Michael,I agree that the cylinders do appear rather small diameter, relative to what you see in later steam engines such as locomotives and marine engines.However, the small diameter cylinders would operate OK, but they wouldn't generate as much thrust as a larger diameter cylinder with the same steam pressure. Larger diameter cylinders require a greater steam supply (larger boiler, more fuel, etc.). Some of the very early steam engines used small diameter long stroke cylinders. The gearing mechanism creates a lot of mechanical advantage, so small diameter cylinders might work.Do you know the rotation rate of the Monitor turret?

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If so, using the gear tooth ratios of the gear system you can calculate the speed the steam cylinders must have operated. From this you can calculate the approximate volume of steam consumed for a given cylinder diameter and length. Is anything known about the pressure or volume of steam produced by the boilers?Phil. File comment: Stroke is 16', bore is 12', cylinder wall appears to be about 3/4' thick.bore and stroke small.jpg 68.39 KiB Viewed 2525 times The bore and stoke are 16 inches and 12 inches respectively. This is my opinion, based on overlaying CAD lines on the pencil lines and making measurements. The port cylinder has been mirrored into the clear.

The cylinder wall dimension reads out as 0.73 inches. I take this to mean 3/4 inches.Note that the 16 inch stroke and 12 inch bore dimensions are consistent with those used in the next generations of Ericsson monitors, as documented in the Scientific American article referenced above.Phil, you are right, I have noticed on antique steam tractors that small cylinders can be very potent. (We had a J.I. Case steam tractor one year at our 4th of July parade. It had a steam whistle you could hear for about 8 miles.)In the case of the USS Monitor, however, I think we can safely extract and rely upon the bore dimensions as depicted in the surviving drawings.

On this basis, it looks like the bore diameter was 12 inches.That early attempt at CAD noted above, with its tiny cyinders, was intended as a schematic representation. The cylinders are out of scale; the gear wheel spokes are wrong; the engine frames are not realistic; and the connecting rod from one cylinder is, oddly, mounted on the axle of the crankshaft.

The problem is, that (Intergraph?) drawing is one of the only CAD references to this chunk of machinery, so that its several departures from scale have tended to be reproduced without question by later artists. I think maybe I can see its influence, for example, in the CAD model commissioned by NOVA. As a follow-up for those interested in the Peterkin book, there has been a new development:The Internet Archive has digitized 'Drawings of the U.S.S. Monitor: a catalog and technical analysis' by Capt. Ernest W Peterkin, USNR (Ret.) using the copy from the State Library of North Carolina, Government & Heritage Library:I'm not entirely sure, but looks as if this was done as part of a larger effort by the State Library of North Carolina to digitize their holdings:So for those of us wanting to get a look at Peterkin's collection of Montior drawings but without access to the book, this may be a good alternative. The PDF is a bit slow to page through (typical for a scanned/imaged book) but seems to be legible, at least as far as the text itself is concerned.

What a super find, Starseeker. It is great that Peterkin is finally being made available again.

When you think about the work and scholarship he poured into that book, it is fitting that it is back in circulation, online, in time for the Monitor’s 150th anniversary year.DuCoin, the project is still progressing. Here is a sketch of the H-frame Ericsson used to support the central spur and pinion. It is a 3D composite from 2 different 2D source drawings. The top view (and dominant dimensions) came from the Stevens collection, the side view came from the Mariners’ Museum. Michael,Glad to see you are still at work on this, it is an amazing project. I am sure you are aware, but I wanted to mention, that the Mariners' Museum has a full set of full size copy negatives from the Steven's Institute.

They can scan these at full size. This is not as good as the originals, which are awesome, but amazing in their detail and information. These are not cheap to get, but sometimes invaluable. They will do this on paper, or send a digital scan. The cost for a digital scan always could be divided among a few interested people.I will be doing a presentation on the control of the ship and the turret on March 10th at Mariners, during the 150th anniversary of the Battle of Hampton Roads.

SeeWould you mind if I used some of your images to demonstrate the turret engines? Of course I would give you full credit for your fantastic work.Thanks for considering this.Fran.

Not quite sure what's going on, but I'm also seeing occasional glitches. So far, the jp2 originals all seem to be OK though. I'm playing around with options to produce a better PDF, but on the whole that's looking to be tricky and take a while.Since the book itself is a product of the North Carolina state government and (according to the statement at archive.org) not subject to copyright as far as NC is concerned, it may be that the best way to go long term is to re-typeset a version of the book to put online that will consist of real text + images rather than scanned pages.

There are only 2 real cons about the vehicle:1. It may be a Jeep, but I still expected better from the gas tank.2. I've wondered if it could be a mechanical problem, but after taking it in to get it checked out, the shop couldn't tell me much. The MPG is much worse than I predicted. Whenever I turned the car off, it will still take as long as 20 minutes before you actually stop hearing sound coming from under the hood.

At almost 600 pages that's a bit of a monumental task, but I have a feeling the images of the drawings themselves will be big enough without adding images-as-text to the equation. And the scholarship is certainly worth preserving in the most usable form we can manage.I'll poke around with approaches to achieve a good output. There are two or three possibilties I can think of, all unfortunately rather labor intensive. In the meantime, at least we have the jpeg2000 images.Francis:Neat looking conference! Cliff,I paged through it and didn't have any problems.I have seen similar problems with some patent searches using Google Patents to look at PDFs.

I contacted them and they said they were occasionally seeing this problem. When I opened the same patents using the US Patent office search engine I didn't see the problem - using the same Adobe PDF reader.My guess is that some PDF generating program has a bug.I have scanned several books (up to 800 pages) and other documents using OCR to put the text into Word, and scanned the images into Photoshop where they were saved as JPGs. Then I inserted the JPGs into the Word text and saved the file as a PDF. Actually, I use the CutePDF printer driver to direct printer output (from any program) into a PDF file.It is a lot of work but the results look great and file sizes are a fraction of what they would be as scanned images. Here are links to some of these files if you want to see what the results look like:It took about two months to scan and reassemble the GMM manuals, working 4 to 12 hours a day.Phil. Switched from Rhino3d 4.0 to Rhino 5.0 beta. The new software is 64 bit.

It really helps make the larger files in this project more manageable.Today I installed the engine and the gear train, so finally we have an overview of the turret elevating and drive machinery. This would be how it looked under construction, around Thanksgiving, 1861.

The point of view is looking forward and up from a vantage point below the ship's galley area. I turned off the steel bulkhead for visibility.

The longitudinal metal beam seen above the deck beams is the floor beam of the turret. Clear view 12-inch cylinders.jpg 74.29 KiB Viewed 2240 times It was sort of amazing to see how everything fit together without physical interference. I was worried the valve gear, which is all over the place, might be snagged by a gear, but there are no such problems.

The system needs bearings next, and framing. Two vertical stanchions flanked the crankcase on either side.

Ericsson used them to support the weight amidships of the crankcase, gearbox and spur gear - and he also used them to form the legs of the galley stove.Last edited by on Mon Feb 20, 2012 7:52 pm, edited 2 times in total.

RMS Olympic was a British ocean liner, the lead ship of the White Star Line's trio of Olympic-class liners. Unlike the other ships in the class, Olympic had a long career spanning 24 years from 1911 to 1935. This included service as a troopship during the First World War, which gained her the nickname 'Old Reliable'.

She returned to civilian service after the war and served successfully as an ocean liner throughout the 1920s and into the first half of the 1930s, although increased competition, and the slump in trade during the Great Depression after 1930, made her operation increasingly unprofitable. SS Californian was a British Leyland Line steamship that is best known for its inaction during the sinking of the RMS Titanic on 15 April 1912, despite being the closest ship in the area. The United States Senate inquiry and British Wreck Commissioner's inquiry into the sinking both concluded that the Californian could have saved many or all of the lives that were lost, had a prompt response been mounted to the Titanic 's distress rockets. Senate inquiry was particularly critical of the vessel's Captain, Stanley Lord, calling his inaction during the disaster 'reprehensible'.

Harold Thomas Cottam was a 21-year-old British wireless operator on the RMS Carpathia who fortuitously happened to receive the distress call from the sinking RMS Titanic on 15 April 1912. Cottam's decision to awaken Captain Arthur Henry Rostron and relay Titanic 's message in spite of the scepticism of the officer on watch allowed Carpathia to arrive at the scene hours before any other ship and is 'credited with saving hundreds of lives.'

He was a personal friend of the Titanic's junior wireless operator and survivor Harold Bride. The Olympic-class ocean liners were a trio of British ocean liners built by the Harland & Wolff shipyard for the White Star Line during the early 20th century.

They were Olympic (1911), Titanic (1912), and Britannic (1915). All three were designed to be the largest and most luxurious passenger ships in the world, designed to give White Star an advantage in the transatlantic passenger trade. Two were lost early in their careers: Titanic sank in 1912 on her maiden voyage after hitting an iceberg in the North Atlantic Ocean, and Britannic in 1916 during World War I after hitting a mine laid by the minelayer submarine U-73 in a barrier off Kea in the Aegean Sea. Olympic, the lead vessel, had a career spanning 24 years and was retired and sold for scrapping in 1935. RMS Titanic was a British passenger liner that sank in the North Atlantic Ocean in 1912 after striking an iceberg during her maiden voyage from Southampton to New York City.

Of the estimated 2,224 passengers and crew aboard, more than 1,500 died, making the sinking one of modern history's deadliest peacetime commercial marine disasters. RMS Titanic was the largest ship afloat at the time she entered service and was the second of three Olympic-class ocean liners operated by the White Star Line. She was built by the Harland and Wolff shipyard in Belfast.

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Thomas Andrews, chief naval architect of the shipyard at the time, died in the disaster. Sir James Gordon Partridge Bisset, CBE, RD was a British merchant sea captain who served as Commodore of the Cunard White Star Line (1944–47). He documented his fifty-year sea career in a three volume autobiography: Sail Ho! My Early Years at Sea (1958); Tramps and Ladies – My Early Years in Steamers (1959) and Commodore – War, Peace and Big Ships (1961). In addition, Bisset authored Lifeboat Efficiency (1924) which became the primary text used by the British Merchant Marine until the Second World War for instructing merchant seaman in lifeboat utilization and handling, and Ship Ahoy!: Nautical Notes for Ocean Travellers (c.1930), a treatise on shipboard operations for the edification of passengers. He served in or commanded Cunard liners including Caronia, Franconia, Mauretania, Aquitania, Berengaria, Queen Mary and Queen Elizabeth.