Herreshoff's Lightweight, High Performance Triple Expansion Engine
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- Опубликовано: 4 окт 2024
- A very sadly non-condensing and unloaded demonstration of the incredibly elegant, futuristic and artistic engineering of Nathaniel Greene Herreshoff.
I decided to obtain this engine for myself due to how similar Herreshoff's engineering sensibilities are with my own.
Video filming and editing by Elijah Jackson and used here with permission. 
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No flywheel - so finely balanced doesn't need. Gorgeous work of the machinist's art. Beautiful motion, Power at hand. Top high-end state of the art, no computers. Feeling ashamed and proud at the same time.
Brilliant engine and equally brilliant teacher.
An amazing engine. I see why you have a passion for the Herreshoff. Glad that you have added it to your collection.
Thanks for showing the center points. So cool to see that. I love seeing how things were made.
Astonishing. All the parts fit together so well and are so light and balanced just so that it runs almost effortlessly, simply fascinating.
Thanks very much for the video, and braving the rain to film it for us😊
Just lovely! Herreshoff was a brilliant engineer.
I love your enthusiasm, knowledge and dedication. That is a great engine and so light.
Beautiful!
Beautiful. Thanks for sharing and talking us through it.
That is amazing! Brilliant, Mr. Karnes. Thank you!
Absolutely marvellous. Thank You for sharing this.
I discovered Your drawings on DA ages ago and have been a fan ever since. Although I became a gardener and botany occupies me almost completely I still love everything steam powered and this is an absolute piece of art
As a sailor I only knew Herreshoff through his boats. This thing is beautiful!
This is a fantastic engine and sounds great.. I have loved Herreshoff stuff for many years I love his yacht designs but the engines are magnificent.
A great engine from a great yacht designer. I have been around boats since I was 10 (in my 70's now) and never knew he designed engines. One question though, I am interested in what kind of valve system he built into that engine?
Inside-Admission Piston valves with his own type of valve gear which I show in detail in the video. Herreshoff's type layshaft gear with a phase variator
Beautiful! No computer needed....
Beautiful running engine
The F1 engines of their day !
Congratulations on the acquisition! You've made a very good purchase! I hope I can work with you to put this thing to work as it was intended.
I knew of L Francis Herreshoff and his gorgeous sailboat designs but I did not know of his father's work. That engine is a gorgeous piece of work. Was it designed for a particular vessel?
That's amazing
You didn't mention the boat that engine was going back into.
It isn't, you are thinking of the Navy M and eventually the Navy W for Mascot
Such a shame that we couldn't see much due to all the vapor.
Maybe some duct work to direct the vapor away next time.
Bonjour Alexander,
What an amazing collection I would have liked to have, but in a flat... I hope it won't be lost and will find a new steam passionate owner.
Besides this, were you obliged to film under the rain ?
Amicalement, Raphaël
If you listen close enough those engines do talk to you.
Should not have to listen close, their language is obvious and it isn't just sound.
Canale molto interessante !!!
It’s a triple expansion.. not designed to operate in cut off. I suppose you could, but at the sacrifice of power.
All steam engines are meant to operate in cutoff.
I have a question: Does the cutoff on a marine steam engine need to be variable in the first place?
I mean, for a locomotive, there obviously are long phases of lighter or heavier work for the same rate of rotation. Say, when pulling a heavier or a lighter train at the same speed, or when pulling the same train over varying gradients. For a stationary engine, similarly, the load needed in the factory may vary considerably while the line shafts must rotate more or less the same.
But for an ocean going ship, the load on the engine is directly related to the shaft rotation speed: Any given rate makes the hull pass through the water at a particular speed. This causes a specific drag, and thus, a particular power required to propel the hull.
In addition to this, for most of the time, a ship's engine will run to propel the hull at a designed traveling speed (which for a torpedo boat is just 'FAST') - neglecting the influence of the wind resistance of the hull in a storm, but in situations in which this matters, you may probably want maximum power as well.
So, I wonder if there are any economies to be made at all in notching back such a marine engine, or if these can only be made by designing the engine for the one very set of conditions covering >90% of the engine's working hours, in which case only one 'forward' notch is really all that's needed.
Considering steam does its only useful and efficient work by expansion, and the laws of physics regarding how the working fluid behaves do not change nor do they care what kind of load the engine is driving, cutoff is needed no matter what application the steam engine is used for. How much cutoff is determined by the steam pressure and superheat available from the boiler, and the load versus engine horsepower, and other variables. You will find individually adjustible cutoff per stage on a multiple expansion engine is preferrable and present on things like large marine engines for this reason. The engines of a few great lakes steamers had Lentz oscillating cam valve gear with much more variable cutoff than stephensons as just one example
Didn't Herreshoft build an engine for an experimental aircraft, or has memory failed me *again*?
Hiram Maxim.
Wow that is amazing thank you so much for sharing everything with us