CooperBessemerBrochure

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COOPER-BESSEMER TYPE GMVINTEGRAL-ANGLE GASENGINE-COMPRESSOR

AN ASME HISTORIC MECHANICAL ENGINEERING LANDMARKKnox County Historical Museum

Mount Vernon, OhioAugust 26, 2006

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HISTORIC MECHANICALENGINEERING LANDMARK

COOPER-BESSEMER TYPE GMV INTEGRAL-ANGLE GAS ENGINE-COMPRESSOR

1938

THE GMV INTEGRAL-ANGLE GAS ENGINE-COMPRESSOR WAS AMAJOR CONTRIBUTOR TO THE WORLD’S ECONOMY FOR MORE THAN HALF A CENTURY, PROVIDING COMPRESSION ENERGY FOR THE NATURAL GAS TRANSMISSION, GAS TREATMENT, PETROCHEMICAL, REFINERY AND POWER INDUSTRIES IN THE UNITED STATES AND FORTY-FOUR COUNTRIES AROUND THE WORLD.

THE BASIC MECHANICAL DESIGN OF THE GMV IS UNIQUE IN ITS SIMPLICITY AND PROVIDES HIGH EFFICIENCY AND RELIABILITY FOR CONTINUOUS, HEAVY-DUTY INDUSTRIAL APPLICATIONS. DESIGN IMPROVEMENTS DURING THE GMV’S EVOLUTION DOUBLED ITS POWER OUTPUT, IMPROVED THERMAL EFFICIENCY TO 37 PERCENT, AND LED THE WAY IN EXHAUST EMISSION REDUCTION FOR NATURAL GAS ENGINES.

THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS 2006

Fig. 1 Typical Installation, Lone Star Gas GMV-8’s

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Introduction

The modern industrial world became dependentupon large scale exploitation of fossil fuels in thelatter half of the nineteenth century. Energy usefrom fossil fuels began with coal, and wassupplemented with petroleum production,beginning in 1859. Extraction of petroleum wasusually accompanied by natural gas, which was atfirst considered to be a nuisance and was flared.Gaseous fuel had the disadvantage that it could notbe transported in batch quantities like coal andpetroleum, but required pipelines for economicaltransportation from the well-head to the consumer.The first pipelines were short affairs where theavailable gas could be sold in towns near the oil andgas fields. In these short distribution networks, thegas would flow to the consumer simply from thewell pressure. Later, as markets for natural gasdeveloped far from the oil and gas fields, and aspressure declined in the older fields, compression ofthe gas was required to move the fuel throughpipelines.The earliest compressors in the oil and gas fieldswere stand-alone reciprocating piston typecompressors with their own connecting rod,crankshaft, bearings, and frame. They were poweredby stationary steam engines usually via a belt drive.Operating a steam plant requires a steady supply ofclean water for the gas fired boiler, but at most sitesin the oil field, clean water was not available andboiler life was short. In the last decade of theNineteenth Century, some enterprising individualswith knowledge of the petroleum industry decided totry burning natural gas directly in a power cylinder,hoping to eliminate the need for a boiler.In 1898, Dr. Edwin J. Fithian and John Carruthersformed the Bessemer Gas Engine Company andproduced kits to convert steam engines into newinternal combustion engines, fueled with oil-fieldnatural gas. The Bessemer Conversion Engine,designated an ASME Historic MechanicalEngineering Landmark in 1997, is a kit conversionof an 1880’s Innis steam engine with a Bessemernatural gas burning power cylinder. (see Fig. 2)The success of these converted gas engines in thefield quickly led manufacturers to offer complete gas

engines with cylinders, connecting rods, crankshaft,bearings, and frames. First introduced in 1898, theseengines became universal in the oil field (see Fig. 3).

Fig.2 Bessemer Conversion of Innis Steam Engine

Fig.3 Early Bessemer Gas Engine

Once stand-alone market gas compressors driven bystand-alone gas fired engines became the norm, itwas not too much of a stretch for someone toconceive of joining the gas fired power cylinder andthe compression load cylinder on a common frame toshare flywheels, crankshaft, bearings, and frame.Thus began the integral gas engine- compressor, firstintroduced in 1909.The horizontal double-acting power cylinder designof these first integral gas engine- compressors was alogical development from previous steam engineexperience. By arranging the double-acting powercylinders in tandem it was possible to have fourpower ends working per crank-throw, and bylocating a “twin” unit on the other side of theflywheel a total of eight power ends becameavailable for driving, via tie-rods,

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two compressor cylinders on the opposite ends of theframes (see Fig. 4)

Fig. 4 Cooper-Bessemer Type 22

In all human endeavor, economics providesincentive for technological improvement. Aspipeline and process gas flows increased, thecompression plants became larger and larger, and thesearch was underway for ways to reduce the floorspace required by these horizontal behemoths. Thedevelopment of a compact gas engine-compressor,more readily transportable and easier to install thanthe "classic" horizontal twin-tandem, became apriority in the industry in the 1930’s. The first stepin that direction was that of the integral-angle gasengine-compressor. In this development, the powercylinders were mounted vertically above thecrankshaft, while the compressor cylinders weremounted horizontally in their traditional location forthe convenience of the high pressure process gaspiping.

Fig. 5 Cooper GMR Engine

The Cooper GMR Engine illustrated in Fig. 5 was ofthis type.Production of integral-angle gas engine-compressors got underway during the mid-1930’s

with Cooper-Bessemer in Mount Vernon, Ohio, andClark Brothers in Olean, New York, utilizing two-stroke cycle power cylinders; Ingersoll-Rand inPainted Post, New York, using a four-stroke cyclepower cylinder design, and Worthington Pump andMachinery in Buffalo, New York, following laterwith a “Uniflow” two-stroke design. All of theseproducts featured vertical power cylinders andhorizontal compressor cylinders. This improvementwas to prove to be only a step toward the ultimateeconomic solution.Sometime during 1936 the Mount VernonEngineering Department of Cooper-Bessemerdecided to adopt the “Vee-Angle” concept,Ingersoll-Rand had introduced their XVG enginewith success in California. This engine was of theVee-Angle design and incorporated an articulatedconnecting rod arrangement. This configurationpermitted placing twice the number of powercylinders on a frame with dimensions notsignificantly larger than an in-line vertical unit. Thenew engine design was designated the GMV. It wasrated at 100 BHP per cylinder and was produced ingreat haste and secrecy in 1937 and put to work on apipeline in 1938.

Worldwide Use of the GMV

The number and variety of GMV installations duringpre World War II and the immediate post-war periodis impressive. Gas pipelines and field gas productionand treating plants represented primary markets, butthe engine found numerous other applications.GMV gas engines were also used in petrochemicalplants and for driving water and oil pumps, as wellas a number of DC and AC generating plants inAlaska, Arkansas, New Mexico, Peru, andVenezuela.That preparations for the war were underway wereevidenced by the delivery of 24 units to DowChemical at Velasco, Texas in 1941 and theshipment of fifty GMV-10 (ten cylinder unit) DCGenerating units to the Alcoa aluminum plant at HotSprings, Arkansas during 1941-42.War led to a large part of Cooper’s capacity beingallocated to Diesel engine production (marine andgenerator applications) and GMV production washeld steady at about sixty units per year. Large

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users in the United States during this period wereLion Chemical; El Dorado, Arkansas, (24 units),Humble Oil; Baytown, Texas, (26 units), andTennessee Gas for four stations on their newpipeline, (31 units).After the war, GMV production was increasedrapidly, reaching a peak of 189 units in 1950, withengines being exported to Peru, Venezuela, Sumatra,Mexico, Belgium, and France. Major US users wereCities Service (73 units), Shell Chemical, PanhandleEastern (89 units),Tennessee Gas Transmission (168 units), DowChemical (56 units), El Paso Natural Gas (236units), Humble Oil Company (58 units), Magnolia,Southern Natural Gas (103 units), Warren Petroleum(38 units), Lone Star Gas, Texas Eastern (40 units),Pure Oil Company (36 units), United Fuel Gas, LionOil, Tennessee Eastman, and Mathieson Chemical, averitable “Who’s Who” of the United States Oil,Gas, and Petrochemical Industries.The impact of the GMV on the gas engine worldmarketplace was also pronounced. Various modelsof the engine were produced, under a number ofdifferent contractual arrangements in eight foreigncountries: Cooper-Bessemer of Canada; Harland &Wolff in the United Kingdom (Ireland); Creusot-Loire in France; Conjunto Manufacturero in Mexico;Termomechanica in Italy; Bremer-Vulkan inGermany; Kobe Steel in Japan and DvigatelRevolutsii in the Soviet Union. The first 24 enginesin the USSR were shipped under a “Lend-Lease”agreement in 1945 and installed in six stations of thefirst major natural gas pipeline in Russia. The 25th

unit went to the Dvigatel Revolutsii Engine Works inGorky where 1591 GMV “clones” (Russian Type10GKN) were produced during the 1952-1991period. Excluding the United States, Canada and theSoviet Union, 225 units were produced by the otherlicensees. In all, 4667 GMV engines were produced,making it one of the most prolific of its kind, and itmade an important contribution in the oil, gas, andchemical industries over a 55 year period.

Unique Mechanical Engineering FeaturesThe GMV incorporated special features forIntegral-angle gas engine-compressors. Thesefeatures were unique and contributed to the

satisfaction of customers. The following is anengineering description of the salient features.

The GMV design uses a master connecting rod attacheddirectly to the compressor crosshead pin andincorporating power cylinder articulated rod pinconnections via bolting, unique to the GMV, directly tothe master rod pins and the power pistons (see Fig, 6).This design provides much greater bearing area for thepiston pins; extremely important for two-cycle engines,since the load on the piston pins in two-stroke engines isnever relieved. Connecting rod bearing area is alsogreater than conventional “side-by-side” Vee-RodDesign, and the crankshaft overall length is reduced.The “standard” GMV is a two-cycle “loop scavenged”engine of 14-inch (355.6 mm) bore and 14-inch (355.6mm) nominal stroke. The early, so-called, ‘short-stroke”models had a master connecting rod design that provideda 14-inch (355.6 mm) stroke for the compressor cylinderand also for each of the “Vee” power cylinders (see Figs.6 & 7). In 1946 the master rod geometry was changed toeliminate “piston knuckling”, and advantage was takenof the elliptical orbit of the articulated piston pins toincrease actual stroke of the power cylinders toapproximately 14.6-inches (370.8 mm), the so-called“long stroke” GMV which continued as standard for therest of the engine’s history.The 300 rpm for compressor service remained standarduntil the introduction of the GMVE and GMVG modelsin the 1960’s, running at 330 rpm.The supply of scavenging air, required for two-strokeengine operation was provided in a most logical mannerby utilizing the “dead space” around each compressorcrosshead to accommodate a 22-inch (558.6 mm)diameter single-acting piston to pump air to the powercylinders (see Fig. 6). The scavenging versus powerpiston areas gave a theoretical “excess air” ratio of 1.24,for removal of exhaust gases and the supply of freshcombustion air each stroke.Air supply for the GMV was via cored inlet passages inthe crankcase base (see Fig. 6) at each throw center-line,then via the scavenging pistons to another cored volumein the upper base frame which was common to thebottom inlets of the power cylinders, which areindividually bolted to the crankcase. The various airpassages and volumes made the crankcase casting rathercomplicated, but also did serve to make the basestructure quite rigid, which was beneficial for absorbingcompressor loading.The GMV cylinder design utilizes what is known as“Curtiss” porting. It has proven very successful and wasused without major modifications throughout the GMV’shistory. High speed photography taken inside thecylinder, during operation, confirm the presence of highturbulence, to assist in fuel-gas and air mixing.

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Fig. 6 GMV Cross-Section, Showing scavengingair flow

Development Progression of the GMVThe GMV engine was successful in incorporatingchanges that permitted commercial uprating in bothspeed and torque; horsepower increased 225 per-centfrom the original engine to the latest model. Thefollowing is a chronological narrative of thatdevelopment progression

GMVThe GMV started life with a rating of 100 BHP percylinder and a 300 rpm operating speed. It wasmanufactured in 4, 6, 8, 10 and 12 cylinderconfigurations; 937 units were produced.GMV-TFIn 1948, the first “Turboflow” GMV-TF’s wereintroduced. “Turboflow” was a cover word for going tohigh compression heads, increasing the compressionpressure from 120 psi (8.4 kg/cm2) to 250 psi (17.6kg/cm2). The application of high compression allowedraising the GMV power rating to 110 BHP per cylinderand improved fuel thermal efficiency from 25% to 30%(see Fig. 8).A total of 604 GMV-TF’s were installed from 1948through 1963

Fig. 7 GMV Components

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Fig. 8 Fuel Efficiency Improvement

Fig. 9 GMV-STF Supercharging

GMV-STFIn the late 1940’s, the Research and DevelopmentLaboratory in Mount Vernon had been investigatingmethods for increasing power output of the “standard”engine and had developed a way of supercharging. Thismethod was based on a Sulzer two-stroke Diesel marineengine design, which utilized “butterfly” valvesimmediately outside the cylinder exhaust ports to trapextra air in the power cylinder.The “butterfly” valves were of rotary vane design andtimed to block the exhaust gas flow during the period theinlet ports were still open, thereby trapping morecombustion air in the cylinder, enabling higher poweroutput.The Cooper-Bessemer ”STF” design was similar, using arotary valve in each cylinder exhaust elbow driven by anauxiliary drive shaft from the flywheel end of the engine(See Fig. 9).Laboratory testing during 1947-48 indicated that a powerrating of 135 BHP per cylinder wasfeasible. During 1949-50 94 GMV-STF engines wereplaced in the field.During 1951, however, severe complaints were receivedfrom operators in high ambient temperature areas, that the"STF” engines could not produce rated load, due to severedetonation. After various modifications to “butterfly”valve timing failed, Cooper-Bessemerconcluded that additional scavenging air supply wasrequiredField modifications included the installation of acommercial rotary blower, driven by V-belts from a sheavemounted on the engine flywheel and/or

.installing a low-pressure, double-acting, aircompressor cylinder on a “blank” compressorthrow, which was common for most units in pipelineservice.The supply of the additional scavenging air provedsuccessful, so much so that the “butterfly” valves could beremoved.GMVAHaving established that an increased supply of scavengingair would permit a valid 135 BHP per cylinder capability,the next question was to find the best means of providingit. In testing of the STF units, it was found that carry-overof lubricating oil from the crosshead pistons, and heatingof the scavenging air in its passage through the engine baseplenum chambers contributed to the engine’s detonationsensitivity.In view of these observations, it was decided that the “newSTF”, the GMVA, should have a scavenging air systemcompletely separate from the crosshead piston pumps.This led to the use of an independent air blower geardriven from the crankshaft flywheel end. Air supply fromthe blower would be delivered to the power cylinders viaoutside air manifolds, one to each cylinder bank of theengineInitially a Read Standard blower was used but because ofcost, an “in-house” centrifugal blower was designed.The GMVA was a very successful engine, with a total of790 units being installed. The engine was rated at 135 BHPper cylinder at 300 rpm through 1972, then uprated to 150BHP per cylinder at 330 rpm from 1973 onward.GMVEAnother uprating of the engine, known as the GMVE, to167 BHP per cylinder at 330 rpm, was produced during the1971-85 time period. The GMVE was equipped withaftercoolers to cool the blower discharge air. The enginewas used primarily for high altitude and high ambienttemperature installations; 35 units were produced.

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Fig. 10 GMVB’s at Tennessee Gas

Fig. 11 Series Turbocharging Arrangenent

GMVBFollowing Cooper-Bessemer’s success inmanufacturing turbochargers for its line of four- strokeengines, it was logical to examine the possibilities ofturbocharging the GMV.The problem was that turbocharger componentefficiencies, turbine and compressor, were not yet up tolevels permitting “pure-turbocharging” of a two-strokeengine, so alternate methods would have to be found.

The use of “tuned” exhaust pipes from each cylinder tothe turbine inlet of the turbocharger, taking advantage ofthe exhaust pulse kinetic energy per Dr. Buchi’s patents,was one method.A GMV-10 without crosshead pistons was set up withtwo vertical-shaft ET-13 turbochargers in the center ofthe engine Vee with an array of 4-inch (101.6 mm)diameter exhaust pipes leading from each cylinder to oneor other of the turbine inlets.The compressed air from the turbocharger blower wasconducted to two external manifolds for delivery to thepower cylinders.Only two GMVB engines were factory produced,however, eight field units at the Cambridge, Ohiocompressor station of Tennessee Gas were converted.These engines are still in operation (See Fig. 10).GMVCAnother method to achieve the turbocharging of a two-stroke engine in the 1950’s was to apply the turbochargerin “series” with a centrifugal blower as successfully usedon the GMVA.A depiction of the turbocharger and blower arrangementfor the engine, the GMVC is shown in Fig. 11.The GMVC was rated 180 BHP per cylinder at 300 rpmand 224 units were produced from 1956 through 1973.

GMVGDuring the 1960’s the GMVC was paralleled by a 330 rpm,200 BHP per cylinder engine known as the GMVG, only 37 ofwhich were produced. Obviously the GMVC and GMVGengines did not enjoy a wide acceptance, most likely due tothe complexity of the series turbocharging.

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Fig. 12 GMVH Engine

In summary, the impact of the GMV line of enginescan best be summarized by industry spokesmenassociated with the engines operation:

“The engine was one of the most advanced enginesof its day, and one of the very first to be designedusing modern diagnostic techniques.The effectiveness of the basic design is seen in thefact that the engine was in continuous production for55 years. Many of the engines produced in the1940’s are still in use, operating “24hours/7days”with high reliability and good efficiency. Thepipeline industry still operates over 2500 GMVmodel engines”; and,

“From an operating standpoint the GMV series ofengines have an unparalleled Safety, Reliability, andCost of Operation record. Our station operators havealways viewed the GMV series units as first on, lastoff compression"

Engineering Credit

The chief architect of the GMV was Ralph L. Boyer.Boyer joined Cooper-Bessemer in 1926 as a Dieselengineer.He was promoted to assistant chief engineer in 1929and to chief engineer in 1938. He was made a vicepresident in 1947 and a director of the Corporation in1950. He retired in 1965

Specifications

The GMV-4 Landmark engine is SN-42290 and wasmanufactured in 1944 as a shop air compressor andwas installed in the Mount Vernon Power House.The engine was used until 2002. The unit isequipped with the twooriginal air compressor cylinders: First stagecylinder; Class CF-14, SN-12119, 27-inch (685.8mm) diameter by 14 inch (355.6 mm) stroke,Second stage cylinder, Class CD-14, SN-11666, 17inch (431.8 mm) diameter by 14 inch (355.6 mm)stroke. Although the engine is capable of operation,it is not set up to run.This unit was rated at 400 BHP at 300 rpm and 61.3bmep (4.2 Bar). Piston Speed: 700 ft,/min. (3.5m/sec.)

GMVHFinally, by 1964 Cooper-Bessemer “got-it-right”.Turbocharger technology had improved to thepoint where a “constant-pressure” system having all cylinderexhausts connected to a common manifold, leading to theturbine inlet, would provide the required differential airpressure for engine scavenging and combustion without anyintermediate boosting.Elimination of the gear-driven centrifugal blowerremoved parasitic load, which improved the engine’sthermal efficiency.The application of “pure” turbocharging has a beneficialeffect for a two-stroke engine in that the back-pressurerequirement of the exhaust turbine in effect raises the so-called “density level” of the combustion process. That is,the mass of combustion air trapped in the power cylindereach stroke is increased, meaning that a correspondingamount of more fuel can be burned without exceedingallowable mixture richness which would lead to detonation.

The GMVH (see Fig. 12) started its career at a modest 200BHP per cylinder at 330 rpm and the rating was increasedin 1973 to 225 BHP per cylinder when the ambienttemperature rating base was changed from 100 0 F (37.80C) to 80 0 F (26.7 0 C). The engine thermal efficiencyimproved to 37%; 6800 BTU/BHP-HR(26616 Kg.Cal/CV-HR), (see Fig. 8).The number of GMVH’s installed totaled 392 units.In 1978, in response to the increasing pressure beingbrought by the Environmental Protection Agency (EPA),the GMVH was the first gas engine to adopt the“CleanBurnR” combustion

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Key Dimensions:Length 12 ft. 0 in. (3.7 m)Width 16 ft. 0 in. (4.9 m)Height 9 ft. 9 in. (3.0 m)Weight 55000 lbs. (25000 kg) (engine only)Key engine part dimensionsMain Bearings, End 9 ½ in. x 8 ¼ in. (241.3 x 209.6 mm)All others 9 ½ in. x 7 in. (241.3 x 177.8 mm)Crankpin Bearings 9 ½ in. x 9 ½ in.

(241.3 x 241.3 mm.Piston Pin Bearings 4 in. x 9 ¼ in.

(101.6 x 235.0 mm)Crosshead Pin Bearings 6 in. x 18 ½ in.

(152.4 x 469.9 mm)Diameter of Flywheel 5 ft. 8 in. (1.7 m)Weight of Flywheel 3,788 lbs.(1722 kg)Minimum Foundation Requirement

27 cu. Yds. (12.2 m3)

Description of the Landmark

The Cooper-Bessemer GMV-4 Integral Gas Engine-Compressor is located in the E.L. “Gene”Miller Wing of the Knox County HistoricalSociety Museum (see Cover Page). Gene Miller wasPast President of Cooper-Bessemer and Founder andDirector of Cooper-Industries, Inc.The condition of the engine is excellent since itwas completely refurbished by students from theMount Vernon Career Center Collision Repair Class.The engine is located adjacent to the room whichhouses the four C. & G. Cooper Agricultural SteamEngines that were designated A MechanicalEngineering Heritage Collection by ASME onSeptember 17, 1998.The Knox County Historical Museum is open to thepublic and is host to visiting groups; including areaschools, community organizations, and tour groups.

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THE HISTORY AND HERITAGE PROGRAM OF ASMEThe History and Heritage Landmarks Program of ASME (the American Society of Mechanical Engineers)began in1971. To implement and achieve its goals, ASME formed a History and Heritage Committeeinitially composed of mechanical engineers, historians of technology, and the curator of mechanicalengineering at the Smithsonian Institution, Washington, D.C. The History and Heritage Committee providesa public service by examining, noting, recording, and acknowledging mechanical engineering achievementsof particular significance. The Committee is part of the ASME’s Center for Public Awareness. For furtherinformation, please contact Public Information at ASME, Three Park Avenue, New York, NY, 10016-5990,1-212-591-8614 and http://www.asme.org/history.DESIGNATIONSince the History and Heritage Program began in 1971, 238 landmarks have been designated as historicmechanical engineering landmarks, heritage collections or heritage sites. Each represents a progressive stepin the evolution of mechanical engineering and its significance to society in general. Site designations notean event or development of clear historical importance to mechanical engineers. Collections mark thecontributions of a number of objects with special significance to the historical development of mechanicalengineering.The Landmarks Program illuminates our technological heritage and encourages the preservation of thephysical remains of historically important works. It provides an annotated roster for engineers, students,educators, historians, and travelers, It helps establish persistent reminders of where we have been and wherewe are going along the divergent paths of discovery.The 120,000-member ASME is a worldwide engineering society focused on technical, educational andresearch issues. ASME conducts one of the world’s largest publishing operations, holds some 30 technicalconferences and 200 professional development courses each year, and sets many industrial andmanufacturing standards.

The American Society of Mechanical Engineers ASME Central Ohio SectionRichard E. Feigel, President Greg Soller, ChairLeonard Anderson, B District Leader Colin Scott, Newsletter EditorShlomo Carmi, Senior Vice President Parimal More, Program ChairMarc W. Goldsmith, P.E., Vice President Robert Honaker, TreasurerVirgil R. Carter, Executive Director Carl Jaske, Web Site Coordinator

Edward Liu, President OSU Student SectionRamin Sadeghian, Student Relations Chair

Internal Combustion Engine Division ASME History & Heritage CommitteeNeil X. Blythe, Chairman R.Michael Hunt, PE, History & Heritage ChairAndrew J. Pope, Vice Chair, Administration John K. BrownDr.Kirby S. Chapman, Vice Chair Technical Robert FreidelJames H. Garrett, P.E., Secretary J. Lawrence Lee, P.E.Dr.Victor W. Wong, Treasurer Richard I. Pawliger, P.E.Dr.Frank W. Aboujaoude, New Member Paul J. Torpey, Past PresidentJohn Bendo, ASME Staff Herman H. Viegas, P.E.

Marina Stenos, Manager, Public AwarenessWil Haywood, Communications Coordinator

The Nominator and AuthorMel J. Helmich retired from Cooper-Bessemer Reciprocating in 1991, where he served as Director,Engineering and Technical Director. He is a Life Member of ASME and a Fellow of ASME and SAE,Past Chairman, Diesel and Gas Engine Power Division 1974-5, Member-at- Large, Policy Board,Power Department, 1977-80, Member, Committee on Honors 1987-93, Secretary of the InternalCombustion Division 1992-7, Old Guard Committee 1992, and is currently History & Heritage Chairfor the Internal Combustion Engine Division.

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KNOX COUNTY HISTORICAL SOCIETYMark Ramser, PresidentFrank Goulde, Vice PresidentJay Wilson, SecretaryJanet Jacobs, TreasurerPatti Albaugh, Ph.D., TrusteeJames P. Buchwald, TrusteeWilliam O. Ferguson, TrusteeDr. John C. Fowler, TrusteeEdward G. Hall, TrusteeIrma Hood, TrusteeRobert Hatfield, TrusteeMelvin J, Helmich, TrusteeJames K. Gibson, Museum Director

BIBLIOGRAPHYCooper-Bessemer Gas Engine Compressors1899 – 2001Donald A HarnsbergerThe Woodlands, Texas

Cooper Industries, 1833 – 1983David N. KellerOhio University Press, 1983Athens, Ohio

History of Knox County, Ohio 1976-1976Second EditionFrederick N. LoreyKnox County Historical Society 1992

ACKNOWLEDGEMENTThe Author wishes to thank the followingindividuals for their contributions.Donald A. HarnsbergerJay M. WilsonJames K. GibsonKen McCandlessTom Mulkey, President & CEO, GMRCRandall R. Raymer, El Paso Pipeline GroupBryan Willson, Ph.D, Colorado State UniversityTom Gardner, President/Owner, PostNet

Lois Taylor, TrusteeHarlin Hubbell, TrusteeAnn Laudeman, TrusteeKen McCandless, TrusteeGloria Parsisson, TrusteeSusan Ramser, TrusteeKay Ringwalt, Trustee

The Story of the GMV EngineRalph L. BoyerFebruary 24, 1939, Revised October 27, 1943

GMV Supercharged EnginesRalph L. BoyerOffice Memos October 12 – December 4, 1951

List of GMV Engine Installations 1938 – 1993