As a marine engineer I thought I have seen all types of marine engines. But this rotary exhaust valve is new to me. You live and learn. Nice engine room 👍
She’s loop scavenge with reed valves. The Rita ray exhaust valves are a vane style with vanes at 180* apart. They close towards the end of Scavenge and help to build charge pressure in the cylinder before the ports close. That ship has long since been scrapped. Too bad as it ran well but the hull and unloading gear were pretty long in the tooth!
What a blast from the past, rotary exhaust valves a nightmare to remove and replace (sliding the linkage arms onto the drive splines). Windows in the underpiston space so you can see the scavenge fires!! Separate piston water cooling system using emulsion additive to lubricate the stuffing box carbon seals. Brings back good memories of the 70s before going onto RNDs.
SteamCrane I signed off her last year. She was in Goderich loading salt a couple days ago, one more salt run then on to Montreal then scrap in Turkey. Too bad, she was a good engine room. The ship didn't get much money spent on her in the last 15 years though...
Rotary exhaust valves at 0:43. The gauges over the local controls aren't calibrated. Scavenge pressure/charge air was 7.5 psi or about 1/2 bar measured on the scavenge trunk.
I loved the RD's (especially the Winterthur originals, rather than the license built ones) - dragged a few around in my time, although never one driving a controllable pitch propeller, mv Zealandic with Shaw Saville stood by the build and also with TJ Harrisons
Three, but all the newer ships only carry one. I think the new contract through the SIU tries to place “oilers”, “QMED”, or “MA’s” as a new posting called “GP” or general purpose which means you may be posted primarily in the engine room but may be called at any time for deck service or cargo operations... sad the union voted for this really...
Patriot1776 cylinder lubricator. This is a crosshead two stroke engine. The under piston space is separated from the crankcase and is used for scavenging The cylinders are not lubed by crankcase oil. The cylinder oil is a total loss system, it get burned during combustion.
Is this ship from a Canadian fleet? I ask because they seem to go for low-speed engines. Whereas American fleets seem to have medium speed engines. Is there a reason for this?
Na década de 1970 enbarquei no navio AMARALINA LINE POlONES com motor SULZER de 17.400 HP com 117 rotaçoes e maximo de 22 milhas .Empresa de navegaçao ALIANÇA
On an engine with such low rpm how many hours/years between overhaul. Also, would time between overhauls exceed that of medium speed engines; EMD, Cat, etc?
We used to overhaul 2 cylinders every winter. Being 6 cylinder, no unit would run more than 3 seasons before service. Many times the liner would be acceptable and in spec so we would clean oil grooves and reuse. The pistons are internally water cooled, the stuffing boxes on the telescopic rods would be serviced as well as the piston rod stuffing box (cross head engine). As far as service I would say these slow speeds run longer with less troubles than medium of high speeds. I spent a full season on a ship with a comparatively tiny 3600 series CAT running at 900 rpm. We didn’t have any major problems but it is due for overhaul after this season. It will most likely need all pistons and liners changed, all bottom end bearings and complete cylinder head service. All at once.
@@FlatBroke612 Thank you for resounding so quickly. And many thanks for the information. My son worked on the railroad and he was told that their EMD's would go 10-15 years between overhauls. I realize the applications are very different seeing that yard locomotives idle most of the time. One more question. I realize bunker oil is cheaper and heavier than #2 fuel and has to be pre-heated. Would it be as heavy as say 10w30 motor oil?
@@FlatBroke612 We used to do pistons at 15,000hours, injectors at 3,000hours, scavenge spaces (and any broken scavenge valves) every couple of months - voyage being UK - Australia - New Zealand - UK
@@dooleyhiggins3674 we ran IFO 380 heated to 120*c before entering the injection pump. Even at that temperature I’d say it’s heavier than 10w30, messier for sure... It hardly pours at room temp. That’s not even the heaviest of fuel available either...
Sailed with an 8RD76 myself on an LPG carrier built in 68. Yours is probably older, as the fuel injection lines are not encased and therefore the ER was permanently manned at sea I suppose? (No UMS)
Built ‘66 and yes, single wall high pressure lines. We burst two while I sailed her, what a mess of IFO 380. Engine room was fully manned 24/7, no UMS because old and also inland/confined waters. She has long gone to scrap now. Shame as the engine room ran well. I would go weeks without a single alarm. Now with all the automation and modern tech we have hundreds of alarms per day, all mostly BS.
@@FlatBroke612 Thank you for the reply. The LPG carrier I sailed on had an original Winterthur Sulzer as well. Because it was the first LPG carrier ordered in my country and owners did not want to take any risks with reliability problems, but .....😏 There were several, not necessarily due to Winterthur’s Sulzer Brothers, but the engine seating had some rigidity issues and the chartering department was of the opinion that the vessel could do 17 knots were it was in fact 15,5 (and that was after a complete! dismantling of the entire engine up to the bedplate after ith had seen service for 10 years) She had to operate under permanent thermal overload, the poor thing. So, keeping the charge air coolers clean was paramount. A fun job was to fit an injection pipe directly in the duct between the TC discharges and the charge air coolers to inject ACC. After removing manholes in the topplate of the charge air receiver you could reach that duct, you will probably remember these. We had to cut holes in the topplate and the ducts (3 off TC’s) in order to fit a 3/4” tube terminating in the center of the duct by an elbow with nozzle supplied by Drew Ameroid. I recall the discussion (in 1980) that we engineers had how to fit the nozzle: pointing it towards the TC, so injecting the air cooler cleaner against the airflow or towards the charge air cooler. Don’t remember how it ended up. Quitte some problems with broken ends of piston rings (yes, we used the prescribed ones in the toprings) which went through the rotating exhaust valves, thus damaging the blades. But man, did I love to hear the sound of that engine again!!!!! Played it over an over again and let my children listen to it as well😀
It’s a tough job. Those guys are on deck in cold/wet weather. They hose the deck and cargo holds, tie up the ship, install and remove the hatch covers and are on call 24 hrs. Today you would probably need a high school education to be hired. The pay is pretty good but goes up quick in the higher ranks. Look into marine academy, two years of school and sea time as a cadet, you can be a junior officer. If you’re younger it’s a good way to go.
Interesting, is it running 5psi of boost/"supercharging air" at full load? 5:20 Am I reading that right? I was expecting at least 5x more. Also what is that rotating part at 0:43 in what I thought would be the exhaust manifold? Thanks
low boost...huge volume.. turbos are the size of tea rooms lol.. not to mention it's not really boos, but scavenge air , as its a two stroke, needs just enough force to send the charge into the piston , and overcome the back pressure, so the boost isn't a performance enhancer , but more like a detroit deisel power plant.. with cross heads, and ..much larger..
I have a stupid question..please bear with me,since these ships and most of the new container ships have two structures at both ends,how does the crew move from front to back??
That ship had two “side tunnels” which ran between the cargo hold bulkhead and the ships side, above the ballast tank tops and below the main deck. You could walk fore and aft in bad weather through these. They also contained piping and electrical runs to supply the forward end. Modern ships would have some sort of similar below deck access.
terry boyer hey, I'm not going to disclose what boat... but there's only a couple RD76 Sulzer's left in the Canadian fleet on the Great Lakes... process of elimination laddie!
It looks like an RND but it is de older RD this one had the rotating valves in the exhausts of each individual cylinders the TC’s were of the impulse type with short exhaustlines The TC’s on the RND’s were of the constant pressure type with a large exhaust gas receiver. I preferred the RND and RND-M over the RD for these were way easier to maintain
