mechanical engineering landmarks: edison “jumbo” engine ...cover picture: (electrical engineer...

National HistoricMechanical Engineering Landmarks:

Edison “Jumbo”Engine-Driven Dynamoand

Marine-Type Triple ExpansionEngine-Driven Dynamo

ProgramGreenfield VillageDearborn, MichiganMay 29, 1980Welcoming Remarks

Introduction

ASME Landmark Program

History of Landmarks

Presentation of Jumbo #9 Plaque

Acceptance

Remarks

John PopeVice President — Region VAmerican Society ofMechanical Engineers

James P. MaceyChairman — Detroit SectionAmerican Society ofMechanical Engineers

J. J. ErmencChairmanNational History andHeritage Committee ASME

John BowditchCurator, Power and ShopMachineryGreenfield Village andHenry Ford Museum

Donald N. ZwiepPresidentAmerican Society ofMechanical Engineers

Frank CaddyPresidentGreenfield Village andHenry Ford Museum

Charles M. HeidelExecutive Vice President — OperationsDetroit Edison CompanyPresidentMichigan Electric Association

Donald N. Zwiep

Frank CaddyErnest RambaughManager EngineeringBechtel Power Corporation

James P. Macey

Presentation of Triple Expansion Plaque

AcceptanceRemarks

Closing Remarks

Informal viewing of the landmarks will follow the ceremonyWe wish to express our gratitude to the following organizations which made this booklet possible:

Bechtel Power Corporation Detroit Edison Company Hoad Engineering Company

Michigan Electric Association Society for IndustriaI Archeology

To the staff of Greenfield Village and Henry Ford Museum our deepest appreciation — for without them there would not bea landmark ceremony.

Prologue

Dr. R. H. Thurston, the first presi-dent of ASME, made the fo l lowingcomment regard ing the work of themechanical engineer in his formal ad-dress to the Society at the AnnualMeeting, November 4, 1880:

“We have for our work thecheapening and improvementof all textile fabrics, theperfect ing of metal lurgical pro-cesses, the introduction of theelectric light, . . .”

Development of large-scale elect-r ic ut i l i t ies and electr ical distr ibut ionsystems has profoundly changed andimproved our way of life. Popular sen-t iment credi ts Edison’s invent ion ofthe incandescent lamp in 1879 withstarting these changes, however,Edison’s lamp would have been of lit-t le consequence had not pract ica l“systems” been developed to supplycurrent to the lamps. An essential part

of all of these systems was efficientand rel iable pr ime mover act ivatedgenerators. The two machines beingdedicated today represent two veryimportant steps in the early develop-ment of the power industry.

These two machines are sole sur-v ivors of important c lasses of centralstation generation units. Eachrepresented the “state-of- the-art”when it was constructed. The jumbodynamo is unique in American historysince it was the first to generatepower in the first central power sta-tion in the United States. The tripleexpansion engine-driven dynamo set isrepresentative of the type ofgenerator which provided power dur-ing the 1890’s.

In this the 100th anniversary ofour society, 101 years after the inven-tion of the incandescent lamp, werecognize these machines as NationalMechanical Engineering Landmarks.

Cover picture: (Electrical Engineer — 1898.)

Example of belt and triple expansion direct drivepower plant operation

Greenfield Village and Henry Ford Museum

Jumbo No. 9 as it appears todayon display in the Detroit Edison

“A” station replica at Greenfield Village.

Scientific American

Testing Long-waisted Mary Ann Dynamos—1879.

Greenfield village and Henry Ford Museum

Jumbo No. 9 fitted with the originalPorter-Allan Equipment.

Edison “Jumbo”Engine-Driven Dynamo

Edison’s dream was to transform theincandescent light into a commerciallysuccessful product. His plan was todevelop a central station that wouldsupply electrical power to the masses.Edison adapted the system developed forgas lighting for his electrical distributionsystem. He felt that electricity couldultimately replace gas as an illuminant inall residential and commercial capacities.In 1878, Edison boasted that he “wouldsoon light up the entire downtown areaof New York with 500,000 incandescentlamps powered by a few steamdynamos.”

Western Union executives wereintrigued by Edison’s claims andimmediately pledged the company’sfinancial support. Several other investorstook Western Union’s lead. The result wasthe formation of the Edison Electric LightCompany in October of 1878. All hadinvested in a product that had yet to becreated! The company provided fundingand, in return, Edison relinquished allelectrical lighting patents that he wouldacquire over the following five yearperiod.

With his finances secured, Edison set towork. He enlarged his Menlo Park facilityand expanded his laboratory staff. Univer-sity trained men such as Frances Uptonand C. L. Clarke were hired to translateEdison’s ideas into experimental forms.By the summer of 1879, the Edison-Uptondynamo had been developed. Due to itstwo upright columns, the bipolar formdynamo was soon nicknamed Edison’s“Long-waisted Mary Ann.” Using anotherEdison invention, the dynamometer, thetwo men were astonished to discover thattheir dynamo proved to run at over 80%efficiency, almost twice that of previousdynamos!

Although his dynamo experiments wereproceeding with great success, Edisonremained plagued by disappointmentsconcerning the development of apractical and economical incandescentlamp. He could not find a properfilament nor an adequate method forevacuating the glass globe. His investorswere rapidly becoming disillusioned.After months of agonizing trials, onOctober 21, 1879, Edison sealed acarbonized cotton filament in anevacuated bulb. The lamp operatedsuccessfully through the night. On NewYear’s Eve Edison put on display theMenlo Park laboratory and groundscompletely illuminated by his new inven-tion. That night provided his backers withenough reassurance to continue theirfunding.

News of the display also broughtEdison new investors. Henry Villard, arailroad magnate, contracted him toinstall an independent lighting plant inthe S. S. Columbia, one of Villard’s manyproperties. In May, 1880, the S. S. Colum-bia sailed with 115 lamps run by fourbipolar “Mary Ann” dynamos. Thelighting system ran successfully until 1895when it was renovated.

1880 also saw the beginnings ofEdison’s experimental central stationexperiments. He attached a power stationto his Menlo Park Machine Shop whichhoused several dynamos driven from acentral steam engine using belts andshafting. The awkwardness and inefficien-cy of such a system prompted Edison todevelop an alternative means of powertransmission. His solution was to directlycouple a large dynamo to a high speedengine.

Edison assigned Upton and Clarke tothe project and ordered a high speed

Menlo Park Reminiscence

Exterior of the Pearl Street Station—1882.


A cutaway model showing the interiorof the Pearl Street Station.

engine from the Porter-Allan EngineCompany in Philadelphia. The enginearrived in January of 1881 and tests wererun at speeds up to 700 r.p.m.; however,it was found that 350 r.p.m. was suffi-cient. After this first directly coupledengine-dynamo proved successful, asecond was constructed at the EdisonMachine Works on Goerck in New YorkCity. The unit was built especially for the1881 Paris Electrical Exposition. Themassive machine and its successors werenicknamed “Jumbo” after P. T. Barnum’sfamous elephant. The Jumbos definitelylived up to their namesake. The dynamosweighed 44,820 pounds each, their polesused 12 field coils, and the Siemans’ typearmature and its shaft were over 10 feetlong!

While the machinery was beingdeveloped, Edison took on the task offinding a location for his first centralpower station. He chose New York City,but discovered most of the property waspainfully expensive. Edison directed hissearch to a rundown part of town inhopes of finding a cheap piece of realestate. In August of 1881, his searchended at an old commercial building at257 Pearl St. Not only was it inexpensive,but it was near the financial district sothat Edison could easily display hisproduct to wealthy potential backers.

Work to convert the building into apower plant was immediately initiated.Edison chose to retain the building’sexterior but planned to rearrange itinternally. Lattice girders and floor beamssimilar to those used by elevatedrailroads were installed to support the180 tons of generating machinery.

Installation of the machinery continuedthroughout the summer of 1882. FourBabcock and Wilcox boilers of approx-imately 250 horsepower each were placedon the ground floor. All fed into a single8" supply pipe. An elaborate heating andfeedwater system was developed topurify the water before it entered theboilers. Six Jumbo dynamos and theirdriving engines were located on thesecond floor. The trestlework on which

they stood was entirely disconnectedfrom the main building to minimize theeffects of vibration. It was expected thateach machine would provide for 1200sixteen candlepower incandescent lampswith a maximum output of 1400 lightscontinuously.

The street outside also played a vitalrole in Edison’s arrangements for thecentral station. Edison planned to digfourteen miles of trenches to house theunderground conduits. Previously, powerservices used overhead wiring, but Edisonfelt that leakages of electrical currentwould be prevented if wiring was placedunderground. City officials disagreed anddecided to discourage Edison. Theythreatened to tax each foot of wiring laidand suggested that inspectors from theDepartment of Public Works shouldmonitor the daily digging with Edisonpaying their salaries. Edison supposedlyprotested saying, “Why, you don’t liftwater pipes and gas pipes on stilts!” Afterseveral battles Edison finally was allowedto construct his trenches, however, hisproblems with underground wiring werenot over.

Tests were run during the summer of1882 with an amazing result. While thestaff at Pearl St. was pleased with thestation’s performance, the police weregetting reports that “juice” from thestation was leaking out onto the streets!Several incidences were recorded:

“A peddler of tinware, with a tendollar ‘nag,’ drove through thecrowd. At the moment he enteredthe charmed spot, his quadrupedgave a snort, and, with ears erectand tail pointing to the NorthStar, dashed down the street at a2:40 gait . . . Next came a bigtruck with paper. No sooner hadthe horses stepped upon themagic spot than they droppedkicking upon their knees.”

It was later discovered that some menhad accidently punctured one of theelectric tubes. Thus, current was beingtransmitted to innocent passersby.

Harper's Weekly

Installation of the Underground System ofDistribution from the Pearl Street Station-1882.

Finally, on September 4, 1882, the longawaited Pearl St. Station begancommerical operation with a “load ofabout 400 lamps supplied with currentfrom Jumbo No. 9.” A problem concern-ing its operation immediately arose whenattempts were made to operate twoJumbos in parallel. Mr. Charles Clarke,the first chief engineer of the New YorkEdison Company, described the incident.“lmmediately the two machines began to‘hunt,’ the engine governors first cuttingoff and then giving full steam admission,and causing the machines to alternatelyseesaw between standstill and a terrificrate of speed.” One of the machines wasimmediately stopped. The problem wastraced back to the governors on thePorter-Allan engines. An emergency orderwas sent out to Gardiner Sims at theArmington & Sims Engine Company inProvidence, Rhode Island. In the mean-time, Edison devised a system of levers,shafting, and pivot rods to mechanically

connect all of the Porter-Allan enginegovernors so that the machines could berun simultaneously. The Armington &Sims engines arrived in November. Simsguaranteed that his engines would notshow a variation of speed over 2% fromno load running light, to full load. Eachcould run at steam pressures varying from60 to 160 lbs. at 350 r.p.m. Sim’s enginesproved to be entirely satisfactory.

Edison had anticipated that severalproblems might arise during the firstmonths of operation. He decided not tocharge his customers until the station wasrunning smoothly. “The first bill forlighting, based upon the reading of theEdison electrolytic meter, with which thesystem was equipped, was collected onJanuary 18, 1883 amounting to $50.40from the Ansonia Brass and CopperCompany. By November, 1883, bills forlighting, amounting to $9,102.45 werecol lected.”


Jumbo No. 9 after the fire at the PearlStreet Station—1890.

The Electric Light–1882

A diagram showingthe Jumbo’s highly unusual

armature construction.-Construction of the armature of the

Edison steam dynamo.


Jumbo No. 9 in full operation at the 50thanniversary celebration for the Pearl Street

Station, Dearborn, Mich., September 4, 1932.

The Jumbo engine dynamo wasconsidered to be one of the wonders ofthe world when it was first exhibited.Several times larger than any previousdynamo electric machine the Jumbo’sdesign had many highly original features,particularly in mechanical details. Edisonwas preoccupied with reducing armatureresistance to a minimum. The long-waisted Mary Anns had pioneered thisidea and efficiency had been dramatical-ly improved. For the Jumbos, Edison’sstaff developed a unique “winding” builtfrom copper bars and brass discs. Thisdesign reduced resistance to an absoluteminimum and also allowed for quickreplacement in the event of windingfailure. As was typical of the period,these windings were applied on thesurface of the armature drum. Cleverthough this arrangement was, it was notused in later dynamos.

Another design detail was the coolingsystem which blasted air onto thearmature near the center of the fieldmagnet. This helped to reduce heatgeneration in the armature.

As was stated earlier, the Jumbos wereoriginally equipped with Porter-Allanengines. These were replaced when theirgovernors failed to regulate properly. It isinteresting to note that this failure wasprobably caused by the design of thestation itself; the Porter governors weresensitive to vertical motion of theengines, this motion was in part causedby the system of latticework girders usedto support the floor of the dynamo room.The Armington and Sims engines whichreplaced the Porter-Allan machines useda shaft-mounted governor which was less

subject to this problem. Both the Porter-Allan engines and the Armington andSims engines were well-designed carefullybalanced machines.

The Pearl St. Station continued to runsuccessfully until January 2, 1890 whenan early morning fire partially destroyedit. Jumbo No. 9 was the only one of thesix original dynamos to survive. It wassoon put back into commission workingin conjunction with belt driven generatorsand engines which were installed astemporary equipment.

Jumbo No. 9 operated until 1893 whenit was sent to the Columbian Expositionin Chicago. The dynamo was returned toNew York and rebuilt, It presumablycontinued to run until it was exhibited atthe Louisiana Purchase Exposition in St.Louis in 1904. During World War I, it wasstored in Hoboken, New Jersey wherewire was stolen from its field magnets. In1924, Jumbo No. 9 was exhibited at theGrand Central Palace in New York for the40th Anniversary of the AmericanInstitute of Electrical Engineers.

The engine and dynamo were presentedto Henry Ford for his new museum oftechnology in 1930. In 1932, the machinewas completely rebuilt and madeoperational for the 50th anniversary ofthe original Pearl St. Station. Today,Jumbo No. 9 is exhibited in a partialreplica of the original Detroit Edison “A”Station. It remains fully operational andstands as a monument to the “Edisonsystem” of electric lighting that insuredthe ultimate success of electrical utilitiesand changed the lives of all whom ittouched.


The Marine Triple-Expansion Engine-drivengenerator in its original location at Duane

Street in New York City–1928.

Marine-Type Triple ExpansionEngine-Driven Dynamo

Success of the Pearl St. Station andother similar installations stimulated theelectrical industry in the United States inboth the manufacturing and powergeneration areas. During the 1880s, aproliferation of manufacturers sprung upto produce everything from lamps togenerators. It was a period of greatengineering advances and constant legalbattles over patent rights. As 1890approached, two major electrical firms—the Thompson-Houston Electric Companyand the Edison-General ElectricCompany — dominated the field while thenewly formed Westinghouse Electric andManufacturing Company wasn’t farbehind.

While the industry grew larger andadvances in engineering were made, thetypical central power station, unlike thePearl St. Station, used high-speedgenerators belt driven from slow-speedsteam engines. This type of installationworked reasonably well and enabledefficient slow-speed engines like theCorliss to drive high-speed bipolargenerators. These stations were oftendesigned with the engines located on theground floor and dynamos on the floorabove.

As the capacity of the generatorsincreased, this station arrangementbecame limiting. Refined versions of thebasic bipolar designs developed byEdison and others around 1880 proved tobe extremely massive as their powerincreased. The zenith was reachedbetween 1889 and 1892 when the Edison-General Electric Company built some 200kilowatt monsters that weighed nearly 20tons. Bipolar generators were alsoinherently high-speed machines, althoughthe Pearl St. generators had operated at350 r.p.m., most large later machinesoperated at over 500 r.p.m., a speed fargreater than traditional large engineswould run. Belt drives also retained allthe defects noted by Edison in 1880—they were dangerous, wasteful of space

and inefficient. The solution to theseproblems was to build multipolargenerators that would operate efficientlyat speeds between 100 and 150 r.p.m.These could be directly coupled to theengines in the same way as had beendone at Pearl St. in 1882, however, thepower outputs of these new machinescould be far greater.

On December 15, 1891, the EdisonIlluminating Company of New York putthe first of its revolutionary new marine-typetriple-expsansion engine drivengenerator sets into operation at theDuane St. Station. This unit representedthe true beginnings of massive scaleelectric power generation in the UnitedStates. For its time the machine wasextremely compact and powerful. Itrepresented a major advance in stationequipment engineering. Power output was400 kilowatts D.C. Similar units beganoperation at the same company’s 26thstreet station almost simultaneously,these were described in detail in theMarch, 1892 issue of Power Magazinewhich stated that the designers of thesemachines were contemplating theconstruction of larger versions with 5,000horsepower capacities.

This new type of central stationgenerator set was designed by John VanVleck, chief engineer of the EdisonIlluminating Company with the assistanceof David Joy (from London, England) andS. F. Prest. The engine was built by theDickson Manufacturing Company ofScranton, Pennsylvania under thesupervision of J. W. Sargent, chiefengineer. The generators were supplied bythe Edison-General Electric Company ofSchenectady, New York. The choice of amarine design for this application made agreat deal of sense; the requirements ofan urban power station were notdissimilar to those of a high speedAtlantic liner; as much reliable power aspossible had to be produced in thesmallest space possible (See Cover).

Greefield Village and Henry Ford Museum

Closeup view of one of the Edison-GeneralElectric 14 pole dynamos — Duane Street,

New York — 1928.

The engine driving the two dynamoswas designed to be compact and reliable.For example, the valves were located atthe sides of the cylinders, whereas theusual practice was to place them in linewith the cylinders. This enabled theoverall length of the engine to bereduced by about 40 percent. Placing thevalves in this location also simplifiedinlet and exhaust manifolding which wasquite complex on this machine. Catevalves were placed in various positionson the manifolding, these could be closedand opened in different ways to changeengine operating modes. It was possiblewith this system to operate the engine asa three-cylinder simple high-pressuremachine or as a conventional tripleexpansion machine. This feature wasparticularly useful for startup or underheavy load conditions.

Valve motion was derived directly fromthe connecting rods in David Joy’s design.Joy’s valvegear was also used on manyBritish locomotives and on the Doblesteam car. It featured few working partsand gave reliable service.

Probably the most interesting featureof the engine was its governor and thehydraulically operated valve cutoff. Most19th Century stationary steam engineswere fitted with some form of speed

governor, however, this usually directlycontrolled a throttle valve or the engine’sinlet valves. The designers of this enginewanted powerful and accurate control sothe governor did not directly control thevalves. Instead, a small high-pressure oil(or water) valve was controlled by thegovernor and this valve was used toregulate the position of a hydrauliccylinder. This cylinder in turn controlledthe cutoff point.

The generators were each designed toproduce 120 volts direct current with acontinuous power output rating of 200kilowatts. Each generator fed one side ofa standard Edison three wire system. Thegenerator design was essentially anadaptation of traditional bipolar featuresmodified to suit the new multipolararrangement. The armature was ring-wound on the surface and copper brushescollected current from the outside endsof the rings. The machines each had 14field coils and poles. This allowed forefficient power output at the rated speedof 130 r.p.m.

Both the engine and the generatorswere designed to handle heavy overloads.The engine was rated at 625 horsepower,however, it was capable of producing upto 900 if necessary.


The Triple-Expansion Engine-Driven Generatoras exhibited at Greenfield Village today.

Epilogue

Perfection of large triple expansionengine driven generator sets thatoperated at slow speed represented thebeginning of large scale central powergeneration but at the same timerepresented the end of the first phase ofelectric utility engineering. Within fifteenyears of the construction of this firstmachine both the reciprocating steamengine and Edison’s beloved directcurrent were obsolete for central utilityuse. Nevertheless central station designwas dominated by these machines duringthis period.

In 1884, Charles Parsons tested his firststeam turbine. Prophetically it was used

to drive a high-speed electric generator.Turbines proved to be the ideal powersource for generators—compact, simpleand capable of operating at optimalgenerator speeds. The reciprocatingsteam engine had forced engineers tobuild generators adapted to itslimitations; the turbine allowed designersto create the best generators possible. Ina sense, the turbine provided the sameadvantages, size and power that themarine triple expansion engine did andnot surprisingly history repeated itselfonly in reverse. Soon the turbine, firstdeveloped to power a generator, wasdriving large ships at speeds unknownbefore its use.

Specifications of the Landmarks

Edison Jumbo No. 9Engine Driven DynamoBuilt 1882

Engine: High-Speed Center Crank Single Stage Expansion,Automatic Cutoff from Shaft Governor

Bore: 14.5 inchesStroke: 13 inchesSpeed: 350 r.p.m.Weight: 6,500 Ibs.

Built by the Armington & Sims Engine CompanyProvidence, Rhode Island

Dynamo: Bipolar, Drum Wound Armature with HorizontalField Magnet

Voltage: 110Amperage: 900 (approx.)Speed: 350 r.p.m.Capacity: 99 kilowatts (approx.)

1,200, sixteen candlepower lampsWeight: 53,836 Ibs.

Built by the Edison Machine Works, New York City

Triple ExpansionEngine-Driven Dynamo,Built 1891

Engine: triple-expansion, three cylinders, equipped withautomatic cutoff and Joy valve gear

Bores: 18, 27 and 40 inchesStroke: 30 inchesSpeed: 120 r.p.m.Horsepower: 625

Built by the Dickson Manufacturing Company,Scranton, PA

Dynamos (two): armature ring-wound, fourteen field poles

Volts: 150 (DC)Amperes: 1333Capacity: 200 k.w.Total Capacity of Both Units: 400 k.w.

Built by the Edison General Electric Company,Schenectady, New York

Total Weight of Engine and Dynamos: 100 tons

The American Society of Mechanical Engineers committee. One is a listing of industrial operationsreactivated its history and heritage program in and related mechanical engineering artifacts in localSeptember 1971 with the formation of the National historic engineering records, and the other is theHistory and Heritage Committee. The committee’s national historic mechanical engineering landmarkoverall objective is to promote a general awareness program. The former is a record of detailed studiesof our technological heritage among both engineers of sites in each local area, while the latter is aand the general public. demarcation of local sites which are of national

One of the committee’s responsibilities is to significance—people or events which have contri-gather data on all works and artifacts with a buted to the general development of civilization.mechanical engineering connection that are ASME also cooperates with the Smithsonianhistorically significant to the profession. It’s an Institution in a joint project to contribute historicambitious goal, and one achieved largely through material to the National Museum of History andthe volunteer efforts of the section and division Technology in Washington, D.C. The Smithsonian’shistory and heritage committees and interested permanent exhibition of mechanical engineeringASME members. memorabilia is directed by a curator, who also

Two major programs are carried out by the serves as an ex-officio member of ASME’s nationalsections, under the direction of the national history and heritage committee.

The Jumbo #9 and the Triple Expansion Engine are the 46th and 47thlandmarks to be designated since the program began in 1973.

The National HistoricMechanical EngineeringLandmark Program

Other Historic LandmarksFerries and Cliff House Cable RailwayPower House, San Francisco, Calif.

Leavitt Pumping Engine, ChestnutHill Pumping Station, Brookline, Mass.

A.B. Wood Low-Head High-VolumeScrew Pump, New Orleans, La.

Portsmouth-Kittery Naval Ship-building Activity, Portsmouth, N.H.

102-Inch Boyden HydraulicTurbines, Cohoes, N.Y.

5000 KW Vertical Curtis SteamTurbine-Generator, Schenectady, N.Y.

Saugus Iron Works, Saugus, Mass.

Pioneer Oil Refinery, Newhall, Calif.

Chesapeake & Delaware Canal,Scoop Wheel and Engines,Chesapeake City, Md.

U.S.S. Texas, Reciprocating SteamEngines, Houston, Texas

Childs-Irving Hydro Plant,Irving, Ariz.

Hanford B-Nuclear Reactor,Hanford, Wash.

First Air Conditioning, MagmaCopper Mine, Superior, Ariz.

Manitou and Pike’s Peak CogRailway, Colorado Springs, Colo.

Edgar Steam-Electric Station,W eymouth, Mass.

Mt. Washington Cog Railway, Mt.Washington, N.H.

Folsom Power House #1,Folsom, Calif.

Crawler Transporters of Launch Complex39, J.F.K. Space Center, Fla.

Fairmont Water Works,Philadelphia, Pa.

U.S.S. Olympia, Vertical ReciprocatingSteam Engines, Philadelphia, Pa,

5-Ton “Pit-Cast” Jib Crane,Birmingham, Ala.

State Line Generating Unit #1,Hammond, Ind.

Pratt lnstitute Power GeneratingPlant, Brooklyn, N.Y.

Monongahela Incline, Pittsburgh, Pa.

Duquesne Incline, Pittsburgh, Pa.

Great Falls Raceway and PowerSystem, Paterson, N.J.

Vulcan Street Power Plant,Appleton, Wis.

Wilkinson Mill Pawtucket, R.I.

New York City Subway System,New York, N.Y.

Baltimore & Ohio Railroad,Baltimore, Md.

Ringwood Manor Iron Complex,Ringwood, N.J.

Joshua Hendy Iron Works,Sunnyvale, Calif.

Hacienda La Esperanza Sugar MillSteam Engine, Manati, Puerto Rico

RL-10 Liquid-Hydrogen RocketEngine, West Palm Beach, Fla.

A.O. Smith Automated ChassisFrame Factory, Milwaukee, Wis.

Reaction-Type Hydraulic Turbine,Morris Canal, Stewartsville, N.J.

Experimental Breeder Reactor(EBR-1), Idaho Falls, Idaho

Drake Oil Well, Titusville, Pa.

Springfield Armory,Springfield, Mass.

East Wells Power Plant (OneidaStreet), Milwaukee, Wisconsin

W atkins Woolen MillLawon, Montana

C-E First Welded Steam DrumChattanooga, Tenn.

Georgetown Steam PlantSeattle, Washington

Equitable BuildingPortland, Oregon

Shippingport Atomic Power StationPittsburgh, Pa.

Acknowledgments

The Detroit Section of the American Society of MechanicalEngineers gratefully acknowledges the efforts of all whocooperated on the landmark dedication of the Jumbo #9and Triple Expansion Engines, Greenfield Village, Dearborn,M l .

The American Society of Mechanical Engineers

Dr. Donald N. Zwiep, PresidentDr. Charles E. Jones, President-electJohn T. Pope, Vice President, Region VWilliam M. Becker, Chairman, H & H, Region VKarl H. Moltrecht, Vice Chairman, H & H, Region VDr. Rogers B. Fitch, Executive Director and Secretary

The ASME National History and Heritage Committee

Prof. J. J. Ermenc, ChairmanDr. R. Carson Dalzell, SecretaryProf. R. S. HartenbergRobert M. Vogel, Smithsonian InstitutionCarron Garvin-Donohue, ASME Staff Director of OperationsJill Birghenthal, Administrator

The ASME Detroit Section

James P. Macey, ChairmanHoward E. Conlon, Vice ChairmanKenneth P. Snodgrass, SecretaryFrank A. Kunze, TreasurerEdward G. Trachman, History and HeritageRon A. Antosch

The Landmark Committee

Liaison: James P. MaceyPublic Affairs: Richard J. TravisCommemorative Booklet: John Bowditch,

Greenfield Village and Henry Ford MuseumEdward G. Trachman

Public Relations: Robert Ritter,Greenfield Village and Henry Ford MuseumDuane A. Leingang

David O. FoltzDavid HarringtonDuane A. LeingangLarry A. RoseGene E. SmithFrank D. Taibi

Invitations: Dean Hammond, Howard E. ConlonCeremony: Greenfield Village and Henry Ford Museum

This booklet was compiled and written by Terri Sinnott and John Bowditch of the staff ofGreenfield Village and Henry Ford Museum and edited by Edward C. Trachman, History andHeritage Chairman of the Detroit Section. The text is based on the following materials: A Century ofLight by James Cox, 1979; A History of Electrical Power Engineering by Percy Dunsheath, 1962;Edison A Biography, Matthew Joseph, 1959; Menlo Park Reminiscences, Vol. 3 by Francis Jehl;American Machinist, July, 1882; Metropolitan Electric Topics, c. 1928; Power, March, 1892; ScientificAmerican, August, 1882; Collections & Records of the Edison Institute.

Harlo Printing Co., Detroit, MichiganH049 H048

mechanical engineering landmarks: edison “jumbo” engine ...cover picture: (electrical engineer...

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