Navy B Compound, 1902

(3.5 + 7 X 6)

This engine is the smallest six-inch stroke US Navy compound, with dimensions of 3.5 + 7 x 6 stroke. This engine is an important find, as it is complete and un-restored, unlike any we have ever seen.  Most often old engines are found lacking parts, or they have been mechanically spoiled by the well-intentioned "restorer" who takes every piece apart to clean and polish it, but who is unable to re-assemble with all surfaces properly aligned because he has scraped away pesky shims or bedding.  This relic is coated in varnished oil, and the owner who "moth-balled" it some unknown years ago in Alaska had the forsight to cover the exhaust port.  This engine even has the brass cylinder top covers and Bureau of Steam Engineering engraved plate. 

This engine is small enough to be installed in an Elliott Bay hull, even though it is more suitable for a larger hull, such as the 28-foot cutter, were one to exist.  Send $5. and we will send you a print of the US Navy 28-foot Steam Cutter, taken from Standard Designs for Boats of the US Navy, 1900.

We recommend Keith Sternberg and Stewart Marshall or Lopez, Washington, to restore this engine, since they are experts with experience rebuilding marine engines, including US Navy M and G engines, and larger compounds and triples.

Sale of this engine is on hold, pending the decision to use this engine in a replica US Navy cutter.

Beaumaris Compound

(2.5 + 6 x 4)

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Beaumaris apprentices won the national apprenticeboys award with this engine.  Hugh Jones, director of Beaumaris Instrument Company believed in apprentice training, requiring each to learn his trade and his shop methods by building his pet product, a faithful replica of a true 19th century marine engine.  Three sets of ten engines each were built, so we understand, and each to Jones' exacting old fashioned methods.  As good as an original, this engine was the ultimate in 1970s when it was made.  No one has made such an elaborate production engine since the old days.

This engine was motorized for display; the brass cowls cover belt pulleys at each end.

Simpson-Strickland 8hp Compound

Simpson-Strickland Quadruple Expansion Marine Engine 1889

1.75 + 2.75 + 4. + 6 x 3.5 stroke

Simpson-Strickland Quadruple Expansion Marine Engines, otherwise known as "Kingdon Compounds," are among the most interesting and soughtafter original launch engines.  The hope, in 1878, when the design was patented, was that four expansions would extract all the energy from the steam.  The engine has symmetry: two tandem compounds, the second using the exhaust of the first. At 175 lbs. boiler presure the company claimed 10 indicated HP, and at 250 lbs., 14 HP.  At these high pressures the engines suffered wear and were noisy, but the company's goal was high speed, and in 1878 speed won sales in a competative market for small power boats.

Operating these engines at more moderate pressures and speeds makes them the most pleasant of marine engines. In a 23-foot launch that requires but 4 HP to go 7 knots, they are the ultimate in Victorian era boat engines.  We mimicked Simpson-Strickland's "Kingdon" boiler, but in modern materials and practice, and now have these available in ASME code.

So, if you are looking for the ultimate, we can supply you with machinery, hull, and accessories.

Until 1994 when we bought the engine above (and on left in adjacent image), we had seen these only in photographs, or in the London Science Museum.  Only two were operating at the time, one in UK and the other in Germany, and only a handful of others had survived.   Our engine sat under the bench awaiting our chance to view an original, so we could give the relic a proper conservation jod, such as to replicate its wood lagging, its builder's plate, lubricators, etc.

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Then, ten years later, an antique marine gasoline engine collector wanted one of our hulls, and offered a trade for "an old marine steam engine."    His engine turned out to be the same model, just eighteen serial numbers apart, ours made in 1889 and his made 1890.  Both were missing parts, but what one lacked, the other had.  Most important, the second engine had its wood lagging, in shambles condition but sufficiently intact for restoration.  The other engine also appears to have its original paint over the bronze frame, and "red lead" over the cylinder casting.

Simspon-Strickland went to lengths to keep one from easily copying its pumps.  We know; we tried.  A clever foundryman can often make a one-off copy, even of a complex part, by careful work at his core bench--but not so with these apparently simple, but deceptively complex parts. The left feed pump is the original, and the right pump is the copy, still not completely machined.  The red pump is the condensate pump, of the standard Hoskins design with dashpot valve and head valve.

Engine pumps are rarer than engines.  I suspect three reasons for this: 1) they were easy targets for a scrap sale, 2) they were off being fixed when the owner succumbed to the purchase of a modern oil or gas engine, and 3) they got separated at the time of the engine's sale.  The pumps can be in parts in a bucket, just a foot away, but be missed when the engine is crated for shipment--this we have learned the hard way.

The Simpson-Strickland pumps were continually changed; each engine model different. Either they all did not work very well--or defeated the engineer that did not pay them maintenance attention--or they were each purpose-built to match the feedwater needs of each particular. Delicate balance considering ruggedness required and the tight range of service to keep the engine at equilibrium.

The B&W image is from Simpson-Strickland's catalog No. 4, printed soon after 1890.  Below is a photo of a complete Kingdon Compound.

We will add images of the engine and its replicated parts as we progress. 

LIFU (Liquid Fuel Engineering Co

(2.25 + 4.75 x 3.5)

We presume this is is the old style 10 HP compound, as referred to in the Liquid Fuel Engineering Co. 1896 Catalog.  Its height from bottom side of bedplate bearers to top surface of cylinder block is 20 inches; length is 25.5 inches; width (determined by pumps) is 20 inches.  Port side pump rod is .930-inches diameter; Starboard is .950-inches diameter; stroke 2.5 inches.  We hope to find an original burner and boiler for this engine because LIFU machinery is truly is a marvel of innovation, if only because mineral oil fuel.  LIFU appear to be the first to say their engines are manufactured with interchangeable parts.

We welcome any further information that others may offer.  Any information or spare parts out there, anyone?  The pumps shown came from a different engine, yet their fastener bolt holes align the shaft drives.  However, all LIFU pumps could have had a

universal bolt pattern.  Does anyone know if this is the correct pump set for this engine?

Notice the LIFU's telescoping crosshead bearing oilers in the image of the crossheads.

We are reluctant to sell this engine until we learn if the remainder of the system's parts can be found.  Are there any complete LIFUs in service?

Navy M Compound 50 hp

The restored US Navy M is at Sternberg & Marshalls' shop, photographed with Sternberg making final assembly. Damage that it suffered during Katrina prompted a much-needed overhaul that included the removal of saltwater damage, crankshaft straightening & grinding, bearing realignment, etc.  The polished brass & steel and paint was only incidental to the fundamental work required.  This M is the main engine for MASCOT, owned by Alex Ellsworth of Louisiana, and is not for sale, but pictured here to show a restored Navy engine, as well as to show Sternberg's & Marshall's work.

The unrestored US Navy M is at our shop, available to anyone who is planning a small yacht.  It is missing its reversing  lever and quagrant, but we have the original Navy prints for the entire engine, including these parts.  We recommend to whoever purchases the engine to take it to Sternberg & Marshall to investigate its needs prior to its service.

Yes, the bedplate is bronze!  And made from a complex, multi-core casting that only navy spending could pay for!

Mumford Compound, Size No. 1

(2.25 + 4.5 x 3.25)

Finally, we accurately identified this engine.  Once we had the larger Momford on our floor, the similarities prompted a closer look at the Mumford literature.  (We had called it a generic "Thames River" compound because of its small size and the likely waters of its original use.)  Slide valves, both HP & LP, Robey-type crossheads with screw take-up on wristpins; insulation jacket underside of cylinder block, pumps not originally fitted, finely machined and fitted.

Mumford Compound, Size No. 5

(5.25 + 10 x 6)

This well-preserved compound could have been almost anywhere. It is illustrated in 1912 catalog of A. G. Mumford, Ltd., "Contractors to the Admiralty, War Office, India Office, Crown Agents for the Colonies, Spanish, Italian, Japanese, Brazilian, and other Navies." 

Engine weight 8 cwt; Propeller diameter 33.5inches, Boiler hearing surface 94sq. ft;Grate surface 8sq. ft.; Indicated HP 30; Weight of machinery under steam 48cwts.  Attached is an image of the engine from Mumford's Catalog, page 5.