COOPER-BESSEMER TYPE GMV

INTEGRAL-ANGLE GAS
ENGINE-COMPRESSOR

AN ASME HISTORIC MECHANICAL ENGINEERING LANDMARK

Knox County Historical Museum
Mount Vernon, Ohio
August 26, 2006

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 HISTORIC MECHANICAL
ENGINEERING 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 engines with cylinders, connecting rods, crankshaft,
bearings, and frames. First introduced in 1898, these
The modern industrial world became dependent engines became universal in the oil field (see Fig. 3).
upon large scale exploitation of fossil fuels in the
latter half of the nineteenth century. Energy use
from fossil fuels began with coal, and was
supplemented with petroleum production,
beginning in 1859. Extraction of petroleum was
usually accompanied by natural gas, which was at
first considered to be a nuisance and was flared.
Gaseous fuel had the disadvantage that it could not
be transported in batch quantities like coal and
petroleum, but required pipelines for economical
transportation from the well-head to the consumer.
The first pipelines were short affairs where the
available gas could be sold in towns near the oil and
Fig.2 Bessemer Conversion of Innis Steam Engine
gas fields. In these short distribution networks, the
gas would flow to the consumer simply from the
well pressure. Later, as markets for natural gas
developed far from the oil and gas fields, and as
pressure declined in the older fields, compression of
the gas was required to move the fuel through
pipelines.
The earliest compressors in the oil and gas fields
were stand-alone reciprocating piston type
compressors with their own connecting rod,
crankshaft, bearings, and frame. They were powered
by stationary steam engines usually via a belt drive.
Operating a steam plant requires a steady supply of
Fig.3 Early Bessemer Gas Engine
clean water for the gas fired boiler, but at most sites
in the oil field, clean water was not available and
Once stand-alone market gas compressors driven by
boiler life was short. In the last decade of the
stand-alone gas fired engines became the norm, it
Nineteenth Century, some enterprising individuals
was not too much of a stretch for someone to
with knowledge of the petroleum industry decided to
conceive of joining the gas fired power cylinder and
try burning natural gas directly in a power cylinder,
the compression load cylinder on a common frame to
hoping to eliminate the need for a boiler.
share flywheels, crankshaft, bearings, and frame.
In 1898, Dr. Edwin J. Fithian and John Carruthers
Thus began the integral gas engine- compressor, first
formed the Bessemer Gas Engine Company and
introduced in 1909.
produced kits to convert steam engines into new
The horizontal double-acting power cylinder design
internal combustion engines, fueled with oil-field
of these first integral gas engine- compressors was a
natural gas. The Bessemer Conversion Engine,
logical development from previous steam engine
designated an ASME Historic Mechanical
experience. By arranging the double-acting power
Engineering Landmark in 1997, is a kit conversion
cylinders in tandem it was possible to have four
of an 1880’s Innis steam engine with a Bessemer
power ends working per crank-throw, and by
natural gas burning power cylinder. (see Fig. 2)
locating a “twin” unit on the other side of the
The success of these converted gas engines in the
flywheel a total of eight power ends became
field quickly led manufacturers to offer complete gas
available for driving, via tie-rods,

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two compressor cylinders on the opposite ends of the
frames (see Fig. 4)
Fig. 4 Cooper-Bessemer Type 22
In all human endeavor, economics provides
incentive for technological improvement. As
pipeline and process gas flows increased, the
compression plants became larger and larger, and the
search was underway for ways to reduce the floor
space required by these horizontal behemoths. The
development of a compact gas engine-compressor,
more readily transportable and easier to install than
the "classic" horizontal twin-tandem, became a
priority in the industry in the 1930’s. The first step
in that direction was that of the integral-angle gas
engine-compressor. In this development, the power
cylinders were mounted vertically above the
crankshaft, while the compressor cylinders were
mounted horizontally in their traditional location for
the convenience of the high pressure process gas
piping.
Fig. 5 Cooper GMR Engine
The Cooper GMR Engine illustrated in Fig. 5 was of
this type.
Production of integral-angle gas engine-
compressors got underway during the mid-1930’s
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with Cooper-Bessemer in Mount Vernon, Ohio, and
Clark Brothers in Olean, New York, utilizing two-
stroke cycle power cylinders; Ingersoll-Rand in
Painted Post, New York, using a four-stroke cycle
power cylinder design, and Worthington Pump and
Machinery in Buffalo, New York, following later
with a “Uniflow” two-stroke design. All of these
products featured vertical power cylinders and
horizontal compressor cylinders. This improvement
was to prove to be only a step toward the ultimate
economic solution.
Sometime during 1936 the Mount Vernon
Engineering Department of Cooper-Bessemer
decided to adopt the “Vee-Angle” concept,
Ingersoll-Rand had introduced their XVG engine
with success in California. This engine was of the
Vee-Angle design and incorporated an articulated
connecting rod arrangement. This configuration
permitted placing twice the number of power
cylinders on a frame with dimensions not
significantly larger than an in-line vertical unit. The
new engine design was designated the GMV. It was
rated at 100 BHP per cylinder and was produced in
great haste and secrecy in 1937 and put to work on a
pipeline in 1938.
Worldwide Use of the GMV
The number and variety of GMV installations during
pre World War II and the immediate post-war period
is impressive. Gas pipelines and field gas production
and treating plants represented primary markets, but
the engine found numerous other applications.
GMV gas engines were also used in petrochemical
plants and for driving water and oil pumps, as well
as a number of DC and AC generating plants in
Alaska, Arkansas, New Mexico, Peru, and
Venezuela.
That preparations for the war were underway were
evidenced by the delivery of 24 units to Dow
Chemical at Velasco, Texas in 1941 and the
shipment of fifty GMV-10 (ten cylinder unit) DC
Generating units to the Alcoa aluminum plant at Hot
Springs, Arkansas during 1941-42.
War led to a large part of Cooper’s capacity being
allocated to Diesel engine production (marine and
generator applications) and GMV production was
held steady at about sixty units per year. Large
users in the United States during this period were
Lion Chemical; El Dorado, Arkansas, (24 units),
Humble Oil; Baytown, Texas, (26 units), and
Tennessee Gas for four stations on their new
pipeline, (31 units).
After the war, GMV production was increased
rapidly, reaching a peak of 189 units in 1950, with
engines being exported to Peru, Venezuela, Sumatra,
Mexico, Belgium, and France. Major US users were
Cities Service (73 units), Shell Chemical, Panhandle
Eastern (89 units),
Tennessee Gas Transmission (168 units), Dow
Chemical (56 units), El Paso Natural Gas (236
units), 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, Lion
Oil, Tennessee Eastman, and Mathieson Chemical, a
veritable “Who’s Who” of the United States Oil,
Gas, and Petrochemical Industries.
The impact of the GMV on the gas engine world
marketplace was also pronounced. Various models
of the engine were produced, under a number of
different contractual arrangements in eight foreign
countries: Cooper-Bessemer of Canada; Harland &
Wolff in the United Kingdom (Ireland); Creusot-
Loire in France; Conjunto Manufacturero in Mexico;
Termomechanica in Italy; Bremer-Vulkan in
Germany; Kobe Steel in Japan and Dvigatel
Revolutsii in the Soviet Union. The first 24 engines
in the USSR were shipped under a “Lend-Lease”
agreement in 1945 and installed in six stations of the
first major natural gas pipeline in Russia. The 25th
unit went to the Dvigatel Revolutsii Engine Works in
Gorky where 1591 GMV “clones” (Russian Type
10GKN) were produced during the 1952-1991
period. Excluding the United States, Canada and the
Soviet Union, 225 units were produced by the other
licensees. In all, 4667 GMV engines were produced,
making it one of the most prolific of its kind, and it
made an important contribution in the oil, gas, and
chemical industries over a 55 year period.
Unique Mechanical Engineering Features
The GMV incorporated special features for
Integral-angle gas engine-compressors. These
features were unique and contributed to the
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satisfaction of customers. The following is an
engineering description of the salient features.
The GMV design uses a master connecting rod attached
directly to the compressor crosshead pin and
incorporating power cylinder articulated rod pin
connections via bolting, unique to the GMV, directly to
the master rod pins and the power pistons (see Fig, 6).
This design provides much greater bearing area for the
piston pins; extremely important for two-cycle engines,
since the load on the piston pins in two-stroke engines is
never relieved. Connecting rod bearing area is also
greater than conventional “side-by-side” Vee-Rod
Design, 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 (355.6
mm) nominal stroke. The early, so-called, ‘short-stroke”
models had a master connecting rod design that provided
a 14-inch (355.6 mm) stroke for the compressor cylinder
and also for each of the “Vee” power cylinders (see Figs.
6 & 7). In 1946 the master rod geometry was changed to
eliminate “piston knuckling”, and advantage was taken
of the elliptical orbit of the articulated piston pins to
increase actual stroke of the power cylinders to
approximately 14.6-inches (370.8 mm), the so-called
“long stroke” GMV which continued as standard for the
rest of the engine’s history.
The 300 rpm for compressor service remained standard
until the introduction of the GMVE and GMVG models
in the 1960’s, running at 330 rpm.
The supply of scavenging air, required for two-stroke
engine operation was provided in a most logical manner
by utilizing the “dead space” around each compressor
crosshead to accommodate a 22-inch (558.6 mm)
diameter single-acting piston to pump air to the power
cylinders (see Fig. 6). The scavenging versus power
piston areas gave a theoretical “excess air” ratio of 1.24,
for removal of exhaust gases and the supply of fresh
combustion air each stroke.
Air supply for the GMV was via cored inlet passages in
the crankcase base (see Fig. 6) at each throw center-line,
then via the scavenging pistons to another cored volume
in the upper base frame which was common to the
bottom inlets of the power cylinders, which are
individually bolted to the crankcase. The various air
passages and volumes made the crankcase casting rather
complicated, but also did serve to make the base
structure quite rigid, which was beneficial for absorbing
compressor loading.
The GMV cylinder design utilizes what is known as
“Curtiss” porting. It has proven very successful and was
used without major modifications throughout the GMV’s
history. High speed photography taken inside the
cylinder, during operation, confirm the presence of high
turbulence, to assist in fuel-gas and air mixing.
Fig. 6 GMV Cross-Section, Showing scavenging
air flow

Development Progression of the GMV

The GMV engine was successful in incorporating
changes that permitted commercial uprating in both
speed and torque; horsepower increased 225 per-cent
from the original engine to the latest model. The
following is a chronological narrative of that
development progression

GMV
The GMV started life with a rating of 100 BHP per
cylinder and a 300 rpm operating speed. It was
manufactured in 4, 6, 8, 10 and 12 cylinder
configurations; 937 units were produced.
GMV-TF
In 1948, the first “Turboflow” GMV-TF’s were
introduced. “Turboflow” was a cover word for going to
high compression heads, increasing the compression
pressure from 120 psi (8.4 kg/cm2 ) to 250 psi (17.6
kg/cm2 ). The application of high compression allowed
raising the GMV power rating to 110 BHP per cylinder Fig. 7 GMV Components
and improved fuel thermal efficiency from 25% to 30%
(see Fig. 8).
A total of 604 GMV-TF’s were installed from 1948
through 1963
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Fig. 8 Fuel Efficiency Improvement
GMV-STF
In the late 1940’s, the Research and Development
Laboratory in Mount Vernon had been investigating
methods for increasing power output of the “standard”
engine and had developed a way of supercharging. This
method was based on a Sulzer two-stroke Diesel marine
engine design, which utilized “butterfly” valves
immediately outside the cylinder exhaust ports to trap
extra air in the power cylinder.
The “butterfly” valves were of rotary vane design and
timed to block the exhaust gas flow during the period the
inlet ports were still open, thereby trapping more
combustion air in the cylinder, enabling higher power
output.
The Cooper-Bessemer ”STF” design was similar, using a
rotary valve in each cylinder exhaust elbow driven by an
auxiliary drive shaft from the flywheel end of the engine
(See Fig. 9).
Laboratory testing during 1947-48 indicated that a power
rating of 135 BHP per cylinder was
feasible. During 1949-50 94 GMV-STF engines were
placed in the field.
During 1951, however, severe complaints were received
from operators in high ambient temperature areas, that the
"STF” engines could not produce rated load, due to severe
detonation. After various modifications to “butterfly”
valve timing failed, Cooper-Bessemer
concluded that additional scavenging air supply was
required
Field modifications included the installation of a
commercial rotary blower, driven by V-belts from a sheave
mounted on the engine flywheel and/or
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Fig. 9 GMV-STF Supercharging
.installing a low-pressure, double-acting, air
compressor cylinder on a “blank” compressor
throw, which was common for most units in pipeline
service.
The supply of the additional scavenging air proved
successful, so much so that the “butterfly” valves could be
removed.
GMVA
Having established that an increased supply of scavenging
air would permit a valid 135 BHP per cylinder capability,
the next question was to find the best means of providing
it. In testing of the STF units, it was found that carry-over
of lubricating oil from the crosshead pistons, and heating
of the scavenging air in its passage through the engine base
plenum chambers contributed to the engine’s detonation
sensitivity.
In view of these observations, it was decided that the “new
STF”, the GMVA, should have a scavenging air system
completely separate from the crosshead piston pumps.
This led to the use of an independent air blower gear
driven from the crankshaft flywheel end. Air supply from
the blower would be delivered to the power cylinders via
outside air manifolds, one to each cylinder bank of the
engine
Initially a Read Standard blower was used but because of
cost, an “in-house” centrifugal blower was designed.
The GMVA was a very successful engine, with a total of
790 units being installed. The engine was rated at 135 BHP
per cylinder at 300 rpm through 1972, then uprated to 150
BHP per cylinder at 330 rpm from 1973 onward.
GMVE
Another uprating of the engine, known as the GMVE, to
167 BHP per cylinder at 330 rpm, was produced during the
1971-85 time period. The GMVE was equipped with
aftercoolers to cool the blower discharge air. The engine
was used primarily for high altitude and high ambient
temperature installations; 35 units were produced.
 GMVB
Following Cooper-Bessemer’s success in
manufacturing turbochargers for its line of four- stroke
engines, it was logical to examine the possibilities of
turbocharging the GMV.
The problem was that turbocharger component
efficiencies, turbine and compressor, were not yet up to
levels permitting “pure-turbocharging” of a two-stroke
engine, so alternate methods would have to be found.

Fig. 10 GMVB’s at Tennessee Gas

The use of “tuned” exhaust pipes from each cylinder to

the turbine inlet of the turbocharger, taking advantage of
the exhaust pulse kinetic energy per Dr. Buchi’s patents,
was one method.
A GMV-10 without crosshead pistons was set up with
two vertical-shaft ET-13 turbochargers in the center of
the engine Vee with an array of 4-inch (101.6 mm)
diameter exhaust pipes leading from each cylinder to one
or other of the turbine inlets.
The compressed air from the turbocharger blower was
conducted to two external manifolds for delivery to the
power cylinders.
Only two GMVB engines were factory produced,
however, eight field units at the Cambridge, Ohio
compressor station of Tennessee Gas were converted.
These engines are still in operation (See Fig. 10). Fig. 11 Series Turbocharging Arrangenent
GMVC
Another method to achieve the turbocharging of a two-
stroke engine in the 1950’s was to apply the turbocharger
in “series” with a centrifugal blower as successfully used GMVG
on the GMVA. During the 1960’s the GMVC was paralleled by a 330 rpm,
A depiction of the turbocharger and blower arrangement 200 BHP per cylinder engine known as the GMVG, only 37 of
for the engine, the GMVC is shown in Fig. 11. which were produced. Obviously the GMVC and GMVG
The GMVC was rated 180 BHP per cylinder at 300 rpm engines did not enjoy a wide acceptance, most likely due to
and 224 units were produced from 1956 through 1973. the complexity of the series turbocharging.

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GMVH
Finally, by 1964 Cooper-Bessemer “got-it-right”.
Turbocharger technology had improved to the
point where a “constant-pressure” system having all cylinder
exhausts connected to a common manifold, leading to the
turbine inlet, would provide the required differential air
pressure for engine scavenging and combustion without any
intermediate boosting.
Elimination of the gear-driven centrifugal blower
removed parasitic load, which improved the engine’s
thermal efficiency.
The application of “pure” turbocharging has a beneficial
effect for a two-stroke engine in that the back-pressure
requirement 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 cylinder
each stroke is increased, meaning that a corresponding
amount of more fuel can be burned without exceeding
allowable mixture richness which would lead to detonation.
Fig. 12 GMVH Engine
The GMVH (see Fig. 12) started its career at a modest 200
BHP per cylinder at 330 rpm and the rating was increased
in 1973 to 225 BHP per cylinder when the ambient
temperature rating base was changed from 100 0 F (37.8
0
C) to 80 0 F (26.7 0 C). The engine thermal efficiency
improved 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 being
brought by the Environmental Protection Agency (EPA),
the GMVH was the first gas engine to adopt the
“CleanBurn R” combustion
In summary, the impact of the GMV line of engines
can best be summarized by industry spokesmen
associated with the engines operation:
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“The engine was one of the most advanced engines
of its day, and one of the very first to be designed
using modern diagnostic techniques.
The effectiveness of the basic design is seen in the
fact that the engine was in continuous production for
55 years. Many of the engines produced in the
1940’s are still in use, operating “24hours/7days”
with high reliability and good efficiency. The
pipeline industry still operates over 2500 GMV
model engines”; and,
“From an operating standpoint the GMV series of
engines have an unparalleled Safety, Reliability, and
Cost of Operation record. Our station operators have
always viewed the GMV series units as first on, last
off compression"
Engineering Credit
The chief architect of the GMV was Ralph L. Boyer.
Boyer joined Cooper-Bessemer in 1926 as a Diesel
engineer.
He was promoted to assistant chief engineer in 1929
and to chief engineer in 1938. He was made a vice
president in 1947 and a director of the Corporation in
1950. He retired in 1965
Specifications
The GMV-4 Landmark engine is SN-42290 and was
manufactured in 1944 as a shop air compressor and
was installed in the Mount Vernon Power House.
The engine was used until 2002. The unit is
equipped with the two
original air compressor cylinders: First stage
cylinder; Class CF-14, SN-12119, 27-inch (685.8
mm) diameter by 14 inch (355.6 mm) stroke,
Second stage cylinder, Class CD-14, SN-11666, 17
inch (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 61.3
bmep (4.2 Bar). Piston Speed: 700 ft,/min. (3.5
m/sec.)
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 dimensions
Main 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 Historical
Society Museum (see Cover Page). Gene Miller was
Past President of Cooper-Bessemer and Founder and
Director of Cooper-Industries, Inc.
The condition of the engine is excellent since it
was completely refurbished by students from the
Mount Vernon Career Center Collision Repair Class.
The engine is located adjacent to the room which
houses the four C. & G. Cooper Agricultural Steam
Engines that were designated A Mechanical
Engineering Heritage Collection by ASME on
September 17, 1998.
The Knox County Historical Museum is open to the
public and is host to visiting groups; including area
schools, community organizations, and tour groups.

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 THE HISTORY AND HERITAGE PROGRAM OF ASME
The 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 Committee
initially composed of mechanical engineers, historians of technology, and the curator of mechanical
engineering at the Smithsonian Institution, Washington, D.C. The History and Heritage Committee provides
a public service by examining, noting, recording, and acknowledging mechanical engineering achievements
of particular significance. The Committee is part of the ASME’s Center for Public Awareness. For further
information, please contact Public Information at ASME, Three Park Avenue, New York, NY, 10016-5990,
1-212-591-8614 and http://www.asme.org/history.
DESIGNATION
Since the History and Heritage Program began in 1971, 238 landmarks have been designated as historic
mechanical engineering landmarks, heritage collections or heritage sites. Each represents a progressive step
in the evolution of mechanical engineering and its significance to society in general. Site designations note
an event or development of clear historical importance to mechanical engineers. Collections mark the
contributions of a number of objects with special significance to the historical development of mechanical
engineering.
The Landmarks Program illuminates our technological heritage and encourages the preservation of the
physical 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 where
we are going along the divergent paths of discovery.
The 120,000-member ASME is a worldwide engineering society focused on technical, educational and
research issues. ASME conducts one of the world’s largest publishing operations, holds some 30 technical
conferences and 200 professional development courses each year, and sets many industrial and
manufacturing standards.

The American Society of Mechanical Engineers ASME Central Ohio Section

Richard E. Feigel, President Greg Soller, Chair
Leonard Anderson, B District Leader Colin Scott, Newsletter Editor
Shlomo Carmi, Senior Vice President Parimal More, Program Chair
Marc W. Goldsmith, P.E., Vice President Robert Honaker, Treasurer
Virgil R. Carter, Executive Director Carl Jaske, Web Site Coordinator
Edward Liu, President OSU Student Section
Ramin Sadeghian, Student Relations Chair
Internal Combustion Engine Division ASME History & Heritage Committee
Neil X. Blythe, Chairman R.Michael Hunt, PE, History & Heritage Chair
Andrew J. Pope, Vice Chair, Administration John K. Brown
Dr.Kirby S. Chapman, Vice Chair Technical Robert Freidel
James 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 President
John Bendo, ASME Staff Herman H. Viegas, P.E.
Marina Stenos, Manager, Public Awareness
Wil Haywood, Communications Coordinator
The Nominator and Author
Mel 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 Internal
Combustion Division 1992-7, Old Guard Committee 1992, and is currently History & Heritage Chair
for the Internal Combustion Engine Division.
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KNOX COUNTY HISTORICAL SOCIETY
Mark Ramser, President
Frank Goulde, Vice President
Jay Wilson, Secretary
Janet Jacobs, Treasurer
Patti Albaugh, Ph.D., Trustee
James P. Buchwald, Trustee
William O. Ferguson, Trustee Lois Taylor, Trustee
Dr. John C. Fowler, Trustee Harlin Hubbell, Trustee
Edward G. Hall, Trustee Ann Laudeman, Trustee
Irma Hood, Trustee Ken McCandless, Trustee
Robert Hatfield, Trustee Gloria Parsisson, Trustee
Melvin J, Helmich, Trustee Susan Ramser, Trustee
James K. Gibson, Museum Director Kay Ringwalt, Trustee

BIBLIOGRAPHY
Cooper-Bessemer Gas Engine Compressors
1899 – 2001 The Story of the GMV Engine
Donald A Harnsberger Ralph L. Boyer
The Woodlands, Texas February 24, 1939, Revised October 27, 1943

Cooper Industries, 1833 – 1983

David N. Keller GMV Supercharged Engines
Ohio University Press, 1983 Ralph L. Boyer
Athens, Ohio Office Memos October 12 – December 4, 1951

History of Knox County, Ohio 1976-1976

Second Edition List of GMV Engine Installations 1938 – 1993
Frederick N. Lorey
Knox County Historical Society 1992

ACKNOWLEDGEMENT
The Author wishes to thank the following
individuals for their contributions.
Donald A. Harnsberger
Jay M. Wilson
James K. Gibson
Ken McCandless
Tom Mulkey, President & CEO, GMRC
Randall R. Raymer, El Paso Pipeline Group
Bryan Willson, Ph.D, Colorado State University
Tom Gardner, President/Owner, PostNet

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