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(Excerpt from Dynamics of Reciprocating Engines The probl...)
Excerpt from Dynamics of Reciprocating Engines The problem of the forces which exist in reciprocating engines has many points of interest not usually considered by engineers. It is customary to consider that the pressure on the piston is transmitted unchanged, or only slightly modified by the angularity of the connecting-rod, to the crank-pin, and the moving parts are designed with reference to this pressure. About the Publisher Forgotten Books publishes hundreds of thousands of rare and classic books. Find more at www.forgottenbooks.com This book is a reproduction of an important historical work. Forgotten Books uses state-of-the-art technology to digitally reconstruct the work, preserving the original format whilst repairing imperfections present in the aged copy. In rare cases, an imperfection in the original, such as a blemish or missing page, may be replicated in our edition. We do, however, repair the vast majority of imperfections successfully; any imperfections that remain are intentionally left to preserve the state of such historical works.
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This is a reproduction of a book published before 1923. This book may have occasional imperfections such as missing or blurred pages, poor pictures, errant marks, etc. that were either part of the original artifact, or were introduced by the scanning process. We believe this work is culturally important, and despite the imperfections, have elected to bring it back into print as part of our continuing commitment to the preservation of printed works worldwide. We appreciate your understanding of the imperfections in the preservation process, and hope you enjoy this valuable book. ++++ The below data was compiled from various identification fields in the bibliographic record of this title. This data is provided as an additional tool in helping to ensure edition identification: ++++ Report On Proposed Belle Isle Bridge By The Consulting Board, Bell Isle Bridge Division Of Engineering And Construction, Department Of Public Works ... Detroit (Mich.). Dept. of public works. Belle Isle bridge division of engineering and construction. Consulting board, Mortimer Elwyn Cooley The Department, 1918 Technology & Engineering; Civil; General; Belle Isle Bridge (Detroit, Mich.); Bridges; Cantilever bridges; City planning; Technology & Engineering / Civil / Bridges; Technology & Engineering / Civil / General
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Mortimer Elwyn Cooley was born on March 28, 1855 in Canandaigua, New York, United States. He was the fourth son and fifth of eight children of Albert Blake Cooley and Achsah Bennett (Griswold) Cooley, and a younger brother of Lyman Edgar Cooley, who became a prominent hydraulic engineer. Like his distant cousin Thomas McIntyre Cooley, he was descended from Benjamin Cooley, who settled in Springfield, Massachussets, in 1643.
Cooley received his early education at a local district school and at the Canandaigua Academy for Men. He then devoted one year to schoolteaching before entering the United States Naval Academy in 1874. There he studied steam engineering and graduated in 1878 as an engineer cadet.
After advancing in 1880 to assistant engineer (ensign), he was ordered the following year to the University of Michigan as professor of steam engineering and iron shipbuilding. Cooley responded well to academic life. He resigned from the navy in 1885 and, except for a brief tour of volunteer naval duty during the Spanish-American War, spent the rest of his career at Michigan.
He had mechanical engineering established as a specialized field at the university. He was a strong advocate of a broad liberal education for engineers. As dean after 1904, he made the school of engineering one of the most important in the university.
Cooley's career as a public utilities expert began in 1899 when the reform mayor of Detroit, Hazen S. Pingree, asked him to appraise the properties of the Detroit Street Railways. The next year Pingree, who had become governor of Michigan, commissioned Cooley to organize a systematic, statewide evaluation of railroad properties, the first of its kind. Although not a railroad expert, Cooley developed standardized and rationalized procedures for evaluating public utilities. Instead of having a few bookkeepers inspect company records, he hired seventy-five engineers and sent them into the field to inspect the properties in person. The resulting survey was so well documented that it withstood all assaults by angry railroad executives and became the model for later utilities surveys. In 1902 Cooley made a similar survey for the colony of Newfoundland, and thereafter, because of his precise methods and his unimpeachable integrity, he was in considerable demand. He undertook surveys for Minneapolis, Milwaukee, Cleveland, St. Louis, Boston, New York City, Buffalo, and Washington, D. C. , and from 1910 to 1921 was in charge of appraising hydro- and steam-electric properties and railroads for the Michigan Railroad Commission.
His appraisal work received criticism, however, when in 1917 his delegation of too much authority to subordinates resulted in evaluating the St. Joseph Power Company at $250, 000, though it was afterward found to be worth only $34, 000. Cooley was also criticized in 1915 by a reform-minded engineer, Morris L. Cooke, as being too closely allied with big business.
In 1922 he succeeded Herbert Hoover as president of the recently formed American Engineering Council and, like the founders, worked to make the organization a master research and policy-producing body for the American engineering profession. The council, however, lost support after publishing some controversial studies of waste and inefficiency in American industry, which included recommending the abolition of the twelve-hour day in steel and similar industries. Cooley resigned in 1924, ostensibly because he could not handle the job along with his duties at Michigan. That year he was persuaded to run for the United States Senate on the Democratic ticket against the popular James Couzens. Though he had no hopes of winning, his campaign, based upon appeals for conservation and efficiency of resource use, drew considerable attention.
Cooley served on government commissions and boards, such as the commission on awards of the Pan-American Exposition in Buffalo (1901), the Joint Postal Commission Advisory Board (1920 - 23), and the Block Signal and Train Control Board of the Interstate Commerce Commission (1907 - 12).
Cooley retired in 1928 as dean of engineering. He was called back into public service in 1933 as state engineer for the Public Works Administration.
After a prolonged illness, he died of cancer at the University of Michigan Hospital in Ann Arbor at the age of eighty-nine. He was buried in Woodland Cemetery, Canandaigua, New York.
Active in professional organizations, Cooley was president of the American Society of Mechanical Engineers (1919) and of the Society for the Promotion of Engineering Education (1920 - 21), a director of the American Society of Civil Engineers (1913 - 16), and a vice-president of Section D of the American Association for the Advancement of Science (1898).
(Excerpt from Dynamics of Reciprocating Engines The probl...)
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Cooley had a forceful personality and a mock gruff manner, yet generated great affection and respect among students, colleagues, politicians, and businessmen. He was bold and self-assured.
On December 25, 1879, Cooley had married Caroline Elizabeth Moseley of Fairport, New York. They had four children: Lucy Alliance, Hollis Moseley, Anna Elizabeth, and Margaret Achsah.
