894;reissued June 21, 1859, no. T40.
g2 BULLETIN 173, U. S. NATIONAL MUSEUMThis was one of the earliest of the weighted flyball governors ofvery light construction, designed to rotate at high speeds. It is moresensitive to small changes in the engine speed and quicker to respondto the changes than was the heavy-ball, unweighted governor. ThePorter governor was an important feature of the well-known Porter-Allen engine that was successfully introduced about 18G7, and theweighted principle is used in practically ail ball governors of thepresent time.The governor is a very light one of the common form, with theusual sliding element connected to the engine regulator. Attached tothe sliding element is a lever that carries a sliding weight so connectedthat the effective weight of the counterpoise remains the same as thesliding element moves through its range.KELLY AND LAMB STEAM ENGINE GOVERNOR, 1865U.S.N.M. no. 308667 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent issuedto Oliver A. Kelly and Estus Lamb, of Slatersville, R. I., January31, 1865, no. 46111.The model represents a ball governor in which part of the regulat-ing motion is obtained directly from the change in position of thegovernor balls and partly from the motion of a nut along a screwshaft.The motion of the nut is determined by the rotation of the screwshaft, which, in turn, is derived from a ratchet wheel and two pawls.The pawls are given a rocking motion by a crank on the governordrive shaft. A cam slot controlled by the movement of the balls per-mits one or the other pawl to engage the wheel as the balls move awayfrom their normal position and so determine the direction andamount of the rotation of the screw shaft.PEAVEY FLUID ENGINE GOVERNOR, 1870U.S.N.M. no. 308678; original patent model; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patent issuedto Andrew J. Peavey of Boston, Mass., August 16, 1870, no. 106400.The model represents a stationary cylinder filled with oil withinwhich turns a paddle wheel driven by the engine at a speed de-pendent upon the velocity of the engine. Also within the stationarycylinder and surrounding the paddle wheel is a hollow cylinder,which is hung loosely upon the shaft of the paddle wheel and is freeto revolve independently of it. This cylinder has a series of bladesor abutments projecting from the inner side of its rim, so that as thepaddle wheel causes the oil to revolve in the cylinder the moving oil
CATALOG OF THE MECHANICAL COLLECTIONS gg
will come into contact with the abutments and tend to turn the loosecylinder. Attached to the loose cylinder is a pinion that meshes witha toothed sector, which, in turn, is connected with the counterweighton a lever arm raised by the turning movement of the loose cylinderand so tends to oppose the turning of that cylinder. As the height towhich the counterweight will be raised is a function of the velocityof the engine, this velocity can be governed by properly connectingthe counterweight to the cut-off or throttle valve.WOODBURY SHAFT GOVERNOR, 1870U.S.N.M. no. 251290; original patent model; transferred from the United StatesPatent OlHce ; not illustrated.This model was submitted with the application for the patent issuedto Daniel A. Woodbury, of Rochester, N. Y., September 27, 1870, no.107746.This is a very simple form of shaft governor in which the positionof a shifting eccentric is varied by the combined action of centrifugalweights and springs; so that changes in the engine speed change the
'effective throw of the eccentric and the angle between the eccentricand the crank to change the timing of the valve relative to the pistonand thus regulate the speed of the engine.The eccentric disk is held in a short lever that swings about a pinattached to a spoke of the flywheel so located that the eccentric is
?approximately in the same position that would be occupied by anordinary fixed eccentric. In swinging about the pin the throw orcenter of the eccentric changes its position relative to the center ofthe shaft and the engine crank. The lever is connected by curvedlinks to two weights, Avhich are held by stiff flat coiled springs, soarranged that an increase in speed causes the centrifugal force dueto the weights to move the lever slightly against the resistance of thesprings and swing the eccentric so as to advance the eccentric anddecrease the throw. The effect of this is that cut-off will occur earlierand the engine speed tend to decrease and return to the former slowerspeed. The arrangement of the weights is such that they are notswung out suddenly by their inertia when the engine is suddenlystarted, a difficulty often resulting in cut-off occurring so soon as tostop the engine on dead center.JUDSON AND COGSWELL GOVERNOR, 1875U.S.N.M. no. 309244 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for tlie patent issuedto Junius Judson and William A. Cogswell, of Rochester, N. Y.,November 9, 1875, no. 169815.The model represents a flyball governor in which the driving pulleyis fitted loosely to the driving shaft and connected to it by a spiral
g4 BULLETIN 173, U. S. NATIONAL MUSEUM
spring, which allows a free turning of the pulley on the shaft to anextent sufficient to counteract the jerks or impulses, which are trans-mitted to the governor by the uneven operation of the engine.The inventor states that the ordinary crank motion of a steamengine results in an unequal operation that is not always equalized bythe flywheel of the engine. This irregularity, though not always per-ceptible, is transmitted to the governor, which, when operated un-evenly, would exaggerate the variations. This device is designed tO'prevent the jerks being transmitted to the governor.BODEMER INDIRECT ACTING GOVERNOR, 1876U.S.N.M. uo. 309243; original patent model; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to Johann Georg Bodemer, of Zschopan, Germany, April 25^1876, no. 176591.The model represents a ball governor, connected to a belt shifterand a tight and loose pulley, through the medium of which theregulator valve is opened or closed according to which of two belts istransferred from the loose to the tight pulley.The belt shifter is actuated by a friction pin and is so arranged thatit will put the regulator into immediate action in the required di-rection as soon as the governor balls deviate from their normal posi-tion ; it will keep the regulator in action as long as the balls continueto deviate in the same direction; it will put the regulator out ofaction as soon as the balls start to return toward normal ; it keeps theregulator out of action as long as the balls are returning to normal
;
and causes the regulator to renew its action should the balls againbegin to increase their deviation before having arrived at the normal.FOWLE MARINE-ENGINE GOVERNOR, 1877U.S.N.M. no. 30SG98 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent issuedto Joseph W. Fowle, of Boston, Mass., August 14, 1877, no. 194037.The model represents a 1-cylinder, vertical marine engine connectedto a propeller shaft and propeller in the ordinary manner, with a floator inertia device for closing the throttle valve of the engine each timethe vessel in which the engine is installed pitclies sufficiently to raisethe propeller out of the water.The gear consists of a heavy weight suspended in suitable guidesand stops near the keel of the ship. This weight is not rigidly fixedrelative to the ship but tends to float in position as the vessel rises andfalls. The change in relative positions actuates a valve lever on anauxiliary steam cylinder and piston, which, in turn, moves the mainthrottle valve of the engine.
CATALOG OF THE MECHANICAL COLLECTIONS g5THOMPSON AND HUNT SHAFT GOVERNOR, 1878Plate 19, Figure 2U.S.N.M. no. 308700 ; original patent model ; transferred from the United StatesPatent Office ; photograph no. 32799.This model was submitted with the application for the patent is-sued to Joseph W. Thompson and Nathan Hunt, of Salem, Ohio,June 18, 1878, no 204924. One-half of tlie inventors' right was as-signed to the Buckeye Engine Co., of the same place.The model represents a centrifugal governor in which weights ro-tate with and upon the driving shaft and operate by variation ofannular velocity to vary the position of an eccentric thereon, relativeto the crank. The peculiar features of this governor are the useof ball-and-socket joints to connect the weighted arms to the eccentricand the provision of stop pins moving in cushioned slots to preventshock due to sudden changes in speed while permitting the engine tobe run in either direction.The inventors refer to former shaft governors as having been pat-ented by Jacob D. Custer, no 1179, June 21, 1839, and by Joseph W.Thompson, no. 162715, April 27, 1875. The invention of the shaftgovernor has heretofore been generally attributed to J. C. Hoadley.The Buckeye engine, which has been a representative and success-ful type of high-speed, automatic engine, was developed mainly underthe patents of J. W. Thompson and Nathan Hunt. The peculiar typeof shaft governor and the balanced flat valve (see above) were thecharacteristics of the engine.REID GYROSCOPIC ENGINE GOVERNOR, 1879U.S.N.M. no. 309242 ; original patent model ; transferred from the United StatesPatent OflBce; not illustrated.This model was submitted with the application for the patent issuedto Joseph Keid, Monroe, La., October 21, 1879, no. 220867.This model represents a hollow vertical spindle geared to be drivenby the engine. Pivoted at the top of the spindle is a gyroscopicwheel, which ordinarily rests at an inclination to the spindle but whenrotated is acted upon by gyroscopic and centrifugal forces tending toswing the axis of the wheel to the vertical. The changes in position ofthe wheel follow changes in velocity of the wheel, so that by suitableconnections of the axis of the wheel to a governor valve the devicewill control the speed of the engine to which it is attached.PICKERING BALL GOVERNOR, OLD STYLEU.S.N.M. no. 310289 ; original ; gift of the Pickering Governor Co. ; not illustrated.In this governor each ball is supported at the center of a vertical,flat, laminated spring, so arranged that as the balls move away fromthe spindle of the governor, owing to centrifugal force, and cause the
gg BULLETIN 173, U. S. NATIONAL MUSEUM
springs to bow, the upper support of the springs is drawn down,closing the throttle valve to which it is attached. This very simpleand widely used form of the ball governor was invented by ThomasR. Pickering, of New York, N. Y., in 1862.The governor employs three balls, each attached to the center of aspring. Each spring is attached at its lower end to a collar that isdriven by the engine and turns freely on a vertical hollow shaft. Theupper ends of the springs are attached to another collar supportedon a rod, which is free to revolve and to move up and down. As thecentrifugal force moves the balls out from the spindle, the uppercollar and rod are drawn down. The vertical rod is connected to athrottle valve within the casting, which forms the support of thegovernor.This specimen is a governor made in the form of the early Pickeringgovernor. PICKERING BALL GOVERNOR, 1931U.S.N.M. no. 310290 ; original ; gift of the Pickering Governor Co. ; not illustrated.This is the modern form of the Pickering governor, describedabove, and has the same spring mechanism carrying the governorballs. It is provided with a speed ranger for obtaining differentengine speeds up to a 50 percent increase over the minimum speed,and includes also an enclosure over the ball and gear mechanism.The principle of the Pickering governor has been very widelyadopted to governing the speed of practically every type of machineand mechanism. It does not depend upon gravity for its properoperation and can, therefore, be used in any position, while the sim-plicity of its construction permits it to be made in every size. Theprinciple is employed in the governors of telephone dials, talkingmachines, internal-combustion engines, air compressors, steam en-gines, and steam turbines.CONDENSERSJAMES WATT SURFACE CONDENSER, 1769U.S.N.M. no. 180614 ; two photoengravings ; deposited by J. E. Watkins ; notillustrated.These prints include a photograph of the Watt surface condenserin the Science Museum of London, and a line-drawing plan and eleva-tion of the condenser.The condenser shown is a small, tubular, surface condenser com-plete with air and condensate pump. The condenser is a verticalcylindrical shell with a circular tube sheet, or diaphragm, within theshell near each end. The small spaces at each end of the condenserare connected by some 140 tubes, which fill a large proportion of thespace between the tube sheets. The cold condensing water passes
CATALOG OF THE MECHANICAL COLLECTIONS 87"through these tubes. Tlie steam enters the space between the tubesheets at the top at one side, flows around the tubes, and down and out(as condensate) the opposite side at the lower end into the air pump.The steam and cooling water apparently travel in the same direction,,that is, downward.The air pump consists of two vertical tubes joined at the bottomto form a V-tube. One of the two tubes is bolted to the side of thecondenser so that the bottom of the tube is some distance below thebottom of the condenser ; the condensate outlet of the condenser is at apoint about two-thirds of the height of the tube and opening intoit through a hinged valve (the inlet valve of the pump). The outletvalve of the pump is in the top of the tube above the inlet valve. A.piston is fitted to the other tube of the pump. The movement ofthe piston in the one tube caused a water column to rise and fall inthe other tube, drawing in air and water from the condenser anddischarging it (the air first) from the top of the tube.The condenser has all the elements of the present-day surface con-denser, which is the type in most general use, and the air pumpincorporates the principle upon which most present successful vac-uum pumps operate. Watt did not, however, overcome the difficultiesof maintaining the tubes tight in the tube sheets, and he supplied thejet type of condenser with his engines. (See the Fulton engine draw-ings above.) STEVENS SURFACE CONDENSER, 1862U.S.N.M. no. 308665; original patent model; transferred from the United StatesPateat Office; not illustrated.This model was submitted with the application for the patentissued to Francis B. Stevens, of New York, N. Y., October 28, 1862,no. 36807.The model represents a surface condenser formed of coils of pipeto be located outside of the hull of a vessel. The peculiar feature isthat cocks and valves are provided so that the condenser ca-n be dis-connected from the engine and used to distil sea water for the boilersand also permit steam to be blown through the condenser for clean-ing the tubes.STEVENS STEAM-ENGINE CONDENSER, 1863U.S.N.M. no 30923S ; original patent model ; transferred from the United StateaPatent Office; not illustrated.This model was submitted with the application for the patent issuedto Francis B. Stevens, November 3, 1863, no. 40510.The condenser represented in the model consists of a large verticalcylinder and pump plunger with various connected chambers designed
gg BULLETIN 173, U. S. NATIONAL MUSEUMto function as a condenser, a condenser air pump, and feed-waterhot well and heater.The invention "consists in simplifying the apparatus that con-denses the steam discharged by the first eduction from the cylinderof a condensing steam-engine by closing the hot well of the engineagainst the atmosphere and by keeping a portion of the space of thehot well free from water, and by delivering the steam dischargedfrom the cylinder by the first eduction into the hot well, so that itmay be condensed or partially condensed by the water delivered bythe air-pump into the hot well." The hot well is thus made "toact also as an additional condenser and dispense altogether with anadditional air pump to draw the water from the additionalcondenser." PITTS AND GLUYAS CONDENSER, 1872U.S.N.M. no. 309239; original patent model; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patent issuedto George K. Gluyas and Washington R. Pitts, of San Francisco,Calif., October 1, 1872, no. 131779.The model represents a simple arrangement of two rectangularchambers joined by rows of tubes and fitted with baffles so that steamadmitted at one end would traverse the tubes in three directionsbefore passing out. The inventor designed the condenser to belocated in the wheel box of a paddle-wheel steamer where the waterand spray from the wheel would cool the tubes and condense thesteam. STARBUCK SIPHON CONDENSER, 1878U.S.N.M. no. 309354 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to George H. Starbuck, of Troy, N. Y., September 10, 1878,no. 207827.The model represents a form of barometric condenser in whichan annular jet of water is brought into contact with an annular jet ofthe steam to be condensed, and the resulting mixture is conductedfrom the condenser by a pipe extending 33 feet or more below it.The peculiar feature of this condenser is the bulbous valve, whichfits within the water pipe and forms a variable annular water pas-sage by which the quantity of water flowing can be adjusted whilethe shape of the annular jet of water, which is essential to the best
-operation of the condenser, is maintained unbroken.
CATALOG OF THE MECHANICAL COLLECTIONS ggENGINE INDICATORSAn engine indicator is an instrument for graphically recording thepressure within an engine cylinder at every instant during the strokeof the piston. The diagram produced by the indicator is used byengineers to check many features of both the design and performanceof the engine. From it may be ascertained the amount of work doneby the steam or gas upon the piston ; the exact part of the stroke atwhich each valve event occurs; the average pressure in the cylinderduring the stroke ; and many other facts of interest and value.The indicator is one of the many inventions attributed to JamesWatt, who devised it primarily to measure the work done by his steamengines. Watt was paid for his engines on the basis of the work thatthey did as compared to the number of horses that they displaced, andbefore the invention of the indicator his customers' low estimates ofthe efforts of his engines caused him to complain that "the power ofa horse is growing to that of an elephant."The first form of the indicator was a modification of the vacuumgauge, which was connected to the cylinder of the engine and wasread by an observer at any required inteiTals during the ponderousstroke of the then slow-speed engines. The important addition of apencil attached to the pointer of the instrument, and so arranged thatit would register its position on a sheet of paper fastened to a flatboard that moved in synchronism with the engine piston, is believedto have been suggested by John Southern, one of Watt's assistants.At just what date the first indicator was used is not known. Wattfound it of so much assistance to him in properly adjusting the valvesof his engines that he kept it secret as long as he could. The storyis told that an indicator was accidentally packed with an engine sentfrom the Watt factory to Holland, where it subsequently fell into thehands of an agent of a competitor and through him was revealed tothe world.The reciprocating drum to carry the paper, which is a part of everypresent-day indicator, was introduced about 1825 to 1830 by JolinMcNaught of Glasgow. McNaught's indicator retained the fixed con-nection between the piston rod of the indicator and the pencil, whichrequired that the piston move as far as the pencil must travel to pro-duce a diagram large enough to be legible. Prof. C. B. Richards, ofConnecticut, in 1862 designed the first indicator in which a compara-tively short movement of the indicator piston was multiplied manytimes by suitable linkage to produce the required movement of thepencil. By thus reducing the movement of the piston its linear speedwas also reduced, and tne errors and distortion of the diagram occa-sioned by the inertia of the indicator parts at high speed were partiallyeliminated. The Richards is considered the first of the modern type40970?39 7
90 BULLETIN 173, U. S. NATIONAL MUSEUM
of indicators. Since 1862 the advance in design has been largely inthe refinement of various parts, lightening the piston and pencilmechanism, steam jacketing the cylinder, and making the parts moreaccessible and the whole instrument more rapid to use. The latest in-dicator in the Museum's collection is equipped with an appliance fortaking an uninterrupted record of diagrams of the successive strokesof an engine.WATT STEAM-ENGINE INDICATOR, c. 1796U.S.N.M. no. 309680; copy; made in the Museum; not illustrated.This is a copy of an indicator in the Science Museum at London,which belonged to one of the Boulton, Watt & Co. agents at Man-chester, England.The instrument consists of a vertical brass cylinder fitted with apiston, 1 square inch in area, provided with a rod attached to thepiston and projecting from the upper end of the cylinder. Betweenthe piston and the cap at the upper end of the cylinder and fastenedto both is a helical spring that is lengthened and shortened by varia-tions in pressure below the piston and causes the height of the pistonto be a measure of the pressure. Tlie lower end of the cylinder isfitted with a tapered plug cock by which it could be attached to thetapered sockets provided in the cylinders of the early engines. At-tached to the upper end of the piston rod is a pencil that traces a curveon paper fastened to a small board, which is moved across the pointof the pencil by the motion of the engine. The motion of the enginewas transmitted to the paper by a cord from a point on the bridle ofthe engine, and the return motion of the board was caused by a weiglitand cord.The first form described by Watt was an adoption of the vacuumgauge consisting of a spring-loaded piston nicely fitted to a cylinder.A pointer connected to the piston indicated the pressure within thecylinder. With the slow-moving engines with which this was used,readings of the pressure could be made at known points in the engine'sstroke, and the data plotted.DIAGRAM TAKEN WITH WATT INDICATORU.S.N.M. no. 180629; print; deposited by J. E. Watkins; not illustrated.This diagram was taken with a Watt indicator on a low-pressurecondensing engine by Edward Cooper, August 1840. It represents thefull-load diagram of the engine. The maximum pressure above theatmospheric line is 5 pounds per square inch, and the exhaust pressureis 13 pounds per square inch vacuum. The card is practically rectan-gular and is computed to have indicated 120 horsepower. Additionalnotes on the card describe the engine as having a 7-foot stroke, a speedof 171/2 revolutions per minute, and a rating of 60 horsepower.
CATALOG OF THE MECHANICAL COLLECTIONS QlMcNAUGHT INDICATOR, c. 1835-1842PlATB 20, FiGUEE 1
"U.S.N.M. no. 307516; original; gift of tlie Ball Engine Co.; photograph no.15260A (group).This is an original indicator made by the old Novelty Iron Works, ofNew York City. Marked "Novelty Iron Works, New York, No. 4."This indicator is one of the first type to employ a cylindricaldrum to carry the paper, in place of the flat board of the Watt in-dicator. This feature was the invention of John McNaught, ofGlasgow, Scotland, who introduced an indicator with this improve-ment about 1825-1830.The indicator consists of a vertical cylinder and a closely fitted!piston with a helical spring between the piston and the cap at theupper end of the cylinder. A piston rod projects beyond the topof the cylinder, as in the Watt indicator, but in this case the pencilis attached to the rod just above the piston. The fitting that car-ries the pencil slides in a vertical slot provided for it in the wall ofthe cylinder. A hollow metal drum is supported on a bracket closeto and parallel with the cylinder. A spring on the pencil fittingpresses the pencil against the surface of the drum (in some of theearlier models the paper was cemented to the drum). The paperdrum is revolved by a cord wrapped al)out the base of the drum andis returned by a light coil spring within the drum. The pistonrod extends beyond the top of the cylinder and is fitted with asmall knurled nut so that an additional spring can be added forhigher pressures. A scale is marked off along the edge of the slotin which the pencil fitting moves so that pressures may be readdirectly when the indicator is used with a slow-moving engine.KRAUSCH ENGINE INDICATOR, 1862U.S.N.M. no. 308664 : original patent model ; transferred from the United StatesPatent OflSce ; not Illustrated.This model was submitted with the application for the patentissued to C. W. T. Krausch, of Chicago, 111., September 9, 1862,no. 36411.The model represents an instrument designed to indicate andrecord speeds, draw-bar loads, boiler water levels, boiler pressures,steam-chest pressures, cylinder pressures, and conditions of the trackconnected with the operation of a locomotive engine and to plotthese on a paper belt driven from a truck axle with a motion cor-responding to the progress of the engine.A series of levers and markers corresponding to the number ofthe above operations to be recorded works transversely on the paperrecord as the paper is advanced by the progress of the engine. The
92 BULLETIN 173, U. S. NATIONAL MUSEUMmarker indicating speed is actuated by a spring-balanced bellows,the motion of which is determined by the volume of air delivered toit by small air-pump cylinders actuated by any convenient part ofthe engine. The other markers are actuated mechanically by aseries of levers to various indicating instruments on the engine,not described. RICHARDS INDICATOR, c. 1867Pi^\TE 20, Figure 2U.S.N.M. no. 307515 ; original ; gift of tlie Ball Engine Co. ; photograph no.15260A (group).This is the type of "high speed" steam-engine indicator patentedby Prof. C. B. Richards in 1863 (Patent no. 37980) and introducedcommercially about 1867.This is considered the first design of the modern type of indica-tor. It was the first to employ a multiplying linkage between thepiston and the pencil point to reduce the travel of the piston andso avoid the distortion of the diagram due to the inertia of themoving parts. It has a cylinder liner supported so that it is freeto expand and contract longitudinally with temperature changes,and it provides a means of moving the pencil into and away fromcontact with the paper.The pencil mechanism is a Watt parallel motion that moves thepencil parallel with the piston, coincident with it and in an exactratio of travel. It multiplies the movement of the piston aboutfour times. The parallel motion is supported by two arms thatare a part of a collar that is fitted so that it may be turned aboutthe top of the cylinder to bring the pencil into contact with thepaper. The indicator spring is a heavy, single-coil, helical springfitted with threaded collars by which it is attached to the pistonand the cylinder cap. It is easily removable so that lighter orheavier springs may be substituted.G. H. CROSBY INDICATOR, 1879Plate 20, Figurk 3U.S.N.M. no. 308701; original patent model; transferred from the United StatesPatent Office; photograph no. 15260A (group).This indicator was filed with the application for Patent no. 219149issued to G. H. Crosby, September 2, 1879.The improvements claimed for this design are a jacket about thesteam cylinder to prevent radiation or loss of heat from the cylinder
;
a method of supporting the cylinder and jacket so that each mightexpand freely when heated; the carrying of the rotary drum ona lever so that it could be moved up to and away from the marker;
CATALOG OF THE MECHANICAL COLLECTIONS 93and a peculiar parallel motion for effecting the straight line motionof the marker in which "the lever is connected with the piston-rodby a joint, and not indirectly by a link, as in the Kichards indicator."THOMPSON INDICATORU.S.N.M. uo. 309644 ; original ; gift of N. C. Hunt ; not illustrated.This indicator was made by the American Steam Gauge Co., ofBoston. It is marked "J. W. Thompson Pat. August 31, '75 Pat.June 26, 1883, No. 4302."In this indicator the piston rod is hollow and serves only as aguide for the piston. The pencil mechanism is connected to thepiston by a very light rod that passes through the piston rod andis attached to the piston with a swivel joint. This permits theconnecting rod to swing through a slight arc, which in turn permitsthe use of a very simple and light parallel motion.The piston is a light cylindrical shell provided with three groovesthat collect moisture and steam to lubricate and seal the piston. Theinner wall of the cylinder is a liner separate from and secure*! tothe inclosing cylinder only at one end so that it is free to expandand contract with temperature changes, thus avoiding distortion.INDICATOR WITH REDUCING WHEEL, 1930U.S.N.M. no. 309833; original; gift of the Crosby Steam Gage & Valve Co.;not Illustrated.This indicator, designed to meet the requirements of modern high-speed engines, employs the lightest construction consistent withstrength and accuracy. It is equipped with a reducing wheel, whichis a self-contained device capable of reducing engine strokes of 14to 72 inches to the proper stroke of the paper drum.Tlie cylinder of this indicator is supported so that its lower endis free and its longitudinal expansion or contraction is unimpeded.The annular space between the cylinder and the casing is designed toserve as a steam jacket. The piston is an extremely thin steel shellwith shallow channels on its outer surface to provide steam packingand moisture lubrication. The piston rod is hollow and is connectedto the pencil mechanism by means of a swivel head that can boscrewed in or out of the rod to adjust the position of the diagramon the paper. The pencil mechanism is kinematically a pantographthat theoretically gives the pencil point a movement exactly parallelto the piston and the amount of the movement of the piston is multi-plied six times at the pencil point. The design of the piston springis peculiar to this indicator. It is made of a single piece of springsteel wire wound from the middle into a double coil, the ends ofwhich are screwed into a metal head drilled helically to receive thespring.
94 BULLETIN 173, U. S. NATIONAL MUSEUMThe exact strength of spring is obtained by screwing the springinto the head more or less, when they are firmly fixed. The footof the spring is a small steel bead firmly pinned to the straight por-tion of wire at the bottom of the spring. This takes the place ofthe heavier brass foot used in earlier indicators.INDICATOR WITH CONTINUOUS CARD APPLIANCE, 1930Plate 20, Figube 4U.S.N.M. no. 309834; original; gift of the Crosby Steam Gage & Valve Co.;photograph no. 18547A.In this indicator the piston spring is located outside of the cylindercasing in a position above the moving parts, where it is not affectedby the heat of the steam ; and the piston is made in the shape of thecentral zone of a sphere to reduce the friction caused by possibleeccentricity in the action of the spring. The ordinary drum of theindicator has been displaced by an appliance for taking a continuousseries of diagrams of the successive strokes of an engine.The piston is attached by a hollow rod directly to the upper endof the spring and because of its spherical shape moves freely in spiteof any eccentric action of the spring. The bearing of the sphericalpiston on the cylinder wall approaches line contact, so that frictionis greatly reduced.The Lanza continuous diagram appliance is assembled on a bracketthat displaces the usual paper drum and supports the indicatorproper. It consists of a spindle for receiving the new roll of paper,the drum that feeds the paper forward and upon which the pencilpoint bears in making the record, and the spool upon which thepaper is afterward wound.The drum is rotated continuously in one direction by the alternateengagement of two clutches controlled by a cord passing over thepulley at the extreme end of the bracket arm and actuated by a cross-head block positively connected to the crosshead of the engine. Thereis included a device for marking upon the paper at the end of thestroke and an atmospheric marker readily adjustable to any requiredposition.This appliance is the invention of the late Prof. Gaetano Lanza,of the Massachusetts Institute of Technology. It is used to obtain acontinuous series of cards from locomotives, rolling mills, and otherengines where the diagrams corresponding to successive revolutionsof an engine differ.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 20
Engine indicators.
1. McXaught, c. 1835-1842 (U.S.N.M. no. 307516). See p. 91.2. Richards, c. 1867 (U.S.X.M. no. 307515). See p. 92.3. Crosbv, 1879 (model; U.S.N.M. no. 308701). See p. 92. ^4. Indicator with continuous card appliance, 1930 (U.S.X.M. no. 3098.^4). bee p 94.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 21
CO "2
II)
CATALOG OF THE MECHANICAL COLLECTIONS 95MISCELLANEOUS STEAM-ENGINE ACCESSORIESHARRISON LUBRICATOR, 1880U. S. N. M. no. 308704 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent issuedto A. L. Harrison, of Bristol, Conn., March 2, 1880, no. 225124.The model represents a steam-engine lubricator in which the oil iscontained in a reservoir fitted with a balanced diaphragm upon bothsides of which the steam pressure in the main acts. The unbalancedpressure required to force the oil into the steam is atmospheric pres-sure obtained by the use of a vacuum chamber when the engine isoperating condensing, or the hydrostatic pressure of a water columnwhen the engine is operating noncondensing.The lubricator consists of an oval chamber divided by a flexiblediaphragm. The space above the diaphragm contains the oil andis connected through a glycerine-filled sight glass to the steam chestor cylinder of the engine. The space below the diaphragm is con-nected to the steam pipe from the boiler, so that steam pressure actson both sides of the diaphragm. A rod attached to the center of thediaphragm passes through suitable stuffing boxes to a piston in acylinder below the diaphragm chamber. The space above the pistonis connected to the condenser of the engine so that atmospheric pres-sure will exert an unbalanced force upon the under side of the piston,ajid through it upon the diaphragm, sufficient to force the oil out ofthe lubricator into the engine. When used with a noncondensing en-gine a water column in the steam pipe connecting to the under side ofthe diaphragm provides an unbalanced hydrostatic pressure on thediaphragm. HAY GRAVITY-FEED OILER, 1888U.S.N.M. no. 309248 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This oiler was submitted with the application for the patent issuedto Peter D. Hay (assignor to the Michigan Lubricator Co.), of Detroit,Mich., June 19, 1888, no. 384762.The model represents a sight-feed oiler in which the oil is containedin a cylindrical glass reservoir and flows by gravity through a needlevalve to the bearing into which the oiler is screwed. The needle ofthe needle valve when closed is held against its seat by a light spring.It is opened by lifting the needle and giving it a short turn so thata pin on the shaft rises out of a slot and rests on the top edge of abrass thumb nut screwed into the central post of the oiler. Thisnut may be run up or down on its threads and so determine theamount by which the needle will be raised and held from its seat and
95 BULLETIN 173, U. S. NATIONAL MUSEUMSO control the rate at which oil is fed from the reservoir. The nutcarries a spring-held pin that rests in shallow recesses in the top ofthe oiler and holds the nut in the position in which it is set and willnot permit the nut to be jarred around by the vibration of the ma-chine to which it is attached.INTERMITTENT GRAVITY OILERU.S.N.M. no. 311184 ; model ; transferred from the United States Patent Office
;
not illustrated.This is a gravity oiler similar to the above in which the lubricatingoil is contained in a glass reservoir from which it flows by its ownweight through a valve in the bottom of the reservoir. The valvethrough which the oil flows is a small conical valve held closed bytlie weight of the oil above it. A stem projects downward from thelubricator, which when pushed upward lifts the valve from its seatand allows the oil to flow. It is probable that this lubricator wasdesigned to release a drop of oil upon the surfaces of some slow-mov-ing machine, such as the guides of a planer when a cam or lug on themoving part engaged the valve stem and raised it.HAND-PUMP PRESSURE LUBRICATORU.S.N.M. no. 311185; original; transferred from the United States Patent Office;not illustrated.This is a pressure lubricator designed to force lubricating oil intothe steam being supplied to a steam engine for the lubrication of thepiston and valves. It forces the oil into the steam main against thepressure of the steam. It consists of a large glass reservoir into whichis built a small simple hand pump. By working the handle of thepump the oil is drawn into the pump cylinder and discharged throughthe screw fitting at the bottom of the lubricator into the steam mainor valve chest to which the lubricator is attached. The efficiency oflubricators of this kind depends entirely upon the judgment of theengineer or oiler. They are generally wasteful of oil.The lubricator is marked "Buckeye Engine Company."MULTIPLE HYDROSTATIC LUBRICATORPlate 21, Figube 1U.S.N.M. no. 308685 ; original patent model ; transferred from the United StatesPatent Office ; photograph no. 32628B.This is an automatic lubricator that delivers lubricating oil into thesteam being supplied to a steam engine at any desired rate. It employsthe pressure due to a column of water plus the pressure of the steamin the main to force the oil into the main against the steam pressure.
CATALOG OF THE MECHANICAL COLLECTIONS 97The lubricator consists principally of a large cylindrical brass res-ervoir containing the oil. This reservoir is connected at the topthrough a length of vertical uninsulated pipe to the steam main. Thepipe extends down within the reservoir to a point near the bottom.Steam entering this pipe is condensed to some extent and conveyswater into the reservoir, where it displaces the oil to the top. A secondpipe entering the reservoir at the bottom extends nearly to the top.The top of this pipe is open, and the oil is forced into it. This pipeconveys the oil to a needle valve at the bottom of a sight glass orwater column through which the oil rises in drops to the pipe thatconveys it to the steam main. The resistance offered the flow of oilby the pressure in the main is overcome by the pressure exerted onthe oil in the reservoir by the steam pressure in the uninsulated pipeplus the pressure due to the height of the column of water standingin the pipe.The rate of flow of the oil is regulated by the needle valve at thebottom of the sight glass, which is set to deliver oil at the rate required,usually stated in drops per minute. This is a multiple lubricatorprovided with three delivery valves and sight glasses from which oilmay be supplied to three different points at three different rates. Asight level glass on the side of the reservoir is provided to show thequantities of oil and water within the reservoir. Stiff sheet-brassguards surround all the glass parts so that the highly strained gaugeglass will not fly far off if the glass should fail under the pressurewithin the lubricator. BRAMWELL VALVE, 1859U.S.N.M. no. 309251; original patent model; transferred from the United StatesPatent Office; not illusti'ated.This model was submitted with the application for the patent issuedto William Bramwell, of New York, N. Y., June 14, 1859, no. 24639.The model represents a valve in which a gate swinging upon a hori-zontal axis is opened or closed by means of a hand wheel, verticalscrew, and toggle link.The gate of the valve is a conical plug that swings on an armfrom a pivot above it. When closed the gate fits a conical seat in thevalve body ; when opened it swings up into the top of the valve bodypractically clear of the passages. The peculiar feature of the valveis the arrangement of parts, which permits the closing of a swing-gate valve by means of a hand wheel and screw.
gg BULLETIN 173, U. S. NATIONAL MUSEUMFITTS GOVERNOR VALVE, 1859U.S.N.M. no. 30S662; original patent model; transferred from the United StatesPatent OflBce; not illustrated.This model was submitted with the application for the patentissued to Benaiah Fitts, of Worcester, Mass., August 9, 1859, no.25005.The model represents a globular valve in which a conical rotoruncovers a port in a conical seat. It operates without a stuffing boxand is designed so that the pressure of steam on the rotor is balanced,reducing friction to a minimum.SCHEIDLER AND McNAMAR THROTTLE VALVE, 1875U.S.N.M. no. 3086S7 ; original patent model ; transferred from the United StatesPatent OflSce; not illustrated.This model was submitted with the application for the patentissued to Reinhard Scheidler and John H. McNamar, of Newark,Ohio, June 8, 1875, no. 164219.The model represents a piston shaped regulating valve operatedby a lever, sector, and rack on the valve stem. It is designed foruse as an auxiliary valve in connection with a throttle valve of ordi-nary form. The inventors describe the valve as being particularlywell fitted for the control of sawmill engines.HEWITT PISTON-ROD PACKING, 1879Plate 21, Figure 2U.S.N.M. no. 309247; original patent model; transferred from the United StatesPatent OflSce; photograph no. 32628A.This model was submitted with the application for the patentissued to John Hewitt, of St. Louis, Mo., June 3, 1879, no. 216038.The model represents a 2-piece, flange-and-gland stuffing box ofthe usual form, packed with malleable metal rings with bevelededges. The rings are alternately beveled in opposite directions sothat adjoining surfaces match. The edges of the flange and gland arebeveled so that when the parts are brought together and tightenedthe effect is of a number of double wedges sliding together andexpanding between the stuffing box and the shaft.CENTRIFUGAL SEPARATOR, c. 1879U.S.N.M. no. 180924 ; original ; gift of the Deerfoot Farm Co. ; not Illustrated.One of the earliest uses of the centrifugal separator for raisingcream from milk was at the Deerfoot Farm, Southborough, Mass.The separator described here was one of the first three employedthere in 1879. It is included in this catalog because it is exhibitedin the Museum with the centrifugal oil separator, described below.
CATALOG OF THE MECHANICAL COLLECTIONS 99The separator is a cast-iron cylinder, 2 feet in diameter, with adepth at the circumference of 14 inches. The top of the cylinderis double walled and slightly domed, with an opening at the center121^ inches in diameter. It is mounted upon a short vertical shaftthat carries a horizontal belt pulley. A heavy cast-iron bedplatesupports the bearing of the shaft and carries two stub shafts foridler pulleys to guide the driving belt to the shaft pulley. The scooppipe and filling faucet are missing.In use mill?: was run into the cylinder from a faucet through theopening of the top, and the cylinder was spun at a rate of 1,600revolutions per minute. In about 20 minutes centrifugal force wouldhave thrown the heavier milk to the wall of the cylinder and thecream would have formed an inner layer inside of the milk. A scooppipe was inserted through the opening into the revolving layer ofcream, which ran out through the pipe to cans. Fresh milk wasadded to bring the level of cream and then the skim milk up to thescoop pipe. The separator had a capacity of about 516 pounds ofmilk an hour. It was driven by belting from the line shaft of thedairy, which was powered by a l-horsepower steam engine.A discussion of the equipment at the Deerfoot Farm dairy and abrief history of centrifugal milk separators are contained in the arti-cle "Deerfoot Farm Centrifugal Dairy", by E. Lewis Sturtevant, inthe Annual Re-port of the Commissioner of Agriculture for the Year1880, Washington, 1881.THOMSON AND HOUSTON CENTRIFUGAL CREAMER, 1881U.S.N.M. no. 309134 ; original patent model ; transferred from the United StatesPatent OflSce ; not illustrated.This model, which is roughly diagrammatic, was submitted withthe application (1877) for the patent issued to Elihu Thomson andE. J. Houston, of Philadelphia, April 5, 1881, no. 239659.The creamer represented by the model is a centrifugal separatorwith a single source of supply and two distinct discharges designedto give continuous operation without interference of the suppliedliquid with the separated products. Stopping the apparatus for theinsertion and removal of material, "as in ordinary centrifugal ma-chines", is unnecessary.The separator has a conical-shaped rotating case on a hollow ver-tical shaft, which opens into the bottom of it, and a horizontal de-flector plate a few inches above the bottom. The liquid is suppliedfrom a pipe above the center of the central top opening of the case.The deflector plate prevents the passage of the supplied liquid di-rectly to the hollow shaft. Under the influence of the rapid rotationof the case the denser ingredients of the liquid accumulate toward the
IQQ BULLETIN 173, U. S. NATIONAL MUSEUMgreatest diameter of the rotor case, which is the lowest part, and passout through the hollow shaft. The lighter ingredients are displacedtoward the axis of rotation and discharge around the opening at thecenter and top of the rotor case. An outside case, which may beeither rotating or stationary, collects the lighter ingredients as dis-charged. CENTRIFUGAL OIL CLARIFIER, 1931U.S.N.M. no. 310255 ; sectioned original ; gift of tlie De Laval Separator Co. ; notillustrated.The clarifier is a steam-driven centrifugal separator prepared forthe clarifying of lubricating oil. Similar machines with steam orelectric drive modified with the proper bowls and collectors are usedto clarify and dehydrate transformer oils, to clarify switch oils andsolvents, and to separate liquids of different specific gravities, ascream and milk.The separator is a heavy metal bowl mounted upon a vertical bowlspindle, which projects upward into the bowl and supports a seriesof conical disks and covers and a tubular filling shaft. The weightof the bowl is supported by a steel point at the end of the lowerspindle resting upon two treadwheels. On the lower spindle is thesteam wheel or rotor of a small, single-stage, impulse turbine, whichrevolves the bowl. The oil to be clarified is led down through ahollow shaft to the bottom of the bowl, where it flows out to the diskswhere the separation takes place. Under the influence of the forcesset up by the rapid rotation of the bowl the heavier liquid passes upalong the outside of the disks and out at the lower outlet of thebottom cover. The lighter liquid passes up along the inside of thedisks and out through the upper outlet of the bowl to the middlecover. An upper cover is provided to carry off any possible overflowof liquid.Gustav de Laval, whose name is equally honored in the histories ofboth centrifugal separators and steam turbines, developed the im-pulse turbine to produce a motor capable of turning his centrifugalseparator at the required high speed. Wlien, in 1883, he applied asteam turbine to a separator he made the first practical use of themodern steam turbine.AIR AND HYDRAULIC ENGINESCHANDLER AND SILVER HYDRAULIC ENGINE, 1878U.S.N.M. no. 308702; original patent model; transferred from the United StatesPatent Ofl3ce ; not illustrated.This model was submitted with the application for the patentissued to Lucius S. Chandler and Samuel N. Silver, of Auburn,Maine, August 27, 1878, no. 207391.
CATALOG OF THE MECHANICAL COLLECTIONS IQlThe engine has four single-acting, horizontal cylinders arranged ina block like the chambers of a revolver. Connecting rods from thefour pistons connect to pins on crank disks on a common shaft. Thehead ends of the four cylinders open into a drumlike exhaust cham-ber. A rotary valve of peculiar construction revolves in the exhaustchamber close to the ends of the cylinders and opens the cylindersto the exhaust chamber or to the pressure inlet pipe, which formsthe hollow stem of the valve, in proper sequence. The hollow stemof the valve passes out of the forward side of the exhaust chamberthrough a gland and bearing. It carries a spur gear that meshes witha pinion on a lay shaft, which parallels the cylinders and is turnedby a bevel gear pair at the crankshaft.CARPENTER COMPOUND HYDRAULIC ENGINE, 1878U.S.N.M. no. 309252 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.The model was submitted with the application for the patent issuedto Oramill C. Carpenter, of Brookljai, N. Y., December 17, 1878,no. 210915.The engine is essentially a hydraulic transmission, wliich takesmotion from eccentric cams on a central shaft turned by a steamor other engine and transmits the motion to shafts on either side ofand parallel to the central shaft. The inventor designed the engineto be applied to a streetcar, and the model is mounted in a miniaturenickel-plated car truck.It is a 4-cylinder engine with opposed cylinders in groups of two.Single-acting plungers work in and out of the cylinders as the centralshaft is turned. The head of each cylinder leads directly to anothercylinder of reduced diameter in each of which a driven piston worksthrough a longer stroke in time with the short stroke of the drivingpiston. Valves for the relief of an excess pressure of liquid andspring-cushioned piston heads are described for smoother running.COLWELL DISULPHIDE OF CARBON GENERATOR AND ENGINE, 1879U.S.N.M. no. 308T6G; original patent model; transferred from the United StatesPatent Office ; not illustrated.The model was submitted with the application for the patent issuedto William S. Colwell, of Pittsburgh, Pa., September 16, 1879, no.219622.The model represents a reciprocating engine of more or less con-ventional steam engine design in which the operating fluid is vapor-ized carbon disulphide supplied by a boiler or generator and condensedin an air-cooled condenser. The transfer of heat from the fire inthe boiler to the carbon disulphide and from the exhaust vapor tothe cooling air of the condenser is effected through water. Plumbago,
102 BULLETIN 173, U. S. NATIONAL MUSEUMor black lead, is used to protect the walls of the generator and theengine from the action of the carbon-disulphide vapor. Steam andhot water from the water jacket of the generator are led into passagessurrounding the engine cylinder and connecting pipes to prevent theloss of heat from the vapor.KIMMAN COMPRESSED-AIR ENGINEU.S.N.M. no. 310189 ; original ; gift of Martin T. Kimman ; not illustrated.This small, 3-cylinder, radial, air engine was designed and madeby Henry James Kimman (1862-1921), a pioneer inventor of smallportable piston air drills. It is believed that the engine was builtfor a steering engine on a steam roller. The experience gained inthe construction of the engine directed his interest to the design ofair drills, in which field he made valuable contributions.The engine is exhibited in the Museum with several forms of theKimman air drill not described in this publication.MECHANICAL TRANSMISSION OF POWERThe mechanical transmission of power, though a large subject andan important phase of mechanical engineering, is not largely repre-sented in the National Museum collections. A few models of ele-mentary belt drives are included in the group described above under
"Models of Mechanical Powers" (p. 3) and the remaining items inthe collection are listed here.BELT DRIVING ACCESSORIES (chronologically arranged)Belt fastener, Patent Office model, Patent no. 25187, issued to Albert Ficket>.,August 23, 1859. U.S.N.M. no. 309148.Splicing belts, Patent Office model, Patent no. 66261, issued to N. E. SmithJuly 2, 1867. U.S.N.M. no. 309154.Belt lacing. Patent Office model. Patent no. 70775, issued to H. C. Babcock,November 12, 1867. U.S.N.M. no. 309153.Belt hook. Patent Office model. Patent no. 84968, issued to Charles Sargeant,December 15. 1868. U.S.N.M. no. 309143.Splicing or joining belts. Patent Office model, Patent no. 86123, issued toJohn Ashworth, January 26, 1869. U.S.N.M. no. 309155.Belt .ioints, Patent Office model. Patent no. 89820, issued to B. P. Walker,May 4, 1869. U.S.N.M. no. 309146.Method of lacing belts. Patent Office model. Patent no. 153153, issued to George:E. Burt, July 21, 1874. U.S.N.M. no. 309150.Belt fastener, I'afent Office model. Patent no. 164855, issued to J. B. McBlroy,June 22, 1875. U.S.N.M. no. 309156.Belt tightener, Paleiit Office model, Patent no. 196222, issued to Gilbert Greene,October 16, 1877. U.S.N.M. no. 309139.Belt tightener. Patent Office model. Patent no. 201596, issued to David L. Croft.March 26, 1878. U.S.N.M. no. 309157.Belt tightener. Patent Office model, Patent no. 226311, issued to V. H. Hallock,April 6. 1880. U.S.N.M. no. 309147.
CATALOG OF THE MECHANICAL COLLECTIONS J 03Method for lacing belt, Patent Office model, Patent no. 228390, issued to O. C.Pomeroy, June 1, 1880. U.S.N.M. no. 309152.Belt fastener. Patent Office model, Patent no. 229278, issued to A. Schuhknecht,June 2, 1880. U.S.N.M. no. 309149.Belt coupling. Patent Office model. Patent no. 238164, issued to E. O. Sawyer,February 22, 1881. U.S.N.M. no. 309151.ROPE DRIVESRope drive, Patent Office model, Patent no. 359597, issued to W. H. Dodge,March 22, 1887. U.S.N.M. no. 308983.Rope driving apparatus. Patent Office model. Patent no. 478875, issued toMacdonald, Williams, and Hitzeroth, July 12, 1892. U.S.N.M. no. 308849.SHAFT BEARINGSAntifriction journal bearing. Patent Office model. Patent no, 212744, issuedto L. Rank, February 25, 1879. U.S.N.M. no. 309143.Antifrictional bushings, Patent Office model. Patent no. 224453, issued toH. Loud, February 10, 1880. U.S.N.M. no. 309144.Antifriction alloy, Patent Office model, Patent no. 429249, issued to SamuelSingley, June 3, 1890. U.S.N.M. no. 308842.SHAFT COUPLINGSShaft coupling, universal joint, Patent Office model. Patent no. 97575, issued toSeth Wheeler, December 7, 1869. U.S.N.M. no. 308848.Coupling for tumbling shafts, universal joint, Patent Office model. Patent no.105259, issued to S. C. Scofield, July 12, 1870. U.S.N.M. no. 30S847.Flexible shaft. Patent Office model, Patent no. 130253, issued to Nelson Stow,August 6, 1872. U.S.N.M. no. 311181.Knuckle joint, universal joint. Patent Office model, Patent no. 215922, issuedto C. Q. Hayes, May 7, 1879. U.S.N.M. no. 308824.MISCELLANEOUS MECHANICAL TRANSMISSION DEVICESConnecting rod. Patent Office model. Patent no. 3981, issued to H. Hinkley,April 1, 1845. U.S.N.M. no. 30S9S9.Reversible mechanism for countershaft. Patent Office mode). Patent no.259572, issued to C. E. L. Moebius, June 13, 1882. U.S.N.M. no. 308S40.Motion transmitting device, roller gear. Patent Office model, Patent no.705,624, issued to C. F. Stokes and C. B. McGlinchley, July 29, 1902. U.S.N.M.no. 308846.Clutch pulley, Patent Office model, not identified. U.S.N.M. no. 308984.Planetary gear. Patent Office model, not identified. U.S.N.M. no. 308851.STEAM BOILERSThe steam boiler is as old as the boiling and distilling processesin cooking and manufacturing and naturally antedates the steamengine. The first "power" boilers were described by Heron of Alex-andria; they were used to supply steam or vapor to the steam-operated devices, which he discussed. These descriptions are vari-ously translated in name as vessels, cauldrons, and spheres, and thedrawings illustrating the several translations show them as hollow
104 BULLETIN 173, U. S. NATIONAL MUSEUM
spheres or wide shallow vessels of various and often fantastic shapescovered with flat metal plates. All of them were heated over openfires or simple stone stoves in which the heat of the fire was appliedto only a small section of the surface of the vessel. They seem tohave been constructed of copper.The recent and continuous development of the steam boiler beginswith the boilers used to supply steam at low pressure to the at-mospheric steam engines of Newcomen. It is true that before New-comen Thomas Savery had constructed boilers for the high pressuresthat his mine pumps (pulsometers) required, but the difficulty ofmaintaining them tight and his lack of success with boilers in generalwere largely responsible for the abandonment of the Savery engine.Before Savery and Newcomen, soapmakers, brewers, and other trades-men using evaporators and cookers had developed boilers and fur-naces with considerable skill and thought. Brick and masonrysettings in which flues and passages in the setting were used to con-duct the flame and hot gases over the surface of the boiler shellhad been evolved. The boilers themselves were simply cylindricalstraight-sided and flat-bottomed vessels open at the top and usuallymade of copper. To adapt them as steam generators they Vverecovered with a sheet of metal, often just a sheet of lead. Tlie boilerillustrated in the engraving of the Newcomen engine of 1712 (seeabove) was a boiler of this type with a hemispherical, domed topforming a steam chamber above the cylindrical part of the boiler.The top was joined to the lower part in a wide flange, which over-hung the sides at the top and formed the top of a flue that sur-rounded the entire lower part of the boiler. Gradually this type ofboiler was rendered more suitable for steam power purposes.Wrought-iron plates and riveted joints were used (about 1725), thesides and bottom were made concave for stiffness, and internal stayswere employed. In its improved form the boiler resembled a hay-stack and was often called the haystack boiler. It was sometimesconstructed with a central domelike firebox and an internal helicalflue.To increase the heating surfaces of the boiler James Watt, about1780-1790, designed the toagon type of boiler, which is practicallyan elongated haystack boiler with flat ends, somewhat resemblinga deep rectangular wagon body with an arched top. These boilershad concave sides, which with the adjacent brickwork of the settingformed flues along each side of the boiler. The grates were at theforward end and beneath the boiler, and the hot gases passed underthe concave bottom to the back, returned along one side of the boiler,and then passed back again along the opposite side. Later Wattadded a square flue through the center of the boiler and caused the
CATALOG OF THE MECHANICAL COLLEtmONS 1Q5gases to return through the flue, divide at the front, and pass backalong each side.From the wagon type of boiler the horizontal cylindrical shellboiler soon developed, and following it came a great many combina-tions of cylinders and drums in large and small sizes. The exter-nally fired cylindrical boiler with convex ends and no flues was prob-ably the most widely used boiler from 1800 to about 1850. Woolf'spatent steam-engine boiler, 1803 (see below), is an early and typicalone of combinations of small cylinders and drums, a modern exampleof which is the "elephant", or French, boiler still used to some extentin Europe. It is very probable that such combinations of drums andconnecting pipes suggested the water-tube boiler.The internal flue boiler was employed by Smeaton, the Englishengineer who is often credited with its invention (c. 1740 to 1770),as well as by Watt, as mentioned above. The real developmentbegan, however, with the work of Oliver Evans in the United Statesand Richard Trevithick in England. A model of a locomotive sup-posed to have been made by Trevithick before 1800 has a horizontalcylindrical shell boiler within which is a large circular flue passingthrough the shell. Within one end of the flue a grate is provided,and the other end of the flue is joined to a stack. Trevithick's pat-ent of March 24, 1802, and a road locomotive constructed at Londonin 1803 include a boiler of this type in which the flue was bent inthe form of a large U, and the hot gases were required to pass throughthe entire length of the boiler in each direction. Trevithick con-structed several large stationary flue boilers with great success.Oliver Evans, pioneer builder of high-pressure steam engines, isgenerally credited with having made the first practical flue boilersin the United States. Evans is believed to have completed his firststeam engine in 1802, but it is not clear what type of boiler he usedthen. The Abortion of the Young Steam Engineers Guide^ by OliverEvans, printed at Philadelphia in 1805, illustrates a steam engine(see above) "on the new principle" (high pressure), including asection of an internally fired flue boiler. The text indicates that healso used externally fired return-flue boilers and mentions his expe-rience with boiling linseed oil in wooden boilers to 120 pounds persquare inch pressure and 600?. Evans also used the brick-set multi-ple-drum boiler of several connected small cylinders all externallyfired, in the steamboat Aetna of 1818.Wooden boilers were used by engineers other than Evans, but theyseem to be a peculiarly American development. Just as the earlycookers of the various trades were used in England as steam genera-tors, in the United States the wooden vats and tanks of the brewersand distillers were to some extent adopted. Staudinger and Livings-49970?39 8
IQQ BULLETIN 173, U. S. NATIONAL MUSEUMton who built the engines for the Center Square station of thePhiladelphia waterworks in 1801, suggested that wooden boilers beused. These are described below.High-pressure steam did not come into favor for many years afterTrevithick and Evans, and flue boilers were first developed with theobject of obtaining the largest heating surface possible with littleregard to increasing the strength of the boilers. Many of the earlyflue boilers were constructed with single flues of large diameter andwere not well designed for strength. As pressures were increased itbecame necessary to give more attention to strength and the realiza-tion that large heating surface with greater strength could be ob-tained with the use of several flues of small diameter was an impor-tant step forward in boiler design. The Lancashire boiler with twoparallel internally fired flues was introduced by Sir William Fair-bairn of England in 1844, and following this a number of variationswere introduced. The use of strengthening devices such as crosstubes (first used by Paul Steenstrup in 1828), strengthening rings,and corrugated flues have permitted flue boilers to keep pace with thepressure requirements, and at the present time they are working atthe highest pressures employed in ordinary steam-engine practice.Fire-tube hoilers.?The fire-tube boiler, with many small tubeswithin which the flame or hot gases from the fire passed throughthe water in the boiler, was first suggested by Nathan Read, of Salem,Mass., about 1790. Read, a graduate of Harvard College, began ex-periments with steam engines about 1788, with a view to adaptingthem to road vehicles and boats. In 1789, at Danvers, Mass., heoperated a boat propelled by paddle wheels turned by hand to satisfyhimself that the steam engine might be applied to propulsion in thatmanner, and in 1790 and 1791 he filed with Congress and the newlyappointed Commissioners of Patents applications describing steam-propelled land vehicles, boats, and improvements in the steam engineand boiler. Under date of August 26, 1791, the first United Statespatents were issued, including one to Read for his boiler. The pat-ented boiler was a vertical ioate7''-tuhe boiler with an enclosed firebox,but letters of Read relating to the boiler and sketches found amonghis papers indicate that he intended the use of the same generaldesign of the boiler with either water or fire tubes. With fire tubesthe boiler would resemble the typical vertical hoisting engine boilerof today. It is not probable that Read or James Neville, who pat-ented a similar boiler in England in 1826, used a boiler of this type,and the credit for its first use is usually given to M. Sequin, Frenchengineer, who patented a tubular boiler in February 1828 and appliedit to two locomotives early in 1829. The type was brought to prac-tical perfection by George Stephenson, who applied it as the boilerof his locomotive Rocket of 1829. It has been the standard locomo-
CATALOG OF THE MECHANICAL COLLECTIONS 107tive boiler type to the present day. The boiler used with the Lawrence,Mass., pumping engine of 1876 (described below) is a typical one ofthe multitubular locomotive type used for stationary plants. Theexternally fired horizontal return tubular boiler is the modern sta-tionary boiler of the fire-tube type, and the Scotch marine boiler is anexample of a combination of the internally fired flue boiler withfire tubes.Water-tube boilers.?The water-tube boiler, in which the water iscontained in tubes or small connected chambers in the path of theflame or hot gases, is one of the oldest forms of the boiler. TheCatalogue of the Mechanical Engineering Collections of the ScienceMuseum, London, 1907, mentions copper vessels found in the ruinsof ancient Roman cities, which are apparently boiler elements in-corporating the principle of water tubes. The recent developmentis usually traced from the boiler of John Blakey, patented in Englandin 1766. This consisted of several short tubes inclined at alternatelyopposite angles and joined with very short bent tubes of small<liameter. These tubes were enclosed in a vertical brick furnace,which was merely an enlargement of the base of the chimney. Thisboiler had no water reservoir or steam chamber. Many of the steam-engine pioneers experimented with the use of water tube and pipeboilers, and very early descriptions of them are not at all uncommon.One of the earliest of the actual uses of the water-tube boiler wasby James Rumsey, who employed a pipe boiler in the steamboathe built at Shepherdstown, W. Va., in 1787. This boiler is mentionedin his Treatise on the Application of Steam^ etc. (see above), and adrawing and description of it (see below) appeared in the ColumbianMagazine of May 1788. This boiler consisted of a nest of pipes madeup of alternate horizontal rows of pipe laid at right angles to eachother so that rectangular vertical passages for the hot gases wereformed between the tubes. Rumsey described other boilers and pat-ented several water-tube boilers in England and the United States.Col. John Stevens, of Hoboken, N". J., and his son, John Cox Stevens,made successful water-tube boilers for their experimental steamboatsand locomotives during the period 1804 to 1825. The porcupine, ordead-ended, water-tube boiler used in the Stevens steamboat of 1804and the tube and header assembly of the vertical water-tube boilerof the experimental locomotive of 1825 are described below. Thesecond one was patented in the United States in 1803 by John Stevensand in England in 1805 by John Cox Stevens.In 1821 Julius Griffith built one of the earliest of the sectionalwater-tube boilers, while Joseph Eve's boiler of 1825 was the firstwith a well-defined circulation. The short-lived interest in steamroad carriages about 1825 was responsible for the introduction ofmany portable water-tube boilers that contributed little to the de-
IQg BULLETIN 173, U. S. NATIONAL MUSEUM
velopment. Stephen Wilcox, in 1856, introduced the first boilerwith inclined tubes connecting water spaces at the front and rearwith steam and water space above. This is a type that has continuedto influence the design of boilers to the present day.WOODEN STEAM BOILER, 1801-1815Plate 22, Figure 1U.S.N.M. no. 310849 ; model ; made in the Museum ; photograph no. 31630.The model represents a boiler used at the Center Square pumpmgstation of the Philadelphia waterworks between 1801 and 1815. It isessentially a watertight, planked, wooden steam chest containing acast-iron firebox and flue. Short cast-iron pipes in the nature of watertubes cross the wide, flat flue.The model was constructed from the information and drawingscontained in the article "History of the Steam Engine in America"in the Journal of the Franklin Institute, Philadelphia, vol. 102. Thefollowing, which includes a description of the boiler by BenjaminHenry Latrobe in the Transactions of the American PhilosophicalSociety, vol. 6 (1804), is quoted from the above article:Wooden boilers have been applied in America to the purpose of distilling formany years. Mr. Anderson, whose improvements in that art are well knownappears to have first introduced them in America. But it was found that themash had a very injurious effect upon the solidity of the wood : for while theoutside retained the appearance of soundness, and the inside that of a burnt,but hard surface, the body of the plank was entirely decayed. It was howeverstill to be tried whether simple water and steam would have the same effect:and upon the hint of Chancellor Livingston, our present Ambassador in France,Messrs. Roosevelt, Smallman and Staudinger contrived the wooden boiler, whichhas been used for all the engines in New York and Philadelphia ; and not withoutits great, though only temporary advantages. The construction of the woodenboiler, will be best understood, by reference to the plan and section of the newboiler of the engine in Center Square, Philadelphia, which is by far the bestof those which have been made. It is in fact only a wooden chest containingthe water, in which a furnace is contrived, of which the flues wind severaltimes through the water before they discharge themselves into the chimney.The boilers were rectangular chests, made of white pine planks five inchesthick ; they were nine feet square inside at the ends, and fourteen feet long inthe clear ; braced upon the sides, top, and bottom with oak scantling ten inchessquare, the whole securely bolted together by one and a quarter inch rodspassing through the planks. Inside of this chest was placed an iron fire boxtwelve feet six inches long, six feet wide, and one foot ten inches deep, withvertical flues, six of fifteen inches diameter and two of twelve inches diameter
;
through these the water circulated, the fire acting around them and passing^up into an oval flue situated just above the fire box, carried from the backof the boiler to near the front, and returned again to the back, where it enteredthe chimney. This fire box and flues appear to have been at first made entirelyof cast-iron ; then a wrought-iron fire box was made, the flues still being of cast-iron ; this not being satisfactory on account of the unequal contraction and
CATALOG OF THE MECHANICAL COLLECTIONS 109expansion of the two metals causing leakage, eventually wrought-iron flues werealso put in.Great advantage was at the time supposed to be gained by the nonconductingpowers of the wood, and also by the vertical flues iu the fire box.As might be expected, great difficulty was experienced in keepingthese boilers steam tight; accordingly, on December 1, 1801, a boilerwith cast-iron shell, as well as flues, was put up, and another one, alscof cast iron, but of different form, was put in use on March 10, 1803,JOHN STEVENS PORCUPINE BOILER. 1804U.S.N.M. no. 181179; original; deposited by Edwin A. Stevens; not illustrated.This is the boiler of the steamboat used by Col. John Stevens onthe Hudson in 1804. It is a multitubular boiler of the type oftencalled "porcupine."The boiler consists of a rectangular water reservoir from eachside of which project 14 closed-end copper tubes about 18 inches longby 11/2 inches in diameter. The water reservoir and tubes are in-closed in a rectangular sheet-metal shell, which supports the gratesand forms the furnace of the boiler. The shape of the boiler is suchthat the flame or hot gases from the grate pass down through theforward cluster of tubes under the reservoir and up through the backtubes to the smokestack. A tall conical-shaped steam dome is bolted tothe top of the water reservoir above the shell of the furnace. Theboiler is equipped with a plunger feed-water pump and a ball-and-lever safety valve.JOHN STEVENS WATER-TUBE BOILER, 1803-1825Plate 22, Figure 2TJ.S.N.M. no. 180029; original; deposited by the Stevens Institute of Technology;photograph no. 25370.This specimen consists of the headers and tubes of the boiler usedb)y Col. John Stevens on his experimental locomotive at Castle Point,N. J., in 1825. The design was patented by him April 11, 1803.The relic consists of 20 vertical tubes, each about 40 inches long
"by 114 inches outside diameter, arranged in a 12-inch circle, connect-ing an annular header at the top with a similar one at the bottom.The headers and tubes are wrought iron. Each header is formedof two flat disks with circular grooves cut in them so that whenfaced together an annular space 1 square inch in cross section andabout 10y2 inches long is formed. The header parts are held to-gether by ten %-inch and five %-inch bolts. Steam was taken froma 1-inch pipe in the top header, and water was put in through asimilar pipe in the bottom header.
110 BULLETIN 173, U. S. NATIONAL MUSEUM
"When used the tubes and header were contained in a sheet-ironshell that supported the grates and formed the ashpit, the furnace,and the stack. The shell is not with the specimen.The safety valve used with the boiler is exhibited separately inthe Museum and is described below under "Steam-boiler Accessories.'*It bears the same U.S.N.M. number.CRAWFORD BOILER FURNACE, 1850U.S.N.M. no. 309208; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model formed part of the application for the patent issued toBenjamin Crawford, of Allegheny, Pa., January 29, 1850, no. 7051
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reissued December 2, 1862, no. 135.The model represents a wide, internally fired, return tubular boiler(western river type) equipped with an air heater using the hot fluegases and exhaust steam from the engine, a forced draft produced bysteam jets in the ash-pit, rotary steam jets for increasing turbulenceabove the fire, and induced draft produced by rotary steam jets inthe stacks.Air for combustion is drawn through tubes in a cylindrical shellinto which the exhaust from the engine opens. After passing throughthis heater the air travels through ducts that are let into the breech-ing and is further heated by the hot flue gases. Steam jets dis-charged through the air pipes toward the ashpit induce the flow ofair to the ashpit. The steam jets, which produce turbulence overthe fire and induce draft in the stacks, issue from nozzles formed ofshort pipe one end of which is straight and fits over the end of thesteam pipe, the other end twisted so that the steam is discharged at anangle to the axis of the pipe, the reaction causing the nozzle towhirl. WIEGAND STEAM BOILER, 1867U.S.N.M. no. 309209 : original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with application for the patent issuedto S. Lloyd Wiegand, of Philadelphia, Pa,, August 6, 1867, no.67621.This model is of a boiler having water tubes made up of largetubes closed at the ends with smaller tubes suspended within thelarge tubes to provide circulation of steam and water upward inthe smaller tubes and of the cooler water downward in the annularspaces between the larger and smaller tubes. The inventor suggeststhe use of tubes of different metals to produce a galvanic actionfor the purpose of j^reventing deposits of scale within the tubes.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 22
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 23
CATALOG OF THE MECHANICAL COIXECTIONS HXThe boiler represented by the model consists of a series of verticaltubes suspended into the furnace from a horizontal header across thetop of the boiler setting. The tubes are closed at their lower ends,and within each tube is one of smaller diameter. The smaller tubesare suspended from a plate within the header. The headers connect-ing each row of tubes across the boiler are, in turn, connected by alongitudinal drum above them.RHODES STEAM GENERATOR, 1869U.S.N.M. no. 309210; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent issuedto William K. Rhodes, of Portland, Maine, June 29, 1869, no, 91869.The model represents a horizontal inclined water-tube boiler withsolid headers and horizontal baffling. Each header is constructedwith its outside face vertical and the tube sheet perpendicular tothe tubes so that the front header has a larger volume at the topto be used as a steam reservoir, while the back header has a largervolume at the bottom for water.LtJDERS STEAM BOILER, 1869U.S.N.M. no. 309211; original patent model; transferred from the United StateaPatent Office; not illustrated.This model was submitted with the application for the patentissued to Herman W. Liiders, of Philadelphia, Pa., August 31, 1869.no. 94226.Tlie model represents a boiler having inclined water tubes pro-jecting through forward and back brick walls, which form thefurnace and boiler setting. The ends of the tubes projecting fromthe setting front and back are joined in sets of three by short hori-zontal cross tubes to large, vertical, upright pillar tubes on eitherside of the setting, which, in turn, connect to a horizontal drum oneach side of the top of the setting. A third longitudinal drum isplaced between the other two drums, and all three are joined by onecross drum above them. The short horizontal tubes at the backare cast in longitudinal sections and connected by ball-and-socketjoints designed to permit the free expansion and contraction of thetubes. HOWARD AND BOUSFIELD BOILER, 1871U.S.N.M. no. 309212 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent is-sued to James Howard and EdAvard Bousfield, of Bedford, England,April 4, 1871, no. 113298.
112 BULLETIN 173, U. S. NATIONAL MUSEUMThe model represents a sectional marine water-tube boiler in whichthe proportions of the elements and the manner of their connectionsare designed by the inventor to facilitate the removal of tubes orsections within a relatively small space.The boiler is constructed of sections, each of which consists of avertical tube at the back of the boiler from which projects a verticalrow of horizontal tubes. Each horizontal tube is closed at the frontend with a screw plug through which a short central tube connectsto a small vertical tube, common to all the horizontal tubes of avertical row. These vertical tubes at the front are closed at thebottom end and are joined by a transverse steam pipe at the top.The horizontal tubes are staggered and may be withdrawn hori-zontally by disconnecting them from the tAvo vertical tubes at frontand back. Each horizontal tube has an internal tube designed toimprove the circulation. The back vertical tubes are flat-sided andplaced together to form the back of the boiler. The horizontal tubesin the outside sections are assembled close together to form the sidesof the boiler. RITTY STEAM BOILER, 1875U.S.N.M. no. 309215 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to Sebastian Ritty, of Dayton, Ohio, July 22, 1873, no. 141172.The model represents a horizontal cylindrical flue boiler from thecenter of which is suspended a rectangular water chamber or header.From this header a series of horizontal closed-end water tubes ex-tend forward and back within the furnace below the drum. Theoutside ends of the tubes are closed and are supported in sheets,which form the front and back walls of the furnace. The forwardlower tubes support the grates, and the products of combustion passthrough an opening in the central header around the back tubes upand then forward through the flues of the drum.FIRMENICH AND STIKER BOILER, 1875U.S.N.M. no. 309213 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patentissued to Joseph Firmenich and Flavins P. Stiker, of Buffalo, N. Y.,November 16, 1875, no. 169977.The model represents a boiler made up of sections, each of whichconsists of two longitudinal horizontal drums, one set in the underside of the brick work at the top of the boiler, the other well belowit, and the two connected by two rows of vertical tubes. The lower
-drums in alternate section are below the grates and act as mud drums
;
CATALOG OF THE MECHANICAL COLLECTIONS HJthe other lower drums are located just above the grates. The upperdrums are connected to one large horizontal cross drum. The drumsare flattened for greater convenience in joining the two rows of ver-tical tubes. Passages are provided in the brickwork through whichair for combustion is drawn and preheated.TROWBRIDGE STEAM GENERATOR, 1878U.S.N.M. no. 308699 ; original patent model ; transferred from the United State*Patent Office ; not illustrated.This model was submitted with the application for the patent issuedto W. P. Trowbridge, of New Haven, Conn., January 1, 1878, no.198863 ; Automatic Boiler & Engine Co., assignee.The model represents a small vertical coiled water-tube boiler pro-vided with a stack or hopper in the center of the shell, which acts asa fuel reservoir to supply fresh fuel to the fire automatically.The boiler consists of a cylindrical shell the base of which formsthe ashpit above which the grates are supported. The shell above thegrates is built with increasing diameter upward to form the firebox,.and immediately above this it is contracted for a short distance andthen continues in a cylinder of constant diameter. Around the fire-box and fitting closely to the shell is a single coil of tubing, which iscontinued up through the cylindrical portion where alternate coilsare staggered slightly. Projecting downward within the coils is asecond cylindrical shell closed at the top by a removable cover. Thisshell is used as a fuel reservoir and feeding device and also forms anannular passage with the outer shell which requires the hot gases ofcombustion to pass over the coils. The automatic fuel supply deviceis not shown or described.NATIONAL WATER-TUBE BOILER, 1885PlATE 23U.S.N.M. no. 309374; model; gift of .John A. Manley ; photograph no. 2799D.This is a model of an inclined-tube solid-header boiler of the typeconstructed by the National Water Tube Boiler Co. about 1885-1890.It incorporates many features patented by W. E. Kelly.
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The model represents an inclined-tube, 3-pass, inclined solid headerboiler, with longitudinal drum. The risers both front and back con-sist of one group of four tubes arranged in a diamond-shaped group.The boiler is complete with ornamental front, gauges, and blow-offsafety valve. It is equipped with grates for hand firing. The brick-work setting is cut away to show the boiler parts and the method ofsuspension.
11/^ BULLETIN 173, U. S. NATIONAL MUSEUMERIE CITY DRUM-TYPE BOILER, 1928U.S.N.M. no. 309411 ; gift of the Erie City Iron Works ; not illustrated.This is a model of a modern 500-horsepower boiler of the curvedtube or drum type, equipped with a unit coal pulverizer and burner.The boiler has the Seymour water-cooled furnace walls and a vertical,curved-tube, drum-type economizer.The brickwork of the boiler is represented cut away to show thearrangement of all the heating elements, including the furnace wallcooling tubes and the economizer. The headers of the water walls areconnected to the upper forward or steam drum, while water from theeconomizer is fed to the upper back drum. The combustion chamberextends over the entire height of the boiler with two coal-burnernozzles directed downward from the top.
"EVOLUTION OF THE STEAM BOILER"U.S.N.M. no. 309876; 14 drawings; gift of the Babcoclc & Wilcox Co.; notillustrated.This is a series of 18-by-24-inch illuminated drawings showing theevolution of stationary and marine water-tube boilers from Heron'saeolipile of the first century, B. C, to the 1400-pounds-per-square-inchboilers of 1928. The draAvings are by Edmund Mills.In the order in which they are displayed, the drawings illustrateand describe the following boilers
:
(1) Heron of Alexandria, boiler and engine, c. 50 B. C. : .John Blakey watertube boiler, 1766; James Rumsey, 1788; Joseph Eve first sectional water-tubeboiler, 1825.(2) Goldsworthy Gurney, 1826; Stephen Wilcox inclined water-tube boiler,1856; George Twibill inclined-tube sectional boiler, 1865; Babcock & Wilcoxbolted-header inclined-tube boiler at Cape Fear Fibre Co., 1872.(3) Babcock and Wilcox sinuous-header boiler at Pearl Street Station ofEdison Illuminating Co., New York, 1881 ; model of Pearl Street Station, 1881-1890.(4) Babcock and Wilcox, 1,400 pounds per square inch pressure, 1,510 ratedhorsepower boiler, with underfeed stoker, superheater, water economizer, airpreheater, and reheater superheater, for Edison Electric Illuminating Co., Boston,1927.(5) Manufacture of high-pressure (1,400 pound) forged-steel seamless drumsfrom ingot mold to completed forging, showing pouring, reheating, cropping, hot-punching, expanding the ingot, elongation, furnace annealing, boring, turning,closing the ends, and several completed forgings.(6) Allan Stirling 3-drum boiler, 1889; typical 5-pass, 4-drum boiler, 1898;Stirling boiler, with superheater and natural draft stoker, 1914; Stirling boilerinstallation with superheater and forced-blast chain-grate stoker, 1920.(7) High-pressure drum-type boiler, 2,853 rated horsepower, 1,390 poundssteam working pressure, with plate air preheater, radiant heat superheater,radiant heat reheater superheater, and water-cooled (30,000 cu. ft.) powderedcoal furnace, installed at the Lakeside Station of the Milwaukee Electric Rail-way & Light Co., 1926.
CATALOG OF THE MECHANICAL COLLECTIONS 115(8) Stirling water-tube boiler, 469 rated horsepower, 450 pounds steam work-ing pressure, with superheater, air preheater, and pulverized coal furnace, forthe American Tobacco Co., 1928.(9) Stirling water-tube boiler with superheater and slag-tapped pulverizedcoal furnace, 1929.(10) "Marine Boilers", Blasco de Garay, 1.543; Denis Papin, 1707; John Fitch(and Henry Voight) pipe boiler, 1787; James Barlow boiler, 1793; Col. JohnStevens "porcupine" boiler, 1804; John Babcock, 1826; Babcock & Wilcox,U. S. S. Munroe boiler, 1876.(11) Babcock and Wilcox marine boiler, tested 1895, installed in S. S. Beards-ley, 1901 ; U. S. S. A Icrt type, 1899 ; Shipping Board type with coiled superheater,1918.(12) Inclined (18?) tube, cross-drum boiler of the type used on battleshipsof the U. S. S. Oklahoma and U. S. S. Maryland classes, 1912; Type of boiler ofwhich 12 were installed in S. S. California, 1925 (275 pounds working pressure,130? superheater) ; express type, 3-drum, bent, 1-inch-tube boiler for large powerswith minimum weight for fast vessels.(13) Large marine boiler, with interdeck superheater, air heater, and under-feed stoker, 1926.(14) Early type of Great Lakes boiler, installed on S. S. Empire City, withupper deck of 2-iiich tubes in groups of four, lower deck of 4-inch tubes, and 4-inch side-wall tube.s, 1897 ; in.stallation in S. S. City of Saginaic and S. S. City ofFlint of typical Great Lakes boiler with chain-grate stoker, 1929.BABCOCK AND WILCOX STEAM GENERATOR, 1867Plate 24, Figuke 1U.S.N.M. no. 309837; original patent model; transferred from the United StatesPatent Office ; photograph no. 27158F,This model was submitted with the application for the patent issuedto George H. Babcock and Stephen Wilcox, Jr., of Providence, R. I.,May 28, 1867, no. 65042.This boiler is described as one in which the water being convertedinto steam is held in a number of small containers rather than in onelarge mass. The advantages that the inventors mention are a com-paratively greater resistance to the expansive force of the steam withinthe smaller sections, the loosing of a smaller destructive force follow-ing the rupturing of any section, and a greater economy in construc-tion as the design permits the use of cast iron instead of wrought iron.Disadvantages common to boilers of this class, such as deficient circu-lating capacity, difficulty of removing incrustations, and a want ofeconomy in applying heat to the heating surfaces, were said to be elimi-nated in this boiler.The model represents a nest of horizontal tubes, which serve as asteam and water reservoir above and connected to a second nestof inclined tubes normally filled with water. The tubes in bothnests are arranged in vertical rows, the tubes in each row beingconnected by means of suitable end tubes, which are cast aspart of the individual tubes. The end tubes are held together by
llg BULLETIN 173, U. S. NATIONAL MUSEUMlong bolts passing through their axes and secured at the ends bynuts. Each vertical row of horizontal and inclined tubes forms asection and the various sections are joined together by a doubletransverse pipe at the top and back of the boiler. Each inclinedtube is fitted with a small circulating pipe extending through theaxis of the main pipe "to allow the colder particles of the waterin the main pipe to separate from the warmer particles and returnthrough the smaller pipe to the lower end of the main pipe."BABCOCK AND WILCOX BOILER, 1876U.S.N.M. no. 309868 ; model ; gift of the Babcock & Wilcox Co. ; not illustrated.This is a half-size model of the boiler that won the award for sec-tional steam generators at the Centennial Exposition in Philadelphiain 1876. It was in service until recent years and is now preserved bythe Babcock and Wilcox Co., the makers.The boiler represented is a hand-fired, inclined-tube boiler, withtwo parallel longitudinal drums connected by a cross steam drum.The headers are of the earliest type of cast-steel sinuous header andare seven tubes high. The boiler is suspended from two cast-ironarched beams that rest upon the side walls of the brickwork. Thehighly ornamental cast-iron front is trimmed in gold paint. Theboiler is equipped with a ball-and-lever safety valve, three water-level sight gauges, and a pressure gauge.The Centennial boiler was sold to the De Castro and Donner SugarKefinery in Brooklyn, N. Y., after the exposition and was continuedin service until recently.BABCOCK AND WILCOX STEAM GENERATOR, 1876U.S.N.M. no. 308690 ; original patent model ; transferred from the United StatesPatent OflSce ; not illustrated.This model was submitted with the application for the patentissued to George H. Babcock, of Plainfield, N. J., and Stephen Wilcox,,of Brooklyn, N. Y., April 4, 1876, no. 175548.The model represents the typical elements of an inclined tube,horizontal longitudinal drum boiler upon which are shown the modeof mounting and supporting such boilers and the provisions formaking the connections of the parts that are the subject of the patent.The drum of the boiler is represented as having cast-iron ends,each of which is formed with a stout horn near the top adapted toreceive a suspension link from a cross girder resting upon columnsat the sides of the boiler. Each end casting is further provided witha series of holes near the bottom properly adapted to receive tubesjoined thereto by the process known as ex]:)anding. These tubes atfront and back are joined to the vertical tubes rising from the water-tube headers by means of hollow castings in which hand holes are
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 24.
Sectional Boilers.1. Babcock and Wilcox steam generator, 1867 (model; U.S.X.M. no. 309837). See p. 115.2. Sinuous boiler headers, 1867-1926 (cutaway; U.S.X.M. nos. 309871-309875). See p. 117.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 25
Double-deck Inclined-tube Boiler, 1929.Model (U.S.N.M. no. 309869). See p. 117.
CATALOG OF THE MECHANICAL COLLECTIONS HJprovided that permit both sets of tubes to be expanded in the open-ings in the castings.These improvements are said to be the results of the inventors'experience with the boiler patented by them February 18, 1873,no. 135877. DRUM-TYPE WATER-TUBE BOILER, 1929U.S.N.M, no. 3(?870; model; gift of the Babcock & Wilcox Co.; not illustrated.This is a one-eighth size model of a Stirling 4-drum bent-tubeboiler, with superheater, air preheater, and water-cooled pulverized-coal furnace. The boiler is rated at 579 horsepower and is designedfor 415 pounds steam working pressure and 250? F. superheat at300 percent of rating.The boiler represented is approximately 56 feet high from theashpit floor and 35 feet from front to back. The boiler heating sur-face is 5,790 square feet; the superheater 1,606 square feet; and theair heater 7,350 square feet. The boiler is equipped with Baileywalls and Bailey-Tenney burners.DOUBLE-DECK INCLINED-TUBE BOILER, 1929Plate 25U.S.N.M. no. 309869; model; gift of the Babcock & Wilcox Co.; photograph no.32799A.This is a one-eighth size sectional model of a large inclined-tubeboiler, with interdeck superheater, air preheater, economizer, water-
?cooled furnace walls, and underfeed stoker. The boiler is rated at1,658 horsepower and is designed for 375 pounds steam working pres-sure and 677? total steam temperature.From ashpit floor to top of air preheater the boiler represented isapproximately 80 feet high by 35 feet from front to back. The boilerhas 16,583 square feet of heating surface; the superheater, 3,150square feet. The boiler is equipped with a Webster furnace withBaile}' furnace walls. It is fired by a Westinghouse underfeed stoker.SINUOUS BOILER HEADERS, 1867-1926PrATE 24, Figure 2U.S.N.M. nos. 309871-S09875 ; originals; gift of the Babcock & Wilcox Co.;photograph no. 32809 (group).The group of sections of actual boiler headers shows importantsteps in the development of the header from the cast-iron built-upheaders of 1867 to forged-steel headers designed for 1,400 pounds persquare inch pressure.The huilt-up tiihiiJar header of 1867 is made up of the single tube^nds cast on each end of each tube. The faces of the tube ends are
X18 BULLETIN 173, U. S. NATIONAL MUSEUM
carefully machined and are assembled, staggered, one on top of theother, with a through bolt from top to bottom holding each verticalrow of tubes together. Two short lengths of tubes with tube endsand T-head through bolt and plates comprise the exhibit. The tubesand tube ends are of cast iron.The cast-steel sinuous header of 187J^ is an example of a very earlytype of continuous header. This is the form that was used on theCentennial boiler of 1876 (see above). The header is in effect acurved tube with expanded portions into which the ends of thaboiler tubes are let. The expanded portions have circular holes cutto receive the tube ends and opposite holes through which the tubeends can be rolled in assembling and through which the tubes maybe cleaned. These holes are covered with outside fitting, circularplates. The header is designed so that the tubes in one vertical roware staggered in order that the next vertical row will fit snuglyagainst it. The header section exhibited is three tubes high with ashort length of tube rolled into the top tube opening.The ca^t-steel marine boiler header, 1901, is a sinuous header ofrectangular section, arranged to take 2-inch tubes in groups of four.Each group of four tubes has a square hand-hole fitting. Boilerswith headers of this type were installed on naval vessels of the Okla-homa and the Maryland type. The header section exhibited is aboutfour tube groups high, with the top group fitted with two short tubeends and sectioned. The other tube openings are not bored.The vertical lorought-steel header of 1921 is used to the presentday for boiler pressures of 450 pounds per square inch. The headeris square in section, sinuous in form, and about five-eighths inchthick. Hand holes are elliptical in shape, machine faced, and milledto a true plane to form a gasket seat. The openings are closed byinside fitting, forged-steel plates, shouldered to center in the opening.The section exhibited is a 4-tube piece with the upper end and a hand-hole cover in section. A short length of tube is rolled into the uppertube opening.The forged steel header of 1926 for 1,400 pounds per square inchsteam pressure is designed for boilers for central power stations ofwhich there are a number operating at this pressure in the UnitedStates. The header is rectangular in section with rounded corners,,sinuous in form, and made of forged steel approximately 1 inchthick. The tube openings are provided with grooves into whichthe tube ends are expanded. The specimen exhibited is about threetubes high, with a %-inch thick tube expanded into the upper open-ing and sectioned.
CATALOG OF THE MECHANICAL COLLECTIONS H^STEAM-BOILER ACCESSORIES AND BURNERSSTEVENS SAFETY VALVE, 1825Plate 26, Fiqubb 1U.S.N.M. no. 180029; origiual; deposited by the Stevens Institute of Technology;photograph uo. 2720.Tliis is the safety valve used with the Stevens water-tube boilerof 1803-1825 described above under "Steam Boilers." It is a simpledisk valve held closed by a spherical lead weight and stirrup at theend of a lever of the "second-order." The lever or beam of the valveis notched so that the weight can be moved to set the valve to openat different steam pressures. The effective area of the disk is ap-proximately 0.6 square inch; the notches of the lever are 41^, 5%,6%, 8%, 9, and IQi^ inches from the pivot; the center of the valveis 1%6 inches from the pivot; and the ball weighs 3 pounds 14 ounces.ROEBLING SAFETY STEAM GAUGE, 1842U.S.N.M. no. 308C51 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patent issuedto John A. Roebling, of Saxonburg, Pa., July 16, 1842, no. 2728.The model represents a section of a steam-boiler flue and head towhich is attached the safety gauge. The gauge consists of a boxfastened to the top of the flue and containing a fusible metal uponwhich rests a weight connected through a lever to a valve in theboiler head. Should the level of water within the boiler fall belowthe top of the flue, the fusible metal would melt and allow the weightto fall and open the valve, attracting the attention of the engineer.A rod is provided by which the lever and weight are raised by theengineer before admitting more water, so that the fused metal willsolidify below the weight and the gauge be in a position to functionagain.WORTHINGTON AND BAKER "PERCUSSION" WATER-LEVEL GAUGE,1847U.S.N.M. no. 308052; origiual patent model; transferi'ed from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patentissued to Henry R. Worthington, of New York, N. Y., and WilliamH. Baker, of Williamsburg, N. Y., February 20, 1847, no. 4972.The model represents a steam-boiler water-level gauge in which avertical metal cylinder is connected to the boiler so that water andsteam stand in the cylinder at the height of the water and steam inthe boilers. Within the cylinder is a piston connected to a handle
120 BULLETIN 173, U. S. NATIONAL MUSEUMand pointer in a quadrant case above the cylinder. To operate thegauge the piston is raised by the handle to the top of the cylinder andthen brought sharply down "so as to act with percussive force uponthe surface of the water by which it will be suddenly arrested", thugindicating the height of water in the boiler. "This apparatus hasbeen attached to a boiler furnished with the ordinary try cocks, andhas proved them to vary in some instances, four inches and a halffrom the truth, while the indications by percussion have been un-varying." FRICK FEED-WATER APPARATUS, 1858U.S.N.M. no. 308661 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patentissued to Jacob Frick, of Philadelphia, Pa., December 14, 1858, no.22284. It is an improvement on the patent issued to Frick, March18, 1856, no. 14449.The model represents a combination of an air chamber, a safetyvalve, feed-water and blow-off cocks, a feed-water failure alarm,and a water jet for extinguishing fires, all arranged in one instru-ment so that all can be secured to the boiler by one attachment only,thereby avoiding the necessity of piercing and "wounding" theboiler in several places.GILL STEAM-PRESSURE GAUGE AND ALARM, 1859U.S.N.M. no. 308917 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patentissued to W. Y. Gill, of Henderson, Ky., March 8, 1859, no. 23166.The invention represented by the model consists in constructingthe piston of a gauge in which a piston acts in opposition to a coiledspring so that the upper portion of the stem of the piston may bemarked with indications on several sides, while at the same time thelower part of the cylinder is pierced with a number of openingsthrough which steam will escape and attract attention when thepiston is forced beyond the opening by the pressure of steam in theboiler.The gauge resembles the familiar automobile-tire pressure gaugeof similar construction except that the indicating stem is attachedto the piston and rises and drops with it. The inventor suggeststhat if the piston is made a loiown part of a square inch the gaugecan be calibrated or checked very simply by turning it upside downand hanging weights on a ring provided at the end of the stem.
CATALOG OF THE MECHANICAL COLLECTIONS 121GARVIN AND PETTIBONE TUBULAR GRATE, 1867U.S.N.M. no. 309216 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to Benjamin Garvin and E. J. Pettibone, of Oslikosh, Wis.,February 12, 1867, no. 62022.The model represents a furnace grate formed of tubes designedto be connected to the boiler so that water will be circulated throughthe grates and be partially heated therein. The particular featureof this invention is the manner of supporting and connecting thetubes so that they might expand and contract freely.COLLINSON MANHOLE COVER FOR BOILERS. 1875U.S.N.M. no. 309219; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent issuedto Henry Collinson, Boston, Mass., April 13, 1875, no. 161934.The invention consists of a lid or cover with a true flat face ar-ranged in such a manner that while being forced home against a flatseat it receives a sliding and rotating motion thereon.The model represents an opening in a plate around which is formeda flat plane face, which forms a seat for the dish-shaped lid or cover.A curved bar of metal spans the opening over the cover and supportsa threaded nut through which passes a T-handled screw by which thecover is forced against the seat. At the inner end of the screw is aneccentric head that fits m a recess in the center of the cover, so thatturning the screw forces the cover against the seat and moves thecenter of the cover in a circle, while the friction causes the cover torotate somewhat about its own center. The result is a combined slid-ing and rotating of the cover as it is forced against the seat.COCKRELL PULVERIZED-FUEL SYSTEM, 1876U.S.N.M. no. 308753; original patent model; transferred from the United StatesPatent Office ; not illustrated.This is the model submitted with the application for the patentissued to Allin Cockrell, of Lamar, Mo., August 1, 1876, no. 180550.The model represents a 2-door return-flue boiler equipped with apulverizing mill, a screw conveyor for supplying the fuel to feedingspouts, and a paddle-bladed fan or blower. The fan, which has along, 4-bladed, paddle-wheel rotor, spans the front of the boiler. Itscylindrical housing is extended as two ducts or spouts into the twocombustion chambers of the furnace under the boiler. The screwconveyor from the pulverizing mill extends across the boiler over49970?39 9
122 BULLETIN 173, U. S. NATIONAL MUSEUMthe two air ducts, discharging the fuel into the air streams halfwaybetween the fan and the furnace. The system was designed to burntanbark, culm, sawdust, etc. One feature described is the connectionbetween the smoke box at the forward end of the flue and the fanhousing, by which hot gases were returned to the furnace in the mix-ture of air and fuel. Cool air was drawn into the fan through itshollow shaft.SALISBURY HYDROCARBON BURNER, 1879U.S.N.M. no. 308764; original patent model; transferred from the United StatesPatent Otfice; not illustrated.This model was submitted with the application for the patent issuedto Silas C. Salisbury, June 24, 1879, no. 216898.The model represents a burner in which two concentric annularchambers are framed around a central hollow tube. The chambersare connected to pipes so that the fuel is fed to the outer chamber,steam to the inner one, while air for combustion is supplied throughthe centra] tube. The shells forming the annular chambers, and thetube are assembled with long threaded joints, which permit the posi-tions of the parts to be varied for the purpose of controlling thecombustion. The inventor described a burner with the forward endsof the shells and tube flared outward as well as one with tlie endscurved inward, either of which would be used depending upon theshape of the fl.ame desired.DEXTER HYDROCARBON (OIL) BURNER, 1879U.S.N.M. no. 308765 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to Thomas B. Dexter, of Lynn, Mass. (assignor of one-half hisright to the Gilmanton Mills, Belmont, N. H.), AugTist 19, 1879, no.218619.The model represents a tubular burner with a slightly reduced tip,provided with a vertical diaphragm that divides the burner into twosections. The space on one side of the diaphragm is connected to theoil line and to an air inlet pipe provided with a damper for adjust-ing the flow of air. The other space is connected to the steam line.In operation the flow of steam from the tip creates suction enough todraw the oil and air through the burner. The oil and air are heatedby contact with the diaphragm, which separates them from the steam,and are irtimately mixed when they issue from the burner. Thediaphragm i-^ notched just inside the tip so that the mixing of thesteam and the air and oil results in the formation of a wide, thin,horizontal sheet. This produced a sheet of flame that spread overa large part of the furnace.
CATALOG OF THE MECHANICAL COLLECTIONS 123STEVENS ROCKING GRATE BAR, 1879U.S.N.M. no. 309217 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to Francis B. Stevens, November 11, 1879, no. 221430.The model represents a grate surface formed of ordinary fish-bellied grate bars on each of the lower ends of which two journalbearings are formed that fit into and rest in two correspondingrounded socket bearings. The bar is made to rock in each of thesebearings alternately to the right and left, so that the upper part ofthe grate overhangs the right-hand socket when rocked to the right,and the left-hand socket when rocked to the left. That the upperpart of the grate bar will overhang the center on which it turns isthe improvement claimed by the inventor.REXFORD FIRE GRATE, 1883U.S.N.M. no. 309218 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patentissued to Philander Kexford, of Syracuse, N. Y., August 14, 1883, no.283144.The model represents a furnace grate made up of long grate bars,which are pivoted midway of their depth and have projecting fromthe upper part of one side of each bar a series of teeth or ribs. Wlienin their normal positions the bars stand obliquely and the smoothsolid back of one bar and the ribbed face of the next form the twosides of a trough across the grate. The solid portion is designedto support very fine coal, while the ribbed portion permits the passageof air for combustion. RAY OIL BURNER, 1914U.S.N.M. no. 311161 ; original ; gift of the Ray Oil Burner Co. ; not illustrated.Tliis is a horizontal, rotary oil burner and is of the first type manu-factured under the patents of William K. Eay. Its essential elementis a rapidly revolving atomizing cup that breaks the oil into minuteparticles by centrifugal force and discharges them from the rim ofthe cup directly into a stream of air from a fan built into the burner.The cup, which is of brass and about an inch inside diameter, isturned at high speed by an electric motor. Oil enters the cup froma small stationary pipe led into the center of the cup through thehollow cup shaft. A fan is mounted on the same shaft and enclosedin a flat circular housing to which the motor and various parts ofthe burner are attached and which is hinged so that the entire unitswings away from the furnace door for inspection or adjustment.
124 BULLETIN 173, U. S. NATIONAL MUSEUMThe air leaves the fan through an annular passage surrounding theatomizing cup so that the swirl of oil from the cup mixes intimatelywith the swirl of air. This old burner is rated at a capacity of 2to 8 gallons of oil an hour. It has a 1/3-horsepower motor.The burner was in use from 1914 to 1936, when it was removedfrom service for presentation to the Museum.BABCOCK AND WILCOX MECHANICAL OIL BURNER, 1929Plate 26, Figube 2U.S.N.M. no. 309878 ; original ; presented by Babcock & Wilcox Co. ; photographno. 13477A.This burner, known as the Lodi design, consists of a mechanicalatomizer element and an adjustable air register. The atomizer ele-ment consists of a gooseneck connector body, which incloses astrainer, an extension tube, a sprayer plate, and a tip. Oil heatedto the proper fluidity enters the element under pressure furnished bythe fuel pumps and leaves the sprayer plate and tip in the form ofa hollow cone of very finely atomized oil.The air register consists of a cylindrical air chamber, the rim ofwhich is composed of hinged, adjustable air doors, which automati-cally close in the event of a furnace explosion or flare-back. Thefurnace side of the air chamber connects to a cast-iron spiral-bladedair cone converging toward the furnace. Concentric with the aircone is a conical center impeller placed with its blades surroundingthe tip of the atomizer. Air control is by means of the adjustableair doors and by adjusting the position of the atomizer and centerimpeller in the air cone.The burner is designed for natural or forced draft. Its capacityis 1,500 pounds of oil an hour.METTLER GAS BURNER, 1930U.S.N.M. no. 310203 ; original ; gift of the Lee B. Mettler Co. ; not illustrated.This is a low gas pressure, atmospheric air pressure, multijet,multiunit type of gas burner. It consists of a number of tubes withinwhich the gas and air are mixed, heated, and ignited. The tubes areholes formed in a thick refractory block that protects the gas mani-fold from the heat of the flame and provides an incandescent zoneat the mouth of each tube, which heats and ignites the mixture.The. gas is supplied under pressure to each tube through four jetsimpinging at a central point within the tube with a resulting agita-tion and mixing of the gas and air within the tube. The. air is drawninto the furnace through the tube by reason of the draft withinthe furnace. It is claimed that the burner effects complete combus-
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 26
2720: 13477ABoiler Accessories.
1. Stevens safetv valve, 1825 (U.S.X.^^. no. 180029). See p. 119.2. Babcock and Wilcox mechanical oil burner, 1929 (cutaway; U.S.N.-M. no. 309878).See p. 124.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 27
Feed-water Injectors.1. Giffard injector, 1860 (model; U.S.N.M. no. 309368). See p. 127.2. Sellers exhaust feed-water heater hijector (cutaway; U.S.N.M. no. 309561). See p. 132.
CATALOG OF THE MECHANICAL COLLECTIONS 125tion of the fuel with only 12 to 14 percent of the air in excess ofthat theoretically required for complete combustion.This burner has eight burner tubes and consists of three principalparts, the refractory block in which the tubes are formed, the gasmanifold, and the air damper. The gas manifold is a rectangularbox that fits against the back of the tube block and has cylindricalopenings in line with the tubes. In each tube opening in the mani-fold are cast the four jets through which gas is supplied to the tube..The damper is a hinged door that fits over the back of the gas mani-fold and controls the flow of air into the air tubes.This burner, which is 11 inches square, burns 1,500 cubic feet ofnatural gas an hour at 3-ounce gas pressure, or 2,400 cubic feet at10-ounce pressure.BOILER FEED-WATER PUMPS AND INJECTORSThe problem of putting water into a steam boiler against thepressure of the steam within the boiler was not a serious one whenthe pressures used were only slightly above atmospheric pressure.The first boiler feed-water pumps were small pump pistons attachedto the walking beams of the early engines which pumped water toelevated reservoirs from which the water flowed into the boilers by itsown weight. Later these pumps were designed to pump water di-rectly into the boilers as it was needed. So long as the boiler wasconsidered a part of the steam engine it was reasonable and practicalto operate the boiler feed pump directly from the engine and thisarrangement continued to the middle of the nineteenth century. Inthe meantime the steamboat and the steam locomotive had been suc-cessfully introduced, and it was found that running a steamboatwhile made fast to a landing and idling a locomotive up and downa terminal track, for no purpose other than to replenish the waterin their boilers, were awkward procedures, and separate steam op-erated pumps soon came into use on boats and locomotives. Finallyengines and boilers came to be considered as entirely independentunits, and in stationary land plants boilers were located in separateparts of the buildings under the direction of individual boiler op-erators, and practical arrangement required that boiler feed pumpsbe designed as boiler accessories independent of any connection withthe main plant engines. Boiler feed pumps have taken many forms,including the most popular direct-connected "simplex" and "duplex"reciprocating pumps and the recent steam and electric, multistage,centrifugal pumps. Several forms of reciprocating feed-waterpumps are described below under the section "Steam Pumps" (p. 133).Apart from the development of the feed-water pump was theperfection of the boiler feed-water injector, a device that emi^loyssteam from the boiler, acting directly upon the water to force the
126 BULLETIN 173, U. S. NATIONAL MUSEUMwater into the boiler against the pressure of the steam therein. Thisde%dce was the invention of Henri Jacques Giffard, of France, en-gineer and mathematician. About 1849 Giffard became interested inthe development of dirigible balloons and the designing of light-weight steam engines and boilers to power them. In this connectionhe invented the feed-water injector as a light-weight substitute for thesteam pump as a means of supplying water to the dirigible boiler.On May 8, 1858, Giffard received French letters patent for his
"injecteur automoteur," a simple combination of nozzles and tubes bywhich a jet of steam draws water into the injector, imparts to it ahigh velocity, and discharges the rapidly moving stream of waterinto a gradually enlarging passage in which the stream slows downand the energy apparently lost in diminishing velocity is convertedto an increase in pressure sufficient to overcome the pressure in theboiler.The original injector was made by M. Flaud & Co., of Paris, andis now preserved there in the Conservatoire des Arts et Metiers.The theoretical analysis that Giffard made of the action of the steamjet and of the laws of velocity, acceleration, and pressure was sosound that the curves of nozzles and tubes laid down by him for theoriginal model are still followed where the elementary form of theinjector is manufactured. For his invention Giffard was awardedthe Grand Mechanical Prize for 1859 by the Academic des Sciences ofFrance.The story is told that subsequent improvements in the design andperformance of his dirigibles permitted Giffard to use heavier pumps,and he abandoned the development of the injector until he was urgedby Sharp, Stewart & Co. to permit them to introduce the injectorinto England. It is further related that this firm suggested thatit be introduced into the United States and recommended WilliamSellers & Co., of Philadelphia, to accomplish this. On April 24, 1860,Giffard was issued United States Patent no. 27979, and William Sel-lers commenced the manufacture of the Giffard injector the same year.The model submitted with the application for the patent, actuallythe first injector in the United States, was made by M. Flaud, themaker of the original one, which it greatly resembles.The injector was applied to several locomotives during the firstyear and after several years slowly overcame all opposition, to takeits place as a dependable method of replenishing locomotive and sta-tionary boilers.The development of the injector has been to make it as nearly self-adjusting as possible under fluctuations in steam pressure and watersupply, to improve its lifting action, to make it self-starting afterinterruption of the water supply, and finally to incorporate in itthe functions of an exhaust steam feed-water heater. The develop-
CATALOG OP THE MECHANICAL COLLECTIONS 127ment is illustrated by the injectors in the collections, which aredescribed below. GIFFARD INJECTOR, 1860Plate 27, Figure 1U.S.N.M. no. 309368 ; original patent model ; transferred from the United StatesPatent OflBce; photograph no. 15316C.This model was submitted with the application for the patentissued to Henry Giffard, of Paris, France. April 24, 18C0, no. 27979.This injector is the first seen in the United States and was made forGiffard by M. Flaud & Co., of Paris, who made the original Giffardinjector in 1858. It greatly resembles the first injector, its appearancebeing characterized by its length and the ring of adjustable windowsthrough which the state of the jet could be examined.Within the tube of the injector is a steam nozzle or jet that isopened or closed by a conical plug operated by a crank projectingfrom the end of the injector. This nozzle projects into the end of aconverging tube so that an annular space is foimed around the nozzletip. This space is connected to the water reservoir, and the effectof the steam rushing into the tube is to entrain the air in the space andform a partial vacuum there, which draws water into the tube.Water entering the tube "has an impulsive force imparted to it bythe steam-jet and simultaneously receives a considerable amount ofheat therefrom before it enters the boiler." On issuing from thetube the jet of water and condensed steam enters a second tube, whichgradually diverges so that the velocity of the water is reduced (andthe pressure increased) and the water arrives at the boiler end ofthe injector with a pressure slightly above boiler pressure and a verylow velocity. MILLHOLLAND INJECTOR, 1862U.S.N.M. no. 309369; original patent model; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to James Millholland, Reading, Pa., June 10, 1862, no 35575.The inventor of this very simple injector declared that it could bemade for one-twentieth of the cost of the "elaborate and costlyGiffard's injector." It consists principally of a casting having achamber connected to a water inlet and, through a nozzle-shapedbore, to the boiler pipe. A separate steam nozzle projects throughthe chamber into the opening of the bore. The injector has novalves or overflow opening and requires that the steam supply becontrolled by^ a valve in the steam line and that a bypass and suitablecock be provided in the boiler pipe to return the overflow to thewater tank when starting.
128 BULLETIN 173, U. S. NATIONAL MUSEUMGIFFARD-SELLERS INJECTOR, 1863U.S.N.M. no. 309367 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to William Sellers, of Philadelphia, Pa., July 21, 1863, no.39313.William Sellers, who introduced the Giffard injector into theUnited States in 1860, immediately invented useful improvements inits construction. This model incorporates an improvement in thepacking between the steam and water chambers and effects a mate-rial reduction in the length of the whole injector.GIFFARD-SELLERS INJECTOR, 1865U.S.N.M. no. 309187 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to William Sellers, of Philadelphia, Pa., August 15, 1865, no.49445.Injectors before this required that the supply of water and steambe constantly regulated by hand and the overflow, which was alwaysprovided to permit the escape of water until the jet attained theproper velocity, was also used to permit the excess of steam or watercaused by fluctuations in boiler pressure to escape without stoppingthe operation of the jet. This injector is designed to use the pressurecreated by an overflowing jet to adjust immediately the parts of theinjector to check the tendency to overflow and to use the partialvacuum that will result from an excess of steam over water supply,and to adjust the injector to correct this condition without wastingwater at the overflow. These objects are accomplished by meansof a "floating" combining tube, which is free to move along theaxis of the tube under the influence of variations in the absolutepressure within the overflow chamber and automatically preserve thecorrect ratio between w^ater and steam supply.ROBINSON AND GRESHAM INJECTOR, 1866U.S.N.M. no. 309189 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patent issuedto John Robinson and James Gresham, of Manchester, England, May29, 1866, no. 55218.The feature of this injector is to provide a means of varying thearea of the annular space through which the water enters the com-bining tube for the purpose of properly proportioning the steamand water supplies. The combining tube is made free to slide in
CATALOG OF THE MECHANICAL COLLECTIONS 129the direction of the axis of the tube and is adjusted by a hand wheelat the side of the injector, the shaft of which projects into theinjector and carries a small pinion that meshes with a short rackformed on the tube. Packing around the sliding tube is dispensedwith by forming the tube in two parts, a fixed part and a slidingpart, and proportioning the two parts so that the ends of the slidingpart will be "opposite that part of the passing current where it hasattained its highest velocity; and by this arrangement the passingliquid has no tendency to escape but rather to draw in air or fluid."GIFFARD-SELLERS INJECTOR, 1868TJ.S.N.M. no. 309372 ; original patent model ; transferred from the United StatesPatent OflBce ; not illustrated.This model was submitted with the application for the patent?issued to William Sellers, of Philadelphia, Pa., March 3, 1868, no.75059.The objects of the improvements incorporated in this design ofinjector were to enable injectors to throw a smaller quantity of waterwithout affecting their maximum capacity, to permit them to drawwater from a lower level, and to make the waste orifice self-closing.FRIEDMAN INJECTOR, 1869U.S.N.M. no. 308G79 ; original patent model ; transferred from the United StatesPatent OflBce; not illustrated.This model was submitted with the application for the patentissued to Alexander Friedman, of Vienna, Austria, April 6, 1869,no. 88620.The model represents a steam injector designed for elevating orforcing water and reducing the shock produced by the sudden con-densation of steam when brought into contact with the water.The injector is of the usual form with the addition of a smallauxiliary steam jet, or ejector, which serves to draw water into themixing chamber before the main steam valve is opened. A safetycock is also provided, which permits a part of the water to escape asthe pressure is being raised to the degree sufficient to overcome theresistance against which the injector is working.SELLERS SELF-ADJUSTING INJECTOR, 1876U.S.N.M. no. 309558; original; gift of William Sellers & Co., Inc.; not illus-trated.This is the 1876 commercial form of the floating combining tube,self-adjusting injector first patented in 1865 (see above). It isconstructed for convenient operating and repairing and is started,
3^30 BULLETIN 173, U. S. NATIONAL MUSEUM
regulated, and stopped by means of a single lever requiring no handadjustment for variations in pressure of steam, height of lift, ortemperature of the feed water.WOTAPEK INJECTOR, 1884U.S.N.M. no. 309181 ; original patent model ; transferred from the UnitedStates Patent OflSce; not illustrated.This model was submitted with the application for the patent issuedto Joseph Wotapek, of New York, N. Y., May 6, 1884, no. 298329;assigned to the Nathan Manufacturing Co.The improvement involved in this injector is the use of a nozzleholder by which the scale-incrusted nozzle or tube of the injectormay be easily removed to permit cleaning. The holder is threadedinto the shell of the injector from which it and the tube are drawnby unscrewing the holder. The holder turns independently of thetube so that the tube itself is not subjected to torsion when beingwithdrawn from the shell.JENKS AND HART INJECTOR, 1886U.S.N.M. no. 309182 ; original patent model ; transferred from the United StatesPatent Ofl5ce ; not illustrated.This model was submitted with the application for the patentissued to James Jenks and Thomas J. Hart, Detroit, Mich.The principal feature of this injector is the method provided forvarying the area of the water passage that surrounds the steam-forc-ing jet. A conical nut screwed onto threads on the outside of thesteam tube forms one wall of the water space. The position of thenut on the tube and the area of the water space are changed by turn-ing the nut. The nut is turned by a handwheel, worm, and wormwheel. SELLERS SELF-ACTING INJECTOR, 1887-1927U.S.N.M. no. 309559; original; gift of William Sellers & Co., Inc.; not illus-trated.This is a modern lifting injector that incorporates features de-veloped in 1887. The injector has an auxiliary annular steam nozzlethat lifts the water and discharges into a draft tube surroundingthe forcing steam nozzle from which the jet receives the impulsethat causes it to enter the boiler. Free discharge is provided for thelifting jet with the result that a vacuum is maintained in the liftingpipe, which always raises water to the injector after interruptionsof the water supply and restores the continuity of the jet.
CATALOG OP THE MECHANICAL COLLECTIONS 131MURDOCK INJECTOR, 1890U.S.N.M. no. 300186; original patent model; transferred from the United StatesPatent Office ; not illustrated.This injector was submitted with the application for the patentissued to Horace B. Murdock, of Detroit, Mich., November 11, 1890,no, 440183 ; assigned to the American Injector Co.This is a double injector having two force tubes arranged in par-allel order and operated with a single actuating shaft. The overflowvalves as well as the steam valves of the two sets of tubes are operatedby the same shaft so that the steam valve of the first set opens inadvance of the steam valve of the second set and the overflow valveof the first set closes in advance of the overflow valve of the secondset. The stems of all conical plug valves are extended outside of theinjector shell and are provided with slotted ends by which they maybe turned with a suitable tool to grind upon the valve seats.SCHUTTE INJECTOR, 1892U.S.N.M. no. 309010; original patent model; transferred from the United StatesPatent Office ; not illustrated.This injector Avas submitted with the application for the patentissued to Louis Schutte, of Philadelphia, Pa., February 9, 1892, no.468698.This is a double-tube injector in which water is delivered byone set of tubes, or nozzles, generally known as the lifting tubesinto another set generally known as forcing tubes through which thewater is forced into the boiler. The peculiar feature of this injectoris a means of increasing or reducing the area of the opening of thesteam nozzle of the lifting tubes, by which the quantity of v/aterdischarged by the injector is controlled without in any way inter-fering with the operating mechanism for starting and stopping thainjector. SELLERS SELF-ACTING INJECTOR, 1900-1927U.S.N.M. no. 30D560 ; original ; gift of William Sellers & Co., Inc. ; not illustrated.This is a self-adjusting and restarting injector similar to the pre-ceding one, but it does not have the steam jet for lifting water tothe injector. It has the floating combining tube of the earlier in-jectors and the combination of two tubes in the same axial line withapertures between them, as in the preceding injector, which developa vacuum in the feed pipe and make the injector automaticallyrestarting.
132 BULLETIN 173, U. S. NATIONAL MUSEUMDESMOND INJECTOR, 1901U.S.N.M. no, 309190 ; original patent model ; transferred from the United StatesPatent OflSce; not illustrated.This model was submitted with the application for the patent issuedto John Desmond, of Cincinnati, Ohio, October 8, 1901, no. 683914;assigned to the Lunkenheimer Co.Features of this injector are the construction of the starting lever,which with one motion operates both the steam and overflow valvesand also permits the ovei^flow valve to close independently of thelever; a removable ring of resistant metal inserted in the combiningtube at its smallest diameter to receive the corroding action of the jetat that point; and an arrangement of steam and water passagesdesigned to prevent the raising of the temperature of the feed waterto such a temperature as to deposit scale within the tubes of theinjector. ALLEN AUTOMATIC INJECTOR, 1902U.S.N.M. no. 309176 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent issuedto Charles B. Allen, of Wadsworth, Ohio, April 15, 1902, no. 697770.This injector is designed to start itself automatically when suppliedwith steam and connected to the water supply and to restart auto-matically if for any reason the jet should be temporarily interrupted.The peculiar feature of the injector is the forcing tube, which is pro-vided with two successive overflows formed in it by a series oflaterally opening holes which have a definite areal relation to thesmallest cross-sectional area of the combining tube and which are inaddition to the usual large overflow between the combining tube andthe forcing tube.SELLERS EXHAUST FEED-WATER HEATER INJECTOR, 1925Plate 27, Figure 2U.S.N.M. no. 309561 ; original ; gift of William Sellers & Co., Inc. ; photographno. 15316B.This is a nonlifting injector within which water from the locomo-tive tank is heated by exhaust steam, picked up by one set of exhauststeam injector tubes, and delivered to a live-steam injector, whichforces the water into the boiler at a temperature of about 260? to300?. The object of this design of injector is to save the large quantityof heat usually lost in the exhaust steam and return it to the boiler,thereby improving the economy of operation of the locomotive.
CATALOG OF THE MECHANICAL COI-LECTIONSMISCELLANEOUS STEAM INJECTORS 133The following patent models of injectors, transferred from theUnited States Patent Office, are not otherwise described or illustrated.The list is chronological.U.S.N.M.No.
134 BULLETIN 173, U. S. NATIONAL MUSEUMThe inventor refers to this as an improvement on the invention of
"a new and improved method of insuring the action of steam valvesin direct-acting pumping engines", patented by himself and WilliamH. Baker, April 3, 1849.WORTHINGTON "DUPLEX" STEAM PUMP, 1859U.S.N.M. uo. 251300 ; original model ; transferred from the United StatesPatent OflSce ; not illustrated.This model was part of the application for the patent issued toHenry K. Worthington, of Brooklyn, N. Y., July 19, 1859, no. 24838.This is a 2-cylinder, direct-connected steam pump in which thesteam and exhaust valves of each steam cylinder are actuated inpart by the motion of the piston in the other cylinder. The "du-plex" pump has had a wide application as a boiler feed-water pump.The engine consists of two horizontal double-acting steam cylin-ders, each directly connected to a double-acting pump cylinder. Inoperation steam is admitted to one steam cylinder forcing the pistonto move, until at some position in its stroke it engages a series oflevers that open the steam valve of the other cylinder. The pistoncontinues on until it engages a second lever, which shuts off thesteam to its cylinder and the piston comes to rest. Meanwhile thesecond piston, moving through its stroke, actuates levers that openthe steam valve to the first cylinder and causes the first piston tostart on its return stroke. The second piston continues to move untilit closes its own steam valve and then remains at rest until its steamvalve is opened by the movement of the first piston, and so on.This arrangement of valves produces a positive motion of thepump, prevents "short-stroking", and provides the action of at leastone piston upon the water at all times, thereby reducing shock orpounding in the water discharge.SEWELL AND CAMERON STEAM PUMP, 1864U.S.N.M. no. 808669; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patent is-sued to William Sewell and Adam S. Cameron, of Nev/ York, N. Y.,May 10, 1864, no. 42694.The model represents a direct-connected steam pump in which thewater piston rod is keyed in a socket in the end of the steam pistonrod, so that the two may be disconnected when it is desired to oper-ate the pump by hand. The socket is sufficiently long to serve as aguide for the water piston rod, and a suitable rock shaft and capstanhead is provided for working the pump by hand.The purpose of the combination is to provide a hand pump for thevarious purposes for which a pump might be required aboard a
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 28
STEAM Pumps.
I. Worthington direct-acting steam pump, 1855 (model; U.S.N.M. no. 309245). See p. 133.2. Cameron pump valves, 1874 (model; U.S.N.M. no. 308686). See p. 135.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 29
STEAM Pumps.1. Knowles steam pump, 1879 (model; U.S.N.M. no. 309250). See p. 136.2. Frost steam-pump valve, 1890 (model; U.S.N.M. no. 308718). See p. 138.
CATALOG OF THE MECHANICAL COLLECTIONS I35
vessel when steam is down and the steam pump cannot be used,while eliminating some of the piping that would be necessary ifseparate pumps were provided.KING DIRECT-ACTING PUMP VALVE GEAR, 1870U.S.N.M. no. 308682 ; original patent model ; transferred from the United StatesPatent OflSce ; not illustrated.This model was submitted with the application for the patentissued to John C. King, of New York, N. Y., September 20, 1870,no. 107504.The model represents a direct-connected steam pump providedwith rotary oscillating valves on the steam and water cylindersoperated by an arm on the piston rod and a swinging lever. Thepeculiar feature of the design is the use of a sharp-edged spring-actuated slide, which acts upon a roller on the swinging lever torapidly change the valve position as the pistons near the end oftheir strokes. During the first part of the stroke the roller on theswinging lever acts upon one side of the slide and forces it up againsta coil spring. Toward the end of the stroke the roller passes underthe sharp edge of the slide and the force of the spring causes theslide to push the roller and swinging lever rapidly in the directionin which it is traveling.WORTHINGTON DUPLEX STEAM PUMP, 1871U.S.N.M. no. 308681; original patent model; transferred from the United StatesPatent OflBce ; not illustrated.This model was submitted with the application for the patent issuedto Henry E. Worthington, of New York, N. Y., June 20, 1871, no.116131.The model is a relief panel showing a section through the two steamcylinders of a duplex pump arranged to use steam at boiler pressurein one steam cylinder of small diameter, expand the exhaust steam ina receiver of much larger volume than the small cylinder, and use thesteam at low pressure in a second cylinder of larger diameter. Thisarrangement was devised to permit the use of steam expansively ina duplex pump without the use of two compound cylinders, as wasformerly the method.CAMERON PUMP VALVES, 1874Plate 28, Figuhk 2U.S.N.M. no. 30S6S6 ; original patent model ; transferred from the United StatesPatent Office; photograph no. 32644B.This model was submitted with the application for the patent issuedto Adam S. Cameron, of New York, N. Y., November 10, 1874. no.156769.
l^Q BULLETIN 173, U. S. NATIONAL MUSEUMThis invention relates to a design of pump valves so controlled byspindles and guides that the necessity of central bearings in the valveseat is avoided, leaving a clear circular opening for the passage of thefluid being pumped.The model represents a valve chest of a pump cylinder equippedwith four valves arranged in pairs, in which one valve is located abovethe other. In each pair the valve stem of the upper valve projectsupward into a hollow plug in the top of the valve chest and downwardinto a socket in the lower valve. The socket of the lower valve ex-tends downward into a hollow plug or guide in the bottom of the valvechest. Both valves are spring closed and the lower valve is free tomove independently of the upper valve.KNOWLES STEAM PUMP, 1879Plate 29, Figtjbe 1U.S.N.M. no. 309250 ; original patent model ; transferred from the United StatesPatent Office ; photograph no. 32644C.This model was filed with the application for the patent issued toLucius J. Knowles, of Worcester, Mass., April 1, 1879, no. 213823.The model represents the steam cylinders of a duplex pump fittedwith what the inventor calls auxiliary engines to operate the valvesof each cylinder when it is desired to use one cylinder of a duplexpump without the other. Actually the piston of the auxiliary en-gine is the valve of the main cylinder and the invention is in effecta one cylinder or "simplex" pump with steam-actuated valve. Thisis one of the earliest uses of the steam-actuated valve for steampumps.The auxiliary cylinder forms the steam chest and valve ports of themain cylinder while the auxiliary piston acts as the valve. Theauxiliary piston has its own valve system, which consists of ports inthe auxiliary cylinder wall connected to the main steam passages andso located that they will register with openings in the auxiliary pistonwhen the auxiliary piston is given a slight twist at the end of themain piston's stroke. These openings connect to passages in theauxiliary piston that direct the steam pressure to the proper end ofthe auxiliary cylinder to cause the auxiliary piston to move to theother end of the cylinder and so reverse the stroke of the main piston.Lucius James Knowles (July 2, 1819-February 26, 1884) origi-nated and developed the Knowles Steam Pump Co. and the L. J.Knowles & Brother Loom Works at Warren, Mass., and Worcester,Mass., both of which became leading organizations in their respectivefields. The Knowles steam pump was one of the best known of the
CATALOG OF THE MECHANICAL COLLECTIONS I37direct-acting pumps, and Knowles is recognized as having contributedmuch to the final development and refinement of the device. He wasone of the first to take up and develop the steam-actuated valve andreceived several patents for his inventions of improvements in valvesDOW DIRECT-ACTING STEAM PUMP, 1879U.S.N.M. no. 308703 ; original patent model ; transferred from the United StatesPatent OfSce; not illustrated.This model was filed with the application for the patent issued toG. E. Dow, of San Francisco, Calif., November 4, 1879, no. 221220.The model represents a form of valve gear for a direct-connectedsteam engine in which the main valve is partially operated by asystem of cam-shaped levers actuated from the main piston rod andpartially by a supplementary steam piston, the movement of whichis controlled by valves connected to the same levers.DAVIES STEAM PUMP, 1880U.S.N.M. no. 308711 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patent is-sued to Joseph D. Davies, of Covington, Ky., March 9, 1880, no.225351.The model represents a direct-acting steam pump, provided withtwo auxiliary oscillating cylinders, which offer a constantly decreas-ing resistance to the movement of the steam piston during the firsthalf of its stroke and a constantly increasing assistance during theremaining half. The purpose of this is to equalize the effective forceof the steam piston throughout its stroke when the steam is usedexpansively.The two auxiliary cylinders are mounted in trunnions, one on eachside of the frame of the engine. The rods from the auxiliary pistonsare attached to a clamp on the main piston rod, so located that theauxiliary cylinders are perpendicular to the main piston rod whenthe main piston is at midstroke. The auxiliary pistons, in the model,work against a spiral spring, which is compressed during the firsthalf of the stroke and which expands during the last half. In effect;the springs act as would a flywheel, storing the energy in excess ofthe resistance, while steam at high pressure acts upon the engine pis-Ion, and delivering the stored energy after the steam has been cutoff and is expanding in the cylinder. The inventor described his de-vice using a fluid, as steam or water under pressure within theauxiliary cylinders.
49970?39 10
138 BULLETIN 173, U. S. NATIONAL MUSEUMFROST STEAM-PUMP VALVE, 1890Pi^TE 29, Figure 2U.S.N.M. no. 308718 ; original patent model ; transferred from the United StatesPatent Office; photograph no. 32644B.This model was submitted with the application for the patentissued to Eichard L. Frost, of Battle Creek, Mich., February 11, 1890,no. 421355. The patent was assigned to the Union ManufacturingCo. of the same place.The model represents a section through the steam cylinder, piston,and steam valve of a direct-connected steam water pump. The valveis a steam-actuated piston valve so designed that an increase in theexhaust pressure cannot act on the valve as to entirely close the live-steam port and stop the engine.The valve is a piston slide valve that admits live steam at its endsthrough a hollow section to the cylinder steam ports close to themiddle of the valve. The exhaust is to the center. Formed on theends of the piston valve are enlarged pistons v.-hich closely fit cylin-ders provided for them. Ports in these cylinders are so connectedto the main cylinder ports and the main cylinder that pressure on oneend server practically to balance the valve, while pressure on theother end actuates the valve. The main piston is relatively long andhas an annular depression between its two ends. The space thusformed between the piston ends and the cylinder in combination withports in the cylinder acts to supply steam to the valve cylinder toactuate the valve. MOORE STEAM PUMP, 1891U.S.N.M. no. 308717; original patent model; transferred from the United StatesPatent Office; not illustrated.The model was submitted with the application for the patent issuedto Ila N. Moore, of Battle Creek, Mich., June 23, 1891, no. 451753.The feature of this pump power is a piston with steam ports in thepiston leading to the ends of the cylinder and a valve fitted to slideon the elongated and reduced barrel of the spool-shaped piston con-trolling the admission of steam through the steam ports. The objectis to provide a steam pump requiring no steam chest. Steam is ad-mitted at the center of the cylinder through two short passagesconnecting directly with the steam pipe. Exhaust is to a chamberon the opposite side of the cylinder. A hollow tail rod, gland, andhousing form part of the exhaust passage. The piston valve, whichslides on the barrel of the piston, is actuated in part by the pressureof the steam and in part by the motion of the piston. Packing ringson the outside of the valve heads operate across the steam inlet portsin the C3dinder wall and the lands between grooves in the bore of thevalve operate across the ports in the piston barrel.
CATALOG OF THE MECHANICAL COLLECTIONS I39ADDITIONAL STEAM BOILER ITEMS IN THE COLLECTION, NOTOTHERWISE DESCRIBEDA model of a locomotive stack feed-water heater patented by MatthiasBaldwin and David Clark of Philadelphia. Pa., February 14, 1&34, no. 10514.Transfer from the United States Patent Office. U.S.N.M. no. 308992.A small vertical copper-tube boiler heated by a spirit lamp, used to demon-strate three working models of steam steering engines (U.S.N.M. nos. 31U475and 310476) invented by Herbert Wadsworth. U.S.N.M. no. 310477.A model of a brass boiler mounted on a swivel. Not identified. Transferfrom tlie United States Patent Office. U.S.N.M. no. 309011.A model of a draft blower. Not identified. Transfer from the United StatesPatent Office. U.S.N.M. no. 308723.FIRE ENGINESHUNNEMAN HAND-PUMP FIRE ENGINE, 1854U.S.N.M. no. 310747; original; gift of Charles T. Nehf; not illustrated.This engine is a fairly large hand-pumper typical of city fire-fighting apparatus just prior to the introduction of steam fire engines.It has a history that is also typical in that it was purchased first bya volunteer company of a city, Terre Haute, Ind., served there untilreplaced by newer equipment, when it was given to the town ofJasper, Ind., where it was the village fire fighter until motorized,consolidated companies gave outlying communities adequate modernprotection at costs they could afford. It v;as then acquired by thedonor as a memorial to the services of the company w^hich first ownedit and of which he was a member.The engine was built in 1854 by Hunneman & Co. at Boston andsold originally at $720.It consists of a large tank body mounted on wheels and acting asthe support of a 2-cylinder beam-actuated pump. The beam, whichruns lengthw^ise of the vehicle, carries two long handle bars parallelto the beam but so attached as to swing across the ends of the beamto permit 8 to 12 men to pump at each end of the beam. Waterentered the pump from a short suction hose when a stream or poolcould be reached, otherwise a bucket brigade poured water into thetank body of the engine from which it was delivered by the pump tohoses to play upon the fire. A hand-hammered copper surge cham-ber, or dome, is a striking feature in the appearance of the engine.CLAPP AND JONES PISTON STEAM FIRE ENGINE, 1876-1878U.S.N.M. no. 310396; original; gift of the United Fire Engine Co. No. 3; !iotillustrated.This steam fire engine was one of three exhibited by the makers,Clapp & Jones, of Hudson, N. Y., at the Philadelphia InternationalExposition in 1876, where it assisted in securing for the makers theaward in tlie class of piston steam fire engines. In 1878 the engine
j^^O BULLETIN 173, U. S. NATIONAL MUSEUMwas purchased by the United Fire Engine Co. No. 3 of Frederick,Md., and was used continuously until 1912. It is a remarkably wellpreserved example of the best in steam fire engines of the period of1876. The United Co. has a collection of about 20 trophies that havebeen awarded to it over a period of many years for achievements ofthe engine. The engine has for many years been known throughoutthe vicinity of Frederick as the "Lily of the Swamp." It proudlycarries the motto of the United Co., Veni-Vidi-Vici.The engine has a vertical boiler, with both fire tubes and watertubes. The fire tubes extend from the crown sheet of the fire boxup through the top of the shell and the water tubes hang from thecrown. The outer rows of water tubes extend nearly to the bottomof the fire box and surround rows of shorter tubes, which are abouthalf the length of the outer row. In each water tube long narrowsheet-metal diaphragms form a triangular passage in the center ofthe tube for the return of water carried up by the steam. The dia-phragms are stamped with lipped openings turned upward, whichserve to drain into the return passage much of the water lifted withthe steam before it reaches the top of the tube.The pump is 1-cylinder, double-acting, and horizontal. The waterenters the pump in the center of the front head and is distributed toall sides of the pump cylinder and the valve chambers through anannular space that surrounds the entire cylinder. This space is sodesigned that it makes a very free watercourse to the valves and alsoretains sufficient water in the pump to assure positive starting with-out priming even against very high suction lifts. No connection tothe boiler or other means of priming with grease or water is providedon the engine. The intake valves of the pump are arranged in aring surrounding each end of the cylinder. This ring is easily re-moved with the cylinder head. The valves of either end are the sameand are interchangeable. The discharge valve is a ring of indiarubber attached to the front cylinder head but is enough longer thanthe head to reach over an annular space at the center of the cylinderand lap over a ring on the cylinder that forms the valve seat. Thisannular space or band around the middle of the cylinder is con-nected to the discharge gates and discharge dome. The air chambersprovided permit the pump to work at very high speeds. The pistonis all metal and is water packed.The steam engine that drives the pump is small, double-acting,direct-connected, and horizontal. A cross head is provided fromwhich a connecting rod drives a shaft on which are a pair of lightflywheels and an eccentric for operating the valves of the engine.Wlien first made the engine was drawn by hand, but in 1905 itwas slightly remodeled by adding a sliaft and a driver's seat, so thatit could be drawn by horses.
CATALOG OF THE MECHANICAL COLLECTIONS 141AMOSKEAG STEAM FIRE ENGINE, c. 1885U.S.N.M. no. 310467 ; model ; gift of Frank A. Wartllaw, Jr. ; not illustrated.This is a fully operating model of the fire engine no. 444 built bythe Amoskeag Manufacturing Co., of Manchester, N. H . and usedby the New Brighton, Staten Island, N. Y., fire department. Themodel was made by Frank A. WardlaAv, father of the donor, in 1912-13. It was awarded a silver medal at the Exhibition of the Societyof Model and Experimental Engineers at London, October 1913.The fire engine depicted by the model consists of a vertical steamcylinder connected to a vertical pump cylinder placed directly belowit. The connecting rods of both cylinders connect to a single crankon a shaft, located midway between them, which swings a light-weightflywheel. The boiler is a vertical water-tube boiler enclosed in thetypical brightly plated and polished shell. The engine was horse-drawn.The model burns coal, operates on a pressure of 55 pounds persquare inch, and throws a stream of water a distance of 46 feet.AMOSKEAG FIRE-ENGINE PUMPU.S.N.M. no. 309821 ; model ; gift of the Franklin Machine Co. ; not illustrated.The model, which is cut away, represents one vertical pump cylinderof a fire engine. The cylinder itself is enclosed at the center of acylindrical casing of much larger diameter, one side of which is theintake or suction passage, the other side being the delivery or pressurepassage of the pump. The cylinder heads enclose the ends of theouter casing and form a chamber over each end of the piston cylinder.The annular space between the piston cylinder and the casing is closedat top and bottom with an annular valve seat each containing fourcircular intake and four circular delivery valves.
"METROPOLITAN" STEAM FIRE ENGINE, 1906U.S.N.ISL no. 309884; original; gift of the American-La France and FoamiteCorporation ; not illustrated.Built by the American Fire Engine Co., of Seneca Falls. N. Y., in1906, this engine was purchased by the city of Alexandria, Va., whereit was used until about 1930. It is typical of the final developmentin horse-drawn, steam, fire engines before they were replaced by self-propelled and motor-driven fire apparatus.This is a vertical 2-cylinder steam engine direct-connected to a2-cylinder double-acting pump. The valves of the engine are operatedfrom a crankshaft driven by connecting rods running from wrist pinson the engine and pump rods. The boiler is of the vertical, water-tube type in which the tubes are lengths of pipe joined by pipe fittingsin loops that are laid together in a nearly solid cube of horizontal
142 BULLETIN 173, U. S. NATIONAL MUSEUMand vertical tubes, filling the entire center of the shell. The shellof the boiler is double, Avith the space betAveen serving as the waterreservoir, which is small compared to the tube surfaces. The exhaust,let into the top of the stack, induces the draft through the boiler.The grates are fixed and flat. No ashpit is provided.MISCELLANEOUS PUMPSCLOW ROTARY WATER PUMP, 1856U.S.N.M. no. 30865S ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to C. N. Clow, of Port Byron, N. Y., July 1, 1856, no. 15221.The model represents a cam pump in which two smooth ellipticalcams run in contact in a casing, which is roughly a horizontal figure-eight in cross section. The cams are made to revolve together cor-rectly by means of gear wheels on the outside of the casing on thesame shafts to which the cams are attached. The pitch line of thegears correspond in shape to the ellipitical peripheries of the cams.The pump is operated by a hand crank.EADS SAND PUMP, 1869U.S.N.M. no. 30S143; models; gift of the American Society of Civil Engineers;not illustrated.Sand pumps or ejectors of the pattern of these models w^ere de-signed and used under the direction of James B. Eads for removingsand and gravel from the caissons employed in the construction ofthe bridge over the Mississippi River at St. Louis, 1868-1874.The pump consists of a cylindrical casing into which water ispumped under pressure and from which it can escape only through aconcentric internal pipe leading and discharging upward. The waterenters the lower end of the discharge pipe through a passage thatgives the water the shape of an annular jet. The jet creates a vac-uum below it by which suction is created in a short intake pipe letinto the sand. Sand is thus drawn into the jet and carried upwardwith the stream of w^ater.As used at St. Louis the pumps with 3-inch discharge pipes eachdischarged 10 cubic yards of sand and gravel in an hour includingstones as large as 2^/2 inches in diameter.One model is sectioned, and both are mounted in an old littleexhibition case marked "Designed by James B. Eads, July 1st,1869; St. Louis, Mo."
CATALOG OP THE MECHANICAL COLLECTIONS I43JOHNSTON AIR COMPRESSOR, 1879U.S.N.M. no. 308706 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for the patentissued to William Johnston, of Washington, D. C, November 4,1879, no. 221318.The compressor represented by the model is in effect a bellows. Itis constructed as a cylindrical casing mounted upon a stationaryhorizontal shaft about which it oscillates. Two diaphragms extendin radial planes from the inside and top of the casing to a bearingon the upper side of the shaft. The space between these diaphragmsis wedge-shaped. The two spaces thus formed are valve spaces, inletand outlet, respectively. Flap valves are let into the diaphragmconnecting the valve spaces with the lower part of the casing interior.A third diaphragm, called a lug, is fixed to the under side of theshaft and extends downward to the cylinder casing.In use the casing is filled with water to the level of the centerof the shaft. When the case is rocked the water is held approxi-mately stationary by the lug and the air between the surface of thewater and the diaphragm on the down side is compressed while apartial vacuum is formed in the space between the surface of the
"water and the diaphragm on the up side. The compressed air es-capes through the outlet valve and air is drawn into the up sidethrough the inlet valve. As the casing is rocked back and forthit is in effect a double-acting bellows.INTERNAL-COMBUSTION ENGINESEarly history.?Strictly speaking the history of the internal com-bustion engine begins in the thirteenth century with the first use ofthe cannon. However, the first explosive engine capable of produc-ing work was that designed by the Abbe Hautefeuille, the son ofan Orleans (France) baker. In 1678 he suggested a motor to raisewater by burning pow'der in a vessel communicating with a reservoirof water. As the gases of combustion cooled a partial vacuum wasformed in the vessel and atmospheric pressure raised the water fromthe reservoir. In 1682 he described a machine in which water wasraised by the direct expansive action of the gases of combustion.Christian Huygens in 1680 was the first to employ a cylinder andpiston in an explosive engine, and Denys Papin in 1690 made animprovement in the valves of the Huygens engine. Huygens diedin 1695, and Papin turned his attention to steam, and for a hundredyears no new explosive engine was produced. In 1791 John Barberof England made an engine in which wood, coal, or petroleum gaswas mixed with air and pumped into a vessel termed the "exploder'',
144 BULLETIN 173, U. S. NATIONAL MUSEUMwhere the mixture was ignited. The resulting flame issued in asteady stream against the blades of a paddle wheel. The next en-gine (1794), that of Kobert Street of England, might be called thefirst of the modern idea of an internal-combustion engine. Tur-pentine or petroleum was introduced into the cylinder, which waswarmed by an external fire. The fuel, vaporized by the heat, wasmixed with a quantity of fresh air drawn into the cylinder by theupstroke of the piston. The mixture was ignited by a flame suckedin from a burner outside the cylinder. The explosion drove up thepiston and forced down the piston of a pump for raising water.Philippe Lebon of France in 1801 patented an engine in which themixture was ignited by an electric spark and had other admirablefeatures. Samuel Brown in 1823-1826 brought out his vacuum gasengines, which were the first explosive engines to run in London.William Barnett, of England, who brought out three engines in1838, may be said to be the first to compress the explosive mixturein the cylinder before ignition as is now done. Between the years1838-1860 many engines were designed and patented in England,France, and America, but few were built. Barsanti and Mattenci,of Italy, patented engines in England in 1854 and 1857 that failedthrough mechanical defects but contained many of the features laterfound in the free piston engine of Otto and Langen. These enginesinvolved the fundamental principle of utilizing the whole force ofthe explosion in as complete expansion as possible. The first prac-tical working gas engine is credited to Jean-Joseph-fitienne Lenoir,of Paris, who brought out his first engine in 1860. This engine wasdouble-acting and worked on a 2-stroke cycle without compressionbefore ignition. Air and gas were drawn into the cylinder during'the first part of the forward stroke of the piston, the intake valvesthen closed, and the mixture was exploded at the same time. Ex-pansion took place to the end of tlie stroke when the exhaust valvesopened. The burned gases were exhausted on the back stroke. Igni-tion was effected by an electric spark. During the first year one of6 horsepower and another of 20 horsepower were built, and in thefirst five years more than 300 were made in France and about 100 inEngland. The first trials of any gas motors were made by Trescaon the Lenoir engine. Insufficient expansion (or late ignition) andthe absence of compression resulted in a low economy, which withcertain difficulties of lubrication brought forth concerted condem-nation of the engine. For silent, smooth, and regular working, how-ever, it has seldom been surpassed, and its success was sufficient tobring out a host of imitators as well as those who set up claims toprior invention. Lenoir applied his motor to the propulsion of awagon and shares with Siegfried Marcus, of Vienna, and George B.Brayton, of Boston, the recognition for having made the earliest
CATALOG OF THE MECHANICAL COLLECTIONS I45attempts to propel vehicles with internal-combustion engines. Reith-man, of Munich, designed an engine similar in principle to that ofLenoir in 1858, and Hugon, of Paris, who brought out a similarengine in 1862, patented 1865, claimed that his patent of 1858 was theLenoir engine in principle. Gustave Schmidt in 1861 declared thatbetter economy would result from compression of the explosive mix-ture, and Million the same year applied the principle of previouscompression of the gas and air by means of a separate pump. Thenext important development was the descriptive patent of Beau deRochas, of France, in which were set forth the events of the 4-strokecycle and a discussion of its advantages. Fifteen years elapsed beforethis cycle, which is the most common in use today, was carried outin an engine. In 1866 Nicolaus Otto and Eugen Langen, of Cologne,brought out their atmospheric, or free-piston, engine (see U. S. N. M.no. 308675) constructed on the lines of the Barsanti and Mattenci en-gine of 1857. It succeeded where the earlier engine failed becauseof a more ingenious mechanical design. At the time of its introduc-tion it was the most economical of gas engines. The Bisschop (Eng-land) engine was of similar design, embodying improvements toavoid noise and recoil. Brayton's engine of 1873 and Simon's (Eng-land) of 1878 involved the principle of ignition at constant pressure(see under "American Developments"). In 1876 Otto and Langenabandoned the noisy, unsteady, and irregular free-piston engine andpatented one in which the important innovation was the compressionof the charge of air and gas before ignition (see U. S. N. M. nos.251284 and 309556). In this engine the whole cycle advocated byBeau de Rochas is effected in one cylinder. The engine was singleacting, and in it one explosion or impulse was obtained in every fourpiston strokes. The first stroke compressed the explosive mixtureand explosion occurred near the end of this stroke, the force of theexplosion drove out the piston on the third stroke, and in the fourthstroke the products of combustion were discharged. The earliesttrials of the Otto engine (Braner and Slaby in Germany, 1878)showed a striking economy of 38 to 40 cubic feet of gas per horse-power hour, as compared to 44-50 cubic feet with the Lenoir. Tliesuccess of this engine was undoubted from the first, and for manyyears few others were sold. It superseded all others and is thedesign from which all the 4-stroke gas and gasoline engines of todaywere developed. In 1880 Dugald Clerk of England introduced anengine in which an explosion was obtained after every second strokeor one explosion in every revolution. This was the 2-stroke cycleengine. Compression of the mixture was obtained in a separatepump cylinder. Atkinson introduced several engines that were ofmore interest as ingenious mechanisms than as any great advance.His engine of 1884 operated on the 4-stroke cycle effected in four
146 BULLETIN 173, U. S. NATIONAL MUSEUM
separate strokes of di-ffevent lengths. Beck in 1888 introduced anengine operating on a new cycle, the 6-stroke cycle in which therewas an explosion every six strokes of the piston. The object was toobtain a more complete elimination of the products of combustionby admitting fresh air on the fifth stroke and discharging it to theatmosphere on the sixth stroke. These two strokes were known as
"scavenger" strokes.American developments.?Oliver Evans, who built steam enginesat Philadelphia before 1800, described a volcanic engine that, inspite of its name, was not an explosive engine, Samuel Morey, ofOrford, N. H., designed the first American internal-combustion en-gine of record. His vapor engine was described in the Journal ofthe Franklin Institute of 1826, and a letter of his indicates that heused the engine to drive a small boat (probably a model) success-fully. In the Morey engine a vacuum was produced in the cylinderby firing an explosive mixture of air and vapor from common proofspirits mixed with a small portion of spirits of turpentine. A modelof this engine ran smoothly for periods of several hours, but thereis no record that a large engine was ever built. A "gentleman" did
"go to England for the purpose of obtaining a patent in that coun-try." Morey 's engine was an atmospheric engine but Stuart Perry,of Newport, N. Y., patented an engine in 1814 that operated on theexpansion of the products of combustion occurring within the cylin-der. This was the first of the class of noncompression gas engines,the type successfully introduced by Lenoir, of France, about 15years later. The Perry engine operated on the explosive vapors ob-tained from rosin heated by the exhaust gases in a retort that was apart of the engine. He patented an improved engine in 1846 thatincorporated water cooling of the cylinder, an incandescent platinumigniter, and a receiver for compressed air to be used in starting theengine. Dr. Alfred Drake, of Philadelphia, patented an engine in1855 that was similar to one he had exhibited at Philadelphia as earlyas 1843. A Drake engine with a 16-inch cylinder and a large fly-wheel?"the whole resembling a steam engine of about 25 horse-power"?was used to furnish part of the power for the machine roomof the 27th Annual Exhibition of the American Institute at NewYork in 1855. This was probably the first internal-combustion engineother than a model to be built in the United States. Drake lateradvertised his engines for sale. The Otto & Langen atmosphericfree-piston engine, however, was the first to be used here in anynumber. It was patented in this country in 1867 and was introduceda short time later. George B. Brayton, of Exeter, N. H., and Boston,Mass., was the first American to design and build an engine that wasa commercial success. He built and ran an engine as early as 1870and patented his design in 1872. His engine operated with combus-
CATALOG OF THE MECHANICAL COLLECTIONS I47tion at constant pressure. The explosive mixture of gas and airentered the cylinder through a series of wire-gauze diaphragms, wasignited just before admission, and entered the cylinder as a flame.A steady combustion was maintained behind the piston during aboutone-third of the stroke. Brayton experienced difficulty with the useof gas as a fuel for this engine and designed one in 1874 to employ alight petroleum oil. This engine is considered to be the first safeand practical oil engine ever built. It employed a heated-surfacecarburetor and was quite efficient in the use of fuel. Many of thesewere built in various sizes and combinations of cylinders, and a smallthree cylinder one is shown in the drawing on which George Seldenobtained his w^ell-known automobile patent. Its chief drawback wasthe gas-burning grate, which required frequent renewal. The Otto4-cycle engine was patented in the United States in 1877 and was in-troduced shortly after this, the first engines being large, slow-moving,horizontal, and stationary and having flame ignition. GottliebDaimler, of Cologne, Germany, patented the first compound- or mul-tiple-expansion engine in the United States in 1879. This was thefirst engine employing two cylinders operating independently on the4-stroke cycle but connected to the same crankshaft. It might beconsidered the forerunner of the present-day multiple-cylinder high-speed automobile engine. The first 2-stroke cycle engine patented inthe United States was that of Wittig and Hees, of Hanover, Ger-manj^, who patented their engine in 1880. This is quite similar tothe engine patented here in 1881 by Dugald Clerk, who is usuallyconsidered the inventor of the 2-stroke cycle engine. L. H. Nashin 1888 patented the 2-cycle engine using inlet and exhaust portscontrolled by the piston and effecting compression in the crankcaseof the engine. In 1895 Selden received the first patent for the appli-cation of the internal combustion engine to a road vehicle, and fromthis date on the development of the internal combustion engine forautomotive use has been in engineering refinement rather than inprinciple. STUART PERRY GAS OR VAPOR ENGINE, 1844Plate 30, Figure 1U.S.N.M. no. 309253; original patent model; transferred from the UnitedStates Patent Office ; photograph no. 18493C.This model was submitted with application for Patent no. 3597,issued May 23, 1844, to Stuart Perry, of Newport, N. Y.This is the first of the class of noncompression gas engines to bepatented in the United States. It preceded the Lenoir (U. S. Patentno. 31722, Mar. 19, 1861), the best known of this type, by about 16years. It was designed to use the inflammable vapors of liquids or
148 BULLETIN 173, U. S. NATIONAL MUSEUM
solids, such as undistilled turpentine or rosin, generated in the retortthat was part of the engine.The model shows an engine with a 'horizontal double-acting cyl-inder. The piston transmits its motion to a vertical walking beamfrom which a connecting rod drives the motor crankshaft. Beneaththe cylinder is located a pump beam. Below the engine cylinder alsois a rectangular tank or retort for vaporizing the fuel. This retorthas tubular openings through which the hot exhaust gases are di-rected. The pump supplies air to the retort and directly to theengine cylinder in proportions regulated by hand cocks. The com-bustible mixture from the retort and additional air from the pumpare admitted to the engine by a rotary cylindrical valve. The valveis driven by gearing from the crankshaft, and the engine may bereversed by shifting the valve gears. Ignition is effected by flamesfrom lamps at either end of the cylinder. The ignition valves areoperated by pins on the piston. A lamp is also provided belowthe retort for vaporizing the fuel in starting the engine.In operation a mixture of vapor and air from the retort is admittedwith a quantity of pure air as the piston moves away from the cylin-der head. Ignition occurs at the same time, and combustion continuesfor a part of the stroke when admission stops and the piston is car-ried to the end of the stroke by the expanding gases.Perry operated the engine with a retort heated solely by the heatof the cylinder, and he also suggested jacketing the cylinder andcooling it with a stream of air from a blower.STUART PERRY GAS ENGINE, 1846U.S.N.M. no. 251278 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with application for Patent no. 4800,issued October 7, 1846.This engine is very similar to the Perry engine of 1844. It differsin that the cylinder is water-jacketed and the hot cooling water isused to heat the fuel retort. Ignition is effected by heated platinumexposed to or separated from the explosive mixture by a valve.Tlie model shows a horizontal double-acting engine completelywater-jacketed. Beside the cylinder is the retort for generating thevapors. Air is mixed with the vapor in a valve box above the retort,and valves operated by cams from a lay shaft admit the explosivemixture to passages leading to the cylinder. The gas is ignitedby incandescent platinum, and combustion continues during aboutone-third of the stroke, the expansion of the products of combustionforcing the piston to the end of the stroke.
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U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 31
CATALOG OF THE MECHANICAL COLLECTIONS 149To start the engine it was necessary to heat the water about theretort to generate the vapor and to heat the igniter. When runningthe engine developed sufficient heat for both purposes.Perry designed this engine so that the water served not only tocool the cylinder but also to lubricate the piston and piston rod.ALFRED DRAKE GAS ENGINE, 1855Plate 30, Figuee 2U.S.N.M. no. 308724; original patent model; transferred from the United StatesPatent Office; photograph no. 18493D.This model was submitted with the application for Patent no.12715, issued to Alfred Drake, of Philadelphia, Pa., April 17, 1855.As early as 1843 Alfred Drake exhibited a gas engine at Philadel-phia. This one of 1855, however, is the only one that he patented.The incandescent igniter is the novel feature of the engine.In this engine and the earlier one gas and air were drawn into th?cylinder at atmospheric pressure, and the mixture was fired by a smallmetal tube kept at white heat by an external flame. The force of theexplosion drove out the piston, giving a maximum pressure of about100 pounds per square inch. The cylinder has a water jacket, andthe piston is hollow.The engine was afterward modified and worked chiefly bypetroleum. OTTO AND LANGEN GAS ENGINE, 1867Plate 31, Figtjke 1U.S.N.M. no. 308675; original patent model; transferred from the United StatesPatent Office; photograph no. 10498.This model was submitted with the application for Patent no.67659, issued August 13, 1867, to Nicolaus Otto and Eugen Langen,of Cologne, Germany.This is the Otto and Langen free-piston or atmospheric gas engineintroduced at the Paris Exposition of 1866. In this design the in-ventors improved the expansion of gases in the engine by employing afree piston, which, in theory, gives unlimited expansion.In the model a long, slender, vertical cylinder, water-jacketed forone-third of its lower end, is fitted with a short piston. The piston rodis a toothed rack that is always engaged with a gear wheel at the topof the cylinder. This gear runs free on the motor shaft during theupstroke of the piston but is connected automatically to the shaft inan ingenius roller clutch during the downstroke. A valve rod drivenby an eccentric on an auxiliary shaft operates a slide valve at the baseof the cylinder. Air and gas are drawn into the cylinder during theupstroke. The mixture is exploded by a flame when the piston is
J50 BULLETIN 173, U. S. NATIONAL MUSEUMpartly advanced, and the free piston is driven to the top of its stroke.Cooling of the gases then forms a partial vacuum in the cylinder, andthe piston, which is now engaged to the motor shaft, is driven down-ward by atmospheric pressure. A slight compression of the gasesof combustion at the bottom of the cylinder retards the fall of thepiston sufficiently to free it from the motor shaft so that it may bepicked up again lightly for the next stroke. A heavy flywheel carriesthe engine through the cycle.Engines of this type consumed 44 cubic feet of Paris gas per indi-cated horsepower hour. The maximum pressure in these enginesseldom exceeded 50 pounds per square inch. The great defects of theengine were its noisy and unsteady action and the excessive vibrationand recoil.See Gas^ Oil and Air Engines^ by Bryan Donkin (London, 1905),for drawings, indicator diagram, and description.BRAYTON GAS ENGINE, 1872U.S.N.M. no. 251280; original patent model; transferred from the United StatesPatent Office; not Illustrated.This working model was submitted by George B. Brayton, of Bos-ton, Mass., with his application for U. S. Patent no. 125166, datedApril 2, 1872.The engine was the first to employ the principle of combustion atconstant pressure. It also accomplished compression of the explosivemixture before ignition and was one of tlie first gas engines builtcommercially. See also Brayton Oil Engine, 1874.In this engine gas and air were drawn in above the piston, com-pressed in the upper part of the cylinder, and discharged into a re-ceiver under pressure of about 60 pounds per square inch. The ex-plosive mixture entered the lower part of the cylinder through a seriesof wire gauze diaphragms, which prevented the flame from flashingback to the explosive mixture in the receiver. The mixture was ig-nited just before admission and entered the cylinder in a state offlame and drove the piston forward without any rise in pressure, asteady combustion being maintained behind the piston during one-third of the forward stroke.ERRANI AND ANDERS PETROLEUM ENGINE, 1873U.S.N.M. no. 251283 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with application for Patent no. 140021,issued to Louis Charles Errani and Richard Anders, of Liege, Bel-gium, June 17, 1873.This is the first oil engine patented in the United States in whichthe fuel was vaporized within the cylinder. It is also the first to
CATALOG OF THE MECHANICAL COLLECTIONS 151inject the oil into the cylinder in the form of a spray. It was pro-vided with electric ignition.In construction the engine resembles a steam engine, including ahorizontal single-acting cylinder in which is a reciprocating piston,a crank deriving its motion from the piston, a flywheel on the mainshaft, and valve gear for operating a main valve connected with theengine cylinder. It was actuated by the combustion of a mixture ofsprayed petroleum and air during a portion of the stroke. Thepetroleum was sprayed by means of a jet of air from a rubber bulb,acted upon by a sliding plunger, in combination wnth a tube andnozzle rising from the oil reservoir in the base of the engine,somewhat in the manner of a common household atomizer. Thequantity of petroleum supplied to the cylinder was regulated by abypass cock in the air line from the rubber bulb.HOCK PETROLEUM ENGINE, 1874U.S.N.M. no. 251282 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model accompanied the application for Patent no. 151129,issued to Julius Hock, of Vienna, Austria, May 19, 1874.This engine, which resembles the slightly earlier Errani and An-ders engine in many details, attained nearly the same degree of pop-ularity abroad as did the Brayton oil engine in this country andEngland. It differs from the Errani and Anders engine in havingthe oil reservoir separate from the engine, in having flame ignition,and in the method of controlling the supply of oil from the reser-voir. It was not so successful as the Brayton because it used a lighterand more dangerous fuel.Like the Errani and Anders, it resembled a single-acting horizon-tal steam engine. The oil tank stood back of the cylinder and wasequipped with a plunger by which the height of the column of oilsupplying the spraying device could be varied to change the quantityof oil being supplied. The oil was atomized by air from a rubberbulb compressed by a plunger on the crankshaft. The engine oper-ated on the 2-stroke noncompression cycle similar to the Lenoir,Brayton, Errani and Anders, and others.BRAYTON OIL ENGINE, 1874Plate 31, Ficuee 2U.S.N.M. no. 251281; original patent model; transferred from tbe United StatesPatent Office; photograph no. 30417.This model was submitted with the application for Patent no.151468, issued to G. B. Brayton, of Boston, Mass., June 2, 1874.When Brayton experienced difficulty with the flame of the cylinderstriking back into the explosive mixture in the receiver of his gas
152 BULLETIN 173, U. S. NATIONAL MUSEUMengine of 1872, he redesigned the engine to use petroleum. The re-sulting engine, the one described in this patent, is considered to bethe first safe and practical oil engine.The model (wooden) shows an engine that resembles the earliergas engine in arrangement. It consists of a vertical cylinder closedat both ends, cast integral with a tall, heavy tank. The rod fromthe piston extends upward to a bell crank at the top of the tank.The other arm of the bell crank drives, through a long connectingrod, a crankshaft running under the cylinder. Cams on the crank-shaft operate the intake or carburetor valve and the petroleum pump.In operation, air is drawn into the upper part of the cylinder,compressed, and stored in the receiver tank. Petroleum is pumpedunder pressure into the carburetor, which is one of the most inter-esting features of the engine. It consists of a chamber containinga porous material into which jets of petroleum and air impinge, theair acting to break up or pulverize the petroleum. A lift valveadmits air to the carburetor from the receiver, which dilutes themixture in the carburetor and continues, through a wire-gauze di-aphragm, into a chamber in which a flame burns continuously. Themixture is ignited and issues into the cylinder as a flame. The wiregauze prevents the striking back of the flame as in a safety lamp.Combustion continues for about one-third of the stroke when theair valve closes. The air and petroleum valves operate at the propertime, and the cycle is repeated.DAIMLER GAS ENGINE, 1875U.S.N.M. no. 308689 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for Patent no.168623, issued to Gottlieb Daimler, of Muelheim-on-the-Rhine, Prus-sia, October 11, 1875.Daimler, who was managing director of Otto's Gas MoterenFabric, 1872-1882, introduced this engine as an improvement overthe Langen and Otto engine of 1866. The engine is of the double-acting, free-piston, atmospheric type.A water-jacketed cylinder open to the atmosphere at both endscontains a working piston and two other pistons, one on each sideof the working piston, which are loose or unconnected and operatein conjunction with the working piston in the following manner:With the working piston at the end of its back stroke, a charge ofgas and air is drawn into the space between it and the front loosepiston and is exploded. The said loose piston is thrown to thefront end of the cylinder (without doing work) where it is heldby a wedge device, whereupon a partial vacuum being formed inthe cylinder by the expansion and cooling of the gaseous products
CATALOG OF THE MECHANICAL COLLECTIONS I53of combustion, the working piston will by atmospheric pressure becaused to perform its forward stroke, the back loose piston travelingwith it. On approaching the front loose piston the back loose pistonis arrested in its motion while the working piston completes itsstroke, moving close up to the front loose piston and expelling theproducts of combustion from between them, while at the same timea charge of gas and air is drawn into the space formed between theworking piston and the back loose piston. On the charge beingexploded, the back loose piston is thrown to the back end of thecylinder and the working piston performs its back stroke, togetherwith the front loose piston, and the operation is repeated as abovedescribed. GILLES GAS ENGINE, 1876U.S.N.M. no. 311362; original patent model; transferred from the United StatesPatent OflBce ; not Illustrated.This model was submitted with the application for the patent issuedto Friedrich W. Gilles, of Kalk, Germany, July 11, 1876, no. 179782.The engine represented by the model is a 1-cyUnder vertical gasengine employing two pistons, a working piston (the lower one) anda loose piston (the upper one). The loose piston was intended to flyto the top of the cylinder where it would be caught and held, produc-ing within the cylinder a reduced pressure, which would cause thework piston to return under the pressure of the atmosphere and therebyperform work on the return stroke as well as the explosion stroke.Provision was made to cushion the free piston at the top of its strokefor the purpose of quiet running. The combustible mixture was drawnin and ignited on the explosion stroke without compression.OTTO GAS ENGINE, 1877Plate 32. Fiqukb 1U.S.N.M. no. 251284 ; original patent model ; transferred from the United StatesPatent Office ; photograph no. 18623A.This model was submitted with the application for Patent no.194047, issued to Nicolaus Otto, of Deutz, Germany, August 14, 1877.This patent was the first issued for a 4-stroke cycle engine in thiscountry and marks the introduction of this important engine here.The model shows a horizontal single-acting piston engine, with alay shaft, driven by bevel gearing from the crankshaft, extending tothe head end of the cylinder. The lay shaft terminates in a crankthat operates a slide valve across the head of the cylinder. A cam onthe lay shaft operates through a crank a drop valve on the oppositeside of the cylinder, and a centrifugal governor is driven from a gearon the lay shaft. The cylinder is water-jacketed. The slide valve acts49970?.39 11
l^^ BULLETIN 173, U. S. NATIONAL MUSEUM
as a gas intake valve and ignition valve. The drop valve is the ex-haust valve, and the governor acts on the gas throttle valve. The cycleis the Otto, or 4-stroke.OTTO AND CROSSLEY GAS ENGINE, 1877U.S.N.M. no. 308695 ; original patent model ; transferred from the United StatesPatent Office, not illustrated.This model was submitted with the application for the patent is-sued to Nicolaus A. Otto, of Deutz, Germany, and Francis W. andWilliam J. Crossley, of Manchester, England, October 23, 1877, no.19G473.The gas engine described is designed to effect a gradual combustionof the charge by the use of a weak mixture in the cylinder. In orderthat the mixture would not ignite too slowly a strong or explosivemixture was introduced into a separate but connecting chamber andignited in the conventional way. The flame issuing with some forcefrom the chamber into the cylinder effected a sufficiently rapid igni-tion of the weak charge.The inventors also describe a means of raising the pressure on thecavity of the slide valve carrying the burning ignition charge in aflame ignition engine, high enough to equal the compression pressurewithin the cylinder of the engine.MULTIPLE-PISTON GAS ENGINE, 1879U.S.N.M. no. 30S726 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the patentissued to Wilhelm Wittig and Wilhelm Hees, of Hanover, Prussia,March 25, 1879, no. 213539.This model shows an engine with a vertical cylinder open at bothends. Within the cylinder are two pistons, so connected to the samecrankshaft that they move in unison in and out from the midpointof the cylinder, alternately traveling apart and then approachingeach other at the midpoint. The intake and exhaust valves are thepoppet type. Ignition is effected by a flame timed by a slide valve.The engine works on the 4-stroke cycle. As the pistons travel awayfrom the midpoint of the cylinder the combustible mixture of airand gas is drawn into the space between them. When the pistonscome together on the next stroke the charge is compressed and whennear the end of the stroke ignited. Combustion drives the pistonsto the ends of the cylinders, performing work, and the spent gasesare expelled on the next instroke of the piston.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 32
8623A: 1W98AInternal-combustion Engines.1. Otto 4-stroke cvcle engine, 1877 (model; U.S.X.M. no. 251284). See p. 153.2. Otto gas engine, 1882 (U.S.N..M. no. 309556). See p. 156.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 3i
Internal-combustion engines.1. Hornsby-Akrovd oil engine, 1893-1895 (U.S.N.M. no. 309637. See p. 157.2. Charles Manly radial engine, 1901 (U.S.N.M. no. 248651). See p. 158.
CATALOG OF THE MECHANICAL COLLECTIONS J55DAIMLER COMPOUND GAS ENGINE, 1879U.S.N.M. no. 308697 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for Patent no.222467, issued to Gottlieb Daimler, of Deutz-on-Rhine, Germany,December 9, 1879.This is the first compound or multiple-expansion internal combus-tion engine patented in the United States. It was also the earliestengine employing two cylinders operating independently on the4-stroke cycle but connected to the same crankshaft and so timed thata power stroke occurred once in every revolution of the shaft.The model shows two horizontal single-acting cylinders connectedto cranks at either end of the same crankshaft. The two cranks arein the same plane. A third cylinder of large capacity is locatedbetween these two and coimects to a crank 180? ahead of the othertwo cranks and on the same shaft. The two smaller cylinders eachdraw in a combustible charge, compress it, fire it, and perform theirstrokes together, but the working stroke of one cylinder takes placewhile the other cylinder is taking in its combustible charge. Theproducts of combustion expelled from these cylinders pass to thethird or low pressure cylinder and perform further work by expan-sion therein. The low pressure piston performs its working strokeduring each instroke of the high pressure cylinders. The high-pres-sure cylinders in construction and operation resemble the Otto Engineof 1877 {q.v.).WITTIG AND HEES TWO-CYCLE GAS ENGINE, 1880U.S.N.M. no. 308707; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was filed in 1879 with the application for U. S. Patentno. 225778, issued to Wilhelm Wittig and Wilhelm Hees, of Hanover,Germany, March 23, 1880.This is the first 2-cycle engine patented in the United States. It isof that class of engines having two cylinders, between which theoperations of the Otto cycle are divided. One cylinder and pistonserve to draw in, compress the explosive charge, and deliver it tothe working cylinder so that in the working cylinder a power im-pulse is obtained on every alternate stroke. This type of engine isgenerally considered the invention of Dugald Clerk, of Glasgow,who received British Patent no. 1089, March 14, 1881, and UnitedStates Patent no. 249307, November 8, 1881, for a similar engine.The model, which is made principally of wood, is purely diagram-matic and illustrates only the features of the engine that are coveredby the patent. It indicates two parallel cylinders, with pistons con-
156 BULLETIN 173, U. S. NATIONAL MUSEUM
nected to craiil^s on the same shaft. An automatic intake valve inthe right hand or pump cylinder, a lift valve, operated by push rodand cam, between the cylinders, and a similar exhaust valve in theworking cylinder are shown. In operation, the combustible mixtureis drawn into the pump cylinder by the back stroke of the pumppiston. The mixture is compressed during the forward stroke, nearthe end of which the valve between the two cylinders opens and thecompressed mixture enters the work cylinder, where it is immediatelyignited and performs work during the outstrike of the piston. Theexhaust valve of the work cylinder is open during the return strokeof the work piston, and the spent gases are expelled. Both pistonsmake their strokes together, i. e., there is no angular distance betweenthe cranks. OTTO GAS ENGINE, 1882Plate 32, Figutje 2U.S.N.M. no. 309556 ; original ; purchased from the Otto Engine Works ; photo-graph no. 10498A.This engine, serial no. 554, was built by Schleicher, Schum & Co.,of Philadelphia, in 1882. It was used at Princeton University inthe mechanical laboratories to 1928, when it was procured for theMuseum by the Otto Engine Works.This is a 4-horsepower, flame-ignition, 4-stroke cycle, horizontalgas engine, the same as the first of the type introduced into the UnitedStates in 1878. In appearance it resembles a horizontal steam en-gine, with cross head, connecting rod, crankshaft, and flywheel. Itis, however, single acting. A lay shaft driven by bevel gearing fromthe crankshaft extends the whole length of the engine and performsmany duties. A small belt from the lay shaft operates the lubri-cators, bevel gears drive the ball governor, cams on the lay shaftthrough a crank and lever operate the exhaust valve on the oppositeside of the cylinder, and the shaft ends in a crank that operates theslide valve across the end of the cylinder. The slide valve acts asgas and air intake and ignition valve. The intake picks up a chargeof gas, exposes it momentarily to a flame that burns continuouslyoutside the engine, and carries the little quantity of burning gas toa passage in the head of the engine to ignite the compressed explosive,mixture in the cylinder.In the operation of the engine, air and gas are drawn into thecylinder through the slide valve by the backstroke of the piston, thevalve closes, and the mixture is compressed on the forward stroke;near the end of the stroke the compressed mixture is ignited, andthe combustion drives the piston back; on the next forward strokethe exhaust valve opens, and the gases of combustion are expelled ; theexhaust valve closes just before the end of the stroke, and the cycle isrepeated.
CATALOG OF THE MECHANICAL COLLECTIONS I57ATKINSON "CYCLE" GAS ENGINE, 1889-90U.S.N.M. no. 310371; original; gift of the heirs of Samuel Powel ; not illustrated.This is a 2-liorsepower, 4-stroke cycle, illuminating-gas engine,built in 1889-90 by Henry Warden, of Philadelphia, licensee underpatents of James Atkinson, of Hampstead, England, Patent no.367496, August 2, 1887.The feature of the engine is the vibrating toggle linkage betweenthe piston rod and crankshaft by which four piston strokes of dif-ferent lengths are produced in each revolution of the crank. Thisarrangement gives one explosion stroke per revolution and permitsthe use of an explosion stroke considerably longer than the suctionor compression strokes with a resulting degree of expansion greaterthan is obtained with the usual four strokes of equal lengths.The cylinder of the engine is horizontal, the crankshaft is wellabove the center of the cylinder, and the connecting rod from thecrank has a short T-head to one pin of which is attached the pistonrod, to the other a vibrating arm pivoted to the engine frame slightlybelow tlie center of the cylinder and beyond the center of thecrankshaft.This arm swings through an arc of approximately 90?, and thecrank is the only revolving part of the system. Valves for exhaust,air intake, and fuel intake are located in the head of the cylinder andare operated by a short cam shaft, which, in turn, is driven by abevel gear from a long inclined lay shaft to the crankshaft of theengine. The lay shaft carries a small centrifugal governor, whichmoves the fuel valve follower away from its actuating cam whenthe speed of the engine increases. Ignition is by means of a hot tubelocated on the top of the cylinder and heated by a gas burner andrefractory lined chimney. The ignition port is uncovered by thepiston. The cylinder diameter is 5 inches, suction stroke 4^ inches,compression stroke Syo inches, explosion stroke 5 inches, and exhauststroke 6 inches.The engine was built for Samuel Powel, of Newport, R. I., whoused the engine to power a small experimental machine shop there.HORNSBY-AKROYD OIL ENGINE, 1893-1895Pl.\te 33, FiGuiiE 1U.S.N.M. no. 309637; original; from Robert McReady; photograph no. 6092.This engine was the first one built by the De La Vergne Refrig-erating Machine Co. after acquiring the American license to theinventions of IT. Akroyd Stuart and C. R. Binney in 1893. It wasthe first 4-stroke, heavy-oil engine including a hot-bulb vaporizerand igniter built in the United States. Built as an experimentalengine in 1893, it was run for test purpo.scs at the factory until 1895,
158 BULLETIN 173, U. S. NATIONAL MUSEUMwhen it was given the serial number 1501 and sold as the first one ofthousands of its type.Stuart and Binney patented the hot-bulb vaporizer and igniter inEngland in 1890, and in the same year they introduced an engine inwhich fuel oil was sprayed into the cylinder after the compressionof pure air. United States patents were granted in 1890 and 1893.The hot-bulb vaporizer is an uncooled chamber extending from thecylinder and connected to it by a constricted passage. This chamberis maintained at red heat by the combustion in the cylinder.The engine operates on a 4-stroke cycle, drawing in a charge of airon the back stroke of the piston, compressing the air on the returnstroke. Ignition is caused by the increase in temperature due tocompression aided by the hot surfaces of the vaporizer. Combustiondrives out the piston on the power stroke and the spent gases areexhausted on the return. Oil is injected into the vaporizer justbefore the end of the compression stroke.A torch and hand-driven blower are provided to heat the vaporizerfor starting the engine. The oil pump supplies a constant quantityof oil at each stroke. Governing is accomplished by diverting partof the oil back to the reservoir, through a bypass valve that iscontrolled by a fiyball governor.CHARLES MANLY RADIAL ENGINE, 1901Plate 33. Figuee 2U.S.N.M. no. 248651 ; original ; deposited by the Smithsonian Institution ; photo-graph no. 30592A.This is the 5-cylinder, 4-cycle, radial, water-cooled, gasoline enginebuilt by Charles M. Manly in the shops of the Smithsonian Institutionat Washington for the full-size Langley Aerodrome. The engmewas completed in December 1901 and was tested in January 1902.Under a Prony brake load of 52.4 horsepower at 950 revolutions perminute, it ran continuously during three 10-hour tests. The netweight of the engine proper is 124.2 pounds ; with the two flywheels,140 pounds ; and with 20 pounds of cooling water and accessories thetotal weight of the airplane power plant was 207.5 pounds, or 3.96pounds per horsepower.The following account of the building of the Manly engine, its de-scription, and tests is based on Langley Memoir on Mechanical Flightypt. ^, 1897-1903, by Charles M. Manly, Smithsonian Contributions toKnowledge, vol. 27, no. 3, pp. 123-284, 1911.Wlien Dr. Langley decided to build a full-size flying machine asa result of his success with small models, he required an assistantwith engineering ability. Accordingly, Charles M. Manly was em-ployed at the suggestion of Dr. R. H. Thurston, director of Sibley
CATALOG OF THE MECHANICAL COLLECTIONS I59College at Cornell University, Avhere Manly was a student, and heassumed charge of the experimental work as assistant in charge ofexperiments in June 1898. It Avas then the intention of Dr. Langleyto have the engine for the aerodrome constructed for him by someestablished engine builder, while he and Manly constructed the aero-drome proper. A contract was therefore made with a builder whoagreed to construct an engine to weigh not more than 100 poundsand to develop not less than 12 horsepower. This arrangement failedto produce an engine, and a new contract was entered into withS. M. Balzer, automotive engine builder of New York City, whoagreed to furnish an engine of the above description before March 1,1899.The engine was not delivered within the contract time, and in May1900 Manly went to New York to assist in the completion. \Vlien itwas found then that the engine developed not quite 3 horsepower,it was decided that Manly should accompany Dr. Langley, who wasthen preparing to leave for Europe, and they would attempt to havethe engine built abroad. No one in France, Germany, or Englandwould attempt the job, and Langley was told rather generally thatsuch an engine was an impossibility. Tlie two returned in August1900 and found the engine still below specifications, whereupon Balzerwas paid the contract price for the engine as it stood, and Manlyreturned to Washington to continue the construction of the enginehimself. Using some of the parts from the Balzer engine and con-structing others. Manly within little more than a month had anexperimental engine at work that developed 18^2 horsepower onthe Prony brake at 715 revolutions per minute and weighed 108pounds. This was a "patched up" affair that was provisionally cooledby wrapping wet cloths around the cylinders and accordingly couldrun for only a few minutes at a time. It was so successful, however,that plans were made to construct an engine for the full-size aero-drome immediately. Another delay was met in obtaining materialsfor the engine, and construction was not started until the summer of1901. The first part of the year was not wasted, however, as a longseries of tests was run on the experimental engine to determine themost satisfactory carburetor and ignition arrangement. The wipingcontact sparker proved unsatisfactory and was abandoned, and Manlythen devised what is supposed to have been a new and valuablemultiple-sparking arrangement whereby only one batterj^ one coil,and one contact maker were utilized for causing the spark in all fivecylinders.A small commutating arrangement in the high-tension circuit dis-tributed the sparks to the proper cylinders. Most of the spark plugsthen available were found unsatisfactory, and so Manly constructedhis own. In this connection he effected one minor improvement that
IgO BULLETIN 173, U. S. NATIONAL MUSEUMhas since been incorporated in all plugs. Difficulty was experiencedfrom a coating of soot that formed on the porcelain and caused ashort circuit between the points. This was overcome by extendingthe metal portion of the plug into the cylinder about three-quartersof an inch beyond the porcelain. The terminal through the insulatorwas also extended about half an inch and bent to co-act with a pieceof platinum on the inside wall of the plug. After this improvementwas made, no difficulty from short circuits was experienced. Thefloat-feed type of carburetor proved unsuitable as the tremor of theframe caused the float to act as a pump, periodically flooding thecarburetor. Manly next tried a type, of mixing valve in which thegasoline was fed through the valve seat of a lightly loaded valvethat opened when there was suction in the intake pipe. The amountof gasoline was controlled by a pin valve. He then built and testedseveral shapes and sizes of tanks filled with absorbent material thatwas saturated with gasoline and the surplus drawn off before start-ing. As the result of about one dozen tests he found the best type toconsist of a tank filled with small lumps of a porous cellular wood(tupelo wood) initially saturated with gasoline and into which gaso-line was fed through a distributing pipe as rapidly as it was takenup by the air. Heated air was drawn from around the cylinders tocounteract the cooling effect of the evaporation within the carburetor.A carburetor of this type kept the engine running at full speed evenwhen the aerodrome had turned completely over on its back.The full-size engine finally built is the 5-cylinder, water-cooled,radial engine shown in the accompanying illustration. Constructionwas started in the summer of 1901, and it was completed in Decemberof the same year.The engine cylinders each consist of a main outer shell of steel one-sixteenth of an inch thick, near the bottom end of which was screwedand brazed a suitable flange by which it was bolted to the supportingframe drum or crank chamber. These shells, which were seamlesswith the heads formed integral, were designed to be of sufficientstrength to withstand the force of the explosion in them, and inorder to provide a suitable wearing surface for the piston, a cast-iron liner one-sixteenth of an inch thick was carefully shrunk intothem. At the side of the cylinder near the top was the combustionchamber, machined out of a solid steel forging also forming theport that entered the cylinder and was fastened to it by brazing. Thewater jackets, which were formed of sheet steel 0.020 inch thick, werealso fastened to the cylinders by brazing.The pistons are of cast-iron having a slightly convex head rein-forced by two deep but thin ribs. The head is approximately one-eighth inch thick, the side walls above the wrist pin journal one-quarter inch, and the skirt below the wrist pin about one-sixteenth
CATALOG OF THE MECHANICAL COLLECTIONS Iglinch thick. The pistons are 5 inches in diameter and 4 inches long.They are slightly tapered from the middle, where they are 0.005 inchsmaller than the cylinder bore toward the outer end, where they were0.0075 inch smaller than the bore. The outer piston ring was 0.0035inch narrower than its groove, the second one 0.003 inch, the third0.0025 inch, and the inner one 0.002 inch narrower than its groove.The rings were bored one-sixteenth inch off center with the exteriorsurface and had one-eighth inch diameter of spring. They were ofthe lap joint type, with the sides of the laps carefully fitted and onlyone sixty-fourth inch clearance at the ends of the laps to allow forthermal expansion. As no grinding facilities were available inWashington, the cylinders were carefully bored smooth and freefrom taper, and the pistons were worn in to a perfect fit by runningthem in by a belt for 24 hours with a copious oil supply.The main connecting rod was seven-eighths inch in diameter andsolid, while the other four were of the same diameter but with a %-inch hole in them. The gudgeon pins in the pistons were hollowsteel tubes, seven-eighths inch in diameter and case hardened, andwere oiled entirely by oil thrown off by centrifugal force from thecrankpin bearing, the oil running along the connecting rods andthrough suitable holes in the heads into oil grooves in the bronzebushings in these heads.The arrangement of connecting rods consists of a main connect-ing rod formed of a steel forging terminating in a sleeve thatencircles the crankpin and is provided with a bronze bushing forgiving a proper bearing surface between the connecting rod and thecrankpin, both the steel sleeve and the bronze liner being split,at right angles to each other, to permit assembling them on thecrankpin. This steel sleeve, the upper half of which is formed in-tegral with the main connecting rod, is rounded off to a true circleon its exterior circumference except at the point where the rodjoins it. The other four connecting rods terminating in bronzeshoes are then made to bear on the exterior of this sleeve, beingheld in contact therew^ith, and permitted to have a sliding motionthereon sufficient to take care of the variation in angidarity of theconnecting rods, by means of cone nuts, which are screw-threadedto the sleeve and locked thereto by means of jam nuts. The mainconnecting rod acts in the same way as in the ordinary case whereeach cylinder has its separate crankpin. The other four connectingrods deliver their effort to the crankpin through the sleeve in whichthe first connecting rod terminates, and they, therefore, do not receiveany of the rubbing effect due to the rotation of the crankpin exceptthat of slipping a very short distance over the circumference of thesleeve during each revolution, the amount of slipping depending onthe angularity of the connecting rod.
Jg2 BULLETIN 173, U. S. NATIONAL MUSEUMThe lubrication of the main crankshaft bearing and the crankpinwas effected by means of a small oil cup fastened to the port bedplate, which fed oil through a hole in the hub of the drum to a cir-cular groove formed in the bronze bushing of the hub. The crank-shaft being hollow, a hole was drilled through it in line with thegroove in the bushing, and the oil was then led from the interiorof the crankshaft through a pipe connected to the plug in the endthereof and through a hole drilled in the crank arm to the hollowcrankpin. Small holes through the crankpin permitted oil to passto the exterior thereof and thus oil the bearing of the main connect-ing rod. Small holes through the sleeve and bushing of the mainconnecting rod fed oil under the shoes of the other four connectingrods, the small holes being placed in oil grooves formed in the in-terior of the bronze bushing. The lubrication of the pistons waseffected by means of small crescent-shaped oil cups fastened to theouter walls of the cylinders, which distributed the oil equidistantlyaround the circumference of the pistons, through small tubes thatprojected through corresponding holes drilled in the cylinder wall.These oil cups for the cylinders were, while small, of sufficient sizeto furnish a supply for approximately one hour, and were posi-tioned on each cylinder to have a gravity feed. The crankshaft bear-ing in the starboard drum was oiled from an oil cup mounted onthe outside of the bed plate and connected by a pipe to a hole inthe inner wall of the drum which was connected to the oil groovesin the bronze bushing in the hub of the drum.The sparking apparatus comprised first a primary sparker of theform in which a cam driven by the engine co-acts with a pawl on theend of a spring, but in this case, as the sparker was used for all fivecylinders, the cam was driven at a speed of two and one-half timesthat of the engine speed, thus making and breaking the primarycircuit five times in each two revolutions of the engine. Second, aspark coil the primary terminals of which were connected to theprimary sparker and to a set of dry batteries. Third, a secondarydistributor consisting of a disk carrying a contact brush and drivenat a speed one-half that of the engine, this brush being constantlyconnected through a contact ring to one of the terminals of thehigh tension side of the spark coil and running over the face of afive section commutator, each of the sections of which was connectedto a spark plug, the other high tension terminal of the spark coilbeing of course grounded on the engine frame. After considerabletrouble with the insulation of the high-tension wires it was foundimpossible to purchase any wire properly insulated, and it was finallynecessary to insulate these wires by covering them with severalthicknesses of ordinary rubber tubes of different diameters telescopedone over the other.
CATALOG OF THE MECHANICAL COLLECTIONS 163After tlie engine was connected to the transmission equipment, itwas found necessary to add flywheels. After much experimentingthese were made of two automobile wheels with tangent spokes inwhich special cast aluminum rims of U -section were substituted forthe original too flexible steel rims.When completed the net weight of the engine proper was 124.47pounds; with the two flywheels, 140 pounds; and with 20 poundsof cooling water and accessories the total weight of the power plantwas 207.47 pounds.In three separate tests of 10 hours each, of continuous running, theengine carried a continuous load of 52.4 horsepower at 950 revolu-tions per minute.HAYNES AUTOMOBILE ENGINE, 1914U.S.N.M. no. 2S3279 ; origiual ; presented by the Haynes Automobile Co. ; notillustrated.This is a 6-cylinder, L-head, gasoline engine. The cylinders arecast in pairs, the bore is 414 inches, the stroke 5i/^ inches. The valvesare the poppet type operated by a camshaft geared to the crank-shaft. The engine developed 65 horsepower and weighs 1,000pounds. It has splash lubrication with a plunger pump to returnthe oil to the splash basins. It is equipped with a Leece-Neville elec-tric starting and lighting system and high-tension magneto ignition.The carbureter is a Stromberg, to which gasoline is fed under pres-sure supplied by a hand pump and a mechanical air pump.The engine is exhibited with its transmission, which is fitted witha Vulcan electric solenoid gearshift.AUTOCAR GASOLINE TRUCK ENGINE, 1921U.S.N.M. no. 307254 ; original ; gift of the Autocar Co. ; not illustrated.This is a 4-cylinder, vertical, cast-in-block, 4-cycle, cylinders-in-line, water-cooled, gasoline engine. It has 4i/^-inch bore, 5^-inchstroke; and A. L. A. M. rating of 28.9 horsepower. The crankshaftis supported in two annular roller bearings, with no center bearing.Lubrication is by the splash of the connecting rods in cups on theends of standpipes located under each crank. Oil is circulated fromthe reservoir in the bottom of the crankcase through a strainer tothe splash cups, by a gear pump. Water is circulated by a centrifugalpump. The engine is equipped with Bosch high-tension magneto anda Stromberg carburetor. A centrifugal governor operating from thecamshaft limits the top speed of the engine.
164 BULLETIN 173, U. S. NATIONAL MUSEUMBUDA ENGINE, 1924U.S.N.M. no. 30S310 ; original ; gift of the Buda Co. ; not illustrated.This is an example of the modern 4-cylinder, 4-cycle gasoline en-gine built for use in motor-coach and truck service. The engine,which is sectioned, is revolved by an electric motor to illustrate theoperation of the engine.This engine has a 414-inch base and 5i^-inch stroke and develops53 horsepower at 2,000 revolutions per minute. The four cylindersare cast in block and are jacketed for water cooling. The water iscirculated by a centrifugal pump regulated by a Fulton thermostat.Intake and exhaust valves are of the mushroom type and located onthe same side of the cylinders. A 3-bearing camshaft operates thevalves. The cylinder head is of the type known as L-head. The sparkplugs are located at the centers of the cylinder heads. The pistonsare packed with three rings above the wrist pin and a wiper or oilring below. The crankcase is made of aluminum alloy. The crank-shaft is counterbalanced and is supported in three bearings. It isdrilled for lubrication. An oil pump supplies the lubricant to allbearing surfaces under pressure. The engine is equipped withmagneto ignition and a combination electric starter-generator. Thecarburetor receives air through a centrifugal dust remover.WILLYS-KNIGHT AUTOMOBILE ENGINE, 1927-28U.S.N.M. no. 310292; original; presented by Willys-Overland, Inc.; not illus-trated.This is a 6-cylinder engine of the Knight sleeve-valve type. Ithas 177.9 cubic inches displacement and is rated at 20.7 horsepower at300 revolutions per minute and develops 53-horsepower maximum.The valves are cast-iron sleeves with annular slotted ports near thetops. These sleeves, two to a cylinder, fit one within the other withthe inside ones forming the cylinders within which the pistons work.The sleeves are operated by short rods from eccentrics on two eccen-tric shafts and move up and down a distance of about 1 inch. Thevalves are adjusted so that the intake opens 10? after top center andcloses 35? after bottom center; the exhaust opens 60? before bottomcenter and closes 5? before bottom center.OTHER GASOLINE AND OIL ENGINESThere are many gasoline and oil engines included in the aero-nautical and automotive collections of the Division of Engineering,but not described in this publication. A few are mentioned below,though many of equal interest are omitted. None are illustrated.
CATALOG OF THE MECHANICAL COLLECTIONSAutomobile Engines 165Make Type U.S.N.M,no.Duryea, 1892-93Havnes, 1893-94Balzer, 1894Olds, 1896Knox, 1900Autocar, 1901Winton "Bullet #1," 1901-2Cadillac, 1903Simplex, 1912Ford, 1913Cadillac, 1923
l-cylinder, horizontal1-cylinder, vertical, 2-horsepower_ _3-cylinder, rotary1-cylinder, horizontal, 6-horsepower1-cylinder, air-cooled2-cylinder, opposed, horizontal4-cylinder1-cylinder, vertical, 10-horsepower_
.
4-cylinder, cast in 2 blocks of 24-cylinder8-cylinder, V-type
307199262135181658286567308332307257309602308217309549311052308218
AirTplane EnginesWright, 1909Curtiss, 1909James Martin, K III, 1917Spad (French), 1918FokkerD-7, 1918DeHavilland-4, 1918Curtiss Racer. 1925"Spirit of St. Louis", 1928..."Polar Star", 1935Curtiss-Baldwin, 1908Wright, 1911Hendee, 1911Hall-Scott, 1911Gyro, 1913LeRhone, 1917Gnome, 1917Liberty, 1917King Bugatti Dusenberg, 1918Curtiss O-X-5, 1918Mavbach, 1918Curtiss C-D-12, 1921Wright D-1, 1923Packard Diesel, 1928
4-cylinder, in-line, 30-horsepower8-cylinder, V-type, 50-horsepowerGnat ABC, 2-cylinder, opposed, 45-horsepower.Hispano Suiza, 220-horsepowerMercedes, 6-cylinder; 180-horsepower.Packard #4, the first 1 2-cylinder Lib-erty engine.Curtiss V-1400; 610-horsepowerWright, Whirlwind, radialPratt & Whitney "Wasp"4-cylinder, vertical6-cylinder, in-line, 60-horsepower2-cylinder, rotary, 50-horsepower8-cylinder, V-type, A-type, 80-horse-power.#50, 5-cylinder, rotary, 30-horsepower_rotary, 7-cylinder, 80-horsepowerrotarv, 9-cylinder, lOO-horsepowerfirst 8-cylinder, V-type, 250-300-horse-power.16-cylinder, V-type, with two crank-shafts, 460-horsepower.8-cylinder, V-type, 90-horsepower6-cyIinder, in-line, 260-horsepower12-cylinder, V-type, 400-horsepower
?
dirigible engine, 6-cylinder, in-line, 400-horsepower.9-cylinder, radial, 225-horsepower
27113530938030835130772230772630769330S526309414311095310268310661308221310269276602307733308119308489307729307730310655308486308487310291The collections include also an additional model of a gas enginefor which a patent was issued to N. A. Otto, but not otherwiseidentified. U.S.N.M. no. 308T28.CARBURETORSAt the time when useful internal combustion engines were begin-ning to appear, manufactured illuminating gas was available inthe principal cities of the world, and inventors of combustion en-gines designed them to use gas as fuel. For this reason the internal-combustion engine reached practical perfection as a gas engine.
IQQ BULLETIN 173, U. S. NATIONAL MUSEUMIt was then apparent that the usefiihiess of the engine would begreatly increased if it did not depend upon a connection to a gas-manufacturing plant for its fuel. Combustible liquids such as tur-pentine, alcohol, and petroleum were used in the earliest engines byheating the liquid fuel in separate retorts or within the cylindersof the engines and mixing the evaporated vapor with air to formcombustible mixtures. Also, several early engines had atomizersand oil "pulverizers", which operated under pressure from fuelpumps to spray finely divided oil into the air before or after itentered the cylinder. However, the internal-combustion engine didnot cease to be the gas engine until the invention of carburetingdevices that formed combustible mixtures from liquid fuels throughthe action of the suction stroke of the engine alone. Carburetorsin this sense have been historically of three classes, surface carbu-retors, mixing valves, and spray carburetors.Surface carburetors are essentially mixing chambers in which aquantity of the liquid fuel is so contained that air drawn throughthe chamber passes over the largest possible surface of the fuel,to become saturated or carbureted with the vapor of the fuel. Inthe earliest ones the fuel was held in shallow trays or allowed torun over metal screens to obtain the necessary surface area of liquid.They were at first large clumsy tanks, often installed underground,and, though they permitted the gas engine to be used where gaswas not available, they did not add much to the portability of theengine. Later surface carburetors were made with such porousmaterials as wood, wicking, and gauze in place of the trays orscreens, with the result that when the absorbent material was wettedwith fuel a much larger total surface of liquid was obtained in asmaller space. The Manly carburetor, described below, is an exampleof the use of wood for this purpose. An English automobile wasequipped with a surface carburetor in which cotton wicking v/asused, as late as 1911. The first small and portable carburetors werethe surface carburetors of Daimler and Benz in which the air wasdrawn across the surface of the fuel through a diffuser floating uponthe surface. These carburetors made the internal combustion engineportable and made possible the early development of the gasolineautomobile. However, they lacked the flexibility necessary to sup-ply correct mixtures at varying speeds and temperatures and fre-quently removed the lighter constituents from the fuel leaving be-hind the heavier liquids, which in time clogged the surfaces. Surfacecarburetors were generally superseded by inixing valves.The usual form of the mixing valve was a flat conical valve, thetip of which shut off the fuel supply at the same time that the bodyof the valve closed the air intake passage. The valve was closedby a light spring and was opened b}^ the partial vacuum created by
CATALOG OF THE MECHANICAL COLLECTIONS IQJthe suction stroke of the engine. When open, the fuel ran downover the surface of the valve to mingle with the stream of air, whichwas drawn through the valve to the engine. In many of the mixingvalves excess fuel drained into a lower tank from which it waspumped to a fuel tank higher than the mixing valve. Dugald Clerk,the Scotch inventor, is credited with having first used the mixingvalve in 1881. C. Sintz and A. Winton patented carburetors of thistype in the United States in 1896 and 1898. The Haynes-Appersonmixing valve (below) is a good example of a typical one.All these earlier forms of carburetors gave way gradually tothe spray type of carburetor, in which a spray of fuel is drawn intothe air by the flow of the air past a jet connected to the fuel supply.In these, various methods of maintaining the supply of fuel at thejet have been employed. The first was by pumping the fuel inmeasured quantities through the jet, as shown in the atomizers at-tached to the Errani and Anders and the Hock petroleum engines(above). Another method was that of allowing the fuel to run bygravity to the jet in quantities metered by an adjustable valve. Thecarburetor of the R. E. Olds automobile of 1896 (below) is an ex-ample of this type. The next step in the development toward thepresent-day carburetor was that of maintaining under all conditionsof operation a constant level of fuel in the reservoir supplying thejet. An early method of accomplishing this was to have the reser-voir provided with an overflow outlet and then supply fuel to thereservoir at a rate slightly faster than it Avould be drawn throughthe jet, the excess spilling over the overflow and draining to a secondfuel tank. This is the method employed in the carburetor used onthe Duryea automobile of 1892-93 (below). In the present-daycarburetors the level of liquid in the reservoir is maintained con-stant by a float in the reservoir that closes the fuel intake valvewhen the level of liquid in the reservoir is correct. The "Inspirator"of Edward Butler, England, 1889 (patented in the United States in1890), was the first of this class known as float-feed, constant-level,induced-jet carburetors. This and the Maybach, Germany, 1893,are considered the first of the modern type. Charles E. Duryea wasprobably the first to use the float-feed carburetor on an automobilefor sale in the United States. To correct the tendency of the spraycarburetor to form mixtures of increasing richness as the enginespeed increases, various means have been adopted. Spring-closedvalves that open as the suction increases in the mixing chamber tosupply supplementary air to dilute the mixture were first used byCharles E. Duryea in 1901 and by A. Krebs, of France, in 1902. In1906-1908 INI. Baverey, of France, introduced a combination of twojets, one of which tended to produce a leaner mixture at higherspeeds, the other a richer mixture giving an average mixture of
Igg BULLETIN 173, U. S. NATIONAL MUSEUMproper strength at all speeds. A modern carburetor using this prin-ciple is the Zenith described below. The Tillotson carburetors(below) show the use of the bypass, accelerating pump, and econo-mizer in modern automobile carburetors.DURYEA CARBURETORPlate 34, Figure 1U.S.N.M. no. 307199; original, gift of Inglis M. Uppercu ; photograph no. 18076.This carburetor was made by Charles E. Duryea and was used byhim on his successful gasoline automobile of 1892-93. It is a posi-tively controlled, constant-level, induced-jet, spray carburetor, inwhich the quantity of gasoline supplied to the jet is controlled by aneedle valve and the volume of air is determined by the setting ofa rotary-disk valve.The carburetor consists of two tubular chambers put together inthe form of a T, with the axes of both chambers horizontal. Theconstruction is evident from the illustration. The short chamberthrough which gasoline is permitted to flow corresponds to the floatchamber of the present-day carburetor. Entering it are two pipes,one of which leads to a tank above the carburetor, the other to atank below it. Gasoline flowed continuously into the chamber fromthe tank above and overflovv-ed from the chamber to the tank below,maintaining a constant level of gasoline somewhere between the lipof the overflow pipe and its center. The rate of flow was controlledby a valve and could be observed through a sight glass in the feedline. The gasoline that reached the lower tank was returned tothe upper one by means of a hand pump. The gasoline entered thesmall space about the shaft of the needle through the valve seatand stood in this space at the height of the gasoline in the constantlevel chamber. The jet consists of this space and a horizonal tubeof very small bore leading from it slightly above the level of gasolineto the mixing chamber. The mixing chamber is simply a hollowtube obstructed by a diaphragm having a large circular hole throughits center and small openings near the wall of the tube. Againstthe diaphragm is a movable disk similarly pierced and carryingat its center a tube, which is slightly converging in the direction offlow and into the entering end of which is bent the small-bore jettube. At all times the opening through the center of the flow tubeand diaphragm is unobstructed, but the openings in the diaphragmnear the wall of the tube may be varied or closed by moving the disk.Air is drawn through the mixing chamber by the suction of the intakestroke of the piston of the engine, and that part of the air passingthrough the tube draws a spray of gasoline from the jet tube. Thisgasoline mixes with the air and passes to the engine. Both the needle
CATALOG OF THE MECHANICAL COLLECTIONS IgQvalve and the air supply valve are positively controlled, that is, theymust be set for the speed and load under which the engine is tooperate. OLDS CARBURETORU.S.N.M. no. 286567; origiual ; gift of tlie Olds Motor Work.s; not illustrated.This carburetor is a part of the automobile built by Kansom E.Olds in 1896, as it is now exhibited in the Museum.In this carburetor fuel feeds by gravity to a nozzle in the airintake passage. The rate of flow of the fuel is controlled by a needlevalve. The fuel is raised to the level of the carburetor by a pump;that not drawn into the engine returns by gravity to the tank.The carburetor consists of an upper chamber to which the fuelis pumped from the tank below. A return line from this chambercarried fuel back to the tank when the supply pump exceeded thequantity used. The fuel passes through a strainer into a small-borecopper tube that projects into a mixing chamber below. A needlevalve controls the rate at which the fuel enters this tube. The suctionstroke of the engine draws air through this chamber and gasoline isdrawn from the tube and mixed with the air. The air intake passageis protected by a wire-mesh screen. The fuel that might drip fromthe nozzle between suction strokes of the engine returns to the fueltank through a return line from the bottom of the mixing chamber.A. L. DYKE FLOAT-FEED CARBURETOR, 1900Plate 34, Figure 2U.S.N.M. no. 30S479; original; gift of A. L. Dyke; photograph no. 18494C.This is a single-jet constant-level carburetor with a main air inletand a throttle of the vertical, barrel, rotary type. The constant levelof the gasoline in the carburetor was maintained by a float-operated,needle, feed valve. Designed by A. L. Dyke and G. P. Dorris andmanufactured by A. L. Dyke, at St. Louis, Mo., in 1900, carburetorsof this type were the first to be manufactured and marketed in theUnited States. It involves man}'^ features of the present-day carbu-retor.The carburetor is of cast brass and consists of two main compart-ments, the float chamber and the mixing chamber. Gasoline entersthe top of the float chamber through a fitting that carries a needle-valve seat. Within the chamber is a hollow brass float carrying aneedle shaft that rises to close the valve when the gasoline withinthe chamber reaches the proper level. A spring held "flusher pin"is fitted to the float chamber for the purpose of depressing the floatto "flood" the carburetor for starting. The mixing chaniber is ahollow cylinder having a large air intake opening at the bottom and49970?39 12
]^70 BULLETIN 173, U. S. NATIONAL MUSEUM
side and a large opening at the center, through which the mixtureof air and gasoline passes to the engine. Rising vertically from thecenter of the bottom of the chamber is a hollow tube or jet connectedto the bottom of the float chamber, so that gasoline stands in thetube at the level of the gasoline in the float chamber. Surroundingthe jet is a hollow barrel valve controlling the volume of the mixturethat can pass to the engine. Air enters the bottom of the chamberand sweeps uj) and around the jet, drawing a spray of gasoline mixedwith the air into the engine. An adjusting screw operates a needlevalve at the tip of the jet to control the richness of the mixture.HAYNES-APPERSON MIXING VALVE, c. 1900U.S.N.M. no. 262135; original; gift of Elwood Haynes; not illustrated.This carburetor is part of the equipment of the Haynes automo-bile of 1893, as it is now exhibited in the Museum. This type ofcarburetor was patented by Elwood Haynes, May 30, 1905, Patentno. 791192.This is typical of the class of carburetors known as mixing valves.In it gasoline flows by gravity to the seat of a flat conical (mixing)valve, which is caused to open by the suction of the engine piston,allowing the gasoline to spray over the valve and mix with the air,which is drawn past the valve into the engine.In this carburetor gasoline flows to the mixing valve through aneedle valve, which is adjustable to control the rate of flow of thegasoline. Air enters the mixing chamber by way of a gate valve.The same lever controls the needle valve and the air valve, openingor closing both together. This lever was controlled by a pedal onthe dash of the machine. As used, gasoline flowed to the carburetorfrom a small tank above it, which was filled from the main tankby a small pump operating from the engine shaft.
"AUTOCAR" CARBURETOR, 1901U.S.N.M. no. 307257; original; gift of the Autocar Co.; not illustrated.This is a float-feed, constant-level, induced-jet carburetor of earlyand very simple construction. It is a part of the Autocar automobileof 1901, as exhibited in the Museum.This carburetor, which is of cast aluminum, is constructed in twocompartments, the float chamber and the mixing chamber. A corkfloat operates a needle valve in the gasoline feed line to maintain aconstant level of gasoline in the float chamber and in the jet in themixing chamber. Air is drawn through the carburetor by the suctioninduced by the piston of the engine and by inspirator action drawsa spray of gasoline from the jet. The mixture passes out of the car-buretor to the engine manifold by way of a rotary-barrel type of
CATALOG OF THE MECHANICAL COLLECTIONS 171throttle valve. A conical piece of wire gauze directly above the jetacted to assist the "atomization" and subsequent vaporization of themixture which impinged upon the gauze.CARBURETOR OF THE MANLY ENGINE, 1901Plate 34, Figube 3U.S.N.M. no. 310194 ; original ; deposited by the Smithsonian Institution ; photo-graph no. 18081.This is an elementary type of surface carburetor. It consists of alarge copper tank (approximately 10 by 18 by 24 inches) filled withsmall pieces of a porous, cellular wood (tupelo wood) and fitted witha gasoline inlet valve, two gasoline drains, a great many small air-inlet tubes, and a large outlet from which the mixture was drawn bythe suction of the engine.This carburetor was adopted by Charles Manly in 1901 for theengine of the Langley Aerodrome after testing the various mixingvalves and float-feed carburetors then available. It performed satis-factorily in the attempted flight and kept the engine running afterthe aerodrome turned over on its back.ZENITH CARBURETOR, MODEL U5, 1921U.S.N.M. no. 308362; original; gift of the Zenith-Detroit Corporation; notillustrated.In this carburetor two fuel nozzles are employed in combination toobtain automatic regulation of the strength of the mixture regardlessof the changes in suction, due to variations of the speed and load ofthe engine. One nozzle flows a constant amount of fuel regardless ofsuction and alone would produce a mixture growing leaner and leaneras the suction increased. The other nozzle flows more fuel as thesuction increases and alone would produce a richer mixture as thesuction increased. The two in combination give an average mixtureof correct proportions. This principle was developed by M. Baverey,of France, 1906-1908.The carburetor consists of three compartments : The float chamber,the mixing chamber, and a small gravity chamber. Gasoline feeds tothe bottom of the float chamber through a needle valve controlled by afloat to maintain a constant level of fuel within the carburetor.Within the mixing chamber are a main gasoline nozzle surroundedby a second annular nozzle and a small orifice just opposite theedge of the disk throttle valve. The small orifice and the annularnozzle are in permanent comnmnication with the small gravitychamber, which is open to the air and which is supplied with gaso-line at a slow but constant rate from the float chamber. At starting,the gravity chamber is full of gasoline, and a rich mixture is ob-
]^72 BULLETIN 173, U. S. NATIONAL MUSEUMtained as the main and annular nozzles and the small orifice allsupply gasoline to the entering air. For slow running at light loadthe throttle is nearly closed and the orifice alone supplies the gasolineto the air. At normal speed and load the gravity chamber becomesdepleted and the carburetion of the air is mainly dependent uponthe inner main nozzle.These carburetors are still being made, though they have been toa large extent supplanted by improved Zenith carburetors employingthe same compound-nozzle system but embodying automatic, built-in, accelerating, economizing, and starting devices.ZENITH CARBURETOR, MODEL U, 1924U.S.N.M. no. 308343, original ; gift of tiie Zenith Carburetor Co. ; not illustrated.This carburetor, similar to the one preceding, is sectioned and ex-hibited with the Buda engine (U.S.N.M. no. 308340) described above.TILLOTSON CARBURETOR, MODEL SP-19C, 1926U.S.N.M. no. 300G13, original; gift of the Tillotson Manufacturing Co.; notillustrated.This carburetor is of the type known as plain tube, as opposed toair-valve and combination designs. In addition to a bypass or low-speed jet and a main nozzle, the carburetor is equipped with an ac-celerating pump and an economizer to meet the accelerating andpower requirements of 6- and 8-cylinder automobile engines.The economizer consists of a metering pin, or lift needle, in anauxiliary fuel passage to the main nozzle. In use this pin is raisedby the choke control and allows a predetermined quantity of fuel todeliver into the main nozzle to assist in warming a cold engine. Thepin is also connected to the fuel throttle so that it is raised at ap-proximately full throttle to supply an additional flow of fuel formaximum power requirements.Tlie accelerating pump is added for the purpose of temporarilyenriching the mixture for a sudden acceleration of the engine. Itconsists of a piston operating in a fuel-filled well, which is in com-munication with an accelerating jet. The piston is depressed whenthe throttle lever is opened and a sudden opening of the throttleforces the fuel in the well into the accelerating jet. Fuel that willnot immediately pass the restricted jet opening is driven into a grav-ity chamber above the jet, from which it flows into the jet prolongingthe accelerating effect.
CATALOG OF THE MECHANICAL COLLECTIONS I73TILLOTSON CARBURETOR, MODEL V2A, 1927U.S.N.M. no. 309614; original; gift of the Tillotsou Manufacturing Co.; notillustrated.This carburetor is of the plain-tube type, employing a bypass orlow-speed jet, a main fuel nozzle, an economizer, and an acceleratingpump. Its operation is in principle the same as that of the precedingTillotson carburetor model SP-19C.BOSCH FUEL INJECTION PUMP FOR OIL-ENGINES, 1935U.S.N.M. no. 311017 ; original ; gift of the United American Bosch Corporation
;
not illustrated.This unit is a cut-away injection system for a solid-injection, 4-cjdinder, oil engine. It comprises four individual pump elements,an injection advance device (timer), a manual fuel-supply primingpump, an idling and maximum speed governor, and one nozzle andnozzle holder. It is the Bosch model P E 4 D, adapted for hand-crank operation in the Museum.In this system fuel is supplied to the injection nozzle of eachcylinder of the engine at the proper pressure and in the properamount by a constant-stroke single plunger per cylinder. Eachpump element consists of a ground-steel pump plunger and pumpbarrel. Each element is a self-contained fuel metering device ofthe plunger-controlled, bypass type, as well as a pump.The plunger is girdled with an annular groove with a helicalupper edge, which starts just below the head of the plunger andspirals down about half an inch. This groove is connected by avertical groove with the space above the plunger. The barrel ofthe pump is pierced with a fuel inlet and a bypass port, which arecovered by the plunger as it starts its upward stroke. Fuel is deliv-ered through a third port or delivery valve to the engine cylinderuntil the helical edge of the groove uncovers the bypass port, whenthe remaining fuel above the plunger passes down and out throughthe bypass port. The point in the plunger stroke at which the portis uncovered is adjustable by rotating the barrel about its axis.This places the port at different points about the circumference ofthe plunger where it will register with differing heights of the helicalgroove. The position of the barrel is controlled by means of a toothedquadrant on the barrel and a rack that engages quadrants on all thebarrels of the unit and is connected to the manual control rod orgovernor.INTERNAL-COMBUSTION ENGINE ACCESSORIESThe following are internal -combustion engine accessories in thecollection not otherwise described:
J^'74 BULLETIN 173, U. S. NATIONAL MUSEUMMAGNETOS, DYNAMOS, AND GENERATORSVincent Apple ignition dynamo, 1895. Gift of the Vincent G. Apple Lab-oratories. U.S.N.M. no. 310748.Apple Gas Engine Igniter (dynamo), 1899. Gift of the Vincent G. AppleLaboratories. U.S.N.M. no. 310749.Apple belt pulley clutch governor for regulating ignition dynamo, 1902.Gift of the Vincent G. Apple Laboratories. U.S.N.M. no. 310759.Automobile generator, 1902. Gift of Edward T. Birdsall. U.S.N.M. no.309623.Flywheel magneto, 1902-03. Gift of the Vincent G. Apple Laboratories.U.S.N.M. no. 3107.50.Atwater Kent high-tension ignition system. From Ransom Matthews.U.S.N.M. no. 308517.Motsinger magneto. From Ransom Matthews. U.S.N.M, no. 307309.Automobile generator (incomplete), 1904. Gift of the Vincent G. AppleLaboratories. U.S.N.M. no. 310752.Automobile generator and starter combined, 1910-11, Aplco, model A-75.Gift of the Vincent G. Apple Laboratories. U.S.N.M. no. 310735.Controller for Aplco generator-starter above. Gift of the Vincent G. AppleLaboratories. U.S.N.M. no. 310760.Apple Electric Co. generator, model S-R.2, 1911. Gift of the Vincent G.Apple Laboratories. U.S.N.M. no. 310754.Bosch magneto, NU-4. From Ransom Matthews. U.S.N.M. no. 308518.Eisemann magneto (impulse starter). Gift of the Eisemann Magneto Cor-poration. U.S.N.M. no. 306998.Gorman Bosch magneto. From Ransom Matthews. USNM. no. 308519.Splitdorf magneto (accessory on Buda engine, U.S.N.M. no. 30S341), 1924.Gift of the Splitdorf Electrical Co. U.S.N.M. no. 308341.Acme magneto, type "JS." From Ransom Matthews. U.S.N.M. no. 308116.Bosch magneto, type 1822H. From Ransom Matthews. U.S.N.M. no. 30S117.IGNITERSC. C. Chamberlain "make and break" igniter, 1902. From the United StatesPatent Office. U.S.N.M. no. 308720."Make and break" igniter. From Ransom Matthews. U.S.N.M. no. 307370,Webster Electric Co. combined rocker magneto and "make and break"Igniter. Type A. From Ransom Matthews. U.S.N.M. no, 308520,SPARK PLUGSThe collection includes about 270 spark plugs of almost as many designs, in-tended principally for automotive engine use. The majority of these were re-ceived from Ransom Matthews, but they include also gifts from Daniel A.Abbott and the Splitdorf Electrical Co,ENGINE STARTERSCompressed-air automobile-engine starter. Experimental model. Gift ofAlbert M. McMillan. U.S.N.M. no. 310828."Everready Automatic Engine Starter." A spring-actuated, automobile-enginestarter. Gift of Van Dusen's Garage. U.S.N.M, no. 310974.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 34
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U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 33
30369; 3*!2.iHOT-AIR ENGINES.
1. Ericsson hot-air engine, 1855 (model; U.S.X.M. no. 251279). See p. 177.2. Rider hot-air engine, 1871 (model; U.S.X.M. no. 308714). See p. 180.
CATALOG OF THE MECHANICAL COLLECTIONS 175CALORIC, OR HOT-AIR, ENGINESTurbines driven by hot air or hot gases are very old. Heron(Alexandria, 50 A. D.) described a simple hot-air reaction turbinethat mysteriously animated dancing figures when an altar fire waslighted: Leonardo da Vinci (Florence, c. 1490) in his notes andsketches suggested the chimney-jack or chimney-gas turbine to utilizethe hot gases from a fire to turn a roasting spit; and GuillaumeAmontons (France, 1699) had an atmospheric "fire wheel" in whicha heated column of air was made to drive a wheel. Some chimneyjacks, toys, and the small exhaust-gas turbines used to drive super-chargers for automobile and aircraft engines are probably the onlypresent-day uses of this form of hot-air engine.The use of heated air expanding in a cylinder against a pistonto perform work is just as old. The recent development, however,dates from the British patent of Glazebrook (1797), followed byCayley (1807) and Stirling (1826), and reached its peak about1850-1860 following Ericsson's demonstrations of 1845-1855. Theseengines in their simplest form consist of two chambers filled withair or gas and connected by pipes with the opposite ends of acylinder in which a piston reciprocates as the bodies of air in thechambers are alternately expanded and contracted by heating andcooling the chambers. This is the form of Stirling's engine. Thegreat number of hot-air engine designs are but variations of thisidea. Some compress the air before or after heating, others sepa-rate the heaters from the chambers, or discharge the air at theend of the stroke; some use screens and baffles as regenerative heat-ers; and others use moistened air, mixtures of steam and air, andwater pistons to cut down friction and abrasion.John Ericsson (1803-1858), who applied the screw propeller toship propulsion and designed the U. S. S. Monitor^ of Civil Warfame, devoted a large part of his life to the development of the hot-air engine. As early as 1826 he made one at Havre, France, whichhe demonstrated unsuccessfully at London. In 1833 he patenteda regenerator to utilize the heat in the exhausted air to preheat thenew supply of cold air. He continued his experiments after comingto America in 1839 and built eight hot-air engines between 1840 and1850. He gradually increased the size of his engines and in 1851built the ninth (at a cost of $17,000), which had a 2-foot strokeand two compressing cylinders of 4-foot diameter. He claimed aneconomy of 1 horsepower-hour from 11 ounces of coal. Two largeengines working satisfactorily in factories at New York receivedfavorable notice in the press and enabled Ericsson to obtain the sup-port necessary to construct a ship propelled by a caloric engine with\four 168-inch working cylinders and four 137-inch compressing
176 BULLETIN 173, U. S. NATIONAL MUSEUM
cylinders, each with 6-foot stroke. This vessel made a successfultrip from New York to Washington, D. C, and return, only tofounder in a sudden tornadolike squall in New York Bay. Ericssonthen returned to the construction of smaller engines, and in thefollowing two years he built over a thousand of them. He em-ployed large hot-air engines to drive air compressors and distributedcompressed air to drive small individual air motors on sewingmachines in clothing-factory buildings. Later he developed smallhot-air engines that operated over gas burners to furnish individualdrives to machines and machine tools.Between 1855 and 1875 there were about 80 different hot-air en-gines introduced and manufactured. Descriptions of those of Still-man (1860), Roper (1863), Baldwin (1865), Messer (1865), Wilcox(1865), Lauberan (1849), Schwartz (1864), Peters (1862), Bickford(1865), and Kritzer (1862) are given in the article "Air Engines"in the American Mechanical Dictionary ^ by Edward H. Knight,New York, 1874.Hot-air engines in large sizes have not proved generally practical.The maximum permissible temperature is rather low, owing to lubri-cation difficulties and the characteristics of the common metals, withthe result that the capacities of hot-air engines are extremely low fortheir size as compared to steam and internal combustion engines.The result has been that few engines of more tlian 1 horsepower havebeen built.The value and popularity of hot-air engines are due to the factthat they are safe and dependable and can be operated by the leastskilled of attendants. They are clieap, and their economy comparesfavorably with other prime movers of the same power. In farm in-stallations, particularly for pumping water, many are still in use.At one time they were regularly installed to pump water in schooland office buildings in New York City, where they were also usedextensively for driving such machines as sewing machines (in cloth-ing factories) and printing presses. Because of their dependabilitymany were purchased by the Bureau of Lighthouses and installed togenerate power in isolated houses. Since 1900 the increasing con-venience of electric power has diminished the demand for hot-airengines, though they are still being built and sold.LYMAN AIR ENGINE, 1854U.S.N.M. no. 311371; original patent model; transferred from the United StatesPatent OfBce; not illustrated.This model was submitted w^ith the application for the patentissued to A. S. Lyman, of New York. N. Y., February 28, 1854,no. 10576.
CATALOG OF THE MECHANICAL COLLECTIONS I77The model represents a high-pressure hot-air engine employingtwo vertical transfer (called generating) cylinders and a horizontalwork cylinder. The upper walls of the transfer cylinders are heatedby hot water from a separate tubular boiler, while the lower wallsare cooled by cold water from a separate tubular refrigerator. Inoperation the transfer cylinders move the air alternately from the hotto the cold walls, causing it to expand and contract. Each transfercylinder is connected to one end of the work cylinder. They aretimed somewhat as the valves of a steam engine so that the workpiston moves alternately from end to end of the work cylinder asthe air in each transfer cylinder expands and contracts. The workpiston is connected to the crankshaft of the engine as in a steamengine. The transfer pistons are raised and lowered by plungerrods, which are racks meshing with tooth segments that are rockedby levers worked by cams on the crankshaft.The novel features of the engine are claimed to be the use ofglass, which is relatively nonconducting, in rods and tubes as thaheat-storing or regenerative surfaces (see the Ericsson engine of1855, next below) ; the use of large passages between the workingand transfer cylinders; and use of water and oil to seal the workingsurfaces. Comparison with the engines of Stirling and Ericssonand suggestions for the use of liquid carbonic acid instead of airare made in the patent.ERICSSON HOT-AIR ENGINE, 1855Plate 35, Figuee 1U.S.N.M. no. 251279 ; original patent model ; transferred from the United StatesPatent Office; photograph no. 30369.This model was filed with the application for Patent no. 13348,issued to Jolm Ericsson, July 31, 1855.This model shows a 2-cylinder, horizontal engine, in each cylinderof which are two pistons so connected that cold air is drawn into thecylinder, compressed, transferred to the heater, returned to the samecylinder, and then expanded. It includes the regenerator thatEricsson developed in 1833 to utilize the heat in the exhausted airto heat the new supply of air. From this design were developed mostof the commercial hot-air engines used in this country.The operation within each cylinder is the same though the pistonsmove always in opposite directions. "When the pistons in a cylinderare at the end nearest the crank the two are close together, but wlienthey start away from the crank the inner or transfer piston movesfaster than the other (the work piston) and draws air into the cylin-der between the two. When they approach the other end of thestroke they close up again and the air is compressed between them.
178 BULLETIN 173, U. S. NATIONAL MUSEUMThis air then passes through a regenerator on the way to the furnacewhere it is heated. The heated air returns to the cylinder and ex-pands against the outer piston, producing motive power. Afterexpanding in the cylinder, the hot air is exhausted to the atmospherethrough the regenerator. The regenerator is a vessel containing anest of metal tubes so arranged that the cold air going to the heaterafter compression passes through the tubes and is warmed by thetransfer of heat from the hot exhaust air, which passes through thevessel around the tubes to the atmosphere. The two cylinders producetwo power impulses per revolution.ERICSSON HOT-AIR ENGINE, 1858U.S.N.M. no. 308660 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for Patent no.22281, issued to John Ericsson, December 14, 1858.This is one of the earliest hot-air engines in which cold air is drawninto, compressed, heated, and expanded within the same cylinder.This and the Ericsson engine of 1855 were the basis of design formost of the later commercial hot-air engines introduced in thiscountry.The model is of an engine having a very large horizontal cylinder,one end of which is occupied by the grate and flue of a furnace. Inthe cylinder bej^ond the furnace are two pistons, one of which is atransfer or pump piston, the other the working piston. The twopistons complete their outward stroke (away from the furnace) atabout the same time, but the transfer piston, which is nearer thefurnace, moves inward faster than the work piston and draws in asupply of cold air through a self-acting valve in the working piston.Upon the outward stroke the transfer piston closes up on the workpiston and compresses the charge between the two and transfers itthrough valves to the space around the heater. The pressure pro-duced by the increase of temperature during this transfer propelsthe working piston through the outward stroke and supplies themotive force. The return stroke is effected by means of a flywheel.ERICSSON HOT-AIR ENGINE, 1860U. S. N. M. no. 300822; original patent model; transferred from the UnitedStates Patent Office; not illustrated.This model was submitted with the application for the patent issuedto John Ericsson, October 9, 1860, no. 30306.This engine employs two "equilibrium" pistons in connection withtwo cylinders and a work piston to prevent diminution of the workingpressure during the stroke of the work piston.
CATALOG OF THE aiECHANICAL COLLECTIONS IJQThe engine consists of two "equilibrium" cylinders placed in lineend to end and a short distance apart. Within each cylinder is ahollow equilibrium piston, both connected by a long piston of rela-tively small diameter, called the working piston, which passesthrough airtight stuffing boxes in the heads of the equilibrium cyl-inders. The cylinders are connected to a heater and to a water-cooled chamber, through suitable valves and passages, so that bothends of one equilibrium cylinder are simultaneously in communi-cation with the cooler. The pressure being higher in the heater thanin the cooler, the eiFect is to force the working piston out of thecylinder in communication with the heater into the other. Theequilibrium pistons move with the work piston and circulate the airin the cylinders to the heater or cooler and back to the respectivecylinders, maintaining a constant pressure in each cylinder through-out the stroke. When the piston has completed its stroke the valvesare reversed and a continuous motion is produced. This engine in-cludes the regenerator or "heat deposit vessel", which was a featureof most of Ericsson's engines. In this construction it is a vessel filledwith disks of wire cloth, which are heated by the hot air passing fromthe cylinders to the cooler and, in turn, give up this heat to the airpassing from the cooler to the heater.CRANE HOT-AIR ENGINE, 1865U.S.N.M. no. 308670; original patent model; transferred from the United StatesPatent Office ; not illustrated.This model was submitted with the application for the Patent no.46084, issued to Moses G. Crane, of Newton, Mass., January 31, 1865.This engine consists of one vertical work cylinder and two pumpor air-transfer cylinders connected to two furnaces. In operationtwo separate quantities of air are used repeatedly. One quantity ofair is circulated between one furnace and the upper end of the workcylinder by one of the air pumps, while the other charge of air issupplied from the other furnace to the lower end of the work cyl-inder. In each case the air is heated in the furnace, transferredto the work cylinder, allowed to expand doing work against the pis-ton, and is then returned to the furnace by the pump, to be reheated.The pump pistons and valves are actuated by slotted bell crankson the ends of the engine crankshaft.
J^gQ BULLETIN 173, U. S. NATIONAL MUSEUMRIDER HOT-AIR ENGINE, 1871Plate 35, Figuee 2U.S.N.M. no. 308714, original patent model ; transferred from the United StatesPatent Office ; photograph no. 39028.This model was submitted with the application for Patenc no.111088, issued to Alexander K. Rider, of New York, N. Y., January17, 1871, reissued August 24, 1880, no 9353.This engine consists of a power piston and a transfer pision cuconnected with valves and passages that the cold air is received andcompressed in the same cylinder in which the hot air performs itswork. Its simple construction is an improvement on the John Erics-son hot-air engines of 1855-1858.A vertical cylinder contains two independent pistons with suitablevalves that permit cold air to be drawn into the cylinder, compressed,circulated between heated furnace walls, expanded under a powerpiston and then exhausted. The upper piston is equipped with twospring-closed intake valves that open on the upstroke of the pistonallowing air to fill the cylinder between the upper and lower pistons.This air is then compressed on the downstroke of the upper pistonuntil the pressure is sufficient to open a valve in a passage leading toa heated space surrounding the furnace. The heated and compressedair then passes into the cylinder below the lower piston where itexpands, performing work against the piston.OTTO CALORIC ENGINE, 1875U.S.N.M. no. 30S684 ; original patent model ; transferred from the United StatesPatent Office ; not illustrated.This wooden model (incomplete) was submitted with the applica-tion for Patent no. 145123, issued to Nicolaus Otto, of Deutz, Ger-many, December 2, 1873.In this engine hot gases were admitted to the cylinder above thepiston during one-third of the downstroke. The remainder of thestroke dilated the confined gases and rendered a great portion of theheat of the gases latent. The remaining portion of the heat wasabsorbed by the water-cooled cylinder surfaces and the piston wasreturned by the pressure of the atmosphere. The piston is so con-nected to the crankshaft that the upward stroke was much slowerthan the downward stroke to permit the heat that was rendered latenton the downstroke and that was liberated during the upstroke to beabsorbed by the cooled surfaces of the cylinder.
CATALOG OF THE MECHANICAL COLLECTIONS IglERICSSON HOT-AIR ENGINE, 1880U.S.N.M. no. 251286 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with the application for Patent no.226052, issued to John Ericsson, of New York, N. Y., March 30,1880.In this engine a charge of air is repeatedly heated and cooled asit is transferred from end to end of a single cylinder, one end ofwhich is surrounded by a furnace, the other end of which is water-jacketed. The air expands and contracts beneath a work piston thattravels through a short stroke near the upper end of the cylinder.The air is displaced from end to end of the cylinder at the propertime by a large loosely fitting transfer piston independently con-nected to the crankshaft.This model is similar in design to the pumping engine of 1906,described below.ERICSSON HOT-AIR ENGINE, c. 1880U.S.N.M. no. 308142; original demonstrating model; gift of the AmericanSociety of Civil Engineers ; not illustrated.This is a small demonstrating engine of the type patented byJohn Ericsson on March 30, 1880 (see above)
.
This engine is equipped with a gas-heated furnace and has metalradiating fins at the upper end of the cylinder in place of the usualwater jacket.A brass plate on the engine is inscribed : "To Mrs. E. W. Stoughtonfrom her friend John Ericsson."ERICSSON PUMPING ENGINE, 1906Plate 36U.S.N.M. no. 309533 ; original ; gift of Jonathan Hagan ; photograph no. 39028-A.This is an 8-inch, i^-horsepower (120 revolutions per minute) en-gine of the type patented by John Ericsson on March 30, 1880(see above) . It was built by the Rider-Ericsson Engine Co. in 1906and was used to operate a deep-well pump on the farm of the donoruntil 1927. Wood was used for fuel. The engine is about 66 incheshigh and has a 30-inch flywheel.The engine has a long slim vertical cylinder closed at the lower end,with a short closely fitting work piston near its upper end and a largoloosely fitting transfer piston below the work piston. The lowerend of the cylinder is surrounded by a furnace; the upper end iscooled by a water jacket. The work piston and transfer piston move
132 BULLETIN 173, U. S. NATIONAL MUSEUMindependently of each other. The quantity of air contained withinthe cylinder is used repeatedly.At the beginning of the cycle of operation the work piston is atthe bottom of its stroke, and the transfer piston is near the top ofits stroke, having displaced the air to the bottom of the cylinder.The air absorbs heat from the furnace walls and expands, perform-ing work as it forces the work piston to the top of its stroke. Thetransfer piston in the meantime travels to the bottom of the cylinderand displaces the air to the top where it gives up heat to the water-jacketed surface and contracts. Atmospheric pressure then forcesthe work piston down to the bottom of its stroke as the transferpiston rises and displaces the air to the heated lower part of thecylinder, completing the cycle.AIPw-AND-STEAM ("AERATOR") ENGINESA class of engines known as aerosteam engines, using the expan-sive power of a mixture of heated air and steam and supposed toattain the better features of both air and steam engines, engaged theattention of many inventors during the nineteenth century. OliverEvans (c. 1790) suggested a "volcanic engine" in which the gasesfrom the furnace were mixed with the steam going to the engine.The hot-air engine of Glazebrook, mentioned above, used moistenedair to reduce abrasion of the sliding surfaces. Bennet (1838), Wil-liam Storm (1851-5), Washburn (1865), and Tarr (1867) made aero-steam engines of various types.WHITING AEROSTEAM ENGINE, 1879U.S.N.M. CO. 251285 ; original patent model ; transferred from the United StatesPatent Office; not illustrated.This model was submitted with its application for Patent no.217758, issued to James M. AVliiting, of Providence, R, I., July 22,1879.This is an example of combined air and steam engines, many de-signs of which have been proposed and built. In this engine the useof steam is intended to reduce the bulk of the heated air required tooperate an engine of a given capacity and consequently reduce thesize of the engine.The model shows a vertical fire-tube steam boiler of ordinary con-struction above the tubes of which is placed a hollow drum that isheated by the hot gases from the boiler. There is also a small steampump and a vertical high-speed steam engine of the slide-valve type.Steam from the boiler is mixed with the heated air in the upperdrum, and the mixture of heated air and steam is led directly to theengine and expanded. The air pump supplies air to the heated drum.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 36
Ericsson hot-air pumping Engine. 1906U.S.X.M. no. 309533. Sec p. 181.
U. S. NATIONAL MUSEUM BULLETIN 173 PLATE 3T
Refrigerating Machines.1. Audlffren refrigerating machine, 1913 (U.S.N.M. no. 311060). Seep. 183.2. Frost-Maker domestic refrigerating unit, c. 1914 (U.S.N.M. no. 311358). See p. 184.
CATALOG OP THE MECHANICAL COLLECTIONS 183REFRIGERATING MACHINESGORRIE ICE MACHINE, 1851U.S.N.M. no. 285397; original patent model; transferred from the United StatesPatent OflSce ; not illustrated.This model was submitted with the application for the patent issuedto John Gorrie, of New Orleans, La., May 6, 1851, no. 8080.The model represents the first patent for a mechanical refrigeratingor ice-making machine issued by the United States Patent Office. Itis of additional interest in that the inventor successfully employedice and cooled air in the treatment of tropical diseases, and for hiswork in this connection and the invention of the ice machine he ishonored by a statue placed in Statuary Hall in the United StatesCapitol by the State of Florida.The machine was designed "to convert water into ice artificially byabsorbing its heat of liquefaction with expanding air." The model,made largely of wood, is diagrammatic only. It consists of a double-acting compressor cylinder and a double-acting work or expandingcylinder, the pistons of which are connected to a crankshaft designedto be turned by a steam engine or other prime mover not shown. Theair compressed in the compressor cylinder was cooled by the im-mersion of the cylinder in cold water, the injection of cold waterinto the cylinder and by passing the air through a worm immersedin a tub of water. The compressed air was Jed to a receiver andthence to the expanding cylinder, which was surrounded by a cisternof "uncongealable" liquid. The expansion of air absorbed heat fromthe liquid, which was circulated to a worm in a freezing tub wherethe liquid absorbed heat from water in the tub causing it to freeze.AUDIFFREN REFRIGERATING MACHINE, 1913Plate 37, Figxjre 1U.S.N.M. no. 311060; transferred from the United States Department of Agri-culture; photograph no. 32583A.The refrigerating machine invented by the Frenchman Abbe Audif-fren about 1904 is interesting as the first entirely self-contained andsealed machine. It was introduced for manufacture in the UnitedStates about 1911, and this one was purchased by the United StatesBureau of Plant Industry in 1913.The unit resembles a large dumbbell in appearance, with two largeballs on a hollow shaft with which they are turned by a beltpulleyon the end of the shaft. One ball contains the compressor, whichhangs, cylinder down, on a crankshaft, which turns with the unit.This ball turns in a tank of circulating cooling water. The compressoris connected through the hollow shaft to the other ball, which is the
184 BULLETIN 173, U. S. NATIONAL MUSEUMexpansion or cooling chamber. This ball in the original installationturned in a tank of brine, which was chilled thereby and circulatedwhere needed.These machines were charged with the necessary refrigerant (SO2)and lubricating oil at the factory and usually required little attentionduring years of service. This machine operated for 22 years withthe same oil and refrigerant and only one adjustment in that period.FROST-MAKER REFRIGERATING UNIT, c. 1914Plate 37, Figuke 2U.S.N.M. no. 311358; original; gift of W. W. Stuart, photograph uo. 33065A.This is a small, direct-drive, water-cooled, gear-pump type of do-mestic refrigerating unit. It used SO2 as a refrigerant and had arated capacity equivalent to the heat absorbed by the melting of 300pounds of ice per day (I. M. E.). It is of the type of machinevariously marketed as the Frost-maker, Isko, and Jack Frost duringthe early period of domestic refrigerating machines.In the machine a condenser chamber enclosing the condenser coiland a reservoir for liquid sulphur dioxide is supported upon a cylin-der containing the compressor and oil-cooling coil. These are boltedto a base with an electric motor directly connected to the compressorshaft. The compressor is a herringbone gear pump. The compressedgas entered the top of the condenser chamber and passed over thenest of coils through which the cooling water circulated. The cooledliquid sulphur dioxide collected at the bottom of the chamber from%vhich it discharged to the refrigerator.The name plate reads : "Frost-Maker, Patented July 22, 1913, Feb.10, 1914. Frost-maker Ice Machine Co., 140 S. Dearborn St. Chi-cago, 111. Capacity 300#, hp. I/2, serial no. 156."DOMESTIC ELECTRIC REFRIGERATING UNIT, c. 1918U.S.N.M. no. 310729; original; gift of Winslow-Baker-Meyering Corporation;not illustrated.The essential elements of the automatic electric reciprocating com-pressor type of refrigerating unit for cooling household refrigeratorsare combined in this old machine. It consists of a small, motor-driven, 1-cylinder, air-cooled compressor, mounted inside of the coilsof a so-called "cage" condenser, which is a continuous, rectangularcoil of copper tubing. Compressor cylinder and condenser are cooledby a stream of air from the fanlike spokes of the compressor fly-wheel-pulley. The cooling coils are contained in a zinc brine chamberprovided with openings to take ice freezing trays of muffin-pan de-sign. The operation of the motor is controlled by a thermostat switch
CATALOG OF THE MECHANICAL COLLECTIONS 185designed to hold the temperature of the brine at an approximatelyeven temperature.In operation a refrigerant gas, SO2, is compressed in the cylinderof the compressor and delivered to the condenser, where it is cooledto approximately the temperature of the air that is blown over thecondenser. The compressed and cooled SO2 then passes through areducing valve, which permits it to expand to a low pressure in thecooling coils in the brine tank. As it is a physical property of a gas.that in expanding it absorbs heat, the expanding SO2 takes heatfrom the surrounding brine and thus lowers the temperature of thechamber. The SO2 then returns to the compressor where it is again,compressed and the process continues. When the brine is cold enough/the thermostat switch turns off the motor until the temperature risesa few degrees when it starts the motor again.The unit is said to be the one that Edmund J. Copeland, then chiefengineer of the Kelvinator Corporation, believed to be the first oneof his designs to approach successful, automatic, dependable opera-tion. It contains parts taken from earlier machines and now includes,parts of later dates.
49970?39 13
SELECTED BIBLIOGRAPHYThe bibliography of the fields included in the mechanical collec-tion of the Museum is large. A few of the more useful publicationsare listed here in groups corresponding to subdivisions of the catalog.In each list the leading items are placed first because they are recentor current works, are generally available, present broader views ofof subjects treated, and in most instances contain bibliographies.The use of these will give the student the best start in developing thedetails and exhausting the sources of the various divisions. It issuggested that reference to the standard encyclopedias, particularlythe older editions in which bibliographies or sources were includedin the articles, will in many cases give the beginner his most effi-cient approach. The lists given here are not exhaustive, and manyfine works will not be found.GENERAL HISTORIES AND BIBLIOGRAPHIES OF INVENTION, TECHNOLOGY, ANDENGINEERING
1. UsHEK, Abbott Payson : A history of mechanical inventions. McGraw-EQllBook Co., New York, 1929. Bibliography, pp. 373-382.2. Nbjubergee, Au^KRT^. Technical arts and sciences of the ancients (translatedby Henry L. Brose). Macmillan Co., New York, 1930.3. Bishop, Carl Whiting, in collaboration with Charles Greely Abbot andAleS HRDLieKA: Man from the farthest past. Smithsonian Scientific Se-ries, vol. 7. Smithsonian Scientific Series, Inc., New York, 1930.4. Kaempffebt, Waldemab: A popular history of American invention, 2 vols.Charles Scribner's Sons, New York, 1924.5. Newcomen Society for the Study of the History of Engineering and Tech-nology: Transactions, vols. 1-15 (annual). London, 1921-1935. Annualanalytical bibliography of the history of engineering and technology.6. Shaw, Ralph E. : Engineering books available in America prior to 1830.Bull. New York Public Library, Jan.-May 1933.7. HoDoms, E., and F. Alexander Magoun : Behemoth : The story of power,Doubleday, Doran & Co., Garden City, N. Y., 1932.8. VowLES, Hugh P. and Margaret W. : The quest for power from prehistorictimes to the present day. Chapman & Hall, London, 1931.9. Byrn, Edward W. : The progress of invention in the nineteenth century.Munn & Co., New York, 190O. A review of developments based on UnitedStates patents granted.10. iMAsoN, Otis Tufton : The origins of invention. Charles Scribner's Sons,New York, 1905.11. Beckmann, John: A history of inventions and discoveries (translated byWilliam Johnston), ed. 3, 4 vols. London, 1817.12. Knight, Edward H. : American mechanical dictionary, 3 vols. J. B. Ford &Co., New York, 1874.186
CATALOG OF THE MECHANICAL COLLECTIONS Jgy13. Amebican Society of Mechanical Engineers: The engineering index. Anindex of current engineering periodicals from 18S4 to date. Many articleson engineering history have appeared in the periodicals indexed, and thenotices may be quickly located under subject headings. Now an annual.Vol. 1 (1884-1891) was published by the Association of EngineeringSocieties; vols. 2-4 (1892-1905) by the Engineering Magazine Co.14. Rees, Abkaham: The cyclopedia, or universal dictionary of arts, sciences,and literature, 30 vols. London, 1819.15. EwBANK, Thomas: Descriptive and historical account of hydraulic andother machines for raising water, ancient and modern, with observationson the mechanic arts, and the development of the steam engine, ed. 16.New York, 1870.16. SoTHERAN, Henry, Ltd. : Bibliotheca chemico-mathematica. Catalogue ofworks ... on exact and applied science, with subject index, 2 vols. Lon-don, 1921 ; 1st suppl., 1932.ANIMAL POWERRefer to Items 1, 7, 8, and 9 aiove.17. Bennett, R., and J. Elton : History of corn milling, 4 vols. London, 1898-1904. Hand, animal, wind, and water mills.18. Jenkins, Rhys : The collected papers of Rhys Jenkins. Newcomen Society,Cambridge, 1936. Note on "Elizabethan Human-power Engine," pp. 1-8.19. Marks, Lionel Simeon, editor : Mechanical engineers' handbook, ed. 1.McGraw-Hill Book Co., New York, 1916. Article, "Muscular Energy ofMen and Animals," pp. 863-864. Many of the engineering handbooks havehistorical notes dispersed through their texts ; others are old enough toindicate changes in practice over long periods through their various edi-tions. Trautwine, Clark, and Kent are editors of handbooks known bytheir names that might prove helpful.20. Beckmann, John: A history of inventions and discoveries (translated byWilliam Johnston), ed. 3, 4 vols. London, 1817. Article, "Corn-mills,"vol. 1, pp. 227-272. WINDMILLSRefer to Items 1, 17, and 20 above.21. Wailes, Rex : Windmills of eastern Long Island. Trans. Newcomen Soc.,vol. 15, pp. 117-151, 1934-35. Short bibliography.22. Wolff, Alfred R : The windmill as a prime mover. John Wiley & Sons,New York, 1S85.23. Taylor, A. Hoyt: Development, storage and utilization of wind power.University of South Dakota, 1912.24. Perry, Thomas O. : Experiments with windmills. U. S. Geol. Surv. Irri-gation Paper no. 20, 1899. Other Geological Survey Irrigation Paperscontaining interesting notes on windmills are nos. 29, 41, and 42.25. Carliix, James: Wind power. Smithsonian Inst. Ann. Rept. for 1918,pp. 147-156. Washington, 1920. Reprinted from the Edinburgh Review,Oct. 1918.26. Smeaton, John : An experimental Inquiry concerning the natural powers ofwater and wind. London, 1760.
Igg BULLETIN 173, U. S. NATIONAL MUSEUMWATER WHEELS AND TURBINESRefer to Items 1, 17, and 20 ahove.27. MEiiD, Daniel Webster: Water power engineering, ed. 2. McGraw-HillBook Co., New York, 1920. Historical introduction, pp. 1-23, illus.
;
bibliography of water-wheel and water-power development.28. American Society of Mechanical Engineers : Mechanical Engineering,vol. 52, no. 4, pp. 386-iOO, Apr. 1930. Articles, "The Pelton Wheel," byE. M. Breed; "American Hydraulic Turbines," by W. M. White; "EarlyHydraulic Turbine History," by E. D. Adams; "Hydroelectric Engineer-ing," by L. F. Harza.29. Frizell, J. P.: The old-time water wheels of America. Trans. Amer. Soc.Civil Eng., vol. 28, pp. 237-249, illus., 1893.30. Franklin Institute: Journal. Papers on early turbine development appearin VOL 20, 1850; vol. 22, 1851 (Geyelin) ; voL 4, 1842 (Morris); vol.6, 1843 (Morris) ; vol. 8, 1844 (Whitelaw),31. Glynn, Joseph: Power of water, ed. 6. London, 1879. (Ed. 1, 1852; ed. 2,1866.) Historical introduction, pp. 1-10, illus.82. Francis, James B. : Lowell hydraulic experiments. Little, Brown & Co.,Boston, 1855.33. Tyler, W. W. : The evolution of the American type of water wheel. Trans.Western Soc. Eng., vol. 3, pp. 879-901, 1898.34. Rice, A. C. : Notes on the history of turbine development in America. En-gineering News, vol. 48, pp. 208-209, 1902.35. Adams, Edward Dean : Niagara power, history of the Niagara Falls PowerCompany, 1886-1918, 2 vols. Niagara Falls, N. Y., 1927.THE STEAM ENGINERefer to items 1, 7, and 8 aiove.36. Dickinson, H. W., and Rhys Jenkins : James Watt and the steam engine.Watt Centenary Memorial Volume, 1927.37. Jenkins, Rhys: Savery, Newcomen, and the early history of the steamengine. Trans. Newcomen Soc, vol. 3, pp. 96-118, 1922-23; vol. 4, pp.113-133, 1923-24.38. Stitabt, Robert: Historical and descriptive anecdotes of steam engines andof their inventors and improvers, 2 vols. London, 1829.39. Thurston, Robert H. : A history of the growth of the steam engine. D.Appleton & Co., New York, 1891. This extends the earlier historiesthrough the "period of refinement" of the steam engine.40. Thurston, Robert H. : A manual of the steam-engine, 2 vols. John Wiley &Sons, New York, 1891.41. Rankine, William J. M. : Manual of the steam engine and other primemovers, ed. 14. London, 1897.42. Stanwood, James B. : Recent American steam engine practice. Cassier'sMag., vol. 18, no. 6, pp. 488-502, Oct. 1900.43. Smith, Edgar C. : A short history of naval and marine engineering. Cam-bridge University Press, London, 1938.THE STEAM TURBINE44. Stodola, a.: Steam turbines (translated by Louis C. Lowenstein). BUs-torical Rev., art. 66, pp. 302-307, 1905.
CATALOG OF THE MECHANICAL COLLECTIONS IgQ45. SosNOWBKi, K. : Roues et turbines k vapeur. Series of articles in Bull. Soc.d'Bncouragement I'lndustrie Nat, ser. 5, vol. 1: Aug. 1896, pp. 1153-1168;Sept. 1896, pp. 1227-1261; Oct. 1896, pp. 1319-1357; Nov. 1896, pp. 1491-1525. Paris. A profusely illustrated review of the turbine history fromHeron to 1896, taken largely from patent records. The last articleincludes a detailed account of De Laval turbines and De Laval turbinepump, separator, and generator units.46. Kexleb, Emil, and Fkancis Hodqkinson : The steam turbine in the UnitedStates, Part I?Developments by Westinghouse Machine Company. Me-chanical Engineering, vol. 58, no. 11, pp. 683-696, Nov. 1936.47. Cheistie, Alexander Graham : The steam turbine in the United States,Part II?Early Allis-Chalmers steam turbines. Mechanical Engineering,vol. 59, no. 2, pp. 71-82, Feb. 1937.48. Robinson, Ernest L. : The steam turbine in the United States, Part Ill-Developments by the General Electric Company. Mechanical Engineering,vol. 59, no. 4, pp. 239-256, Apr. 1937.STEAM-ENGINE VALVES AND GEARSRefer to Items 38 and 39 above.49. MoNE, F. : Treatise on the steam engine. New York, 1852. Describes earlycut-off valves and valve gears.50. Peabody, Cecil H. : Valve-gears for steam engines. John "Wiley & Sons,New York, 1892-1900.51. Rose, Joshua : Modem steam engines. Henry Carey Baird & Co., Philadel-phia, 1887.52. Zeunek, GtrsTAv Anton : Treatise on valve-gears, ed. 3, 1869.INVENTIONS OF G. H. CORLISSRefer to Item 39 above.53. American Historical Society: The life and work of George H. Corliss.
. New York, 1930.54. Shiixitto, Frank W., Jr.: Handbook of Corliss steam engines, ed. 3.Bridgeport, 1902. STEAM-ENGINE INDICATORS
55. Pray, Thomas, Je. : Twenty years with the indicator. New York, 1896.56. Miller, Edward F. : Steam engine indicator. Crosby Steam Gage & ValveCo., Boston, 1917-1921. STElAJyf BOILERSJtefer to Items 1 and 38 above.57. Barcock & Wilcox Co. : Steam, ed. 36. New York, 1931.58. Armstrong, R.: An essay on the boilers of steam engines. London, 1839.59. Peabody, C. H., and E. F. Miller : Steam boilers. John Wiley & Sons, NewYork, 1897-1902.eO. Babcock & Wilcox Co. : Fifty years of steam. New York, 1931.61. Thurston, Robert H. : A manual of steam boilers, their designs, construc-tion and operation, ed. 7. John Wiley & Sons, New York, 1901.62. Jenkins, Rhys: The collected papers of Rhys Jenkins. Newcomen So-ciety, Cambridge, 1936. Note on early "boiler-making," pp. 126-130.
?3. Perkins, Jacob: On the explosion of steam boilers: On the economy ofusing highly elastic steam. London, c. 1840.
190 BULLETIN 173, U. S. NATIONAL MUSEUMINTERNAL COMBUSTION ENGINES AND ACCESSORIES64. DoNKiN, Bbyan: Gas, oil and air engines, ed. 2. London, 1896. Containsdetailed history, with tables of trials, results, indicator diagrams, andother details of performance.65. Cleek, Dugald; The gas, petrol, and oil engine. London, 1909-10.66. Morrison, Lacey H. : Diesel engines. McGraw-Hill Book Co., New York,1923.67. Stbeetee, R. L., and L. C. Lichtt: Internal-combustion engines: Theory,analysis and design, ed. 4. McGraw-Hill Book Co., New York, 1933.68. BuTLE3{, Edwabd: Carburetors, vaporizers and distributing valves. London,1909.69. Allen, James Titus : Digest of United States patents : Air, caloric, gas andoil engines, 178&-1906, 5 vols. Washington, 1907.TO. Allen, James Titus: Digest of United States patents for automobile con-struction, 3 vols, and supplements. Washington, 1900-1911.71. Hiscox, G. D. : Gas, gasoline and oil vapor engines. N. W. Henley & Co.,New York, 1897. Contains list of United States patents, 1875-1896, in-clusive, by years.72. Morrison, L. H. : Thirty years of the Diesel engine. Power, vol. 69, no. 12,pp. 468-469, Mar. 19, 1929.73. RosBLOOM, Julius: Diesel handbook. Diesel Engineering Institute, JerseyCity, 1937.74. Diesel Publications, Inc. : Diesel Power and Diesel Transp., vol. 16, no. 5,May 1938. Anniversary number, 40 years of the American Diesel.
INDEX
Abbott, D. A., donor, 174.Acme magneto, 174.Adams, I., riding cut-off valve, 62.Aeolipile, 25, 26, 59, 114.Aerator engines, 182.Aerometer, windmill, 11.Aerosteam engines : Bennet, 1838
;
Storm, 1851-55; Tarr, 1867, Wash-burn, 1865; Whiting, 1879, 182.Aetna, steamboat, 1818, 35; boilers of,105.Agriculture, U. S. Department of, donor,183.Air-and-steam engines, 182.Air compressor, Johnston, 1879, 143.Air engines, Kimmau, 102. (See alsoHot-air engines.)Air pumps. ( See Condenser air pumps.
)
Alexandria & Orange Railroad, shop en-gine, 1864, 48.Allaire, J. F., 35-37, 39.Allaire Works, 36.Allen. C. B., injector. 1902, 132.Allen, Horatio, valve gears, 1841, 62;1842, 63; 1848, 63; 1855, 64; 1857, 65.Allen, T. S., 4.Allen, Z., valve gear, 60.American Fire Engine Company's"Metropolitan," 1906, 141.American Injector Co., assignee, 131.American Institute, N. Y., exhibition,146.American-La France and Foamite Cor-poration, donor, 141.American Ship Windlass Co., 4.American Society of Civil Engineers,donor, 142, 181.American Steam Gauge Co., 93.American Tobacco Co., boiler, 1928, 115.Amontons, G., fire wheel, 175.Amoskeag fire engine, c. 1885, 141 ; fire-engine pump, 141.Anders, R., and L. C. Errani, oil engine,1873, 150, 167,Anderson woden boilers, 108.Animal power, 4-7 ; bibliography, 187.Antifriction bearings and alloys, 103.Apple, V. G., dynamo pulley governor,flywheel magneto, generators, gener-ator-starter and controller for, igniter(dynamo), ignition dynamo, 174.Appleton Co., turbine for, 17.Archimedes, 2.Archytas, 2.Aristotle, 2.
Arnold, Gov. Benedict, 10.Ashworth, J., belt splicing, 102.Atkins, J., hydraulic turbine, 18, 19.Atkinson, J., engine, 1884, 145 ; 1889-90,157.Atmosphere, weight of, model, 1654, 26.Atmospheric engines. (See under In-ternal combustion engines, Free pis-ton, and Steam engines, atmospheric.)Atwater Kent ignition system, 174.Audiffren, A., refrigerating machine,1913, 183.Autocar, carburetor, 1901. 170; engine,163, 165.Autocar Co., donor, 163, 170.Automatic Boiler & Engine Co., as-signee, 113.Automobile engines, 147, 163, 165;steam, 54, 55 ; igniters, q. v., starters,q. V.Automotive vehicles, first, 144.Babcock, G. H., and S. Wilcox, Jr.,steam boilers, 1867, 115; 1876, 115;steam generator, 1876, 116 ; valve gear(steam engine), 1866, 67. (See alsoBabcock & Wilcox Co.)Babcock, H. C, belt lacing, 102.Babcock, J., marine boiler, 115.Babcock & Wilcox Co., boiler headers,1867-1929, 117-118 ; Centennial boiler(model), 1876, 116-118; donor, 114-118, 124 ; double-deck, inclined-tubeboiler (model), 1929, 117; dnmi typeboiler (model), 929, 117; "Evolutionof the Steam Boiler" (drawings),114; oil burner, 1929, 124.Bailey furnace walls, 117.Bailey-Tenney burners, 117.Bain, R. E. M., donor, 51.Bain, Mrs. R. E. M., donor, 59.Baker, J. G., steam engine, 1878, 51.Baker, W. H., and H. R. Worthiiigton,water-level gauge, 1847, 119 ; and S. H.Baldwin, rotary engine. 1839, 55.Baldwin hot-air engine, 176.Baldwin, M., and D. Clark, feed-waterheater, 139.Baldwin, S. H., and W. H. Baker, rotarysteam engine, 1839, 55.Ball Engine Co., donor, 91, 92.Balzer, S, M., aerodrome engine, 159;automobile engine, 16.5.Bangs, Isaac, 32.Barber, J., gas engine, 1791, 143.191
192 BULLETIN 173, U. S. NATIONAL MUSEUMBarker, Dr., turbine, 15.Barlow, J., marine boiler, 115.Barnett, W., gas engine, 1838, 144.Barsanti and Matteuci gas engine, 144.Bartlett, L. D., valve gear, 1867, 68.Baverey, M., carburetors, 1906-1908, 167,171.Bearings. (See Shaft bearings.)Beau de Rochas, engine cycle, 145.Beck gas engine, 146.Beightou, H., engraver, Newcomen en-gine, 28.Bell, P. F., and H. Otto, slide valve,1883, 70.Belt driving accessories, 102-103.Bennet, aerosteam engine, 182.Benson, B. S., steam engine, 1847, 44.Benson, J., windmill, 14.Benz carburetor, 166.Bevil, H. H., windmill, 13.Bickford hot-air engine, 176.Binney, C. R., and H. A. Stuart( Hornsby-Akroyd engine), 157.Birdsall, E. T., donor, 174.Birmingham (England) Canal Co., 31.Bisschop gas engine, 145.Blackford, C. M., donor, 43.Blackford, W. M., 1829, 43.Blakey, J., boiler, 107, 114.Bodemer, J. G., governor, 1876, 84.Boiler accessories, steam, 119^139; in-jectors, 125-133 ; pumps, 133-138.Boiler headers, 1867-1929, 117-118.Boiler pumps. {See Injectors, Steampumps.
)
Boilers, marine steam : U. S. S. Alert,1899, 115 : Babcock, 1826, 115 ; Babcock& Wilcox, 1867, 1876, 115; Barlow,1793, 115 ; Blasco de Garay, 1543, 115
;
."S. S. Beardsley, 1901, 115; U. S. S.California, 1925, 115; S. S. City ofFlint, 115; S. S. City of Saginaw,1929, 115; Corliss, 1862, 79; S. S. Em-pire City, 1897, 115 ; Fitch and Voight,1787, 115; Great Lakes, 1897-1929,115; U. S. S. Maryland, 1912, 115,118; U. S. S. Munroe, 1876, 115;U. S. S. Oklahoma, 1912, 115, 118;Papin, D., 1707, 115 ; Shipping Boardtype 115 ; Stevens, 1804, 109, 115.Boilers, steam : American Tobacco Co.,1928, 115 ; Automatic Boiler & EngineCo., assignee, 113 ; Babcock and Wil-cox, 1867, 115 ; Babcock & Wilcox Co.,q. v.; 1872. 114; 1876, 115, 116; 1881,114; bibliography, 188-189; Blakey,1766, 107, 114 ; Bousfield and Howard,1871, 111 ; Cape Fear Fibre Co., 1872,114 ; Corliss, 1879, 80 ; Crawford fur-nace, 1850, 110; drums for manufac-ture of, 114 ; Erie City Iron Works,1928, 114 ; Edison Electric Illuminat-ing Co., 1927, 114 ; Edison Illuminat-ing Co., 1881, 114; Erie City, 1928,114; Evans, 105-106; Eve, 1825, 107,114; "Evolution of (drawings), 114-
115; Fairbairn, 1844, 106; flre-tube,106-107 ; Firmenich and Stiker, 1875,112; Griffith, 1821, 107; Gurney, 1826,114; headers, 1867-1929, 117-118;1879, 80; Heron, 103, 114; Howardand Bousfield, 1871, 111 ; Kelly, 113
;
Lakeside Station, Milwaukee, 1926,114; Lancashire, 106; Lawrence,Mass., pumping station boiler, 107Luders, 1869, 111; Milwaukee Elec-tric Railway & Light Co., 1926, 114;National, 1885, 113; Neville, J., 106;Newcomen, 104; patents for firstU. S., 106; Read, 1790, 106; Rhodes,1869, 111; Ritty. 1875, 112; Roman,107; Roosevelt, Smallman, andStauduiger, 108 ; Rumsey, 37, 107, 114safety valves, 109, 110 ; Savery, 104
;
Sequin, 106; Seymour furnace walls,114; Smeaton, 105; Staudinger andLivingston, 105; Steenstrup, 1828,106; Stephenson, 106; Stevens, Jl,locomotive, 1803-25, 107, 109; steam-boat, 1804, 107, 109; Stevens, J. C,107 ; Stiker, 1875, 112 ; Stirling, 1889-1920, 114; Trevithick, 105-106, Trow-bridge, 1878, 113; Twibill, 1865, 114;wagon type, 104 ; water-tube, 107Watt, 104; Wiegand, 1867, 110; Wil-cox, 1856, 108, 114 ; Wilcox and Bab-cock, 1867, 115 ; wooden, 1801-15, 108Woolf, 105.Booth Cotton Mills, turbine, 18.Bosch fuel pump, 1935, 173.Bosch magneto, 163, 174.Bosch magneto, German, 174.Boulton, M., 31.Boulton & Watt, 31, 33; engine, 35;engine for Fulton, 39; Mss., 40.Bousfield, E., and J. Howard, boiler,1871, 111.Box, A., chain hoist, 4.Boyden, U., hydraulic turbine, 17.Bozerian, E. E. G., foot-power treadle,7.Bramwell, W., gate valve, 97.Branca, G., turbine, 1629, 26.Braner and Slaby, gas engine tests,145.Brayton, G. B., automotive vehicle, 144;gas engine, 1872, 150; oil engines,145-147, 151.Brooks, E. B., water wheel, 1880, 21.Brown, C. H., and C. Burleigh, valvegear, 69,Brown, J., atmospheric steam engine, c,1790, 33.Brown, R. T., hydraulic turbine buckets,19.Brown, S., vacuum gas engine, 144.Buckeye Engine Co., assignees, 69, 85;lubricator, 96.Buckeye steam engine, 69; c. 1875, 50,85.Buda Co., donor, 164.Buda engine, 1924, 164; carburetor of,172, magneto of, 174.
INDP]X 193Burleigh, C, and. G. H. Brown, valvegear, 69.Burners. {See Gas burners, Oil burn-ers, etc.)Burnham, J. P., vt^indmills, 10.Burt, G. E., belt lacing, 102.Butler, E., carburetor, 167.Cadillac automobile engines, 165.Cameron, A. S., pump valves, 1874, 135
;
and W. Sewell, steam pump, 1864,134.Cape Fear Fibre Co., boiler, 114.Carbon disulphide engine, Colvrell, 1879,101.Carburetors, 165-173; atomizers, 150,166; Autocar, 1901, 170; Baverey,1906-1908, K'>7, 171: Benz. 166; Boschfuel pump, 1935, 173; Butler, 1889,167; Clerk, 1881, 167; Daimler, 166;Dorris and Dyke, 1900, 169; Duryea,1892-93, 167-168; 1901, 1G7; Dykeand Dorris, 1900, 169; Errani andAnders, 167; float feed, early, 167,169-173; Haynes-Apperson, c. 1900,167, 170; Haynes, 170; "Inspirator,"1889, 167 ; jet, see Spray ; Krebs, 1902.167 ; Manly, 166, 171 ; Maybach, 1893,167 ; mixing valves, 166, 167, 169, 170
;
Olds, 1896, 167, 169 ; Sintz, 1896, 107spray, 166-169, 171-173: Stromberg,1914 and 1921, 163 ; surface, 166, 171Tillotson, 168; 1926, 172; 1927, 173;Winton, 1898, 167; Zenith, 168, 1921,171; 1924, 172.Cardan, 24.Carhart, J. W., balanced valve, 1866, 67.Carpenter, O. C., hydraulic engine, 1878,101.Cartwright, Dr., 38.Cato the Elder, 5.Catoctin Iron Furnace, 33.Cattle mills, 5.Cave & Son, boiler for Fulton, 41.Cawley, J., atmospheric steam engines,31,Cayley, hot-air engine, 175.Centrifugal separators, 98-100; Deer-foot Farm, 1879, 98; DeLaval, 1931.100; Thomson and Houston, 1881, 99.Chain hoists, 3, 4.Chamberlain, C. C, igniter, 174.Chancellor Livingston, steamboat, ma-chinery of (drawing), 39, 41.Chandler, L. S., and S. N. Silver, hy-draulic engine, 1878, 100.iJMef Justice Watte, steamboat, engine,53.Chimney jacks, 175.Chinese windlass, 3.Clapp & Jones, fire engine, 1876, 139.Clark, D., and M. Baldwin, feed-waterheater, 189.Clarke, L. S., donor, 55.Clerk, D., carburetor, 167; gas engine,145, 147, 155.
Clermont, steamboat, 35: machinery of,39; model, 40.Clow, C. N., rotary pump, 1856, 142.Clutch pulley, 103.Coal, powdered. {See Pulverized fuel.)Cochrane Corporation, donor, 58.Cockrell, A., pulverized fuel system,1876, 121.Cogswell, W. A., and J. Judson, gover-nor, 1875, &3.Colles, C. steam-engine builder, 32.Collinson, H., manhole cover, 1875, 121.Colton, H. M., water motor, 24.Colwell, W. S., carbon-disulphide en-gine, 1879, 101.Compressed-air engine, Kimman, 102.Condenser air pumps, Corliss, 1876-77,76 ; Watt, 1769, 25, 86.Condensers, steam-engine, 86-88: Pittsand Gluyas, 1872, 88 ; Starbuck, 1878,88; Stevens, 1862, 1863, 87; Watt,1769, 25, 86.Connecting rod, Hinkley, 103.Connecting rods for Manly radial en-gine, 161.Conowingo hydroelectric generatingstation, 1928, 18, 23.Conservatoire des Arts et Metiers, 126,133.Cook, J., windmill, 14.Cooper, E., 90.Copeland, E. J., 185.Corliss, G. H., bibliography, 189; boilers,marine, 1862, 79; water-tube, 1879,80 ; Centennial engine, 1876, 80 ; gov-ernor valve, 79; pressure regulator,1869, 75; pumping engine, 1870, 75;1879, 78; steam engine, "Evolutionof," 80 ; steam engine governor, 1882,78 ; steam pump, 1857, 73 ; 1876, 1877,76; vacuum dasli pot, 1875, 76; valvegears, 1849, 61, 71 ; 1851, 72 ; 1859, 74
;
1860, 77 ; 1875, 76 ; 1876, 77, 79.Cornell University, 159.Cottle, J., and F. M., windmill, 1879, 13.Crane, M. G., hot-air engine, 1865, 179.Crawford, B., boiler furnace, 1850, 110.Cream separators. {See Centrifugalseparators.
)
Croft, D. L., belt tightener, 102.Crosby, G. H., indicator, 1879, 92.Crosby Steam Gage & Valve Co., indi-cators, 1930. 93-94.Crossley, W. J., and N. A. Otto, gas en-gine, 1877, 154.Curtenius, Sharp and, foundry, 32.Curtiss engines, 165.Custer, J. D., engine governor, 85.Cylinders of steel tubing and cast-ironliners. Manly, 160.Daimler, G.. carburetor, 166; compoundgas engine, 147, 155; free piston en-gine. 1875, 152.Dardan, 8.Davies, J. D., steam pump, 1880, 137.
194 BULLETIN 173, U. S. NATIONAL MUSEUMda Vinci, Leonardo, 8, 175.Davis, O. N., donor, 59.De Castro and Donner Sugar Refinery,116.de Cans, S., 24, 25, 59.Deerfoot Farm Co., centrifugal sepa-rator, 1879, 98.de Garay, Blasco, boiler, 1543, 115.De Laval, G.. turbine, 100, 189.De Laval Separator Co., centrifugaloil clarifier, 1931, 100.De La Vergne Refrigerating MachineCo., 157.Desmond, J., injector, 1901, 132.Detmold, C. E., horsepower locomo-tive, 1830, 6.De Witt, R. v., description of Cler-mont's engine, 39, 40.Dexter, T. B., oil burner, 1879, 122.Doble, A., 19.Doble, W. A., water wheel, 1889, andwater-wheel buckets, 22, 23.Dodd, water-wheel buckets, 19.Dodge, W. H., rope drive, 103.Dog power, 4, 5, 7.Dorris, G. P., and A. L. Dyke, carbu-retor, 1900, 109.Dow, G. E., steam pump, 1879, 137.Draft blower, unidentified model, 139.Drake, A., gas engine, 1&43, 146; 1855,149.Drop cut-off. (See Valve gears; Cor-liss, G. H.; Sickels, F. E.)Duryea, C. E., automobile engine, 165
;
carburetor of, 167-168.Dyke, A. L., and G. P. Dorris, car-buretor, 1900, 169.Dynamos for engine ignition, 174.Eads, J. B., sand pump, 1869, 142.Eclipse windmill, 10.Edison Electric Illuminating Co., Bos-ton, boiler, 1927, 114.Edison Illuminating Co., New York,boiler, 114.Eisemann magneto, 174.Engines, gas and oil, internal combus-tion, etc. {See Internal-combustionengines.
)
Engines, steam, air, etc. (See undername of, as Steam engines.)Ericsson, John, hot-air engines, 1845-55, 175; 1855, 177; 1858, 178; 1860,178; 1880, 1906, 181; steam engines,1849, 46; 1858, 47; 1864, 48.Errani, L. C, and R. Anders, carbu-retors, 167 ; oil engine, 1873, 150, 151.Erie City Iron Works, boiler, 114.Estes, C. H., donor, 20.Evans, O., 34, 35 ; boilers, 105-106 ; vol-canic engine, 146, 182.Eve, J., boiler, 107, 114."Everready Automatic Engine Starter,"spring actuated, 174.Eyster, W. F., water motor, 21.
Fairbairn, Sir William, boiler, 106.Farmer, M. G., wind-electric generator^1880, 11, 13.Feed-water apparatus, Frick, 18.58, 120.Feed-water heater (injector), 132, 139.Feed-water pumps and injectors, 125;steam pumps, 125, 133. (See Injec-tors. )Fickett, A., belt fastener, 102.Field, J., and J. Maudslay, steam engine,43.Fire engines, American Fire Engine Co.,1906, 141; Amoskeag, model, c. 1885,141 ; Amoskeag, pump, 141 ; Clapp &Jones, 187(>-78, 139; hand pumper,1854, 139 ; Hunnemau & Co., 1854, 139
;
"Lily of the Swamp," 140 ; "Metropoli-tan," 1906, 141.Fire wheel, smoke jack, 175.Firmenich, J., and F. P. Stiker, boiler,1875, 112.Fiske, W. S., steam engine, 1880, 53.Fitch, J., 33, 35, 115.Fitts, B., governor valve, 1859, 98.Flaud & Co., M., Giffard injector, 126,127.Flexible shaft, Stow, 1872, 103."Flying Dutchman," horsepower loco-motive, 1830, 6.Foot-power motor, 7.Ford automobile engine, 165.Fourneyrou, B., hydraulic turbine, 16,.17.Fowle, J. W., governor, 1877, 84.Francis, J. B., hydraulic turbine, 1849,.17, 18.Franklin Machine Co., donor, 70, 74, 75,77, 79, 80, 141.Frick, J., feed-water apparatus, 1858,120.Friedman, A., injector, 1869, 129.Frost, R. L., steam pump valve, 1890,.138.Frost-maker, refrigerating unit, c. 1914,184.Fuel, pulverized. (See Pulverized fuel.)Fulton, R., 6, 35, 36, 38-40.Fulton thermostat, 164.Furnace walls, Bailey, 117; Seymour,114.Furnaces, boiler, Crawford, 1850, 110;Webster, 1929, 117.Gabriel, M., rotary steam engine, 1867^56.Galileo, 25.Gantry cranes, 24.Garvin, B., and R. J. Pettibone, grate,.1867, 121.Gas burner, Mettler, 1930, 124.Gas Moteren Fabric, 152.Gatchell & Manning, Inc., 133.Gauge, steam, and alarm. Gill, 1859,120; Safety steam gauge, Roebling,1842, 119.
INDEX 195Gauge, water-level, Worthington andBaker, 1847, 119.Gear, planetary, 103.Gear, roller, Stokes and McGlinchley,103.Gears, wooden, c. 1870, 20.Gearshift, Vulcan electric, 163.Gebb, G. R., engineer, 31.General Electric Co., steam turbine,1926-30, 57.Generators, engine ignition, 174.German Bosch, magneto, 174.Germeyer, C. F., donor, 52.Gibson, G. H., vacuum vapor powerplant, 58.Giffard, H. J., injector, 1860, 126, 127.Giffard-Sellers injector, 1863, 1865, 128
;
1868, 129.Gill, W. Y., steam gauge and alarm, 1859,120.Gilles, F. W., gas engine, 1876, 153.Gilman, S. H., valve gear, 65.Gilmanton Mills, assignee, 122.Girard, hydraulic turbine, 19.Glazebrook, hot-air engine, 175, 182.Gluyas, G. K., and W. R. Pitts, con-denser, 1872, 88.Gnat ABC engine, 165.Gnome engine, 165.Gorrie, J., ice machine, 1851, 183.Governor valves, Corliss, 79 ; JFitts, 1859,98.Governors, engine : Bodemer, 1876, 84Cogswell & Judson, 1875, 83; Corliss,1882, 78, valve for, 79; Custer, 1839,85; Fowle, 1877, 84; Hodgson andStearns, 1&52, 81; Hunt and Thomp-son, 1878, 69, 85; Judson and Cogs-well, 1875, 83; Kelly & Lamb, 1865,82 ; Luttgens. 1851, 80 ; Pickering, oldstyle, 85; 1931, 86; Peavey, 1870, 82:Porter, 1858, 81; Reid, 1879, 85;Stearns and Hodgson, 1852, 81Thompson and Hunt, 1878, 69, 85;Woodbury, 1870, 83.Graham, W., steam engine, c. 1880, 52.Grates, furnace, Garvin and Petti-bone, 1867, 121; Rexford, 1883, 123;rocking bar, Stevens, 1879, 123.Greek mills, 14, 15.Greene, G., belt tightener, 102.Greene-Wheelock, valve. 70.Gresham, J., and J. Robinson, injector,1866, 128.Griffith, J., boiler, 107.Gurney, G., boiler, 114.Gyro engine, 165.Hagan, J., donor, 181.Hall, J., steam engine builder, 33, 35.Halladay Co., 10.Halladay, D., windmill, 10.Plallock, V. H.. belt tisrhtener, 102.Hall-Scott engine, 165.Hand-and-foot motor, Mott, 7.
Harrison, A. L., lubricator, 1880, 95.Hart, T. J., and J. Jenks, injector, 1886,130.Haswell, C. H., 39.Hathaway, L. J., donor, 55.Hautefeuille, Abb6, explosive engine.143.Haworth, J., water motor, 20.Hay, P. D., oiler, 1888, 95.Hayes, C. Q,, universal joint, 1879, 103.Haynes-Apperson carburetor, c. 1900?167, 170.Haynes Automobile Co., donor, 163.Haynes automobile engine, 163, 165.Haynes, Elwood, mixing valve, 170.Headers, boiler, 1867-1929, 117-118.Hees, W., and W. Wittig, gas engine,1879, 154, 155; 1880, 147.Hendee engine, 165.Heron of Alexandria, 8, 24, boilers, 103,114 ; hot-air turbine, 175 ; steam tur-bine (aeolipile), 24, 26, 59, 114; windwheels, 8.Herot, 2.Hesse, Prof., hydraulic turbine buckets,19.Hewitt, J., piston-rod packing, 1879, 98.Higginson, A., steam engine, 1877, 51.Hinkley, H., connecting rod, 103.Hispano Suiza engine, 165.Hitzeroth, Macdonald, and Williams,rope drive, 1892, 103.Hoadley, J. C, governor, 85.Hock, J., carburetor, 167; oil engine,1874, 151.Hodgson. W., and G. S. Stearns, gover-nor, 1852, 81.Hogg & Delameter Iron Works, 47.Hogg, P., 47; valve gear, 60.Hoists. 3, 4.Hope Furnace, 33.Hornblower engine, 33.Hornblower, Joseph, 32, 36.Hornblower, Josiah. 32, 33. 36.Hornsby-Akroyd oil engine, 1893-95.157.Horse mills, 5, 6.Horse-powered ferry boat, 6; locomo-tive, 6.Horsepower unit, 5, 6.Hot-air engines, 175-182; Baldwin,1865, 176; Bickford. 1865. 176: Cayley,1807, 175; Crane, 1865, 179; Ericsson,1845-1S55, 177: 1858, 178; 1860. 178;1880. 181: c. 1880. 181: mOT.. 181;Glazebrook, 1797, 175, 182; Kritzer,1862, 176: Lauberon, 1849, 176; Ly-man, 1854, 176; Messor, 1865. 176;Otto, 1875, 180; Peters. 1862, 176;Rider, 1871. 180; Kidor-Ericsson En-gine Co.. 1006, 181: Ropor, 1863. 176;Schwartz, 1864, 176; Stillman, 1860,176; Stirling. 1826. 175: summary,175-176: Wilcox. 1865. 176.Hot-air and steam engines, 182.
196 BULLETIN 173, U. S. NATIONAL MUSEUMHot-bulb and hot-tube igniter, 157,158. (See also Igniters and Ignitiondevices.
)
Houston, E. J., and E. Thomson, centrif-ugal creamer, 1881, 99.Howard, J., and E. Bousfield, boiler,1871, 111.Howd, S. B., hydraulic turbine, 17,Huber, J., injector, 133.Hug, water-wheel buckets, 19,Hugon, gas engine, 145.Human treadmill, 5, 6.Hunneman & Co., fire engine, 1854, 139.Hunt, N., and J. W. Thompson, gover-nor, 1878, 69, 85; steam engine, 1875,50.Hunt, N. C, donor, 50, 93.Hurdy-gurdy tangential water wheel,19.Huygens, C, 25 ; explosive engine, 143.Hydraucone draft tube, 18.Hydraulic engines. Chandler and Silver,1878, 100; Carpenter, 1878, 101.Hydraulic turbines. (See Turbines,hydraulic ; Water motors ; and Waterwheels.
)
Hydrocarbon burners. (See Oil burn-ers.)Hydrostatic engine lubricator, 96.Igniters and ignition devices, 174 (.seealso Spark plugs) ; electric spark,1801, 1860, 144; 1873, 150; flame.1844, 148 ; 1867, 149 ; 1872, 150 ; 1874,151; 1874, 152; 1877, 154; 1879, 154;1882, 156; hot-bulb, 1889-90, 157;1893-95, 157; incandescent metal,1846, 146; 1855, 149; Manly engine,159, 162.Impulse starter, Eisemann magneto, 174.Inclined plane, mechanical element, 2, 3.Indicators, engine, 89-94, bibliography,189; continuous card, 1930, 94; Cros-by, 1879, 92; Crosby Steam Gage &Valve Co., 1930, 93-94 ; Krausch, loco-motive, 1862, 91; Lanza, 94; Mc-Naught, 89; c. 1835-42, 91; NoveltyIron Works, N. Y.. 90 ; reducing wheel,93; Richards, 1862, 89; c. 1867, 92,93; Southern, 89; summary, 89-90;Thompson, c. 1883, 93; Watt, 89, c.1796, 90.Injectors, boiler feed-water : Allen, 1902,132; American Injector Co., assignee,130; Conservatoire des Arts etMetiers, photographs, 133; Desmond,1901, 132 ; feed-water heater, 1925, 132 ;Friedman, 1869, 129 ; Gatchel & Man-ning, Inc., photograph,?, 133; Giffard,1858: (photographs) 133; 1S60, 126,127; Giffard-Sellers, 1863. 1865, 128;1868, 129; Gresham and Robinson,1866, 128 ; Hart and Jenks, 1886, 130
;
Huber, 1898, 133; Jenks and Hart,1886, 130 ; Jenks, 1885, 133 ; Lambert,1889, 133; Lukenheimer Co., assignee,1901, 132 ; Mack, 1886, 133 ; Messinger,
18S6, 133 ; Millholland, 1862, 127 ; Mur-dock, 1889, 133; 1890, 131; NathanManufacturing Co., assignee, 130Nice, 1900, 133; O'Rorke, 1872, 133Robinson and Gresham, 1866, 128Schutte, 1892, 131 ; 1888, 133 ; self-acting, 130, 131 ; Sellers, 1863, 1865, 1281868, 129; Sellers, William, & Co,1876, 129; 1887-1927, 130; 1900-1927131; 1925, 132; photographs, 133Sticker, 1900, 133 ; summary, 125-127Sweeney, 1889, 133 ; unidentified, 133Wotapek, 1884, 130."Inspirator," carburetor, 167.Internal-combustion engines : Americandevelopments, 146 ; Anders and Er-rani, oil engine, 1873, 150, 151 ; At-kinson, unequal stroke, 1884, 145
;
1889-90, 157 ; Autocar, 1901, 165 ; 1921,163; Balzer, 159; rotary, 1894, 165;Barber, gas engine, 1791, 143; Bar-nett, 1838, 144; Barsanti and Mat-tenci, 1854, 1857, 144 ; Beau de Rochas,4-stroke cycle, 145; Beck, 6-stroke,1888, 146; bibliography, 190; Biuneyand Stuart, 157; Bisschop, 145;Braner and Slaby, tests, 1878, 145;Brayton, oil engine, 145; 1874, 147,151; gas engine, 1872, 150; Brown,vacuum gas engine, 1823-26, 144;Buda, gasoline, 1924, 164, 172; CadU-lac, 1903, 1923, 165; Clerk, 2-stroke,1880, 145. 147 ; 1881, 155 ; Crossley &Otto, 1877, 154 ; Curtiss, q. v. ; Curtiss-Baldwin, 1908, 165; Daimler, q. v.;Drake, 1843, 1855, 146; 1855, 149;Duryea, 1892-93, 165; Errani andAnders, oil engine, 1873, 150, 151, 167
;
Ford, 1913, 165; free piston engines,144-146, 152, 153 ; Gilles, loose piston,1876, 1.53: Gnat ABC, 1917, 165;Gnome, 1917, 165; Gyro, 1913, 165;Hall-Scott, 1911, 165; Hautefeuille,explosive engine, 1678, 143 ; Haynes, q.V. ; Hendee, 1911, 165 ; Hispano Suiza,1918, 165 ; Hock, oil engine, 1874, 151,167 ; Hornsby-Akroy, oil engine, 1893-95, 157; Hugon, 1858, 1862, 1865, 145;Huygens, explosive engine, 1680, 143;King Bugatti Dusenberg, 1918, 165;Knight, sleeve valve, 1927-28, 164;Knox, 1900, 165; Langen and Otto,free piston, 144, 145; Lebon, 144;Lenoir, gas, 1860, 144, automobile,144-146 ; LeRhone, 1917, 165 ; Liberty,1917, 165; Manly, radial, 1901, 158-163 ; Marcus, automobile, 144 : Mat-tenci and Barsanti, 18.54, 1857, 144;Maybach, 1918, 165; Mercedes, 1918,165; Million, 1861, 145; Morey, firstAmerican, vacuum, 1826, 146; Nash,2-stroke, 1888, 147; Olds. 1896, 165;Otto, q. v. ; Packard, Liberty, 1918,165; Diesel, 1928, 165; Papln, 1690,143; Perry, q. v.; Pratt & Whitney"Wasp," 1935, 165; radial, 1901, 158;1928, 65 ; Reithman, 1858, 145 ; rotary.
INDEX 1971894, 1911, 1913, 165; Schmidt, com-pression, 1861, 145; Selden, automo-bile, 1895, 147 ; Simon, 1878, 145 ; Sim-plex, 1912, 165: Slaby and Braner,tests, 1878. 145; Street, 1794, 144;Stuart and Binney, 157 ; summary.143-147; tests of, 144, 145; Tresca,tests, 144; Willys-Knight, 1927-28,164; Winton, 1901-1902. 165; Wittigand Hees, 2-stroke, 1880, 147, 155;multiple piston, 1879, 154; Wright,q. V.Internal-combustion engine accessories,173-174. (See also Carburetors, Ig-niters, and Ignition devices.)Invention, bibliography of, 186-187.I. P. Morris turbine, 18.Jenks, James, injector, 133.Jenks, James, and T. J. Hart, injector,1886, 130.Jenks, Joseph, water mill patent, 16.Jet carburetors. (See Carburetors,spray.
)
Johnson, T., pavpl and ratchet, 4.Johnson, Gen. T., iron furnace, 33.Johnston, W., air compressor, 1879, 143.Jonval, N., hydraulic turbine 16, 17.Judson, J., and W. A. Cogswell, gov-ernor, 1875. 83.Kelly, O. A., and E. Lamb, governor,1865, 82.Kelly, W. E., 113.Kelvinator Corporation, 185.Kilburn, G., hydraulic turbine, 17.Kimman, H. J., compressed-air engine,102.Kimman, M. T., donor, 102.King Bugatti Dusenberg engine, 165.King. J. C, pump-valve gear, 1870, 135.Kingsbury bearing, 18.Kinsley, A., 34.Knight, sleeve-valve engine, 1927-28,164.Knight, water wheel, 19.Knowles, L., simplex pump, 1879, 136.Knox automobile engine, 165.Knox, W. C, animal treadmill, 1882, 7.Krausch, C. W. T., indicator, 1862, 91.Krebs, A., carburetor, 1902, 167.Kritzer, hot-air engine, 176.Kumme windmill, 11.Lakeside Station, Milwaukee, boiler,114.Lamb, E., and O. A. Kelly, governor,1865, 82.Lamb, G. A., water wheel, 24,Lambert, A., injector, 133.Lancashire boiler, 106.Langen, E., and N. Otto, free-pistongas engine, 1866, 144-146, 152; 1867,149.Langley aerodrome, engine for, 158
;
carburetor, 171.Langley, S. P., 158, 159.
Lanza, G., indicator, 94.Lauberan, hot-air engine, 176.Lawrence, Mass., pumping station boil-er, 107.Lebon, P., gas engine, 144.Leece-Neville, automobile starting andlighting, 163.Lefiel, J., hydraulic turbine, c. 1883, 18,22.Leffel, James, & Co., turbine, 22.Lenoir, J.-J.-E., gas engine, 1860, 144-147, 151.LeRhone, aircraft engine, 165.Leuchsenring, R., water engine, 1880,21.Levers, mechanical elements, 2, 3.Liberty aircraft engine, 165; Packard-,1918, 165.Lighthall, W. A., steam engine, 1838, 43 ;1849, 46.Lighthouses, Bureau of, hot-air engines,176."Lily of the Swamp," steam fire engine,140.Livingston, Chancellor R. R., 6, 34, 105-108.Locomobile engine, 55.Lodi oil burner, 124.Loper, R. F., steam engine, 1845, 44;1849, 45.Los Angeles hydroelectric plant, 18.Loud, H., antifriction bushings, 103.Lubricators, engine, gravity oiler, 96;hand-pump (Buckeye Engine Co.),96 ; Harrison, 1880, 95 ; Hay, 1888, 95
;
hydrostatic, 96.Luders, H. W., boiler, 1869, 111.Lunkenheimer Co., assignee, 132.Luttgens, H. A., engine governor, 1851,80.Luttgens, H. A., and H. Uhry, valvegear, 64.Lyman, A. S., hot-air engine, 1854, 176.Macdonald, Williams, and Hitzeroth,rope drive, 103.Mack, W. B., 133.Magnetos, dynamos, and generators forengine ignition, 174.Magnus effect, windmills, 11.Make-and-break igniters, 174.Manhattan Co., 34.Manhole cover, boiler, Collinson, 1875,121.Manley, J. A., donor, 113.Manly, C. M., carburetor, 1901, 166,171 ; radial aerodrome engine, 1901,158-163.Manual or muscular power, 1-3, 5, 6.Marcus, S., early automotive vehicle,144-145.Mark, J., part in foundry, 33.Mars Iron Works, 35.Mason Regulator Co., donor, 54.Matach and Nancarrow, 35.Mattenci and Barsanti, gas engine, 144.Matthews, R., donor, 174.
198 BULLETIN 173, U. S. NATIONAL MUSEUMMaudslay, J., and J. Field, steam en-gines, 1842, 43-44.Maxim, H. S., steam pumping unit, 1874,50.Maybach carburetor, 167; engine, 165.Mayhew, T., diaphragm steam engine,1879, 52.McAlpin and Mclnnis, rice mills, 42.McCafferty, W. II., 48.McElroy, J. B., belt fastener, 1875, 102.McGlinchley, C. E., and C. F. Stokes,roller gear, 103.McMillan, A. M., engine starter, 174.McNamar, J. H., and II. Scheidler,throttle valve, 1875, 98.McNaught, J., indicator, 89 ; c. 1835-42,91.McQueen, R., steam engine builder, 34-36.McReady. R., 157.Mechanical elements and powers, 2rA.INIengel Co., 54.Mercedes engine, 165.Mercury motor, Miller, 1877, 60.Merrimac Co., 17.Messer, hot-air engine, 176.Messinger, W. L., injector, 133."Metropolitan" steam lire engine, 1906,141.Mettler, Lee B., Co., donor, 124; gasburner, 1930, 124.Michigan Lubricator Co., 95.Miller, C, rotary steam engine, 1859, 56.Miller, T. D., mercury motor, 1877, 60.Millholland, J., injector, 1862, 127.Million, gas engine, 1861, 145.Mills, E., draftsman, 114.Mills, K. L., water motor, 24.Milwaukee Electric Railway & LightCo., 1926, 114.Mithridates, 14.Mixing valves. {See under Carburet-ors.)Moebius, C. E. L., reversing mechanism,103.Monitor, U. S. S., 175.Monitor windmill, 1881, 10, 11.Moody, L. F., draft tube, 18, 24.Moore, I. N., steam pump, 1891, 138.Moore, J., water wheel, 19.Moore, T., chain hoist, 4.Morey, S., first gas (vacuum) enginein America, 146.Morin, animal power capacity, 6.Morris, EUwood, hydraulic turbinetests, 17.Morris, I. P., hydraulic turbine, 18.Morrow, Charles, 37.Motsinger magneto, 174.Mott, D. W., hand and foot motor, 7.Muhlenburg, D., 35.Miirdock, H. B., injector, 1889, 133;1890, 131.Nancarrow, J., steam-engine builder,33, 35.Nash, L. H., 2-stroke gas engine, 147.
Nathan Manufacturing Co., assignee,130.National Water Tube Boiler Co., boiler,1885, 113.Nehf, C. T., donor, 139.Neville, J., boiler, 106.Newcomen, Thomas, 25; boiler, 104;steam engine, 1712, 28-32, 36.Newcomen Society, donors, 28.New England Rolling Mills, 77.New Jersey Copper Mine Association,33, 35.New Jersey Historical Society, donor,36; original Fulton drawings at, 39.New York Historical Society, descrip-tion Fulton drawings, 39.Nice, H. T., injector, 133."Noria," 14.Norse mills, 14, 15.North River, steamboat, 39.Novelty Iron Works, N. Y., 91.Novelty Iron Works, Savannah, 42.Oak Grove hydroelectric plant, 18.Oil burners, Babcock & Wilcox, 1929,124; Dexter, 1879, 122; Lodi, 1929,124 ; Ray, 1914, 123 ; Salisbury, 1879,122.Oil engines. (See Internal-combustionengines.
)
Oilers. (See Lubi'icators, engine.)"Old Bess," Watt steam engine, 31.Olds Motor Works, donor, 169.Olds, R. E., automobile engine, 165;carburetor, 167, 169,Ormsbee, E., repairing steam engine,33.O'Rorke, T., injector, 133.Otto, H., and P. F. Bell, slide valve,1883, 70.Otto, N. A., 4-stroke gas engine, 1876,145; 1882, 156; hot air engine, 1875,180; models of, 153, 105; tests of,145, 346.Otto, N. A., and E. Langen, free pistongas engine, 1866, 144-146, 152; 1867,149.Otto, N. A., and W. J. Crossley, gas en-gine, 1877, 154.Otto Engine Works, 156.Packard aircraft engines, 165.Papin, D., steam engines, c. 1690, 25,27, 59; 1707, 115; internal-combus-tion engine valves, 143.Pascal, 25.Patents, first U. S. steam boiler, 106,Pearl Street Station, 114.Peavy, A. J., governor, 1870, 82.Pelton, L. A., water wheels, 19.Pelton Water Wheel Co., 19; buckets,1901-1912, 22, 23.Perry, S., gas engine, 146-148.Perry, T. O., windmills, 10, 11.Peters hot-air engine, 170.Pettibone, R. J., and B. Garvin, grate,1867, 121.
INDEX 199Philadelphia Electric Co., 18, 23.Philadelphia waterworks, 34, 106, 108.Philo of Byzantium, water wheel, 14.Pickering, J., chain hoist, 1870, 4.Pickering, T. R., governor, 85.Pickering Governor Co., donor, 85 ; gov-ernor, 1931, 86.Pitts, W. R., and G. K. Gluyas, con-denser, 1872, 88.Planetary gear, 103.Piatt, J., rotary steam engine, 1862, 56.Pococke, Dr., 32.Polacca, steamboat, 1798, 34.Pomeroy, O. C, belt lacing, 103.Poncelet, 6, 11 ; water wheel, 15 ; hy-draulic turbine, 16, 18.Porta, 24.Porter. C. T., governor, 1858, 81.Portland Railway Light & Power Co., 18.Powdered fuel. {See Pulverized fuel.)Powel, heirs of Samuel, donors, 157.Prairie windmill, 12.Pratt & Whitney "Wasp" engine, 165.Prayer wheel, 7.Pressure cooker, Papin, 27.Princeton University, 156.Pulley, mechanical element, 2, 3.Pulverized fuel system, Cockerell, 1876,121.Pump, rotary water, Clow, 1856, 142.Pump, sand, Eads, 1869, 142.Pump, ship's combination, 1864, 134-135.Pumping engine, steam, Corliss, 1870,75 ; 1879, 78.Pumping unit, automatic steam, Maxim,1874, 50.Pumps, steam. (See Steam pumps.)Kank, L., antifriction journal bearing,103.Raukine, animal power tests, 6.Ray Oil Burner Co., donor, 123.Ray, W. R., oil burner, 1914, 123.Read, N., boiler, 106 ; steam engine, 33.Refrigerating machines : Audiffren,1913, 183 ; domestic electric unit, c.1918, 184; Frost-maker, c. 1914, 184;Gorrie, 1851, 183.Reid, J., governor, 1879, 85.Reily, H., and P. Waldo, rotary steamengine, 1875, 57.Reithman, internal-combustion engine,145.Reversing mechanism, Moebius, 103.Rexford. P., fire grate, 1883, 123.Rhodes, W. K., boiler, 1869, 111.Richards, C. B., indicators, 89 ; c. 1867,92, 93.Richards, T., balanced valve, T^^HH. 68Rider, A. K., hot-air engine, 1S71, ISO.Rider-Ericsson Engine Co., 181.Ritty, S., boiler, 1875, 112.Roach, John V., engine builder, .11.Robeson & Sons, hydraulic turbine at,17.
Robinson, J., and J. Gresham, injector,1866, 128.Rocket, locomotive, boiler of, 106.Roebling, J. A., safety steam gauge,1842, 119.Rogers, T., cut-off, 71.Roller gear, Stokes and McGlinchley,103.Roosevelt, Nicholas, 33-36.Roosevelt, Smallman, and Staudinger,boiler, 108.Rope drives, 103.Roper, hot-air engine, 176.Rotary water engine, 21.Rotary water pump. Clow, 1856, 142.Rourke, J., Sr., donor, 42.Rumsey, J., 33 ; boiler, 37, 107, 114.Rumsey, T., 37.Rush, J., steam engine builder, 35.Safety gauges. (See Gauge, steam, andSafety valves.)Safety valves, boiler. Frick, 18.58, 120;Papin, c. 1690, 27; Roebling. 1842,119; Stevens, 1804, 109; 1803-25, 110;1825, 119.Salisbury, S. C, hydrocarbon burner,1879, 122.San Francisquito No. 2 hydroelectricgenerating station. IS.Sand pump, Ead.s. 1869, 142.Sangyl, George, 40.Sargeant. C, belt hook, 102.Savery, T., 25 ; boilers, 104 ; engine, 1698,27, 59.Sawyer, E. O., belt coupling, 103.Scheidler, R., and J. H. McNamar,throttle valve, 1875, 98.Schleicher, Schuni & Co.. 156.Schmidt, G., gas engine, 145.Schofield, F. F., rotary steam engine,1876, 57.Schuhknecht, A., belt fastener, 103.Schutte, L., Injector, 131.Schuyler, Col. J., 32, 36.Schuyler, P., 33.Schwartz hot-air engine, 176.Science Museum, London, 86, 90, 107.Sciple, H. M., steam engine, 1880, 52.Scotield, S. C, universal joint, 1870,103.Screw, mechanical element, 2.Secor, T. F., 36.Selden, G.. automobile patent, 147.Sellers, William, Giffard-Sellers injec-tors, 186.3, 186.5, 12S; 1868, 129; steamengine. 1872, 49.Sellers, William, & Co.. Inc., donors,129-131 : inj.vtors, 1876, 129 : ia?i7-1927. 130; 1900-1927, 131; 1925. 132;introduced Giffard injector, 126.Separators, centrifugal. (See Centrif-ugal .separators.)Sequin, boiler, 106.Sewell, W., and A. S. Cameron, steampump, 1864, 134.
200 BULLETIN 173, U. S. NATIONAL MUSEUMSeymour furnace walls, 114,Shaft, bearings, 103; couplings, 103;flexible, Stow, 1872, 103.Sharp and Curtenius, 32.Sharp, Stewart & Co., 126.Shlarbaum, H., oscillating engine, 47.Shock, W. H., 39.Siamese steam engine, 44.Sickels, F. E., drop cut-ofe, 1841, 61,62; 1852, 64; valve gear, 60.Silver, S. N., and L. S. Chandler, hy-draulic engine, 1878, 100.Simon, engine, 145.Simplex automobile engine, 165.Singley, S., antifriction alloy, 103.Sintz, C., carburetor, 167.Slaby & Braner, gas engine tests, 145.Smallman, J., 35.Smallman, Staudinger, and Roosevelt,boiler, 108.Smeaton, boiler, 105.Smith, B. H., windmill, 14.Smith, N. E., belt splicing, 102.Smithsonian Institution, 158, 171.Smoke jacks, 175.Soho (N. J.) engine works, 34, 35.Solenoid electric gear shift, 163.Somerset, E., Marquis of Worcester,steam engine, 25.South Carolina Railroad Co., 6.Southern, J., indicator improvement,89.Southern Railway System, donor ofsteam engine, 48.Spark plugs, 174. (See also Ignitersand ignition devices.)Sparks, L. H., windmill, 11.Splitdorf Electrical Co., magneto, 174.Spring motor, Warren, 1880, 7.Stackhouse & Rogers, steam-enginemanufacturers, 35.Stanley Automobile Co., 55.Stanley, F. E., and F. O., automobileengine, 1897, 54, 55.Starbuck, G. H., condenser, 1878, 88.Starters, engine, 174 ; generator, Apple,1911, 174.Staudinger, 36; Staudinger, Roosevelt,and Smallman, boiler, 108; Stau-dinger and Livingston, boiler, 105.Steam-boiler accessories, steam boilers,etc. (See Boilers, steam, etc.)Steam-engine accessories, 95-100.(See also Belt drives, Governors, In-dicators, Valve gears) : Bibliography,189; gate valve, Bramwell, 1859, 97;governor valve, Fitts, 1859, 98 ; lub-ricators, gravity oilers, 96; Harrison,1880, 95 ; Hay, 1888, 95 ; hydrostatic,96; oil clarifier (centrifugal), DeLaval, 1931, 100; piston-rod packing,Hewitt. 1879. 98.Steam engines, atmospheric, 25, 27-33,36 ; "Automatic," Thompson andHunt, 1875, 50 ; Westinghouse, Junior,c. 1900, 54; automobile, Locomobile,
1901, 55; Stanley, first, 1897, 54; c.1923, 55; bibliography, 188; dia-phragm type, Mayhew, 1879, .52.Steam engines, general : Aeolipile, c.150, 24, 26, 59; Allaire, 36; Baker,1878, 51; beam (model), 60; Benson,1847, 44 ; Blackford, 1829, 43 ; Boultonand Watt, c. 1776, 31; c. 1801, 34;1805-6, 35; Branca, c. 1629, 26;Brown, c. 1790, 33 ; Buckeye, q. v.,1875, 50; builders, early, .35-.36; Car-dan, 24 ; Chancellor Livingston, 41
;
Clermont, 39, 40; Colles, 1773-74, 32;compound, models by Wardlaw, 59;Corliss, G. H., q. v. ; de Cans, 24, 25,59: Ericsson, J., 1849, 46; 1858, 47;1864, 48 ; Evans, O., 1773-1819, 34, 35exported, 1806. 35; first in America,1755, 32, 36 ; Fitch, 1786-87, 33 ; Fitch,Thornton, and Hall, 1790, 33 ; Fulton,1805-1806, 35, 39-^12; Heron, q. v.;Higginson, 1877, 51; history (early)24; history (in America), 32; hori-zontal (full size) 1864, 48; Horn-blower, 1755, 32, 36; indicator anddiagram, 1840, 90 ; Kinsley, 1801, 84Lighthall, 1838, 43; 1849, 46; Loper,1845, 44; 1849, 45; Manufacturers,early, 35-36; Maudslay and Field,1842, 43; Maxim, 1874, 50; Mayhew,1879, 52; McQueen, c. 1801, 34, 36;mercury vapor. Miller, 1877, 60; Nan-carrow, c. 1876, 33 ; Newcomen, q. v.New York waterworks, 1774-75, 1785,32; 1799 and 1801, 34; "Old Bess,"1777 ; oscillating cylinders, q. v.Papin, c. 16.90, 24, 27, 59; Porta, 24;portable, Sciple, 1880, 52; radial,William Mont Storm, 1865, 49; Read,1788, 33 ; John V. Roach & Sons, 36Roosevelt, Schuyler, and Mark, 1798-1800, 33, 34; Rumsey, 33, 37; at Sa-vannah, 1815, 42 ; Savery, 1698, 25, 27,59; Sciple, portable, 1880, 52; Small-man, 1802-1806. 35 ; Soho, N. J., 1798,34 ; Somerset, Marquis of Worcester,c. 1663, 25 ; steamboat, see Steam en-gines, marine; Stevens, 1804, 38;Stevens, Livingston, and Roosevelt,1798, 34; Storm, radial, 1865, 49;Thompson and Hunt, 50; triple ex-pansion, models by Wardlaw, 59 ; VanDeren, 1860, 59; vapor, carbon di-sulphide, Colwell, 1879, 101; verticalhoisting, 51 ; vertical, models byWardlaw, 59 ; Watt, q. v. ; Willis, W.N., 59; wobble disk type, 45.Steam engines, marine : Balanced, 1864,48 ; Chancellor Livingston, 39, 41-42Chief Justice Waite, 1888', 53; earlyexperimenters, see also by name, 33-41 ; Ericsson, 1858, 47 ; 1864, 48 ; half-beam, 1849, 46; horizontal, 1845, 44;horizontal with vertical beam, 1838,43; 1849, 46; Lighthall, 1838, 43;1849, 46; Loper, 1845, 44; 1849, 45;
INDEX 201Maudslay and Field, 1842, 43-44;Rumsey, 1787, 37; Stevens, 1804, 38;walking beam, 1888, 53.Steam engines, oscillating cylinders,Fiske, 1880, 53; Graham, c. 1880, 52;piston. Baker, 1878, 51 ; Sellers, 1872,49 ; Shlarbaum, 1863, 47.Steam engines, rotary (see also Tur-bines, steam) : Baker and Baldwin,1839, 55; Gabriel, 1867, 56; Miller,1859, 56; Piatt, 1862, 56; Reily andWaldo, 1875, 57; Schofield, 1876, 57;unidentified, 59.Steam-engine valve gears. (See Valvegears, steam engine.)Steam gauges. (See Gauges, steam.)Steam pumps, 125, 133-138: Cameronand Sewell, 1864, 134 ; Corliss, q. v.
;
Davies, 1880, 137; direct-acting, 133,135, 137 ; Dow, 1879, 137 ; duplex, 134,135 ; Knowles, 1879, 136 ; Moore, 1891,138 ; Sewell and Cameron, 1864, 134simplex, Knowles, 1879, 136; Worth-ington, 1855, 133 ; 1859, 134 ; 1871, 135.Steam pump valves: Cameron, 1874,135; Frost, 1890, 138; King, valvegear, 135 ; Union Manufacturing Co.,assignee, 138.Stearns and Hodgson, governor, 1852, 81.Steenstrup, Paul, 106.Stephenson, G., locomotive boilers, 106.Stephenson valve gears, 54, 55, 64.Stevens, E. A., 38 ; donor, 109.Stevens, F. B., condensers and still,1862, 1863, 87; grate bar. 1879, 123;valve gear, 1861, 66.Stevens, F. B., and R. L., valve gear, 66.Stevens, J., 6, 34-36; boiler, 107; 1804,109, 115 ; 1803-25, 109 ; safety valve,1825, 119 ; steamboat engine, 38.Stevens, J. C, boiler, 107.Stevens. R. L. and F. B., valve gear,1841, 66.Stevens Institute of Technology, 39,119; donor, 109.Sticker, F., injectors, 133.Stiker, F. P. and J. Firmenich, boiler,1875, 112.Still, sea water, Stevens, 1863, 87.Stillman, hot-air engine, 176.Stirling, A., boilers, 114, 115.Stirling hot-air engine, 175, 177.Stoker, Westinghouse, 117.Stokes, C. F. and C. E. McGlinchley,roller gear, 103.Stone, J. M., adjustable eccentrics, 1865,71.Storm, W. M., aerosteam engine, 182;steam engine, 1865, 49.Stoughton, Mrs. E. W., 181.Stow, N.. flexible shaft, 103.Strabo, 14.Street, R., gas engine, 144.Stromberg carburetor, 163.
Stuart, H. A., and C. R Binney(Hornsby-Akroyd engine), 157.Stuart, W. W., donor, 184.Sturtevant and McQueen, 35.Sulzer Brothers, valve gear, 71.Swain, A. M., hydraulic turbine, 18.Sweeney, T. J., injector, 133.Tabor, Amos, windmill, 10.Tarr, aerosteam engine, 182.Thermostiit, Fulton, on gasoline engine,164.Thompson, J. "W., indicator, 93: valvegear, 1875, 69, 85.Thompson, J. W., and N. Hunt, governor,69; 1878, 85; steam engine, c. 1875,50.Thomson, E., and E. J. Houston, cen-trifugal creamer, 1881, 99.Thornton, W., steamboat engine, 33.Thurston, R. H., 158.Tillotson carburetor, 168; 1926, 172;1927, 173.Tillotson Manufacturing Co., donor, 172,173.Torricelli, 25.Transmission of power, mechanical,102-103.Traxler, F. K., dog power, 1878, 7.Treadles, Bozerian, 7; Mott, 7.Treadmills, 5-7.Tresca tests, 144.Trevithick, R., boiler, 105.Trowbridge, W. P., boiler, 1865, 114.Turbines, hydraulic {see also "Watermotors. Water wheels) : Bibliog-raphy, 188; first in United States,17; impulse or tangential, 18-23:Atkins. 1853, 18, 19; bucket, develop-ment, 19; Doble, 22, 23; Girard, 19;hurdy-gurdy, 18, 19: jets, control of,19, 20: Pelton, 22, 23. Reaction, 15-18, 24: axial flow, first, 14, 15; Bar-ker, 1743, 15; Boyden, 1844, 17:Brooks, 1880, 21; at Conowingo, 24;double runner. Leffel, 18, 22: drafttube, 18 ; efficiency of early, 17
;
Fourneyron, 16, 17 ; Francis, 17, 18Greek mills, 14, 15; guide vanes, 18;high head, 18 ; Howd, 17 ; Hydraucone,18; I. P. Morris, 18: Jonval, 16, 17;Kilburu, 17 ; mixed flow, IS ; Morris,17; Nor.se mills, 14, 15; Poncelet, 16,18; radial flow, 16, 17; Scotch mills,16; seal rings, 18.Turbines, steam (see also Steam en-gines, rotary) : Bibliography, 188;Branca, 26 : Davis, static pressure,59; De Laval, 1883, 100, 189; Gen-eral Electric. 1926-1930, 57; Heron,24, 26, 59.Tuthill, N., windmill, 10.Twibill, G., boiler, 114.49970?39- -14
202 BULLETIN 173, U. S. NATIONAL MUSEUMUhry, H., and H. A. Luttgens, valvegearing, 1855, 64.Union Manufacturing Co., assignees,138.United American Bosch Corporation,donor, 173.United Fire Engine Co., No. 3, donor,140.United States Military Railroad De-partment, engine, 1864, 48.Universal joints, 103.Uppercu, I. M., donor, 168.Vacuum vapor "power plant," 1933, 58.Valve gears, steam engine, 60-79:Adams. 1838. 62; Allen, 1841, 62;1842, 63; 1848, 63; 1855, 64; 1857,65; Babcock & Wilcox, 1866, 67;Bartlett, 1867, 68; Brown and Bur-leigh, 1856, 69; Buckeye Engine Co.,69; Carhart, 1866, 67; Corliss, 1849,71 ; 1851, 72 : 1859, 74 ; 1860, 77 ; 1875,76; 1876, 77; 1882, 78, 79; cut-ofifs:drop, 60-65, 71-74, 76-79 ; first. Watt,1776, 1782, 60 ; riding, 62, 67 ; rotary,66 ; separate valves, 63 ; variable, 60
;
Oilman, 1850, 65; Greene-Wheelock,70; link motion, 54, 55, 64; Otto andBell, 1883, 70; poppet, 61-65, 68;Richards, 1866, 68 ; Rogers, 1845, 71Sickels, 1841, 60-62 ; 1852, 64 ; steam-boat, Stevens, 1861, 66; Steenstrup,boiler, 1828, 106; Stephenson, 54, 55,64 ; Stevens, F. B., 1861, 66 ; Stevens,F. B. and R. L., 1841, 66 ; Stone, 1865,71 ; Sulzer Brothers, 71 ; Thompson,1875, 69, 85; Uhry and Luttgens,1885, 64; Wiegand, 1857, 65; Whee-lock, 1885, 70; Woodbury, 1859. 66.Valves, steam-engine : Balanced, 67, 68cone valve, 64 ; governor, 79, 98 ; grid-iron plug valves, 70 ; slide valve, 70throttle, 79, 98.Van Deren, G. W., steam engine, 59.Van Dusen's Garage, donor, 174.Vapor engines, carbon disulphide, 1879,101 ; mercury, 1877, 60 ; vacuum vaporpower plant, 1933. 58.Vertical windmill, 1879, 12."Viking Tower," 9.Vincent G. Apple Laboratories, donor,174.Vinci, Leonardo da, 8; chimney jack,175.Vitruvius, water mill, 14.Voight, H., 33. 115.Volcanic engine, Evans, 146, 182.von Guericke, 25, 26.Vulcan electric gearshift, 163.Wadsworth, H., boiler models, 139.Waldo, P. G. and H. Reily, rotarysteam engine, 1875, 57.Walker, B. P., belt joint, 102.Ward, J. B., 47.Warden, H., licensee, 157.
Wardlaw, F. A., model of fire engine,141 ; steam engines, 59.Wardlaw, F. A., and F. A. Jr., donors,59, 141.Warren, J., spring motor, 1880, 7.Washburn, aerosteam engine, 182.Washington, George, 5, 35.Water engine, Leuchsenring rotary,1880, 21.Water-level alarm, Frick, 1858, 120.Water mill, first, 14 ; gearing, c. 1870, 20.Water motors, Colton, 1881, 24; Lamb,1865, 24; mills, 1887, 24; domesticEyster, 1879, 21 ; Haworth, 1878, 20.Water wheels {see also Pelton, Turbines,hydraulic, and Water motors) : Bibli-ography, 188; breast wheel, 15;Brooks, 1880, 21 ; current wheel, 14,18; Doble, 1899, 22; efficiencies of,15, 17 ; firsts, the Noria, chain ofbuckets, water mill, 14 ; over-shot, 15
;
Poncelet, 15, 18; Roman mill, 14;tangential, 18 ; undershot, 15, 16.Watkins, J. E., donor, 86.Watt, James, 5. 25; boilers, 104-105;condenser, 1769, 25, 96 ; engines, 31engine at Savannah, 1815, 42 ; enginecut-off, 60; engine indicators, 89, c.1796, 90; indicator diagram, 90. (Seealso Boulton & Watt.)Webster Electric Co., magneto and ig-niter, 174.Webster furnace, 117.Weis, A. L., donor, 53.Weis, F. N., model river steamboat en-gine, 53.Westinghouse, stoker, 117 ; junior steamengine, c. 1900, 54.Weston, T. A., chain hoist, 4.West Point Foundry, 39.Wheel-and-axle, mechanical element, 2.Wheeler, L. H., windmill, 10.Wheeler, S., universal joint, 1869, 103.Wheeler, W. A., windmill, 1879. 12.Wheelock, J., valve, 1885, 70; Greene-Wheelock valve, 70."Whirlwind," Wright engine, 165.White, W. M., hydraucone, 18.Whiting, J. M., aerosteam engine, 1879,182.Wiegand, S. L., valve gear, 1857, 65;boiler furnace, 110.Wilcox, S., Jr., boiler, 108, 114; hot-airengine, 176.Wilcox, S., Jr., and G. H. Babcock, boil-ers, 1867 and 1876, 115 ; steam gener-ator, 1876, 116; valve gear, 1866, 67.(See also Babcock & Wilcox Co.)Wilkinson, D., 33.Willet, A. W., 31.Williams, Hitzeroth, and Macdouald,rope drive, 103.Willis, W. N., steam engine, 59.Willys-Knight, engine, 1927-28, 164.Willys-Overland, Inc., donors, 164.Wind-electric generators, 11 ; Farmer,1880, 13.
INDEX 203Windmills, 7-14 : Airplane-propeller, 11
;
American type, 9, 11, 13 ; Benson,1878, 14 ; Bevil, 1880, 13 ; bibliography,187 ; brakes, 8, 13 ; Burnham andHalladay, 10 ; construction, early, 8
;
Cook, 1878, 14 ; Cottle, 1879, 13 ; Cru-saders brought to Europe, 8 ; direct-ing into wind, 8-11, 13 ; Dutch type,a Flemish invention, 9 ; Dutch type inAmerica, 9, 10 ; electric generators,11; Farmer, 11, 13; firsts, authenticrecord, 1191, 8 ; wind wheels, 7, 8governors, 9, 10 ; Halladay and Burn-ham, 1854, 10; Halladay Co., 10;Heron, c. 150 A. D., 8 ; horizontal, 11Kumme system, 11 ; "Magnus effect,"11; Monitor, 1881, 11; at Newport,1677, 9 ; paddle wheel, horizontal andvertical, 12; Perry, T., experiments,10, 11 ; improved efficiency, 11 ; postmills, 8, 9 ; prairie, 12 ; pulley winder,9; Smith, E. H., 1878, 14; smock, 8;Sparks, Monitor, 1881, 11 ; tower mills,9; vertical, 12; Wheeler, 1879, 12;Wood, 1879, 14,Wind power, 7-14.Wind wheels, 7, 11.
Winslow-Baker-Meyeriug Corporation,donor, 184.Winton, A., automobile engine, 165 ; car-buretor, 167.Wittig, W., and W. Hees, gas engines,1879, 154, 155 ; 1880, 147.Wood, H. M., windmill, 14.Woodbury, D. A., shaft governor, 1870,83 ; valve gear, 1859, 66.Woolf's boiler, 105.Worcester, Marquis of, steam engine, 25.Worthington, H. R., direct-acting pump,1855, 133 ; "duplex" pumps, 1859, 134
;
1871, 135.Worthington, H. R., and W. H. Baker,direct-acting pump, 1849, 134 ; water-level gauge, 1847, 119.Wotapek, J., injector, 1884, 130.Wright aircraft engines, 165.Yale and Towne Manufacturing Co.,donor, 3.Youle, J., iron castings, 36.Zenith carburetor, 168, 171. 172.Zenith-Detroit Corporation, donor, 171,172.




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