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 NETWORKING ESSENTIALS:
FOURTH EDITION
A COMPTIA NETWORK+ N10-006 TEXTBOOK

INSTRUCTOR EDITION

JEFFREY S. BEASLEY AND PIYASAT NILKAEW

Pearson
800 East 96th Street
Indianapolis, Indiana 46240 USA

9780134467160_BOOK.indb i 12/2/15 8:42 AM

 NETWORKING ESSENTIALS: FOURTH EDITION ASSOCIATE PUBLISHER
Dave Dusthimer

Copyright © 2016 by Pearson Education, Inc. EXECUTIVE EDITOR

All rights reserved. No part of this book shall be reproduced, stored in a retrieval system, Brett Bartow
or transmitted by any means, electronic, mechanical, photocopying, recording, or other-
wise, without written permission from the publisher. No patent liability is assumed with SENIOR DEVELOPMENT EDITOR
respect to the use of the information contained herein. Although every precaution has been Chris Cleveland
taken in the preparation of this book, the publisher and author assume no responsibility for
errors or omissions. Nor is any liability assumed for damages resulting from the use of the MANAGING EDITOR
information contained herein. Sandra Schroeder
Networking Essentials, Fourth Edition
PROJECT EDITOR
ISBN-13: 978-0-7897-5819-4 Mandie Frank
ISBN-10: 0-7897-5819-9
COPY EDITOR
Instructor’s Guide for Networking Essentials, Fourth Edition
Bart Reed
ISBN-13: 978-0-13-446716-0
ISBN-10: 0-13-446716-7 INDEXER
Ken Johnson
Library of Congress Control Number: 2015955285
Printed in the United States of America PROOFREADER
Jess DeGabriele
First Printing: December 2015
TECHNICAL EDITORS
Trademarks Anthony Sequeria
All terms mentioned in this book that are known to be trademarks or service marks have Dr. Kenneth L Hawkins
been appropriately capitalized. Pearson IT Certification cannot attest to the accuracy of
Douglas E. Maume
this information. Use of a term in this book should not be regarded as affecting the validity
of any trademark or service mark.
PEER REVIEWERS
DeAnnia Clements
Warning and Disclaimer
Osman GuzideGene Carwile
Every effort has been made to make this book as complete and as accurate as possible, but
no warranty or fitness is implied. The information provided is on an “as is” basis. The au- Dr. Theodor Richardson
thors and the publisher shall have neither liability nor responsibility to any person or entity
with respect to any loss or damages arising from the information contained in this book or PUBLISHING COORDINATOR
from the use of the CD or programs accompanying it. Vanessa Evans

DESIGNERS
Special Sales
Mark Shirar
For information about buying this title in bulk quantities, or for special sales opportunities Alan Clements
(which may include electronic versions; custom cover designs; and content particular to
your business, training goals, marketing focus, or branding interests), please contact our COMPOSITOR
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For questions about sales outside the U.S., please contact international@pearsoned.com.

ii

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 CONTENTS AT A GLANCE
Introduction xxi
1 Introduction to Computer Networks 2
2 Physical Layer Cabling: Twisted Pair 64
3 Physical Layer Cabling: Fiber Optics 126
4 Wireless Networking 168
5 Interconnecting the LANs 218
6 TCP/IP 262
7 Introduction to Router Configuration 318
8 Introduction to Switch Configuration 362
9 Routing Protocols 398
10 Internet Technologies: Out to the Internet 462
11 Troubleshooting 514
12 Network Security 552
13 Cloud Computing and Virtualization 602
14 Codes and Standards 624
Glossary 646
Index 662

iii

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 TABLE OF CONTENTS
Introduction xxi

CHAPTER 1 Introduction to Computer Networks 2

Chapter Outline 3
Objectives 3
Key Terms 3
1-1 Introduction 5
1-2 Network Topologies 7
Section 1-2 Review 12
Test Your Knowledge 12
1-3 The OSI Model 13
Section 1-3 Review 15
Test Your Knowledge 16
1-4 The Ethernet LAN 17
IP Addressing 21
Section 1-4 Review 23
Test Your Knowledge 23
1-5 Home Networking 24
Securing the Home Network 35
IP Addressing in the Home Network 36
Section 1-5 Review 38
Test Your Knowledge 39
1-6 Assembling An Office LAN 40
Section 1-6 Review 45
Test Your Knowledge 46
1-7 Testing and Troubleshooting a LAN 47
Section 1-7 Review 50
Test Your Knowledge 50
Summary 51
Questions and Problems 51
Certification Questions 60

iv CONTENTS

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 CHAPTER 2 Physical Layer Cabling: Twisted Pair 64
Chapter Outline 65
Objectives 65
Key Terms 65
2-1 Introduction 67
2-2 Structured Cabling 68
Horizontal Cabling 72
Section 2-2 Review 74
Test Your Knowledge 75
2-3 Unshielded Twisted-Pair Cable 76
Shielded Twisted-Pair Cable 78
Section 2-3 Review 79
Test Your Knowledge 79
2-4 Terminating CAT6/5E/5 UTP Cables 80
Computer Communication 82
Straight-through and Crossover Patch Cables 84
Section 2-4 Review 92
Test Your Knowledge 93
2-5 Cable Testing and Certification 94
Section 2-5 Review 98
Test Your Knowledge 98
2-6 10 Gigabit Ethernet over Copper 98
Overview 99
Alien Crosstalk 100
Signal Transmission 101
Section 2-6 Review 102
Test Your Knowledge 102
2-7 Troubleshooting Cabling Systems 103
Installation 103
Cable Stretching 104
Cable Failing to Meet Manufacturer Specifications 104
CAT5e Cable Test Examples 105
Section 2-7 Review 111
Test Your Knowledge 111
Summary 113
Questions and Problems 113
Certification Questions 122

CONTENTS v

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 CHAPTER 3 Physical Layer Cabling: Fiber Optics 126
Chapter Outline 127
Objectives 127
Key Terms 127
3-1 Introduction 128
3-2 The Nature of Light 131
Graded-Index Fiber 135
Single-Mode Fibers 135
Section 3-2 Review 137
Test Your Knowledge 137
3-3 Fiber Attenuation and Dispersion 137
Attenuation 138
Dispersion 139
Dispersion Compensation 140
Section 3-3 Review 141
Test Your Knowledge 141
3-4 Optical Components 142
Intermediate Components 144
Detectors 144
Fiber Connectorization 146
Section 3-4 Review 147
Test Your Knowledge 148
3-5 Optical Networking 148
Defining Optical Networking 149
Building Distribution 151
Campus Distribution 154
Section 3-5 Review 157
Test Your Knowledge 158
3-6 Safety 159
Section 3-6 Review 160
Test Your Knowledge 160
Summary 161
Questions and Problems 161
Certification Questions 164

vi CONTENTS

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 CHAPTER 4 Wireless Networking 168
Chapter Outline 169
Objectives 169
Key Terms 169
4-1 Introduction 170
4-2 The IEEE 802.11 Wireless LAN Standard 171
Section 4-2 Review 179
Test Your Knowledge 179
4-3 802.11 Wireless Networking 180
Section 4-3 Review 189
Test Your Knowledge 190
4-4 Bluetooth, WiMAX, RFID, and Mobile Communications 190
Bluetooth 190
WiMAX 193
Radio Frequency Identification 194
Section 4-4 Review 198
Test Your Knowledge 199
4-5 Securing Wireless LANS 199
Section 4-5 Review 202
Test Your Knowledge 203
4-6 Configuring a Point-to-Multipoint Wireless LAN: A Case Study 203
1. Antenna Site Survey 204
2. Establishing a Point-to-Point Wireless Link to the Home Network 204
3–4. Configuring the Multipoint Distribution/Conducting an RF Site Survey 206
5. Configuring the Remote Installations 208
Section 4-6 Review 208
Test Your Knowledge 209
Summary 210
Questions and Problems 210
Critical Thinking 215
Certification Questions 216

CHAPTER 5 Interconnecting the LANs 218

Chapter Outline 219
Objectives 219
Key Terms 219
5-1 Introduction 220

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 5-2 The Network Bridge 221
Section 5-2 Review 226
Test Your Knowledge 227
5-3 The Network Switch 228
Hub–Switch Comparison 230
Managed Switches 233
Multilayer Switches 238
Section 5-3 Review 238
Test Your Knowledge 239
5-4 The Router 239
The Router Interface: Cisco 2800 Series 240
The Router Interface—Cisco 2600 Series 241
Section 5-4 Review 244
Test Your Knowledge 244
5-5 Interconnecting LANs with the Router 245
Gateway Address 247
Network Segments 247
Section 5-5 Review 248
Test Your Knowledge 248
5-6 Configuring the Network Interface—Auto-Negotiation 248
Auto-Negotiation Steps 249
Full-Duplex/Half-Duplex 250
Section 5-6 Review 252
Test Your Knowledge 252
Summary 253
Questions and Problems 253
Critical Thinking 258
Certification Questions 259

CHAPTER 6 TCP/IP 262

Chapter Outline 263
Objectives 263
Key Terms 263
6-1 Introduction 264
6-2 The TCP/IP Layers 265
The Application Layer 266
The Transport Layer 268
The Internet Layer 272
The Network Interface Layer 274

viii CONTENTS

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 Section 6-2 Review 275
Test Your Knowledge 276
6-3 Number Conversion 276
Binary-to-Decimal Conversion 276
Decimal-to-Binary Conversion 278
Hexadecimal Numbers 280
Section 6-3 Review 283
Test Your Knowledge 283
6-4 IPv4 Addressing 283
Section 6-4 Review 287
Test Your Knowledge 287
6-5 Subnet Masks 288
Section 6-5 Review 295
Test Your Knowledge 295
6-6 CIDR Blocks 296
Section 6-6 Review 299
Test Your Knowledge 299
6-7 IPv6 Addressing 299
Section 6-7 Review 303
Test Your Knowledge 303
Summary 304
Questions and Problems 304
Critical Thinking 313
Certification Questions 314

CHAPTER 7 Introduction to Router Configuration 318

Chapter Outline 319
Objectives 319
Key Terms 319
7-1 Introduction 320
7-2 Router Fundamentals 321
Layer 3 Networks 323
Section 7-2 Review 328
Test Your Knowledge 329
7-3 The Console Port Connection 329
Configuring the HyperTerminal Software (Windows) 331
Configuring the Z-Term Serial Communications Software (Mac) 333
Section 7-3 Review 335
Test Your Knowledge 335

CONTENTS ix

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 7-4 The Router’s User EXEC Mode (Router>) 336
The User EXEC Mode 336
Router Configuration Challenge: The User EXEC Mode 339
Section 7-4 Review 342
Test Your Knowledge 342
7-5 The Router’s Privileged EXEC Mode (Router#) 342
Hostname 344
Enable Secret 344
Setting the Line Console Passwords 345
Fast Ethernet Interface Configuration 346
Serial Interface Configuration 347
Router Configuration Challenge: The Privileged EXEC Mode 349
Section 7-5 Review 351
Test Your Knowledge 351
Summary 352
Questions and Problems 352
Critical Thinking 357
Certification Questions 359

CHAPTER 8 Introduction to Switch Configuration 362

Chapter Outline 363
Objectives 363
Key Terms 363
8-1 Introduction 364
8-2 Introduction to VLANs 365
Virtual LAN 366
Section 8-2 Review 367
Test Your Knowledge 367
8-3 Introduction to Switch Configuration 368
Hostname 368
Enable Secret 369
Setting the Line Console Passwords 369
Static VLAN Configuration 371
Networking Challenge—Switch Configuration 375
Section 8-3 Review 376
Test Your Knowledge 376
8-4 Spanning-Tree Protocol 377
Section 8-4 Review 379
Test Your Knowledge 379

x CONTENTS

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 8-5 Network Management 380
Section 8-5 Review 383
Test Your Knowledge 384
8-6 Power Over Ethernet 385
Section 8-6 Review 387
Test Your Knowledge 387
Summary 389
Questions and Problems 389
Critical Thinking 394
Certification Questions 395

CHAPTER 9 Routing Protocols 398

Chapter Outline 399
Objectives 399
Key Terms 399
9-1 Introduction 400
9-2 Static Routing 401
Gateway of Last Resort 408
Configuring Static Routes 408
Networking Challenge: Chapter 9—Static Routes 411
Section 9-2 Review 412
Test Your Knowledge 412
9-3 Dynamic Routing Protocols 413
Section 9-3 Review 414
Test Your Knowledge 415
9-4 Distance Vector Protocols 415
Section 9-4 Review 417
Test Your Knowledge 417
9-5 Configuring RIP and RIPv2 418
Configuring Routes with RIP 420
Configuring Routes with RIP Version 2 425
Networking Challenge—RIP V2 426
Section 9-5 Review 427
Test Your Knowledge 428
9-6 Link State Protocols 428
Section 9-6 Review 431
Test Your Knowledge 431

CONTENTS xi

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 9-7 Configuring the Open Shortest Path First (OSPF) Routing Protocol 432
Networking Challenge: OSPF 437
Section 9-7 Review 437
Test Your Knowledge 438
9-8 Hybrid Protocols: Configuring the Enhanced Interior Gateway Routing Protocol (EIGRP) 438
Configuring Routes with EIGRP 439
Networking Challenge—EIGRP 443
Section 9-8 Review 444
Test Your Knowledge 445
Summary 446
Questions and Problems 446
Critical Thinking 459
Certification Questions 459

CHAPTER 10 Internet Technologies: Out to the Internet 462

Chapter Outline 463
Objectives 463
Key Terms 463
10-1 Introduction 465
10-2 The Line Connection 467
Data Channels 468
Point of Presence 470
Section 10-2 Review 472
Test Your Knowledge 472
10-3 Remote Access 473
Analog Modem Technologies 473
Cable Modems 474
xDSL Modems 474
The Remote Access Server 477
Section 10-3 Review 479
Test Your Knowledge 480
10-4 Metro Ethernet/Carrier Ethernet 480
Ethernet Service Types 482
Service Attributes 483
Section 10-4 Review 484
Test Your Knowledge 484
10-5 Network Services—DHCP and DNS 485
The DHCP Data Packets 487
DHCP Deployment 488

xii CONTENTS

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 Network Services: DNS 489
Internet Domain Name 490
Section 10-5 Review 495
Test Your Knowledge 496
10-6 Internet Routing—BGP 496
Section 10-6 Review 499
Test Your Knowledge 499
10-7 Analyzing Internet Data Traffic 500
Utilization/Errors Strip Chart 501
Network Layer Matrix 501
Network Layer Host Table 502
Frame Size Distribution 502
Section 10-7 Review 503
Test Your Knowledge 504
Summary 505
Questions and Problems 505
Certification Questions 511

CHAPTER 11 Troubleshooting 514

Chapter Outline 515
Objectives 515
Key Terms 515
11-1 Introduction 516
11-2 Analyzing Computer Networks 517
Using Wireshark to Inspect Data Packets 518
Using Wireshark to Capture Packets 521
Section 11-2 Review 522
Test Your Knowledge 523
11-3 Analyzing Computer Networks—FTP Data Packets 523
Section 11-3 Review 524
Test Your Knowledge 524
11-4 Analyzing Campus Network Data Traffic 525
Section 11-4 Review 527
Test Your Knowledge 528
11-5 Troubleshooting the Router Interface 528
Section 11-5 Review 533
Test Your Knowledge 533

CONTENTS xiii

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 11-6 Troubleshooting the Switch Interface 533
Section 11-6 Review 537
Test Your Knowledge 537
11-7 Troubleshooting Fiber Optics—The OTDR 538
Section 11-7 Review 540
Test Your Knowledge 540
11-8 Troubleshooting Wireless Networks 540
Section 11-8 Review 542
Test Your Knowledge 543
Summary 544
Questions and Problems 544
Certification Questions 549

CHAPTER 12 Network Security 552

Chapter Outline 553
Objectives 553
Key Terms 553
12-1 Introduction 554
12-2 Intrusion (How an Attacker Gains Control of a Network) 556
Social Engineering 556
Section 12-2 Review 563
Test Your Knowledge 564
12-3 Denial of Service 564
Section 12-3 Review 566
Test Your Knowledge 567
12-4 Security Software and Hardware 567
Section 12-4 Review 578
Test Your Knowledge 579
12-5 Introduction to Virtual Private Network 579
Section 12-5 Review 588
Test Your Knowledge 589
12-6 Wireless Security 590
Section 12-6 Review 593
Test Your Knowledge 593
Summary 594
Questions and Problems 594
Critical Thinking 598
Certification Questions 599

xiv CONTENTS

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 CHAPTER 13 Cloud Computing and Virtualization 602
Chapter Outline 603
Objectives 603
Key Terms 603
13-1 Introduction 604
13-2 Virtualization 604
Setting Up Virtualization on Windows 8/10 607
Section 13-2 Review 616
Test Your Knowledge 616
13-3 Cloud Computing 616
Infrastructure as a Service (IaaS) 618
Platform as a Service (PaaS) 619
Software as a Service (SaaS) 619
Section 13-3 Review 619
Test Your Knowledge 619
Summary 620
Questions and Problems 620
Certification Questions 622

CHAPTER 14 Codes and Standards 624

Chapter Outline 625
Objectives 625
Key Terms 625
14-1 Introduction 626
14-2 Safety Standards and Codes 626
Design and Construction Requirements for Exit Routes (29 CFR 1910.36) 627
Maintenance, Safeguards, and Operational Features for Exit Routes (29 CFR 1910.37) 628
Emergency Action Plans (29 CFR 1910.38) 628
Fire Prevention Plans (29 CFR 1910.39) 629
Portable Fire Extinguishers (29 CFR 1910.157) 629
Fixed Extinguishing Systems (29 CFR 1910.160) 630
Fire Detection Systems (29 CFR 1910.164) 631
Employee Alarm Systems (29 CFR 1910.165) 632
Hazard Communication (29 CFR 1910.1200) 633
HVAC Systems 633
Door Access 633
Section 14-2 Review 634
Test Your Knowledge 634

CONTENTS xv

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 14-3 Industry Regulatory Compliance 634
FERPA 635
FISMA 635
GLBA 635
HIPAA 635
PCI DSS 636
Section 14-3 Review 637
Test Your Knowledge 638
14-4 Business Policies and Procedures 638
Memorandum of Understanding 638
Service Level Agreement 639
Master Service Agreement 639
Statement of Work 639
Acceptable Use Policy 640
Section 14-4 Review 640
Test Your Knowledge 640
Summary 641
Questions and Problems 641
Certification Questions 644

Glossary 646

Index 662

xvi CONTENTS

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 ABOUT THE AUTHORS
Jeffrey S. Beasley is a professor in the Information and Communications Technology program at New Mexico
State University, where he teaches computer networking and many related topics. He is the author of Networking,
Second Edition, as well as coauthor of Modern Electronic Communication, Ninth Edition, Networking Essentials
3e, and A Practical Guide to Advance Networking.
Piyasat Nilkaew is the director of Telecommunications and Networking at New Mexico State University, with
more than 15 years of experience in network management and consulting. He has extensive expertise in deploy-
ing and integrating multiprotocol and multivendor data, voice, and video network solutions. He is coauthor of
Networking Essentials 3e and A Practical Guide to Advance Networking.

ABOUT THE AUTHOR xvii

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 DEDICATIONS
This book is dedicated to my family: Kim, Damon, and Dana. —Jeff Beasley

This book is dedicated to my family: June, Ariya, and Atisat. —Piyasat Nilkaew

ACKNOWLEDGMENTS
I am grateful to the many people who have helped with this text. My sincere thanks go to the following technical
consultants:
• Danny Bosch and Matthew Peralta for sharing their expertise with optical networks and unshielded twisted-
pair cabling, Don Yates for his help with the initial Net-Challenge software, and Abel Sanchez for his assis-
tance the newest version of Net-Challenge.
I would also like to thank my many past and present students for their help with this book.
• Kathryn Sager and Joshua Cook for their work on the Net-Challenge software; Adam Segura for his help
with taking pictures of the steps for CAT6 termination; Marc Montez, Carine George-Morris, Brian Morales,
Michael Thomas, Jacob Ulibarri, Scott Leppelman, and Aarin Buskirk for their help with laboratory develop-
ment; and Josiah Jones and Raul Marquez Jr. for their help with the Wireshark material.
• Aaron Shapiro and Aaron Jackson for their help in testing the many network connections presented in the text.
• Paul Bueno and Anthony Bueno for reading through the early draft of the text.

Your efforts are greatly appreciated.

We appreciate the excellent feedback of the following reviewers: Phillip Davis, DelMar College, TX; Thomas D.
Edwards, Carteret Community College, NC; William Hessmiller, Editors & Training Associates; Bill Liu, DeVry
University, CA; and Timothy Staley, DeVry University, TX.
Our thanks to the people at Pearson for making this project possible: Dave Dusthimer, for providing us with the
opportunity to work on the fourth edition of this text, and Vanessa Evans, for helping make this process enjoy-
able. Thanks to Christopher Cleveland, and the all the people at Pearson IT Certification, and also to the many
technical editors for their help with editing the manuscript.
Special thanks to our families for their continued support and patience.
—Jeffrey S. Beasley and Piyasat Nilkaew

xviii ACKNOWLEDGMENTS

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 ABOUT THE TECHNICAL REVIEWERS
Anthony Sequeria began his IT career in 1994 with IBM in Tampa, Florida. He quickly formed his own com-
puter consultancy, Computer Solutions, and then discovered his true passion—teaching and writing about
Microsoft and Cisco technologies. Anthony has lectured to massive audiences around the world while working
for Mastering Computers. Anthony has never been happier in his career than he is now as a full-time trainer for
CBT Nuggets. He is an avid tennis player, a private pilot, and a semi-professional poker player, and he enjoys
getting beaten up by women and children at the martial arts school he attends with his daughter.
Dr. Kenneth L. Hawkins is the Program Director of Information Technology at the Hampton campus of Bryant
and Stratton College. He earned his doctorate in Education from Nova Southeastern University, a master’s degree
in Computer Science from Boston University, a master’s degree in Education from Old Dominion University, a
master’s degree in Management from Troy State University, and his undergraduate degree in Mathematics from
Michigan Technological University. Dr. Hawkins, a retired military officer, has worked in post-secondary educa-
tion for the past 14 years as department head, campus dean, and faculty for undergraduate and graduate business
and information technology courses at six Tidewater universities. A graduate of the Leadership Institute of the
Virginia Peninsula, he is actively involved both professionally and socially in the community, having served as
district chairman for the Boy Scouts of America, educational administration consultant for a local private school,
board member of two area businesses, member of the international professional society Phi Gamma Sigma, and
member of the Old Point Comfort Yacht Club.
Douglas E. Maume is currently the Lead Instructor for the Computer Networking program at Centura College
Online. He has been conducting new and annual course reviews for both the CN and IT programs since 2006.
He is also an adjunct professor for Centura College, teaching Computer Networking, Information Technology,
and Business Management courses since 2001. Mr. Maume owned his own business called Wish You Were Here,
Personal Postcards, creating digital postcards on location at the Virginia Beach oceanfront. He earned a Bach-
elor’s degree in Graphic Design from Old Dominion University, and an Associate’s in Applied Science degree
in Graphic Design from Tidewater Community College. Mr. Maume is currently Esquire to the District Deputy
Grand Exalted Ruler for Southeast Virginia in the Benevolent and Protective Order of Elks. He has been actively
involved with the Elks since 1999, serving the veterans and youth of the Norfolk community. He is also the Reg-
istrar for the adult men’s league Shipps Corner Soccer Club, and has been playing competitively since 1972.

ABOUT THE TECHNICAL REVIEWERS xix

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Another random document with
no related content on Scribd:
 CHAPTER VI

Arrival in London. Conditions I found there. Preparations and Start.

reached London very early next morning, and drove

directly to the lodgings of my friend, Mr. Wellington
Lee, the only American resident in London whom I
knew. These were on a short street extending from the
Strand down to the river, a short distance west of
Temple Bar, the ancient city gate, which was then
standing. Who was Mr. Lee and what was he doing in London?
These were questions in which I had an interest of which I was as
yet entirely ignorant. The firm of Lee & Larned were the first
successful designers of steam fire-engines in this country. More than
seventy of these steamers had been built from their plans and under
their direction by the Novelty Iron Works in New York, and the fire
department of that city was completely equipped with them. One of
their engines had been sold to the city of Havre, and Mr. Lee had
gone over with it to test it publicly on its guaranteed performance. Mr.
Amos, one of the senior members of the great London engineering
firm of Easton, Amos & Sons, went over to Havre to witness this trial,
with a view to the manufacture of these steam fire-engines in
London. He was so much pleased that he determined to make the
fire-engines, and engaged Mr. Lee to take the direction of their
manufacture. So it came to pass that at this particular time Mr. Lee
was in London superintending the first manufacture of his steam fire-
engines by this firm.
After our salutations Mr. Lee said: “First of all I have something to
tell you.” Before relating this, I must mention something that I knew
before I sailed. About the time when the cargo of United States
exhibits started, the well-known Mason and Slidell incident occurred.
These gentlemen, commissioners sent by the Confederacy to
represent their cause before European governments, had sailed on a
British vessel flying the British flag. This vessel was overhauled on
the high seas by one of our cruisers, and the commissioners were
taken off and brought prisoners to New York. Mr. Lincoln made haste
to disavow this illegal proceeding, so singularly inconsistent with our
own principles of international law, and to make all the reparation in
his power. But a bitter feeling towards England was then growing in
the Northern States, and in a moment of resentment Congress
hastily passed a resolution repealing the law creating the Exhibition
Commission and making an appropriation for its expenses, and
Secretary Seward issued a proclamation dissolving the commission.
The vessel carrying the exhibits had been gone scarcely more than a
day when this action of Congress and Mr. Seward surprised the
country.
I now take up Mr. Lee’s narrative. The news of this action, carried
by a mail steamer, had reached London several days before the
arrival of the exhibits. Under the pressure of an urgent demand the
Royal Commission confiscated the space allotted to the United
States and parceled it out to British exhibitors. Mr. Holmes on his
arrival found not a spot in the Exhibition buildings on which to set his
foot. But he was a man of resources. He went before the
commission with an eminent Queen’s counsel, who made the point
that they had received no official notification of any such action by
the United States Government, but had proceeded on a mere
newspaper rumor, which they had no right to do; and there was the
United States assistant commissioner with his credentials and a
shipload of exhibits, and they must admit him.
The commissioners yielded most gracefully. They said: “Now, Mr.
Holmes, the American space is gone; we cannot restore that to you,
but there are unoccupied spots all over the Exhibition, and you may
take up any of these, and we will undertake that your whole exhibit
shall be well placed.” Upon this Mr. Holmes had gone to work and
had been able to find locations for every exhibit, except my engine.
 Wellington Lee

“But only yesterday,” said Mr. Lee, “Mr. Holmes learned that an
engine ordered by the commission to drive the British exhibit of
looms, of which there were thirty-three exhibitors, had been
condemned by the superintendent of machinery, Mr. Daniel Kinnear
Clark, and ordered out of the building.” He added that Mr. Holmes
went directly to Mr. Clark and applied for the place for my engine, the
bedplate of which, thanks to my precipitate action, had arrived and
was then on a truck, in England called a lurry, waiting to be
unloaded. In answer to Mr. Clark’s questions, Mr. Holmes had given
him his personal assurance that I would be there, and the rest of the
engine would be there in ample time, and it would be all that he
could possibly desire; and on that assurance he had got the place for
me.
I informed Mr. Lee that I also had something to tell him. I then
gave him the situation as already related. He looked very grave.
When I had finished he said: “Well, you are in a hole, sure enough;
but come, let us get some breakfast, and then we will see what
Easton & Amos can do for you.” After eating my first English mutton-
chop in a chop-house on the Strand, I accompanied Mr. Lee to their
works in the Borough, a long distance away, on the south or Surrey
side of the Thames, to reach which we crossed the Southwark
bridge.
None of the partners had yet reached the office. Very soon Mr.
James Easton arrived. He was a young man about my own age. Mr.
Lee introduced me and told my story. The instant he finished Mr.
Easton came across the room and grasped my hand most cordially.
“That’s the kind of pluck I like,” said he; “we will see you through, Mr.
Porter; we will build this engine for you, whatever else may have to
wait.” Directly he added: “We have a good deal of ‘red tape’ here, but
it won’t do in this case. There will be no time to lose. Come with me.”
He then took me through the shops and introduced me to every
foreman, telling them what he had undertaken to do, and gave each
of them the same instruction, as follows: “Mr. Porter will come
directly to you with his orders. Whatever he wants done, you are to
leave everything else so far as may be necessary, and do his work
as rapidly as possible.”
As I listened to these orders, I could hardly believe my senses or
keep back the tears. Coming on top of the devotion of Mr. Holmes
they nearly overcame me. The sudden relief from the pressure of
anxiety was almost too much. It seemed to me to beat all the fairy
stories I had ever heard. This whole-hearted cordiality of the first
Englishman I had met gave me a high idea of the people as a whole,
which, I am happy to say, a residence of over six years in England
served only to increase.
Returning to the office, we found Mr. Lee, who said, “Now, Mr.
Porter, I think Mr. Holmes would like to see you.” Getting the
necessary directions, in due time I found myself in the Exhibition
building on Cromwell Road and in the presence of Mr. Holmes, who
received me joyfully and led me at once to Mr. Clark’s office. As he
opened the door, Mr. Clark looked up from his desk and exclaimed,
“Good morning, Mr. Holmes; where is that engine?” “Well,” replied
Mr. Holmes, “here is Mr. Porter, and the engine is here or on the
way.” Mr. Clark asked me a number of questions about the engine,
and finally how many revolutions per minute it was intended to make.
I replied, “One hundred and fifty.” I thought it would take his breath
away. With an expression of the greatest amazement he exclaimed:
“What! a hundred and fifty! B—b—b—but, Mr. Porter, have you had
any experience with such a speed as that?” I told him my experience
with the little engine, which did not seem to satisfy him at all. Finally
he closed the matter, or supposed he had done so, by saying: “I
cannot allow such a speed here; I consider it dangerous.” I decided
instantly in my own mind not to throw away all that I had come for;
but I made no sign, but humbly asked what speed I might employ.
After a little consideration Mr. Clark replied: “One hundred and
twenty revolutions; that must not be exceeded.” This he considered a
great concession, the usual speed of stationary engines being from
fifty to sixty revolutions. I meekly acquiesced, then made my plans
for one hundred and fifty revolutions, and said nothing to anybody. I
had no idea of the gravity of my offence. It was the first time since I
was a child that I had been ordered to do or not to do anything, and I
had no conception of orders except as given by myself. If there was
any risk, I assumed it gaily, quite unconscious how such a daredevil
defiance of authority would appear to an Englishman. Mr. Clark
showed me my location, and gave me an order for my engine-bed to
be brought in immediately, and also other parts of the engine as
soon as they arrived. Trucks generally, I was told, had to wait in the
crowd about ten days for their turn to be unloaded.
 Charles T. Porter
A.D. 1862

I hurry over the time of erection. Everything arrived promptly and

the whole came together without a hitch, as I knew it would. The fly-
wheel and pulley and cylinder lagging I had left to be made in
England. I was at the works of Easton, Amos & Sons every morning
at 6 o’clock, and laid out the work for the day. I made the gauges for
boring the fly-wheel and pulley, which I had now learned how to do,
and adjusted everything about the engine myself, and knew it was
right.
I had a talk with the foreman of the pattern-shop about the best
thickness of felt on the cylinder to be covered by the mahogany
lagging, in the course of which I remarked, “It is the air that is the
real non-conductor.” “Yes,” he replied, “and felt, you know, is ‘air’.”
I learned several things I did not know before, among others how
the English made a steam-pipe joint, using parallel threads and a
backing-up nut, packed with long hemp which was filled with a putty
made of red and white lead rubbed together dry.
I had great luck in the way of a driving-belt. An American exhibitor
of india-rubber belting asked the privilege of exhibiting a belt in use
on my engine, which I was glad enough to have him do. Otherwise I
hardly know what I should have done. The widest English belts were
12 inches wide, double, and sewn together from end to end with five
rows of sheepskin lacing. The belt ran on the knobs of this lacing.
English machinists then knew nothing of the hold of belts by
excluding the air. The ends of all belts were united by lapping them
about two feet and sewing them through and through with this same
lacing. Fine pounding these joints would have made on the pulleys. I
got a governor belt from him also. Both belts were united by butt-
joints laced in the American fashion. I did this job myself, and,
indeed, I put the whole engine together mostly with my own hands,
although Easton, Amos & Sons sent two of their best fitters to help
me. I learned afterwards that I should have had a sorry time driving
my governor by a belt laced in the English way.
In spite of all efforts and all our good luck, we were not ready to
start until a week after the opening day, May 1, and the exhibitors
were in despair, for none of them believed that this new-fangled
American trap would work when it did start at the frightful speed of a
hundred and twenty revolutions per minute, which they had learned
from Mr. Clark it was to make. Finally one day after our noon dinner I
turned on the steam, and the governor rose at the speed of one
hundred and fifty revolutions precisely. It was immediately
surrounded by a dense crowd, every man of whom looked as if he
expected the engine to fly in pieces any instant.
It was not more than two minutes after it started when I saw Mr.
Clark coming with his watch in his hand. Some one had rushed to his
office and told him the Yankee engine was running away. The crowd
opened for him, and he came up to the engine and watched it for
some time, walking leisurely around it and observing everything
carefully from all points of view. He then counted it through a full
minute. At its close he turned to me and exclaimed, “Ah, Porter—
but,” slapping me cordially on the shoulder, “it’s all right. If you will
run as smoothly as this you may run at any speed you like.”
And so the high-speed engine was born, but neither Mr. Clark, nor
I, nor any human being then knew what it was that made it run so
smoothly.
I have since realized more and more what a grand man Mr. Clark
then showed himself to be. A small souled man might have regarded
the matter entirely from a personal point of view, and been furious at
my defiance of his authority. There are such men. I will show one to
the reader by and by. Officialism is liable to produce them. I was
quite unconscious of the risk in this respect that I was running. I have
always felt that I could not be too thankful that at this critical point I
fell into the hands of so noble a man as Daniel Kinnear Clark.
Mr. Porter’s Exhibit at the London International Exhibition, 1862
 CHAPTER VII

My London Exhibit, its Success, but what was the matter? Remarkable Sale of the
Engine.

hus, as the result of a remarkable combination of

circumstances, upon which I look back with feelings
more of awe than of wonder, the high-speed system
made its appearance in the London International
Exhibition of 1862, installed in the midst of the British
machinery exhibit, under conditions more
advantageous than any which I could have imagined.
But the engine had a weak feature: it was wanting in an essential
respect, of which I was, and remained to the end, quite unconscious,
as will presently appear. Before entering on this subject I will give the
reader an idea of what the exhibit was like. The accompanying half-
tone from a photograph will, with the help of a little explanation,
make this quite real.
The location was in a narrow space between a side aisle and the
wall of the temporary wooden structure, 300 feet wide by nearly
1000 feet long, which formed the machinery hall. The engine was
crowded closely by looms on both sides. Here were shown together
the first high-speed engine, the first high-speed governor, and the
first high-speed indicator. My marine governor could not be
accommodated there, and had to be shown elsewhere. I was so
much afraid of deflection or vibration of the shaft that I shortened up
the length between the bearings and placed the driving-pulley on the
overhanging end of the shaft, which for the light work to be done
there answered sufficiently well. I showed also the largest and the
smallest sizes of my stationary-engine governors. These were belted
from the shaft to revolve so as to stand always in positions
coincident with those of the governor which regulated the engine.
 On a table between the railing and the head of the engine I
showed mahogany sectional models of the valves at one end of the
cylinder in the engine exhibited, and of the now well-known Allen
slide valve, with double opening for admission made by a passage
over the exhaust-cup.
The Richards indicator is seen placed on the cylinder midway of its
length, and connected by pipes with the ends over the clearances,
so that in the familiar manner by means of a three-way cock the
opposite diagrams could be taken on the same sheet. After a few
days’ use I mistrusted that the lead lines were not correctly drawn,
and I took away these pipes, placing the indicator on the cylinder
itself, at the opposite ends alternately. The diagrams then taken
showed that the error from transmission through these pipes had
been even greater than I had feared. I have, of course, employed the
close connection ever since.
This identifies the time when the photograph was taken. It must
have been within a few days after starting.
The center of the eccentric coinciding with the crank, as already
stated, and the center line of the link being in the same horizontal
plane with that of the engine, I was able to take the motion of the
paper drum from the sustaining arms of the link instead of from the
cross-head. This was very convenient.
During the first two or three weeks the steam pressure was kept
up to 75 pounds, as intended, and I was able to get diagrams cutting
off quite early, which were then erroneously supposed to show
superior economy. But when all the steam-eaters had got in their
work the pressure could not be maintained much above 40 pounds,
and for that exhibition the day of fancy diagrams was over. Gwynne
& Co. showed a large centrifugal pump driven by a pair of engines
which always brought the pressure down at the rate of a pound a
minute. They were not allowed to run longer than fifteen minutes at a
time, but it took a long time after they stopped before the pressure
could be got up again even to 40 pounds. Whenever I took a
diagram somebody was always standing ready to take it away, and
so among my mementoes I have been able to find none cutting off
earlier than the one here represented. On the wall at the back I hung
the largest United States flag I could find, with a portrait of President
Lincoln. This seems all that needs to be said about the photograph
and the diagram.

INTERNATIONAL EXHIBITION, UNITED STATES DEPARTMENT

1862 DIAGRAM TAKEN FROM 1862
THE ALLEN ENGINE BY THE RICHARDS INDICATOR.
ENGINE, 8 INCHES BY 24 INCHES, REVOLUTIONS PER MINUTE, 150.
SCALE, 40 LBS. TO THE INCH.

But what was the matter? I will clear the way to answering this
question by relating the following incident: Six months later, with a
feeling of bitter disappointment, I contemplated my engine standing
alone where the place had been thronged with surging life. All the
other exhibits had been removed. This was left in stillness and
desolation, and I was making up my mind to the necessity of
shipping it home again, its exhibition to all appearance absolutely
fruitless—a failure, which I was utterly at a loss to comprehend,
when I had a call from Mr. James Easton, the same man who had
first welcomed me in England. His firm had perhaps the largest
exhibit in the Machinery Hall, of a waterfall supplied by a centrifugal
pump, and they had been frequent observers of the running of my
engine, which was quite near them. Mr. Easton bluntly asked me if I
thought my engine could be run 50 per cent. faster or at 225
revolutions per minute, because they had concluded that it could be,
and if I agreed with them they had a use for it themselves. Under the
circumstances I did not hesitate long about agreeing with them in
respect to both ability and price, and the sale was quickly concluded.
I noted an entire absence of any disposition to take an undue
advantage. Mr. Easton then told me that they were troubled with lack
of power every afternoon when the foundry blower was on, and had
long wanted to drive this blower independently. It needed to make
2025 revolutions per minute to give the blast they required, and they
had planned to drive it by a frictional gearing, nine to one, if my
engine could run at the necessary speed. So this most peculiar and
exceptional opportunity for its application, absolutely the only chance
for its sale that had appeared, and that at the very last moment,
prevented my returning home in disappointment. It is hardly
necessary to add that the engine proved completely successful. I
shall refer to it again.
The point of the incident is this: It established the fact, the
statement of which otherwise no one from the result would credit for
an instant, that, from the afternoon when the black and averted looks
of my loom exhibitors were changed to smiling congratulations down
to the close of the exhibition, the engine never once had a warm
bearing or was interrupted for a single moment. It was visited by
every engineer in England, and by a multitude of engine users, was
admired by every one, and won the entire confidence of all
observers in its speed, its regulation, and the perfection of its
diagrams; and yet in all that six months not a builder ever said a
word about building it, nor a user said a word about using it; and, as
week after week and month after month passed without a sign, I
became almost stupefied with astonishment and distress.
The explanation of this phenomenon was entirely simple, but I did
not know it, and there was no one to even hint it to me. I was among
a people whose fundamental ideas respecting steam-engines were
entirely different from those to which I had been accustomed, and I
knew nothing about them, and so could not address myself to them.
In the view of every Englishman a non-condensing engine was
rubbish. Those which were made were small, cheap affairs, mostly
for export. Neither a builder nor a user could regard a non-
condensing engine with the slightest interest.
Now I do not think that in my limited sphere of observation at
home I had ever seen a condensing stationary engine, except the
engine which pumped out the dry-dock at the Brooklyn Navy Yard. In
my mind condensing engines were associated with ships and
steamboats. At this exhibition also there were shown only non-
condensing engines. I did not think of the reason for this, that in this
part of London, far away from the Thames, no water could be had for
condensing purposes. I took it all as a matter of course, though I was
astonished at the queer lot of engines in the company of which I
found myself.
I was, of course, familiar with the development of the stationary
engine in England from the original type, in which the pressure of
steam below that of the atmosphere, and sometimes the pressure of
the atmosphere itself furnished the larger proportion of the power
exerted; but after all I carried with me my American ideas, which
were limited to non-condensing engines, and had no conception of
the gulf that separated my thoughts from those of the men about me.
My visitors always wound up with the same question, “How do you
drive your air-pump?” And in my innocence I uniformly replied, “The
engine is a non-condensing engine; it has no air-pump”; all
unconscious that every time I said that I was consigning the engine
to the rubbish heap. This reply was taken necessarily as a frank
admission that the high-speed engine was not adapted for
condensing. Of course, then, it had no interest for them. No doubt
many wondered why I should have troubled myself to show it there
at all. If I had thought more deeply I must have been struck by the
unvarying form of this question, always assuming the air-pump to be
a part of the engine, but which, of course, could not be used there,
and only inquiring how I worked it; and also by the fact that after
getting my answer the questioner soon departed, and I scarcely ever
saw the same visitor again. But I did not think deeply. Perhaps the
conditions of excitement were not favorable to reflection. All I thought
was that this same everlasting question, which at home I would
never have heard, was getting awfully monotonous. After a while this
annoying question came to be asked less and less frequently, and
also the engine attracted less and less attention. The engine had
failed in a vital respect, and I did not know it. That the fact of the
engine being non-condensing should have been an objection to it
never once entered my mind.
But I doubt if I could have bettered the matter, however alive to
this difficulty I might have been. I showed all I had yet accomplished.
In the minds of my visitors it no doubt appeared impossible to run an
air-pump successfully at such a speed; the water and air would be
churned into foam, and the valves would not close in time. This
objection I was not prepared to meet, for I had not thought on the
subject at all. Moreover, it could not have been met in any way
except by a practical demonstration. For that demonstration I had yet
to wait five years.
There were many things connected with this season which were
well worth remembering. One of these was the visit of the jury. It was
the only time I ever met Professor Rankine. There were two or three
Frenchmen on the jury, and they engaged in an animated discussion
of the question whether the steam could follow the piston at so great
a speed. I well remember the sharp exclamation with which
Professor Rankine put an end to this nonsense, when he had got
tired of it. “There is no limit to the speed at which steam will follow a
piston.”
One day I had a call from Mr. John Penn, Mr. William Fairbairn,
and Mr. Robert Napier, who came together on a visit of ceremony,
and presented me their cards. In return I presented to them the
cards of the engine. But their visit, like most others, closed with the
same inevitable question.
It was a delightful hour that Mr. F. W. Webb spent with me. He was
then assistant engineer of the London & Northwestern Railway under
Mr. Ramsbottom, afterwards Mr. Ramsbottom’s successor, and the
pioneer builder of compound-cylinder locomotives. He told me about
the new form of traveling-crane invented by Mr. Ramsbottom for the
shops at Crewe, which was driven by a flying-rope, a ³⁄₄-inch cotton
cord, and also of other inventions of Mr. Ramsbottom—among these
the automatic cylinder lubricator, in which the condensation of the
steam was so rapid, from the locomotive rushing through the
atmosphere, that only the water formed on the conical end of a bolt
was permitted to drop into the oil, other condensation running into a
circular trough and back through an external gooseneck pipe to the
steam-chest; and of their experiments to observe the rate of this
condensation. For this purpose they used soda-water bottles, which
they found capable of resisting a pressure of 200 pounds on the
square inch, and in which they could see the rapidity with which the
condensed water displaced the oil, thus leading to the above device
for limiting this action; also about the Ramsbottom piston rings,
which came to be, and still are, so largely used. These consist, as is
well known, of square wrought-iron rods, say ¹⁄₂ inch square, two for
each piston, sprung into grooves. What is not so generally known is
the way in which these rings were originated, which Mr. Webb then
described to me. As sold, these are not circular rings, but when
compressed in the cylinder they become truly circular and exert the
same pressure at every point. The original form was found for each
size in this way: A circular iron table was prepared, provided with a
large number of pulleys located radially and equidistant around its
edge. A ring having the section of the proposed rings, turned to the
size of the cylinder, and cut on one side, was laid on this table, and
cords were attached to it at equal distances passing over these
pulleys. Equal weights were hung on these cords, sufficient to
expand this ring to the extent desired. The form of the expanded ring
was then marked on the table, and to the lines thus obtained the
rings were then rolled. He told me also of the trough and scoop
invented by Mr. Ramsbottom, and now used the world over, for
refilling locomotive tanks while running at full speed. Being a
locomotive man, Mr. Webb did not ask about the way I drove my air-
pump.
Mr. Clark formed a scheme to indicate all the engines in the
exhibition, twenty-four in number, all English except mine, so far as I
remember, and employed my indicator for the purpose, the diagrams
being taken by myself. Only two exhibitors declined to have their
engines indicated. As I afterwards learned, most of the engines were
bought for use there, as exhibitors would not exhibit non-condensing
engines.
One of those who refused permission were Gwynne & Co., the
principal partner a nephew of my centrifugal-force friend of earlier
days. They exhibited a centrifugal pump supplying a waterfall. They
employed Mr. Zerah Colburn, then editor of The Engineer, to
investigate their pair of non-condensing engines and find out why
they used so much steam. He borrowed my indicator to make a
private test. Of course, I never saw the diagrams, but Mr. Colburn
informed me that by making some changes he had reduced the back
pressure to 7 pounds above the atmosphere, which he claimed to be
as good as could be expected. No material improvement in the
engines was to be observed, however.
Some of the diagrams taken on these tests exhibited almost
incredible faults. The only really good ones were from a pair of
engines made by Easton, Amos & Sons, also to drive a large
centrifugal pump, built for drainage purposes in Demerara, and
sustaining another waterfall. These showed the steam cut off sharply
at one third of the stroke by separately driven valves on the back of
the main slides. A mortifying feature of this work for myself was that
on testing the indicator Mr. Clark found that the area of the piston,
which was represented to be one quarter of a square inch, was really
considerably less than this, showing lamentable inaccuracy on the
part of the makers, as well as my own neglect to discover it. This
rendered the instrument valueless for measuring power, but it
showed the character of the diagrams all right.
The finest mechanical drawing I ever saw—or any one else, I think
—was shown in this exhibition. It was a drawing of the steamship
“Persia,” then the pride of the Cunard fleet, and was the only
mechanical drawing ever admitted to the walls of the National
Gallery, where it had appeared the year before. It represented side
and end elevations and plan, as well as longitudinal and cross-
sections, was painted and shaded in water-colors, and involved an
almost incredible amount of work. It was made by Mr. Kirkaldy, then
a draftsman in the employ of the Napiers, of Glasgow, the builders of
the vessel. I am tempted to refer to this, as it forms a prominent
datum point from which to measure the development of steam
navigation in the brief space of forty years. The vessel did not
possess a single feature, large or small, that now exists. It was of
only about 3000 tons burden. It was an iron ship built in the days of
the rapid transition from wood to steel. It was propelled by paddle-
wheels. These were driven by a pair of side-lever engines. The
engines had each a single cylinder. The steam pressure carried was
nominally 25 pounds above the atmosphere, but practically only from
15 to 20 pounds. Full pressure was not pretended to be maintained.
They had jet condensers. All forged work was of iron. The vessel
was steered by hand. The rigging, standing as well as running, was
of hemp. It was full bark-rigged.
Frederick E. Sickels