Engineering, Building, and Architecture

Engine Room From Coast Guard Buoy Tender Oak

Not many museums collect houses. The National Museum of American History has four, as well as two outbuildings, 11 rooms, an elevator, many building components, and some architectural elements from the White House. Drafting manuals are supplemented by many prints of buildings and other architectural subjects. The breadth of the museum's collections adds some surprising objects to these holdings, such as fans, purses, handkerchiefs, T-shirts, and other objects bearing images of buildings.

The engineering artifacts document the history of civil and mechanical engineering in the United States. So far, the Museum has declined to collect dams, skyscrapers, and bridges, but these and other important engineering achievements are preserved through blueprints, drawings, models, photographs, sketches, paintings, technical reports, and field notes.

Patent Model, Life Boat

Joseph Francis of New York (1801–93) made a name for himself in the 1840s and 1850s manufacturing light and sturdy corrugated-iron lifeboats and other nautical gear. This 1841 patent model shows his design for a wood or metal boat fitted with airtight copper tanks.
Description
Joseph Francis of New York (1801–93) made a name for himself in the 1840s and 1850s manufacturing light and sturdy corrugated-iron lifeboats and other nautical gear. This 1841 patent model shows his design for a wood or metal boat fitted with airtight copper tanks. These tanks were to be charged with gas or air to provide buoyancy and, in an emergency, would work in conjunction with several holes through the bottom of the boat. When the boat started taking on water in rough seas, the holes would be opened. That action, combined with the buoyancy of the tanks, would permit drainage.
The well-known inventors of mid-19th-century America—Elias Howe, Cyrus McCormick, and Samuel F. B. Morse—were celebrated as national benefactors. Aspiring inventors regarded applying for a patent not just as a key step on the road to potential wealth, but as a patriotic duty—a contribution to the country’s betterment and future. Solidly within this style, Joseph Francis confidently called his buoyant boat the “great American life boat.” He declared with pride that “the model and application of the buoyant power which I now claim . . . is the best and safest for life boats and all other boats and vessels . . . it is different from and an improvement on all former invention by me and any other person . . . .”
In fact, the 1841 patent represented by this model is but a minor alteration to his first patent, an 1839 design for a double-bottomed boat fitted with buoyant air cylinders. His second attempt simply added additional tanks to the boat’s ends and flattened the bottom of the hull to enable it “to sit upright when left by a retiring surge upon a rock bar or beach, where other modeled boats would be upset.”
Date made
1841
patent date
1841-03-26
patentee
Francis, Joseph
inventor
Francis, Joseph
ID Number
TR.308542
catalog number
308542
accession number
89797
patent number
2,018

Plate 7. Ruins of Stone Bridge, Bull Run

Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by William R.
Description
Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by William R. Pywell, text and positive by Alexander Gardner.
This sketch represents a portion of the field of the battle of Bull Run, fought on the 21st of July, 1861, by the forces under Gen. McDowell and Gen. Beauregard. In a general order, issued on the 20th, Gen. McDowell said: "The enemy has planted a battery on the Warrenton turnpike to defend the passage of Bull Run; has seized the stone bridge, and made a heavy abatis on the right bank, to oppose our advance in that direction. The ford above the bridge is also guarded, whether with artillery or not, is not positively known, but every indication favors the belief that he proposes to defend the passage of the stream. It is intended to turn the position, force the enemy from the road, that it may be re-opened, and, if possible, destroy the railroad leading from Manasses to the Valley of Virginia, where the enemy has a large force." General McDowell commenced operations with the divisions of Tyler, Hunter, Heintzelman, and Miles-33,000 men; 18,000 of whom were engaged. The strength of the enemy was about the same, and was all engaged. The plan of the attack was for Tyler's division to threaten the passage of the bridge, Miles to make a demonstration at Blackburn's Ford, two miles below, and the divisions of Hunter and Heintzleman to move up the stream ten miles, and by a flank movement surprise and overwhelm the enemy while occupied with the two other divisions.
The country at that time was densely wooded, and the entire portion shown in the sketch occupied by the Confederates. It was expected that Hunter and Heintzelman would strike the left of the enemy at daylight on the 21st, but owing to unforeseen obstacles, failed to reach the designated point until after ten o'clock. This delay revealed the movement to Beauregard, who immediately disposed his forces to meet it by extending them obliquely across the turnpike, facing the bridge, at a distance of about two miles. Hunter, Heintzelman, and Tyler, who had crossed the bridge, attacked the enemy, and the engagement became general; our forces, after a severe struggle, driving him in great confusion from the field, and occupying the turnpike. The fighting had nearly ceased, and Gen. McDowell was expressing his thanks to some of his officers for their services, when Johnston's reinforcements from Winchester suddenly appeared in rear of our right, and threw our lines into utter confusion. A feeble attempt was made to repulse the attack, but the regiments rapidly broke to pieces, and forming a mass of terror-stricken fugitives, rushed from the field down across the bridge, which soon became obstructed by wagons, and to prevent pursuit by the enemy was destroyed. A portion of this ground was fought over in the battles of Gen. Pope in 1862, and hundreds of acres still bear evidences of those fearful scenes.
Location
Currently not on view
date made
1862-03
maker
Gardner, Alexander
ID Number
1986.0711.0334.07
accession number
1986.0711
catalog number
1986.0711.0334.07

Model of an Oscillating Steam Engine – ca 1889

This is a demonstration model of an oscillating cylinder steam engine. It was designed by William Graham of Carlisle, Pennsylvania about 1889.
Description
This is a demonstration model of an oscillating cylinder steam engine. It was designed by William Graham of Carlisle, Pennsylvania about 1889. Graham was awarded United States Patent Number 413,506 on October 22, 1889 for the design of this type engine, and the patent drawings match this model very closely.
An oscillating steam engine differs from a standard engine in that the steam cylinder is pivoted on the engine frame and oscillates up and down about the pivot as its connecting rod operates the crankshaft of the engine. In a standard engine, the cylinder is fixed in orientation, and the piston rod is connected to a crosshead which moves fore and aft within a set of guides. The crosshead in turn is coupled via a pin to the connecting rod which allows it to pivot independently as the crankshaft revolves.
One advantage of an oscillating cylinder design is the engine is relatively compact and occupies less space than a standard engine. Graham made such a claim as a benefit of his patent. He also claimed his design used few parts, was simple in construction and low in construction cost. His patent also included new features for reducing and compensating for wear of the engine steam valve as well as a method for assuring steam-tight attachments where the steam enters and exits through the cylinder’s pivot points. Engines based on this design were built in sizes from 5 to 10 horsepower and were popular in central Pennsylvania for small shop power.
In the image of the model the steam cylinder is seen at the left with its cylinder rod attached directly to the crank arm of the flywheel. The steam valve is the horizontal cylinder on top of and at 90 degrees to the steam cylinder. As the steam cylinder oscillated up and down about its central pivot, the valve was operated by the lever shown extending from its front to a sliding pivot in the slotted vertical frame at the front of the engine. The timing of the valve could be adjusted by the small wheel at the top which moved the pivot point up and down in the slot. The patent drawings show the pivot point was intended to be adjusted by a fly-ball governor.
date made
ca 1880
ID Number
MC.310898
catalog number
310898
accession number
132,179
patent number
413,506

Doble Water Wheel, Patent Model

This model was submitted to the U.S. Patent Office with the application for the patent issued to William A. Doble, of San Francisco, California, February 7, 1899, no.
Description
This model was submitted to the U.S. Patent Office with the application for the patent issued to William A. Doble, of San Francisco, California, February 7, 1899, no. 619149.
The model represents a small sector of the rotor of a water wheel to which are attached three buckets, which illustrate, generally, the characteristics of the modern [1930s] tangential water-wheel bucket, i. e., the notched lip, the splitter wedge, the curved face and back, and the method of attaching the buckets to the rotor.
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 in any way except in the plane of the wheel’s rotation. The curves are developed upon the theory that the water moving at high velocity has a tendency to remain in one plane, called “kinetic stability”, so that the resultant angles of reaction caused by the reversing curves of the bucket faces are not a normal result of these curves but are divergent therefrom.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1899
patent date
1899-02-07
inventor
Doble, William A.
ID Number
MC.309207
catalog number
309207
accession number
89797
patent number
619,149

Lighthall Half-Beam Marine Engine, Patent Model

This model was submitted to the U.S. Patent Office with the application for the patent issued to William A. Lighthall, of Albany, New York, October 23, 1849, no.
Description
This model was submitted to the U.S. Patent Office with the application for the patent issued to William A. Lighthall, of Albany, New York, October 23, 1849, no. 6811.
The model shows a combination of a horizontal cylinder with a vertical beam to which the engine’s force is applied between the fulcrum and the connecting rod to the engine crank. It permits locating the propelling machinery of a side-wheel steamboat low within the hull.
The model is a panel representing a horizontal cylinder with piston rod connecting to a short beam pivoted at a point below the level of the cylinder. From a short distance above the point at which the piston force is applied to the beam a long connecting rod connects to the crank on the engine shaft located above the cylinder and at the middle of its length. The location of the condenser below the cylinder and the location of the air pump and the manner of operating it are shown by the model.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1849
patent date
1849-10-23
inventor
Lighthall, William A.
ID Number
MC.308641
catalog number
308641
accession number
89797
patent number
6,811

Sciple's Patent Model of a Portable Steam Engine –1879

This model was filed with the application to the U.S. Patent Office for Patent Number 224,482 issued to Harry M Sciple of Selin's Grove, Pennsylvania on February 10, 1880. The patent was for a new and improved portable steam engine. Mr.
Description
This model was filed with the application to the U.S. Patent Office for Patent Number 224,482 issued to Harry M Sciple of Selin's Grove, Pennsylvania on February 10, 1880. The patent was for a new and improved portable steam engine. Mr. Sciple's goals for his design were lightness, durability and low cost. He claimed his innovation was making the majority of the engine from only two castings. The first and largest was the base, steam cylinder, and steam valve. The second was the cylinder head combined with the crosshead guides. In the image of the model the steam valve is the horizontal cylinder on the side of the steam cylinder; and the crosshead and guides casting is the arch shape at the top. The piston rod is attached to the crosshead which can be seen across the arch. Another new design feature claimed by Mr. Sciple was the use of vee- shaped crosshead guides. Instead of the typical metal sliding on metal crosshead and guide design, he used rubber coated rollers attached to each end of the crosshead. The connecting rod is the inverted u-shaped hoop seen connected to a bar across the crosshead and descending on each side of the cylinder to the crankshaft. The eccentric gear is shown on the shaft just outside the base. The rod connected to it operates the steam valve via the crank arm shown.
Before the widespread use of electric motors, small high-speed steam engines such as the Sciple design were common for general light duty. Simple and dependable, such engines were cheap to build and easy to operate and maintain. They could be connected directly to pumps, generators, blowers and other machinery.
All of the key elements of the patent are illustrated in detail by the model. The patent model parts representing the large castings are made of lead. Other metal is used for the moving parts. Diagrams showing the complete design of the patent can be found in the patent document online at the United States Patent and Trademark Office website, www.uspto.gov.
date made
1880
patent date
1880-02-10
inventor
Sciple, Harry M.
ID Number
MC.308710
catalog number
308710
accession number
89,797
patent number
224,481

Langes Legetoy Toy Grinder

This toy grinder was manufactured by the Danish company H. Langes Legetoy around the middle of the 20th century.
Description (Brief)
This toy grinder was manufactured by the Danish company H. Langes Legetoy around the middle of the 20th century. The grinder consists of a cast metal base painted red, with a grindstone in the center that has a shaft and pulley wheel that allows the grindstone to be attached to a power source and spun. H. Langes Legetoy produced a variety of toy machine tools including a trip-hammer, grindstone, drill press, shaper, punch press, circular saw, tumbler, lathe, and grinder. These tools would often be arranged on a single board with a line shaft allowing all the machines to be operated simultaneously from a single power source.
Location
Currently not on view
date made
ca 1950
ID Number
MC.329082
catalog number
329082
accession number
278175

Stearns’ and Hodgson’s Patent Model of a Steam Engine Governor – ca 1852

George S. Stearns and William Hodgson of Cincinnati, Ohio, submitted a patent application for an improvement in governors for steam engines to the United States Patent Office. They received patent 9,236 on August 31, 1852. A governor regulates the speed of an engine.
Description
George S. Stearns and William Hodgson of Cincinnati, Ohio, submitted a patent application for an improvement in governors for steam engines to the United States Patent Office. They received patent 9,236 on August 31, 1852. A governor regulates the speed of an engine. Their governor was of normal design, but Stearns and Hodgson claimed as new their use of quadrants with teeth at the end of each arm supporting a fly ball. The inventors claimed the advantages of such a design were simplicity of operation and low cost of construction.
The patent model as shown in the image is constructed of cast iron and steel. All of the key elements of the patent are illustrated by the model. It includes a hand crank to permit demonstration of actual operation. A full description of the workings of the governor and diagrams showing the complete design of the patent can be found in the patent document online at the United States Patent and Trademark Office website, www.uspto.gov.
date made
1852
patent date
1852-08-31
inventor
Stearns, George R.
Hodgson, Will
ID Number
MC.251287
catalog number
251287
accession number
48865
patent number
9,236

Giffard’s Patent Model of a Steam Boiler Injector – ca 1860

This model was filed with the application to the U.S. Patent Office for Patent Number 27,979 issued to Henri Giffard of Paris, France on April 24, 1860.
Description
This model was filed with the application to the U.S. Patent Office for Patent Number 27,979 issued to Henri Giffard of Paris, France on April 24, 1860. The patent was for an improved method of supplying water to a steam boiler.
Early boilers operated at such low steam pressures that introducing feed water into the boiler could be done by simple pumps that filled elevated reservoirs. The water flowed into the boiler by its own weight. However, as pressures increased it became necessary to force water into the boiler by increasingly powerful pumps. Giffard’s invention was for a means of injecting the water into the boiler by the force of the steam itself. Unlike pumps, the Giffard injector had no moving parts.
Giffard’s concept was to push a high velocity jet of steam through a small nozzle which was surrounded by an annular space connected to the feed water reservoir. The jet created a partial vacuum which drew water from the reservoir. The mixture of condensed steam and water was then pushed at high speed into a gradually diverging pipe which slowed the flow while maintaining a pressure slightly above the pressure of the steam in the boiler.
In the image of the model steam is supplied to the injector via the pipe and valve at the upper left. The lever at the far left controlled the flow of steam to the nozzle. The larger pipe at the bottom center connected to the reservoir, and the smaller pipe to its right was for unneeded water to return to the reservoir. Glass sight ports between these pipes allowed visual inspection of the flow. The gradually diverging pipe section is between these ports and the exit valve at the upper right.
The patent model is constructed of brass and steel. This model is actually a standard commercial model that was being manufactured in France prior to the patent application. A full description of the operation of the injector along with complete diagrams of the patent can be found in the patent document online at the United States Patent and Trademark Office website, www.uspto.gov.
date made
1860
patent date
1860-04-24
inventor
Giffard, Henry
ID Number
MC.309368
catalog number
309368
accession number
89797
patent number
27,979

Murdock Injector, Patent Model

This injector was submitted to the U.S. Patent Office with the application for the patent issued to Horace B. Murdock, of Detroit, Michigan, November 11, 1890, no.
Description
This injector was submitted to the U.S. Patent Office with the application for the patent issued to Horace B. Murdock, of Detroit, Michigan, November 11, 1890, no. 440183; assigned to the American Injector Co.
This is a double injector having two force tubes arranged in parallel order and operated with a single actuating shaft. The overflow valves as well as the steam valves of the two sets of tubes are operated by the same shaft so that the steam valve of the first set opens in advance of the steam valve of the second set and the overflow valve of the first set closes in advance of the second set. The stems of all conical plug valves are extended outside of the injector shell and are provided with slotted ends by which they may be turned with a suitable tool to grind upon the valve seats.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1890
patent date
1890-11-11
inventor
Murdock, Horace B.
ID Number
MC.309186
catalog number
309186
accession number
89797
patent number
440,183

Uhry and Luttgens Valve Gearing, Patent Model

This model was submitted to the U.S. Patent Office with the application for the patent issued to H. Uhry and H. A. Luttgens, of Paterson, New Jersey, March 20, 1855, no. 12564.The model represents a “link motion” applicable to marine, locomotive, or stationary steam engine.
Description
This model was submitted to the U.S. Patent Office with the application for the patent issued to H. Uhry and H. A. Luttgens, of Paterson, New Jersey, March 20, 1855, no. 12564.
The model represents a “link motion” applicable to marine, locomotive, or stationary steam engine. It is a combination of three eccentrics, the ordinary Stephenson link motion, an additional link pivoted to the Stephenson link, a differential rocker, and a main rocker. The main rocker and the Stephenson link operate one valve, which distributes steam to the cylinder, supplies outside lead, and cuts off the steam in proportion to the decrease of travel. The valve operated by the differential rocker exhausts the steam and opens and cuts off the admission of steam near full stroke of the piston.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1855
patent date
1855-03-20
inventor
Uhry, H.
ID Number
MC.308656
catalog number
308656
accession number
89797
patent number
12,564

Doll Toy Steam Engine

This toy steam engine was manufactured by the Doll Company of Nuremberg, Germany during the early 20th century. The toy steam engine is model number 354. The vertical engine is mounted on an iron base, with vertical firebox, boiler, and chimney.
Description (Brief)
This toy steam engine was manufactured by the Doll Company of Nuremberg, Germany during the early 20th century. The toy steam engine is model number 354. The vertical engine is mounted on an iron base, with vertical firebox, boiler, and chimney. The vertical engine is shafted to a flywheel.
Live steam toys enjoyed a period of popularity from the 1880s until the 1930s. The miniature steam engines were marketed as both toys and instructive devices that mimicked full-scale steam-powered machines and allowed every boy and girl to be their own engineer. In toy steam engines, a heating source is introduced into the firebox below the boiler (early toys used lit wicks fueled by denatured alcohol, later toys used electricity) which heated the water to produce the steam pressure that ran the engine. A variety of accessories could be powered by the engine; attachments included windmills, pumps, grinders, and electric lights.
Location
Currently not on view
date made
early 20th century
ID Number
MC.328937
catalog number
328937
accession number
278175

Plate 4. Stone Church, Centreville

Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II.
Description
Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Barnard & Gibson, text and positive by Alexander Gardner.
Perched upon the gentle slope of the ridge that bears its name, and looking across fertile fields to the mountains that rise up grandly hiding the West, Centreville had smiled on many generations, and grown feeble with all its pleasant things about it. The houses were leaning structures with huge stone chimneys, doors that creaked in their old age, and fences that straggled every way, but there was always an odor of wild roses and honey suckle about it, and a genial hospitality to welcome the stranger. War crushed it, piled earthworks upon its ruins to protect hostile camps, built cantonments in its gardens, and made hospitals of the churches. Scarcely a vestige of its former self remains. Redoubts and riflepits stretch along its knolls; graves, half hidden by the grass, tell where the dead of both armies slumber, and the spot now only interests the visitor because of the wreck that has come upon it. Here the divisions of McDowell gathered strength after their weary march to assault the position of the enemy, and here his rear-guard checked the returning tide of half-beaten Confederates. Pope next sought it as a rock of strength in his fierce struggle back from Cedar Mountain, and again, in 1863, Meade turned his columns towards its ridges for a bulwark to defend the Capital. Guerillas have swarmed about it, cavalry have charged over its untilled fields, and demoralized divisions have bivouacked for roll-call behind its hills.
Through all these scenes a few of its people have lived and suffered, faithful to their homes. Others are turning back from uncertain wanderings to the resting place of their fathers, and, with returning peace, the husbandman finds that nature has not forgotten its fruitfulness in the years of war and devastation.
Location
Currently not on view
date made
1862-03
maker
Gardner, Alexander
ID Number
1986.0711.0334.04
accession number
1986.0711
catalog number
1986.0711.0334.04

Jenks and Hart Injector, Patent Model

This model was submitted to the U.S. Patent Office with the application for the patent issued to James Jenks and Thomas J.
Description
This model was submitted to the U.S. Patent Office with the application for the patent issued to James Jenks and Thomas J. Hart, Detroit, Michigan.
The principal feature of this injector is the method provided for varying the area of the water passage that surrounds the steam-forcing jet. A conical nut screwed onto threads on the outside of the steam tube forms one wall of the water space. The position of the nut on the tube and the area of the water space are changed by turning the nut. The nut is turned by a handwheel, worm, and worm wheel.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1886
patent date
1886-05-25
inventor
Jenks, James
Hart, Thomas J.
ID Number
MC.309182
catalog number
309182
accession number
89797
patent number
342,604

Loper's Patent Model of a Steam Engine– ca 1845

This model was filed with the application to the U.S. Patent Office for Patent Number 4,289 issued to R.F. Loper of Philadelphia, Pennsylvania on November 26, 1845. The patent was for a new method for allowing a single steam engine to operate two parallel crankshafts.
Description
This model was filed with the application to the U.S. Patent Office for Patent Number 4,289 issued to R.F. Loper of Philadelphia, Pennsylvania on November 26, 1845. The patent was for a new method for allowing a single steam engine to operate two parallel crankshafts. One shaft would turn clockwise and the other would turn counterclockwise.
This was an important feature for marine engines powering a ship with twin propellers. Having twin propellers turning in the same direction would increase the tendency for the boat to veer off course due to the torque effect of the propellers. This would require the ship's rudder to compensate, thereby reducing efficiency. With counter revolving propellers, one with right-hand pitch and the other with left-hand pitch, this adverse effect is eliminated.
The patent model is constructed of brass, steel and wood. All of the key elements of the patent are illustrated by the model, and it was built such that the motion of the engine could be demonstrated. A full description of the operation of the engine along with complete diagrams of the patent can be found in the patent document online at the United States Patent and Trademark Office website, www.uspto.gov.
date made
1845
patent date
1845-11-26
inventor
Loper, R. F.
ID Number
MC.251297
catalog number
251297
patent number
4,289
accession number
48865

Stevens Rocking Grate Bar, Patent Model

This model was submitted to the U.S. Patent Office with the application for the patent issued to Francis B. Stevens, November 11, 1879, no.
Description
This model was submitted to the U.S. Patent Office with the application for the patent issued 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 journal bearings are formed to fit into and rest in two corresponding rounded socket bearings. The bar is made to rock in each of these bearings alternately to the right and left, so that the upper part of the grate overhangs the right-hand socket when rocked to the right, and the left-hand socket when rocked to the left. That the upper part of the grate bar will overhang the center on which it turns is the improvement claimed by the inventor.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1879
patent date
1879-11-11
inventor
Stevens, Francis B.
ID Number
MC.309217
catalog number
309217
accession number
89797
patent number
221,430

Giffard-Sellers Injector, Patent Model

This model was submitted to the U.S. Patent Office with the application for the patent issued to William Sellers, of Philadelphia, Pennsylvania, July 21, 1863, no.
Description
This model was submitted to the U.S. Patent Office with the application for the patent issued to William Sellers, of Philadelphia, Pennsylvania, July 21, 1863, no. 39313.
William Sellers, who introduced the Giffard injector into the United States in 1860, immediately invented useful improvements in its construction. This model incorporates an improvement in the packing between the steam and water chambers and effects a material reduction in the length of the whole injector.
Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
date made
1860
patent date
1863-07-21
inventor
Sellers, William
ID Number
MC.309367
catalog number
309367
accession number
89797
patent number
39,313

Frank’s Patent Model of an Opposed Piston Steam Engine - 1875

This model was filed with the application to the U.S. Patent Office for Patent Number 169,249 issued to Samuel B. Frank of Marshall, Missouri on October 26, 1875. The patent was for an opposed piston steam engine with four pistons.
Description
This model was filed with the application to the U.S. Patent Office for Patent Number 169,249 issued to Samuel B. Frank of Marshall, Missouri on October 26, 1875. The patent was for an opposed piston steam engine with four pistons. The goal of the design was to reduce vibration caused by unbalanced reciprocating masses.
The four pistons were equally spaced within a single cylinder, and each cylinder traversed one fourth of the length of the cylinder. The two inner pistons were arranged to move towards each other while the outer pistons would move away from each other. The reverse order would take place on the next cycle. A single slide valve with multiple ports fed steam to the appropriate volumes between the pistons. Each piston had its own crosshead, two on the left of the engine and two on the right. Concentric piston rods were used to allow the rods for the outer pistons to pass inside those for the inner pistons.
The use of the two pairs of opposed pistons was claimed to reduce vibration, and Frank also claimed the engine would be more powerful than standard engines. As shown in the image the design was complex and had many moving parts and wearing surfaces. It is not known how practical the design was to manufacture and operate. A search of available literature did not produce any examples of actual use of the patent.
The patent model is made of brass and mounted on a wood base. It is highly detailed and illustrates all of the key details of the patent. A full description of the operation of the engine along with complete diagrams of the patent can be found in the patent document online at the United States Patent and Trademark Office website, www.uspto.gov.
date made
ca 1870
patent date
1875-10-26
inventor
Frank, Samuel B.
ID Number
MC.321889
accession number
245986
patent number
169,249
catalog number
321889

Shlarbaum’s Patent Model of an Oscillating Steam Engine– ca 1863

This model was filed with the application to the U.S. Patent Office for Patent Number 39,756 issued to Hermann Shlarbaum of New York, New York on September 1, 1863. The patent was for an improvement in oscillating steam engines.
Description
This model was filed with the application to the U.S. Patent Office for Patent Number 39,756 issued to Hermann Shlarbaum of New York, New York on September 1, 1863. The patent was for an improvement in oscillating steam engines. An oscillating steam engine differs from a standard engine in that the steam cylinder is pivoted on the engine frame and oscillates back and forth about the pivot as its connecting rod operates the crankshaft of the engine. In a standard engine, the cylinder is fixed in orientation, and the piston rod moves fore and aft within a crosshead which allows the connecting rod to pivot independently as the crankshaft revolves.
Mr. Shlarbaum did not claim his overall design as new. Others had patented very similar designs. His claim was for the unique design of the steam and exhaust valves for the engine. The claimed benefits of this design included simplicity and economy of manufacture, operation and maintenance. The inventor also claimed that his design avoided having lubricating oil in the pivot being overheated by high pressure steam.
The patent model is constructed of cast iron and brass. All of the key elements of the patent are illustrated by the model to include the valve mechanism. A full description of the workings of the engine and diagrams showing the complete design of the patent can be found in the patent document online at the United States Patent and Trademark Office website, www.uspto.gov.
date made
ca 1863
patent date
1863-09-01
inventor
Shlarbaum, Herrmann
ID Number
MC.251293
catalog number
251293
patent number
39,756
accession number
48865

Indicator with Reducing Wheel

This indicator, designed to meet the requirements of early 20th century high-speed engines, employs the lightest construction consistent with strength and accuracy.
Description
This indicator, designed to meet the requirements of early 20th century high-speed engines, employs the lightest construction consistent with strength and accuracy. It is equipped with a reducing wheel, which is a self-contained device capable of reducing engine strokes of 14 to 72 inches to the proper stroke of the paper drum.
The cylinder of this indicator is supported so that its lower end is free and its longitudinal expansion or contraction is unimpeded. The annular space between the cylinder and the casing is designed to serve as a steam jacket. The piston is an extremely thin steel shell with shallow channels on its outer surface to provide steam packing and moisture lubrication. The piston rod is hollow and is connected to the pencil mechanism by means of a swivel head that can be screwed in or out of the rod to adjust the position of the diagram on the paper. The pencil mechanism is kinematically a pantograph that theoretically gives the pencil point a movement exactly parallel to the piston and the amount of the movement of the piston is multiplied six times at the pencil point. The design of the piston spring is peculiar to this indicator. It is made of a single piece of spring steel wire wound from the middle into a double coil, the ends of which are screwed into a metal head drilled helically to receive the spring.
The exact strength of spring is obtained by screwing the spring into the head more or less, when they are firmly fixed. The foot of the spring is a small steel bead firmly pinned to the straight portion of wire at the bottom of the spring. This takes the place of the heavier brass foot used in earlier indicators.*
An engine indicator is an instrument for graphically recording the pressure versus piston displacement through an engine stroke cycle. Engineers use the resulting diagram to check the design and performance of the engine.
A mechanical indicator consists of a piston, spring, stylus, and recording system. The gas pressure of the cylinder deflects the piston and pushes against the spring, creating a linear relationship between the gas pressure and the deflection of the piston against the spring. The deflection is recorded by the stylus on a rotating drum that is connected to the piston. Most indicators incorporate a mechanical linkage to amplify the movement of the piston to increase the scale of the record.
When the ratio of the frequency of the pressure variation to the natural frequency of the system is small, then the dynamic deflection is equal to the static deflection. To design a system with a high natural frequency, the mass of the piston, spring, stylus, and mechanical linkage must be small, but the stiffness of the spring must be high. The indicator is subjected to high temperatures and pressures and rapid oscillations, imposing a limitation on the reduction in mass. Too stiff a spring will result in a small displacement of the indicator piston and a record too small to measure with accuracy. Multiplication of the displacement will introduce mechanical ad dynamic errors.
The parameters of the problem for designing an accurate and trouble free recorder are such that there is no easy or simple solution. Studying the variety of indicators in the collection shows how different inventors made different compromises in their designs.
*Reference:
This description comes from the 1939 Catalog of the Mechanical Collections of the Division of Engineering United States Museum Bulletin 173 by Frank A. Taylor.
Location
Currently not on view
ID Number
MC.309833
catalog number
309833
accession number
109635

Framing Hammer

The framing hammer used by Jillian Gross while working for Habitat for Humanity, a not-for-profit, non-government organization advocating affordable housing around the world. It is a 22 oz. Fat Max brand hammer used to drive and remove nails.
Description
The framing hammer used by Jillian Gross while working for Habitat for Humanity, a not-for-profit, non-government organization advocating affordable housing around the world. It is a 22 oz. Fat Max brand hammer used to drive and remove nails. It has a long hickory handle, steel head with a magnetic slot for nails, checkered striking face to eliminate slipping and a straight claw for pulling nails or prying materials.
When Hurricane Katrina devastated the Gulf Coast in August 2005, Jillian Gross had worked with Habitat for Humanity for three years learning woodworking and house-building skills. Groups such as Habitat for Humanity marshaled volunteers, tools and lumber to step in when it became clear that normal avenues of housing assistance were overwhelmed.
In November 2005, Habitat for Humanity launched “America Builds on the National Mall,” a demonstration house-building marathon in Washington, D.C. in which the basic components of 51 homes were assembled within a week and shipped to the Gulf Coast. Upon completion of the project Ms. Gross, one of the house building leaders during this event, donated her tool belt, tools and protective wear to the Smithsonian Institution.
Location
Currently not on view
Associated Name
Habitat for Humanity
ID Number
2005.0276.02
catalog number
2005.0276.02
accession number
2005.0276

Wilson’s Patent Model of a Steam Radiator - ca 1859

This model was filed with the application to the U.S. Patent Office for Patent Number 24,897 issued to Charles A. Wilson of Cincinnati, Ohio on July 26, 1859. His patent was for a new and improved concept of stacking long, narrow boxes as elements for a steam radiator .
Description
This model was filed with the application to the U.S. Patent Office for Patent Number 24,897 issued to Charles A. Wilson of Cincinnati, Ohio on July 26, 1859. His patent was for a new and improved concept of stacking long, narrow boxes as elements for a steam radiator . The claimed benefit of this modular design was the ability to tailor the amount of radiator surface area in accordance with the amount of heating needed for a given room. And, this was made possible without changing the amount of floor space required for the radiator. His design called for the boxes, or modules, to be constructed of cast iron with corrugations at the top and bottom that allowed them to nest together tightly while still allowing for expansion and contraction with varying temperature. Each box had holes on the bottom at each end of the box. On the top of each box, nozzles projected upward and aligned with these holes allowing steam to pass from one section to the next. Two vertical screw bolts passed through the holes and nozzles to secure the stack of boxes together. Raised circular bumps surrounded each nozzle and provided a surface for a red lead or other gasket material to seal the joints. Steam entered and exited the radiator via two additional holes on the bottom of the lowest module. Research of available trade literature and other sources has not revealed any commercial product that may have made use of Mr. Wilson’s invention.
The model is constructed of painted tinplate and consists of four modules, or boxes. Steam inlet/outlet holes are modeled at the bottom. The bosses between sections are also shown. The sections are held together with two screw bolts with nuts at the bottom. There is a small, rectangular access plate on the rear of the top section. The patent drawing shows this access; however, its purpose is not described.
Location
Currently not on view
patent date
1859-07-26
inventor
Wilson, Charles A.
ID Number
MC.251778
accession number
48890
catalog number
251778
patent number
24,897

Ship Launching Bottle

In celebration of Memorial Day on May 30, 1919, the Hog Island Shipyard in Philadelphia, Pennsylvania, launched five freighters in 48 minutes.
Description
In celebration of Memorial Day on May 30, 1919, the Hog Island Shipyard in Philadelphia, Pennsylvania, launched five freighters in 48 minutes. This bottle was smashed against the bow of the Luxpalile by Laura Andrew, wife of the ship-construction manager at Hog Island, as she christened the last ship. Secretary of the Navy Josephus Daniels spoke to 50,000 spectators before the launchings, and declared that Hog Island would become the center of American shipbuilding. “Never again will the United States be guilty of the folly of trusting its foreign commerce to foreign bottoms,” he said, referring to the country’s reliance on Allies’ vessels during World War I because its merchant fleet was so small. “We will not quit the shipbuilding industry. We will put it on a solid and firm and sound basis. We will build big ships and bigger ships . . . . The genius, statesmanship, and skill of America must be united in the development of a merchant marine,” Daniels concluded as the first ship was launched.
The shipyard at Hog Island was part of a model project during World War I to produce prefabricated ships. Before then, builders touted their abilities to construct a variety of customized vessels within a single shipyard. But the growing demand for a larger merchant fleet convinced some that yards should specialize in a few standard types. Inspired by automaker Henry Ford’s production of Eagle-class submarine chasers, a template system was developed for the construction of identical parts that would be assembled elsewhere, such as at shipyards like Hog Island.
Subcontractors prefabricated 95 percent of each “Hog Islander,” the nickname for vessels built at the shipyard, and shipped the materials to one of Hog Island’s storage sites located along 80 miles of Pennsylvania Railroad tracks. From there, the parts would be assembled by some of Hog Island’s 30,000 workers and placed on one of 50 slipways, the ramps used to construct and later launch a ship. This theoretical procedure, however, never matched the realities of the operation. Hog Island’s sheer size and dependence on numerous subcontractors likely contributed to its failure to complete even one of the 122 vessels in time to be used during the war. A postwar recession forced Hog Island to close in 1921, but builders learned from the experiment. New shipyards were only a quarter of the size of Hog Island, and many avoided substantial use of subcontractors. But the greatest consequence was the proven success of prefabricating ships. The Liberty and Victory ships, critical for Allied victories in World War II, were inspired by the standardization of Hog Island.
date made
ca. 1919
Hog Island Shipyard Freighter launching
1919-05-30
Hog Island Shipyard closed
1921
christened ship
Andrew, Laura
Secretary of the Navy
Daniels, Josephus
ID Number
TR.335562
catalog number
335562
accession number
1977.0003

Plate 91. Ruins of Arsenal, Richmond

Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Alexander Gardner, text and positive by Alexander Gardner.The Confederate Arsenal at Richmond was one of the most extensive establishments of the kind in the South.
Description
Text and photograph from Gardner's Photographic Sketchbook of the War, Vol. II. Negative by Alexander Gardner, text and positive by Alexander Gardner.
The Confederate Arsenal at Richmond was one of the most extensive establishments of the kind in the South. At the commencement of the war the rebel authorities took possession of a large number of private buildings, such as tobacco and cotton warehouses, and manufactories, and transformed them into Government shops. The masonry shown in the photograph formed the abutment of the Richmond and Petersburg Railroad bridge. The depot was immediately at the end of the structure, and became a portion of the arsenal. In the background are the ruins of the Franklin paper mill, and on the right those of the carbine manufactories. The space occupied by shells, stone, and blocks of iron formed the yard of the shops, in which the ordnance was made. In the foreground are piled up eleven-inch shells. In the middle distance are thirty pound shells, near which are half a dozen charges of canister and a large number of grape shot, each bundle of rings enclosing about thirty pounds of balls, and constituting a charge for a gun. Scattered over the yard, and standing near the base of the arch, are seen the elongated one hundred pound shell for rifled cannon.
The arsenal was destroyed by the great fire, at the evacuation of Richmond. The Tredegar Iron Works, where the Confederates manufactured a considerable portion of their artillery, were situated a short distance to the left of the ruins shown here, and escaped the conflagration.
Location
Currently not on view
date made
1865-04
maker
Gardner, Alexander
ID Number
1986.0711.0283.41
accession number
1986.0711
catalog number
1986.0711.0283.41

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