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Hooven-Owens-Rentschler

January 01, 1970

The firm of Hooven, Owens, Rentschler, and Company manufactured steam and diesel engines in Hamilton, Ohio. Because the firm was frequently known by its initials, H.O.R., the Hooven is sometimes incorrectly rendered as Hoover, and the Owens may be mistaken for Owen.

History edit

Origin edit

The firm was the successor to the firm of Owens, Ebert & Dyer (founded in 1845 by Job E. Owens) which went into receivership in 1876.[1]

In 1882, George A. Rentschler, J. C. Hooven, Henry C. Sohn, George H. Helvey, and James E. Campbell merged the firm with the iron works of Sohn and Rentschler,[1][2] and adopted the name Hooven, Owens, Rentschler Co.

In 1883 the firm began the manufacture of Corliss steam engines,[3] producing a total of 700 such engines by 1901.[1]

20th century, first part edit

By World War I, the Hooven-Owens-Rentschler Company operated the largest exclusive Corliss Engine plant in the country, employing nearly 800 men.[4]

Also built were a number of triple expansion engines for the merchant fleet being built under the United States Shipping Board program. The engines had diameters of 27-45-71 inches and a stroke of 48 inches (556nhp - 562nhp).

Diameters of 27.5-46-78 and a stroke of 51 inches (680nhp)

Diameters of 24.5-41.5-72 and a stroke of 48 inches (359nhp), vertical inverted direct-acting, Stephenson-link valve gear, piston travel 700 feet per minute, 88 rpm, intake 200psi, 2800hp[5]

Diameters of 25-42-70 and a stroke of 48 inches (340nhp)

  • Standard Shipbuilding Corp., Shooters Island, New York: Balsam

Diameters of 23-39-66 and s stroke of 42 inches (261nhp)

Diameters of 18-30-48 and a stroke of 33 inches (132nhp), for steel-hulled tug boats

Diameters of 19-32-56 and a stroke of 36 inches (188nhp) for wooden cargo ships

Diameters of 19-52-56 and a stroke of 36 inches (188nhp) for wooden cargo ships

A quadruple-expansion engine with diameters of 24-35-51-75 and a stroke of 51 inches (552nhp)

 
Niles Tool Works, Hamilton, Ohio, 1896[6]

In 1928 the company merged with Niles-Bement-Pond to form the General Machinery Corporation.[7] However, it continued to make diesel engines under the H.O.R. brand, and supplied many of the powerplants for United States submarines and liberty ships during World War II. General Machinery Corporation ranked 91st among United States corporations in the value of World War II military production contracts.[8]

In the 1930s H.O.R. developed a double-acting two-stroke diesel engine, initially based on the German cruiser Leipzig's MAN engines but with eight cylinders instead of seven, expanded to nine cylinders in the final submarine version.[9] The double-acting design produced more power from a physically smaller engine than conventional designs. However, H.O.R.'s double-acting engines, particularly those of USS Pompano,[10] gained notoriety for their unreliability in the submarine force, where they were nicknamed "whores".[11] Owing to the limited space available within the submarines, either opposed-piston or, in this case, double-acting engines were favored for being more compact. An inherent problem with double-acting cylinders, owing to the piston rod reducing the piston area on one side, is an imbalance in the force on each side of the piston. The H.O.R. engines were plagued by vibration and other problems as a result. This in turn overstressed the drive train and caused the gears (which themselves had been incorrectly manufactured) to shed teeth, create torsional vibration, and frequently rendered the engine and gear train inoperable.[12] As an example of the problems caused by the unreliability of the H.O.R. engines, Captain Charles Herbert Andrews of USS Gurnard recalled concerning a war patrol in support of Operation Torch, "I only used three, saving the fourth for a spare. When two of them broke down in the Bay of Biscay, I cut the patrol short and limped back to Scotland."[13]

During World War II, all submarine H.O.R. engines were replaced by early 1943, usually with General Motors Cleveland Diesel Engine Division 16-278A, or 16-248 V16 engines or Fairbanks-Morse Model 38 engines. The wartime performance of the H.O.R. engines was so poor that Captain Tommy Dykers of USS Jack said, "The H.O.R. engines saved the Japanese thirty or forty ships."[14]

20th century, second part edit

In 1947, General Machinery Corporation merged with Lima Locomotive Works to form Lima-Hamilton Corporation, which, in turn, merged in 1950 with Baldwin Locomotive Works to form the Baldwin-Lima-Hamilton Corporation. BLH, Hamilton Div., moved to the Eddystone, Pa. plant of BLH in 1959. BLH went out of business around 1966.

An HOR combination steam engine is preserved in the Henry Ford Museum in Dearborn, Michigan. It is one of 12 units (this one was built and installed in 1916) that were made for Mr. Ford for his Highland Park assembly plant where he produced the Model T from 1908 until its production demise in 1927. This engine was removed from the Highland Park facility and placed in storage after the Ford Motor Company took up permanent residence at the giant River Rouge facilities to produce the Model A. Mr. Ford donated the steam engine to his Edison Institute as the cornerstone display in 1929. The Edison Institute later was renamed the Henry Ford Museum and is known today as "The Henry Ford".[15][16]

References edit

  1. ^ a b c . Archived from the original on 2010-06-13. Retrieved 2007-01-18.
  2. ^ A History and Biographical Cyclopaedia of Butler County, Ohio
  3. ^ "BLISS FAMILY".
  4. ^ . Archived from the original on 2007-10-26. Retrieved 2007-01-18.
  5. ^ "Building Marine Engines on a Quantity Basis". Marine Review. June 1919. p. 274.
  6. ^ Arnold, Horace L. "Modern Machine-Shop Economics. Part II" in Engineering Magazine 11. 1896
  7. ^ "Niles-Bement-Pond Co". Vintage Machiner.org. Retrieved April 10, 2023.
  8. ^ Peck, Merton J. & Scherer, Frederic M. The Weapons Acquisition Process: An Economic Analysis (1962) Harvard Business School p.619
  9. ^ Friedman, Norman (1995). U.S. Submarines Through 1945: An Illustrated Design History. Annapolis, Maryland: United States Naval Institute. pp. 263, 360–361. ISBN 1-55750-263-3.
  10. ^ Alden, John D. (1979). The Fleet Submarine in the U.S. Navy: A Design and Construction History. London: Arms and Armour Press. pp. 48, 50, 62–63, 210. ISBN 0-85368-203-8.
  11. ^ Ron Martini (2001). Hot Straight and Normal. Submariner's Dictionary. p. 115.
  12. ^ Blair 1975, p. 240.
  13. ^ Blair, Volume 1, page 241.
  14. ^ Blair, Volume 1, page 418.
  15. ^ Wright, John (1989). A Pictorial Souvenir. Henry Ford Museum & Greenfield Village.
  16. ^ Collier, Peter; Horowitz, David (1987). The Fords: An American Epic. Encounter Books. ISBN 1-893554-32-5.

Bibliography edit

  • Blair, Clay Jr. (1975). Silent Victory. Vol. 1. New York: J.B Lippincott Company.
  • Wright, C. C. (2005). "Question 17/03: Replacement of US Submarine Diesel Engines". Warship International. XLII (4): 431–434. ISSN 0043-0374.

January 01, 1970
hooven, owens, rentschler, firm, hooven, owens, rentschler, company, manufactured, steam, diesel, engines, hamilton, ohio, because, firm, frequently, known, initials, hooven, sometimes, incorrectly, rendered, hoover, owens, mistaken, owen, contents, history, o. The firm of Hooven Owens Rentschler and Company manufactured steam and diesel engines in Hamilton Ohio Because the firm was frequently known by its initials H O R the Hooven is sometimes incorrectly rendered as Hoover and the Owens may be mistaken for Owen Contents 1 History 1 1 Origin 1 2 20th century first part 1 3 20th century second part 2 References 3 BibliographyHistory editOrigin edit The firm was the successor to the firm of Owens Ebert amp Dyer founded in 1845 by Job E Owens which went into receivership in 1876 1 In 1882 George A Rentschler J C Hooven Henry C Sohn George H Helvey and James E Campbell merged the firm with the iron works of Sohn and Rentschler 1 2 and adopted the name Hooven Owens Rentschler Co In 1883 the firm began the manufacture of Corliss steam engines 3 producing a total of 700 such engines by 1901 1 20th century first part edit By World War I the Hooven Owens Rentschler Company operated the largest exclusive Corliss Engine plant in the country employing nearly 800 men 4 Also built were a number of triple expansion engines for the merchant fleet being built under the United States Shipping Board program The engines had diameters of 27 45 71 inches and a stroke of 48 inches 556nhp 562nhp Union Construction Company Oakland California Acardo Amalthus Diameters of 27 5 46 78 and a stroke of 51 inches 680nhp Moore Shipbuilding Company Oakland California M F Elliott 434nhp Birkenhead Lubrico 452nhp Diameters of 24 5 41 5 72 and a stroke of 48 inches 359nhp vertical inverted direct acting Stephenson link valve gear piston travel 700 feet per minute 88 rpm intake 200psi 2800hp 5 Virginia Shipbuilding Company Alexandria Virginia Betsy Bell Anna E Morse Jennie R Morse Gunston Hall 580nhp G M Standifer Construction Vancouver Washington Coaxet Bearport Moore Shipbuilding Company Oakland California Bohemian Club J F Duthie amp Company Seattle Washington Deuel Skinner amp Eddy Seattle Washington Editor Eglantine Egremont Long Beach Shipbuilding Company Long Beach California Haleakala Chickasaw Shipbuilding amp Car Company Chickasaw Alabama 587nhp Birmingham City Ensley City G A Fuller Company Wilmington North Carolina 590nhp City of Joliet Cranford A Bentley amp Sons Jacksonville Florida 598nhp concrete Dinsmore Diameters of 25 42 70 and a stroke of 48 inches 340nhp Standard Shipbuilding Corp Shooters Island New York Balsam Diameters of 23 39 66 and s stroke of 42 inches 261nhp Federal Shipbuilding and Dry Dock Company Kearny New Jersey Freeport Sulphur No 5 Diameters of 18 30 48 and a stroke of 33 inches 132nhp for steel hulled tug boats Pensacola Shipbuilding Company Pensacola Florida Adler 1921 Diameters of 19 32 56 and a stroke of 36 inches 188nhp for wooden cargo ships Union Bridge amp Construction Company Morgan City Louisiana Amoron Alabama Shipbuilding and Dry Dock Company Mobile Alabama Banago Nelson amp Kelez Shipbuilding Company Seattle Washington Bonnafon Forster American Shipbuilding Company Brunswick Georgia Casmalia Tacoma Shipbuilding Company Tacoma Washington Coloma Mobile Shipbuilding Company Mobile Alabama Dalgada J W Murdock Jacksonville Florida Dancey Sanderson amp Porter Raymond Washington Fonduco Barbare Bros Tacoma Washington Mahaska Diameters of 19 52 56 and a stroke of 36 inches 188nhp for wooden cargo ships Mobile Shipbuilding Company Mobile Alabama Balosaro A quadruple expansion engine with diameters of 24 35 51 75 and a stroke of 51 inches 552nhp G M Standifer Construction Vancouver Washington John Worthington Livingstone Roe nbsp Niles Tool Works Hamilton Ohio 1896 6 In 1928 the company merged with Niles Bement Pond to form the General Machinery Corporation 7 However it continued to make diesel engines under the H O R brand and supplied many of the powerplants for United States submarines and liberty ships during World War II General Machinery Corporation ranked 91st among United States corporations in the value of World War II military production contracts 8 In the 1930s H O R developed a double acting two stroke diesel engine initially based on the German cruiser Leipzig s MAN engines but with eight cylinders instead of seven expanded to nine cylinders in the final submarine version 9 The double acting design produced more power from a physically smaller engine than conventional designs However H O R s double acting engines particularly those of USS Pompano 10 gained notoriety for their unreliability in the submarine force where they were nicknamed whores 11 Owing to the limited space available within the submarines either opposed piston or in this case double acting engines were favored for being more compact An inherent problem with double acting cylinders owing to the piston rod reducing the piston area on one side is an imbalance in the force on each side of the piston The H O R engines were plagued by vibration and other problems as a result This in turn overstressed the drive train and caused the gears which themselves had been incorrectly manufactured to shed teeth create torsional vibration and frequently rendered the engine and gear train inoperable 12 As an example of the problems caused by the unreliability of the H O R engines Captain Charles Herbert Andrews of USS Gurnard recalled concerning a war patrol in support of Operation Torch I only used three saving the fourth for a spare When two of them broke down in the Bay of Biscay I cut the patrol short and limped back to Scotland 13 During World War II all submarine H O R engines were replaced by early 1943 usually with General Motors Cleveland Diesel Engine Division 16 278A or 16 248 V16 engines or Fairbanks Morse Model 38 engines The wartime performance of the H O R engines was so poor that Captain Tommy Dykers of USS Jack said The H O R engines saved the Japanese thirty or forty ships 14 20th century second part edit In 1947 General Machinery Corporation merged with Lima Locomotive Works to form Lima Hamilton Corporation which in turn merged in 1950 with Baldwin Locomotive Works to form the Baldwin Lima Hamilton Corporation BLH Hamilton Div moved to the Eddystone Pa plant of BLH in 1959 BLH went out of business around 1966 An HOR combination steam engine is preserved in the Henry Ford Museum in Dearborn Michigan It is one of 12 units this one was built and installed in 1916 that were made for Mr Ford for his Highland Park assembly plant where he produced the Model T from 1908 until its production demise in 1927 This engine was removed from the Highland Park facility and placed in storage after the Ford Motor Company took up permanent residence at the giant River Rouge facilities to produce the Model A Mr Ford donated the steam engine to his Edison Institute as the cornerstone display in 1929 The Edison Institute later was renamed the Henry Ford Museum and is known today as The Henry Ford 15 16 References edit a b c Hooven Owens Rentschler Co Archived from the original on 2010 06 13 Retrieved 2007 01 18 A History and Biographical Cyclopaedia of Butler County Ohio BLISS FAMILY Sep Archived from the original on 2007 10 26 Retrieved 2007 01 18 Building Marine Engines on a Quantity Basis Marine Review June 1919 p 274 Arnold Horace L Modern Machine Shop Economics Part II in Engineering Magazine 11 1896 Niles Bement Pond Co Vintage Machiner org Retrieved April 10 2023 Peck Merton J amp Scherer Frederic M The Weapons Acquisition Process An Economic Analysis 1962 Harvard Business School p 619 Friedman Norman 1995 U S Submarines Through 1945 An Illustrated Design History Annapolis Maryland United States Naval Institute pp 263 360 361 ISBN 1 55750 263 3 Alden John D 1979 The Fleet Submarine in the U S Navy A Design and Construction History London Arms and Armour Press pp 48 50 62 63 210 ISBN 0 85368 203 8 Ron Martini 2001 Hot Straight and Normal Submariner s Dictionary p 115 Blair 1975 p 240 Blair Volume 1 page 241 Blair Volume 1 page 418 Wright John 1989 A Pictorial Souvenir Henry Ford Museum amp Greenfield Village Collier Peter Horowitz David 1987 The Fords An American Epic Encounter Books ISBN 1 893554 32 5 Bibliography editBlair Clay Jr 1975 Silent Victory Vol 1 New York J B Lippincott Company Wright C C 2005 Question 17 03 Replacement of US Submarine Diesel Engines Warship International XLII 4 431 434 ISSN 0043 0374 Retrieved from https en wikipedia org w index php title Hooven Owens Rentschler amp oldid 1213554586, wikipedia, wiki, book, books, library,

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