Engineering Abstracts 1959 - Revision history

Toro Andersen: /* River Tankers with Voith Schneider Propulsion */

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River Tankers with Voith Schneider Propulsion

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	— ''The Shipping World, 18th August 1954; Vol. 131, p. 190.''		— ''The Shipping World, 18th August 1954; Vol. 131, p. 190.''

			== Cas Turbine for Liberty Ship ==
			In the United States eleven companies have submitted to the Maritime Administration seventeen proposals for the development and furnishing of a complete gas-turbine propulsion-power plant for experimental installation in a Liberty ship of the National Defence Reserve Fleet. The proposals are in response to invitations issued by the Maritime Administration as a first step toward development of a “power package” of advanced design. This will be employed and tested first in one of the Liberty ships of the reserve fleet and after evaluation will be made available for further conversions and modernization of existing vessels and for new ship construction.

			More than forty firms evidenced interest in this engine-improvement project. Included in the responses are two proposing use of devices of French manufacture and another proposing use of components of Swiss origin. All of the proposals are under intensive study by a specialized group and a thorough evaluation of all data submitted will be made. The plan to be utilized for the first Liberty ship conversion will be announced later.

			''—Marine Engineering, July 1954; Vol. 59, p. 102.''

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	—''The Motor Ship, October 1958; Vol. 39, p. 303.''		—''The Motor Ship, October 1958; Vol. 39, p. 303.''

			== ''Development of German Marine Engine'' ==
			In reviewing the development of the Deutz V.M. marine engine, the author points out that important advances have been made in simplifying the engine controls and governing gear. Commencing with Series 5, the mechanical control of the starting valves was superseded by a pneumatic starting and reversing system. It is not unusual, in the case of a trawler, for example, for more than 1,000 reversing operations to be carried out in the course of a single trip, yet there has not been the slightest confirmation of the fears expressed in some quarters that cylinder heads or pistons might be adversely affected. In Series 5 engines the induction and exhaust passages have also been considerably enlarged compared with earlier versions, and to make this possible they are no longer located on one side of the cylinder head only, but on both sides. This layout has proved particularly suitable in conjunction with the Buchi exhaust-driven turbo-charger which has been fitted to a steadily increasing number of engines ever since 1927. The redesigning of the air and gas passages in the cylinder head has also proved beneficial in view of the fact that after only a few modifications the V.M. engine will run on a wide range of gases, such as producer gas (frequently used by vessels on inland waterways), and, in the stationary role, town gas, sewage gas and natural gas. A recent design feature of the Deutz V.M. engines is the flywheel brake which is applied whenever the engine is stopped—either from the engine control position or from some other point at any required distance. The flywheel brake is air-operated and cuts the duration of a reversing operation to a fraction of the time previously needed, e.g., from 40 sec. to 10 sec. The present Deutz production programme incorporates V.M. engines in the power range from 250 to 1,800 h.p. with 6 and 8 cylinders without and with exhaust turbo-charging. The speed range of the smaller units is 350 to 500 r.p.m.; the big units have 250 r.p.m.

			—''K. Schmidt, European Shipbuilding, Vol, 3, No. 2, 1954; pp. 38-41.''

			== Cold Starting of Small Engine ==
			The British North Greenland Expedition is using in its headquarters establishment at Queen Louise Land, a Petter single-cylinder water-cooled oil engine and generator. That set has a strenuous life, particularly during the two mid-winter months when darkness persists all the way round the clock. During the winter the set is running for some twenty hours per day, but in summer for perhaps four hours daily. A 50-gallon water tank holds the coolant, and a paraffin stove has to be used to keep the water from freezing during non-running times. The normal routine is to drain the engine system after stopping and to thaw out the pipes with a blow-lamp in the morning. With an outside temperature of minus 40 deg. F., the temperature in the engine room has proved to be minus 5 deg. F. at waist height and minus 12 deg. F. at floor level during periods of engine shut down. After running, the temperature in the room rises to between 40 deg. F. and 45 deg. F. No trouble has been experienced, during a year’s service, with starting by hand; neither the flame starting aid provided nor the battery starters have had to be used.

			—''The Oil Engine and Gas Turbine, July 1954; Vol. 22, p. 81.''

			== ''River Tankers with Voith Schneider Propulsion'' ==
			'''Shell-Mex''' and '''B.P.''', Ltd., is in process of augmenting its fleet of estuarial and river craft for service in the Bristol Channel and Severn, and in the Medway, Thames, Humber and Trent. Ten vessels for this type of service have been or will be ordered from British shipyards for completion in 1955-56. When commissioned they will be employed in distributing petroleum products from the six United Kingdom refineries of Shell and Anglo-Iranian, and be dovetailed into the main distribution system of Shell-Mex and B.P., Ltd. The vessels will be Diesel-engined and built to '''Lloyd’s Register''' requirements. They will be fitted with modem radar equipment where desirable, and vessels so fitted will have telescopic masts of special design. The cargo pumps and pipelines installed will ensure the effective segregation of the petroleum products to be carried.

			Nine of the new vessels will have the '''Voith Schneider''' propeller as the means of propulsion. With vertical blades and aerofoil section rotating round a vertical axis, the '''Voith Schneider''' propeller will make it possible for the vessels to dispense with rudder, sternframe and ordinary steering mechanisms. The ships will have greater manoeuvrability than with the ordinary screw propeller, a factor of great importance in the trade in which they will be employed. Crew accommodation and facilities will be to the customary high standard of the company’s fleet. A new Shell-Mex and B.P. 530-tons coaster, now building at Clelands (Successors), Ltd., Wallsend-on-Tyne, will soon be launched. This vessel will be 160ft. long, with 29ft. beam, and a draught of lift. 3in. This new coaster, with the other ten vessels under construction, will bring the Shell-Mex and B.P. fleet of coastal, estuarial, bunkering and river craft to a total of forty-seven.

			— ''The Shipping World, 18th August 1954; Vol. 131, p. 190.''

Toro Andersen: /* Torque Transfer Coupling */

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Torque Transfer Coupling

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	—''The Motor Ship, April 1959; Vol. 40, p. 35.''		—''The Motor Ship, April 1959; Vol. 40, p. 35.''

			== Fuel Problems in Merchant Ships ==
			The situation has developed where marine propulsion systems can only be competitive if they are capable of using the residual fuel oil which is marketed normally as Bunker C Grade. The nature of this oil is examined, the increases which have occurred in recent years in vanadium and sulphur content being noted. The influence of shipboard storage practice, with particular reference to sludge formation, is discussed; there are remarks on the reduced likelihood of salt water contamination. The main problems encountered in boilers are considered.

			Damage to brickwork is more a matter of spalling than of slag erosion. It is suggested that the significance of vanadium may have been overrated in the problem of bonded ash deposits in conventional marine boilers. The detrimental effect on boiler efficiency of the difficulties arising from the air heater corrosion and blocking is emphasized. Cylinder wear and sticking piston rings are among the difficulties encountered when burning residual fuel oil in large marine Diesel engines. The development of gas turbines for marine use has given rise to much work during the past ten years on the problems of ash fouling and corrosion. Some observations are made on the removal of sodium from the fuel by a water washing process incorporated into the fuel system.

			—''W. McClimont, Journal of the Institute of Fuel, May 1959; Vol. 32, pp. 225-231.''

			== Propulsion of Ships at Sea ==
			A general consideration of screw propulsion of ships at sea leads the author to a new approach to the analysis of seagoing performance, which is regarded as the result of interactions of the relevant characteristics of engine, propeller and hull. A discussion on the torque characteristics of reciprocating engines and turbines is followed by a consideration of propeller action as influenced by immersion and by its movements in a seaway.

			When the propeller torque and thrust characteristics are also accepted as variables, a simple analysis of known records for the ''Simon Bolivar,'' the ''Lubumbashi,'' the ''Tervate'' and the ''Nissei Maru'' shows that the data can be divided into one group with the propeller apparently unaffected by ship movements and waves, and another with the propeller so affected. The still water type of results allows some new conclusions to be drawn regarding wake, propeller characteristics, and the effect of small propeller immersions, which are also, in part, valid for model test conditions.

			The results affected by waves, etc., when combined with engine characteristics, show a typical difference between reciprocating engine drive and turbine drive at sea. A few general remarks on the results are concluded by a note on the possible use of the propulsion analysis in further investigation of ship resistance and movements in waves.

			—''J. Oervig, Norwegian Univ. Techn. Ship Model Tank Report No. 58, 1958. Journal, The British Shipbuilding Research Association, March 1959; Vol. 14, Abstract No. 15,070.''

			== New W erkspoor Engine for Coasters ==
			The new design of Werkspoor uniflow scavenged, trunk piston engine, is to be installed in a new ship of the Konink. Nederlandsche Stoomboot-Maatschappij, N.V. (Royal Netherlands Steamship Co.), Amsterdam, now being constructed at Krimpen aan der Ijssel by C. van der Giessen and Zonen.

			This engine, designated type TES456, has been designed specifically to meet the requirements of coasters and similar vessels and is a trunk piston unit built with six and eight cylinders with a bore of 450 mm., a piston stroke of 250 mm., and a maximum speed of 250 r.p.m. The normal output of

			the six-cylinder unit is 2,000 b.h.p. at 250 r.p.m., 1,800 b.h.p. at 225 r.p.m. and 1,600 b.h.p. at 200 r.p.m., but for this installation it is rated at 1,800 b.h.p. at 250 r.p.m. with an m.e.p. of 5'1 kg./cm.2. Test bed trials have also been run of the turbocharged version of this unit, the TEBS456, designed for a normal service output of 2,400 b.h.p. at 250 r.p.m. and “excellent” results have been obtained. The pressure charged, eight-cylinder unit would give 3,200 b.h.p. at 250 r.p.m. The engine and shafting to be installed in the new ship have been built to comply with the requirements of Lloyd’s Register and the Finnish Ice Class 1A, and the main characteristics are tabulated below: —
			{\| class="wikitable"
			\|+Werkspoor ''TES456'' engine
			!
			!
			\|-
			\|No. of cylinders
			\|4
			\|-
			\|Bore, mm.
			\|450
			\|-
			\|Stroke, mm.
			\|700
			\|-
			\|Maximum speed, r.p.m.
			\|250
			\|-
			\|Mean effective pressure, kg/cm²
			\|5.1
			\|-
			\|Normal b.h.p.
			\|1,800
			\|-
			\|Corresponding r.p.m
			\|250
			\|-
			\|Guaranteed fuel consumption, gr./b.h.p.-hr
			\|158
			\|-
			\|Lubricating oil consumption, gr./b.h.p.-hr
			\|1.8
			\|}
			{\| class="wikitable"
			\|+Capacities of Pumps
			!
			!Manometric head,
			metres
			!Litres/hr
			\|-
			\|F.W. Circulating pump
			\|12
			\|50000
			\|-
			\|S.W. circulating pump
			\|15
			\|50000
			\|-
			\|Lube oil pump
			\|55
			\|55000
			\|-
			\|Standby camshaft lube oil pump
			\|25
			\|1200
			\|-
			\|Standby atomizer cooling oil pump
			\|20
			\|900
			\|}
			{\| class="wikitable"
			\|+Weights
			!
			!Kg.
			\|-
			\|Engine, complete with integral thrust block and standard flywheel
			\|58000
			\|-
			\|Two air reservoirs
			\|3300
			\|-
			\|Silencer/spark arrester
			\|1500
			\|-
			\|Tools
			\|450
			\|-
			\|Lloyd’s Register’s spares
			\|2500
			\|-
			\|Oil and water in en
			\|1800
			\|}
			The bedplate is of welded steel construction, as are the frames, which are arranged so that the pistons can be withdrawn through the large side inspection doors. Of cast iron construction, the cylinder block in the upper part contains the cooling water space and the camshaft housing, the lower part being the scavenging air reservoir. Inspection windows, with wipers in the covers of the receiver space, give a view of the scavenging ports so that to some extent the pistons can be observed in operation. The cylinder heads are of perlitic cast iron, each with two exhaust valves in water cooled housings. There is one scavenging air pump to each cylinder; each pump is driven off the piston by two levers and coupling rods. The pistons are composed of four parts: the oil cooled, light metal crown; the cast steel, or nodular cast iron, piston pin bearing, which transfers the forces acting on the piston crown to the piston pin; a thin piston pin bearing bush, and the skirt. Although the weights of the pumps are given in the adjoining table, there is none driven off the engine, such units being indeoendent and electrically driven.

			—''The Motor Ship, October 1958; Vol. 39, p. 303.''

Toro Andersen at 12:39, 28 March 2026

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Show changes

Toro Andersen: /* Propulsion System for Boats */

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Propulsion System for Boats

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 == Propulsion System for Boats ==
 [[File:1959 Propulsion System for Boats.png|alt=(1959) British Patent No. 815,182|left|thumb|374x374px|(1959) ''British Patent No. 815,182'']]
-This invention relates to an engine mounted inboard of the
+This invention relates to an engine mounted inboard of the boat which drives a screw propeller so mounted on a support that the axis of the propeller is movable relative to the fore and aft axis of the boat for steering, the support itself being pivotable about a horizontal axis to lift the screw propeller clear of the water. In Fig. 1 the engine shaft extends in a fore and aft direction into the lower part of the chain case (36) to carry a chain sprocket (44). The shaft (29) which extends through the arm (15) of the L-shaped member carries another chain sprocket (45); this sprocket, when the L-shaped member lies within the chain case in the same plane as the sprocket (44) being adjacent with the upper end of the chain case. A sprocket chain (46) runs over the two sprockets. Two arms (47), pivotally mounted in the chain case and extending downwardly from their pivotal mountings, carry at their free ends sprockets (48) which engage the chain (46) inside its loop between the sprockets (44 and 45), the arms (47) being acted on by springs (49). The latter tend to urge the arms upwardly and outwardly. The upward and outward movement of the arms (47) is limited by stops (50) so as to ensure that they move through equal distances. It will be apparent that the propeller (26) can be lifted out of the water by rocking the L-shaped member (15, 16) rearwardly and upwardly about the trunnions (17) and such rocking movement will cause the sprocket (45) to swing downwardly and rearwardly. The upper part of the chain loop will tend to move downwardly with the sprocket (45) introducing slack in the chain (46) which will be taken up by upward movement of the idler sprockets (48). Ultimately, when the upper part of the chain (46) extends in a substantially straight line between the sprockets (48), as indidated in dotted lines in Fig. 2, the sprocket (45) will move away from the chain and the driving connexion between the engine and the propeller will be broken.
-boat which drives a screw propeller so mounted on a support
+—''British Patent No. 815,182, issued to E. J. Clerk. Complete specification published 17th June 1959.''
 == Development of Borsig-Fiat Engine ==

Toro Andersen: /* Engineering Abstracts from 1959 */

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Engineering Abstracts from 1959

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	—''British Patent No. 815,182, issued to E. J. Clerk. Complete specification published 17th June 1959.''		—''British Patent No. 815,182, issued to E. J. Clerk. Complete specification published 17th June 1959.''

			== Development of Borsig-Fiat Engine ==
			[[File:1959 Borsig Fiat Fig 2.png\|alt=Fig 2 —Test results of 4,750-b.h.p. six-cylinder turbocharged Borsig-Fiat engine. The fuel used was heavy oil with a viscosity of 2,470 secs. Redwood No. I at 100 deg. F. Sp. G. 0-954 at 15 deg. C. \|left\|thumb\|380x380px\|''Fig 2 —Test results of 4,750-b.h.p. six-cylinder turbocharged Borsig-Fiat engine. The fuel used was heavy oil with a viscosity of 2,470 secs. Redwood No. I at 100 deg. F. Sp. G. 0-954 at 15 deg. C.'']]
			The Buries Markes motor ship ''La Selva,'' is equipped with a Borsig-Fiat engine with six cylinders, 680 mm. in diameter, having a piston stroke of 1,200 mm. and a normal output of 4,750 b.h.p. at 130 r.p.m. The fuel used is Bunker C, up to 3,500 sec. Redwood I at 100 deg. F. During the shop trials, an output of 3,550 b.h.p. was attained at 118 r.p.m., with a mean effective pressure of 5-2 kg./sq. cm., when the turbochargers were out of action and air was drawn in directly from the engine room to the piston scavenge pumps.

			This output corresponds to 75 per cent of the full load power according to the propeller curve, whilst the m.e.p. value is similar to that with the unsupercharged engine. The exhaust temperature before the turbines did not exceed the normal value of 320 deg. C. and the change over from non-turbocharged operation to turbocharging could be made in a very short time.
			[[File:1959 Borsig Fiat Fig 3.png\|alt=Borsig-Fiat 1959 Fig . 3—Characteristics of the Borsig-Fiat engine when rated at 5,580 b.h.p. with a b.m.e.p. of 6-86 kg. per sq. cm. \|thumb\|250x250px\|Borsig-Fiat 1959 Fig . 3—Characteristics of the Borsig-Fiat engine when rated at 5,580 b.h.p. with a b.m.e.p. of 6-86 kg. per sq. cm. ]]
			Thus, all that was needed to attain 75 per cent output without turbocharging was to lock the turbocharger rotors and remove two manhole covers. Further developments have been made in this model, the speed being raised to 140 r.p.m. and the mean pressure to 6-86 kg./sq. cm. Under these conditions the engine has an output of 5,580 b.h.p. The maximum output of 6,300 b.h.p. or 1,050 b.h.p. per cylinder at about 146 r.p.m. is attained with an m.e.p. of 7-4 kg./sq. cm., corresponding to a mean piston speed of 5-8 m./sec. This is the load which the engine is capable of delivering on the test bed and sea trials for a period of three hours. The rated cylinder output of 930 b.h.p. at 140 r.p.m. with an m.e.p. of 6-86 kg./sq. cm., is that for which the engine is designed on the basis of the prevailing rules of the classification societies. The recommended output for continuous service is 80 per cent to 95 per cent of the rated output, according to the actual service conditions, namely, length and severity of the voyages, the frequency and duration of harbour stops, the ambient conditions of the engine room, the quality of fuel and the state of maintenance of the engine. The Borsig-Fiat engine is exhaust turbocharged on the constant pressure series principle, the two exhaust turbochargers being of the BBC.VTR 500 type with voluted gas intakes. They are arranged ahead of the crosshead driven double acting piston scavenge pumps, the total volume of which is about 1-3 times that of the power cylinders. During the trials at the works, it was ascertained that the proportion of the compression work of the turbochargers increases with increasing engine load, while the proportion of the compression work of the engine driven scavenge pumps decreases. This characteristic is desirable from the standpoint of engine efficiency. At full load the turbochargers provide about 75 per cent of the total work required for the compression of the charging and scavenge air. Upon starting, when accelerating and in the low speed range, the piston scavenge pumps provide most of the air supply because the turbochargers do not then deliver their full capacity. In the lower speed ranges, as well as at higher speeds, the engine is readily responsive, with a smoke free exhaust. Detailed results of the tests of the 4,750-b.h.p. engine in the ''La Selva'' are shown in Fig. 2, whilst in Fig. 3 the results achieved with the engine after the further development are indicated. They show a total increase of 17-5 per cent, from 4,750 to 5,580 b.h.p., with a simultaneous rise of 130 r.p.m. to 140 r.p.m., or 7-8 per cent and a boost in b.m.e.p. from 6-3 kg. per sq. cm. to ''6-86'' kg. per sq. cm., or 9 per cent. The exhaust temperatures of the stepped-up 5,580-b.h.p. engine are 10 per cent higher whilst the charging air temperature after the blowers and before the scavenge ports, as well as the air pressure before the latter, have fallen slightly in spite of the increased boost. The ignition pressure of 65 kg. per sq. cm. when running on Diesel oil (60 kg. per sq. cm. when burning heavy fuel) remains the same. These improvements were rendered possible through higher efficiencies of the turbochargers, and improved adaptation of these blowers to the engine’s operating conditions. This also explains, for the most part, the reduction in specific fuel consumption from 164 gr. per b.h.p. per hr. to 156 gr. per b.h.p. per hr. or 4-7 per cent.

			—''The Motor Ship, May 1959; Vol. 40, pp. 86-87.''

			== 24,000-b.H.p. Diesel Plant for Supertanker ==
			[[File:1959 MAN 24000 BHP Diesel plant.png\|alt=(1959) Plans of 24,000-b.h.p. machinery installation for the proposed tanker.\|thumb\|''(1959) Plans of 24,000-b.h.p. machinery installation for the proposed tanker.'']]
			In conjunction with a shipbuilding concern and a shipping company, the M.A.N. have put forward plans for the propulsion machinery of 24,000 b.h.p. for a supertanker. The four engines are of standard M.A.N. two-stroke type with 25 per cent turbocharging, the cylinders having a diameter of 570 mm. and a piston stroke of 800 mm. The speed is 225 r.p.m. The installation comprises two engines each of 7,300 b.h.p. driving a single shaft through hydraulic or electromagnetic couplings, and two engines of 6,000 b.h.p. in the wings and on a platform above the engine room floor, each driving an alternator supplying current to two 5,400-b.h.p. electric motors driving the same shaft through gearing.

			The total service output is 24,000 b.h.p. Current for the auxiliaries and for other ship requirements at sea is taken from the Diesel alternators so that no other Diesel generating plant is needed when under way. The four vertical cargo pumps are electrically driven, the electric motors being installed in the engine room. There are two Diesel generating sets for harbour and emergency duties and one gas turbine driven generator. The plant is installed in an engine room of the same size as that required for steam turbine and boiler plant. The fuel consumption is not as favourable as with the slower running, direct coupled units, the additional expenditure being about 10 gr./b.h.p.-hr., but it is considered that the saving compared with steam turbine plant is so great that this factor is not of importance.

			—''The Motor Ship, April 1959; Vol. 40, p. 51.''

Toro Andersen: /* Pressure-charged Engines */

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Pressure-charged Engines

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	\|}		\|}
	''—The Shipbuilder and Marine Engine-Builder, February 1959; Vol. 66, p. 113.''		''—The Shipbuilder and Marine Engine-Builder, February 1959; Vol. 66, p. 113.''

			== Propulsion System for Boats ==
			[[File:1959 Propulsion System for Boats.png\|alt=(1959) British Patent No. 815,182\|left\|thumb\|374x374px\|(1959) ''British Patent No. 815,182'']]
			This invention relates to an engine mounted inboard of the

			boat which drives a screw propeller so mounted on a support

			that the axis of the propeller is movable relative to the fore

			and aft axis of the boat for steering, the support itself being

			pivotable about a horizontal axis to lift the screw propeller

			clear of the water. In Fig. 1 the engine shaft extends in a

			fore and aft direction into the lower part of the chain case (36)

			to carry a chain sprocket (44). The shaft (29) which extends

			through the arm (15) of the L-shaped member carries another chain sprocket (45); this sprocket, when the L-shaped member

			lies within the chain case in the same plane as the sprocket

			(44) being adjacent with the upper end of the chain case. A

			sprocket chain (46) runs over the two sprockets. Two arms

			(47), pivotally mounted in the chain case and extending downwardly

			from their pivotal mountings, carry at their free ends

			sprockets (48) which engage the chain (46) inside its loop

			between the sprockets (44 and 45), the arms (47) being acted

			on by springs (49). The latter tend to urge the arms upwardly

			and outwardly. The upward and outward movement of the

			arms (47) is limited by stops (50) so as to ensure that they

			move through equal distances. It will be apparent that the

			propeller (26) can be lifted out of the water by rocking the

			L-shaped member (15, 16) rearwardly and upwardly about

			the trunnions (17) and such rocking movement will cause the

			sprocket (45) to swing downwardly and rearwardly. The upper

			part of the chain loop will tend to move downwardly with the

			sprocket (45) introducing slack in the chain (46) which will

			be taken up by upward movement of the idler sprockets (48).

			Ultimately, when the upper part of the chain (46) extends in

			a substantially straight line between the sprockets (48), as indidated

			in dotted lines in Fig. 2, the sprocket (45) will move away

			from the chain and the driving connexion between the engine

			and the propeller will be broken.

			—''British Patent No. 815,182, issued to E. J. Clerk. Complete specification published 17th June 1959.''

Toro Andersen: /* Dutch V-Type Two-stroke Diesel Engine */

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Dutch V-Type Two-stroke Diesel Engine

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	—''Holland Shipbuilding, January 1959; Vol. 7, p. 30.''		—''Holland Shipbuilding, January 1959; Vol. 7, p. 30.''



			== Location of Temperature Rise in Engine Crankcases ==
			A sensitive instrument for detecting temperature rise in any of the main bearing and main working surfaces within the crankcases of Diesel or petrol engines has been developed by the Graviner Manufacturing Co., Ltd.

			The apparatus is suitable for installation on all types of Diesel and petrol engines up to 500 h.p. per cylinder, either supercharged or normally aspirated, whether direct or remote-controlled, up to a maximum of 3,000 h.p. The detector is highly suitable for use on auxiliary generators or on the main propulsion engines of smaller vessels. An advantage is that a warning signal may be located, if necessary, away from the apparatus in the engine room, so that it can be ranged alongside other remote control equipment, for example in the wheelhouse.

			The Graviner detector operates on the principle of measuring the density of oil mist drawn continuously through two separate tubes of precisely similar dimensions. A beam of light projected down the axis of both tubes energizes two photo-electric cells located at the ends of the tubes from the common light source. The electrical output from each photo-electric cell is proportional to the density of light falling on the surface of each cell and, as their output is opposed electrically, no current flows when the oil mist column contained in the tubes is of equal density.

			However, when a difference occurs in the density of the mist contained in one tube relative to the other, the light beam in that tube becomes more obscured and, consequently, the system becomes electrically out of balance. An electric current then flows and operates a sensitive relay which in turn causes an audible and visible warning to occur when the differential e.m.f. reaches an optimum value. The ability of the detector to measure the extremely small quantity of oil mist associated with a corresponding rise in temperature, provides a continuous safeguard against any mechanical trouble which might arise from oil starvation or dilution; in fact, from any set of circumstances which, if allowed to continue, would utimately lead to a major breakdown. This means that apart from the detection of overheated rotating or reciprocating engine components, the high sensitivity detector will quickly sense a broken piston ring.

			Furthermore, the extreme sensitivity of the apparatus provides positive protection against crankcase explosion by warning against generation of a dangerous concentration of oil mist within the crankcase.

			—''The Shipping World, 8th April 1959; Vol. 140, p. 362.''

			== Pressure-charged Engines ==
			Two medium speed Diesel engines in the VCB range manufactured by Messrs. Ruston and Hornsby, Ltd., of Lincoln, have recently been pressure charged and are now known as class VCBX engines. Available in five and six-cylinder sizes, these 5 and 6VCBX engines have a bore of 8in. and a stroke of lOjin., providing a power range of 255 to 330 b.h.p. (B.S. rating) at speeds of 600/650 r.p.m. Based on the well proved VCB engine, and incorporating an exhaust turbocharger, the up-rated engines extend the overall power range of the VCB class to 350 b.h.p., giving a total coverage of 102 to 330 b.h.p. in six engine sizes of the same cylinder dimensions, with a wide measure of interchangeability of components between the normally aspirated and pressure charged engines.

			The pressure charger employed consists of a single-stage centrifugal blower driven by an exhaust gas turbine and is air cooled. Mounted on the exhaust side of the engine, the pressure charger is lubricated from the main engine lubricating oil system. Apart from embodying a turbocharger, and the arrangement of the piston and camshaft to suit the timing of a pressure charged engine, the VCBX class is the same as the VCB engines, which enables complete component interchangeability to be maintained. As well as providing an extended power range in six engine sizes, with interchangeable components, the pressure charged units enable a lighter power unit to be installed where weight is an important factor. The pressure charged engine weighs little more than the equivalent size normally aspirated engine, giving a most favourable power/weight ratio for an engine of its type. The 5VCBX weighs 6 tons, and the 6VCBX, 7 tons. The class VCBX pressure charged engines are also suitable for marine propulsion or for auxiliary duties and are designated VCBXM and VCBXZ. The basic details of these types are given in Tables I and II.
			{\| class="wikitable"
			\|+'''Table I— VCBXM M arine Propulsion Engines'''
			!''Engine''
			!RPM
			!''5VCBXM''
			!''6VCBXM''
			\|-
			\| rowspan="2" \|Maximum service HP at gearbox
			output coupling
			\|650
			\|256
			\|307
			\|-
			\|600
			\|238
			\|285
			\|-
			\| rowspan="2" \|Maximum continous HP at gearbox
			output coupling
			\|650
			\|230
			\|277
			\|-
			\|600
			\|213
			\|256
			\|}
			{\| class="wikitable"
			\|+'''Table''' II—'''VCBXZ M arine Auxiliary Engines'''
			!''Engine''
			!RPM
			!''5VCBXZ''
			!''6VCBXZ''
			\|-
			\| rowspan="2" \|Continous Service HP
			\|650
			\|276
			\|330
			\|-
			\|600
			\|255
			\|306
			\|}
			''—The Shipbuilder and Marine Engine-Builder, February 1959; Vol. 66, p. 113.''

Toro Andersen: /* Oil Motor Pump Drive */

2026-03-28T11:26:14Z

Oil Motor Pump Drive

@@ Line 92: / Line 92: @@
 == Oil Motor Pump Drive ==
-A set of engine cooling and lubricating pumps driven
+[[File:1959 Oil Motor Pump Drive.png|alt=General arrangement of hydraulically driven pumps. The generator pump is chain driven from the propeller shaft and is a Stothert and Pitt positive acting, screw displacemetit pump of their unidirectional flow design|thumb|''General arrangement of hydraulically driven pumps. The generator pump is chain driven from the propeller shaft and is a Stothert and Pitt positive  acting, screw displacemetit pump of their unidirectional flow design.'']]
+A set of engine cooling and lubricating pumps driven hydraulically from the main engine are to be installed in the oil tanker ''Regent Eagle,'' 19,000 tons d.w., now under construction by the Blythswood Shipbuilding Co., Ltd. The ''Regent'' ''Eagle'' will be powered by a six-cylinder Doxford type Diesel engine and the hydraulic installation is being supplied and has been developed by Stothert and Pitt, Ltd. The use of hydraulically driven salt and fresh water cooling pumps has previously been largely confined to Danish-built vessels, and the system has been installed in a number of vessels fitted with Burmeister and Wain main engines. The installation, which has been built by Stothert and Pitt, Ltd., consists of a generator pump, a motor pump, a salt water pump and a fresh water pump. The generator pump will be located alongside the propeller shaft and will be driven by Renold’s chains through a step-up gearbox. The direct drive arrangement offers a considerable saving in fuel by taking the load off the ship’s generators. The additional fuel consumed by the main engine is a good deal less than what would have been used in the auxiliary set, due to the higher efficiency. There is also the benefit of simplicity with the direct drive arrangement. The arrangement of the installation is shown on the accompanying drawing. The generator unit consists of a Stothert and Pitt horizontal, positive acting, screw displacement pump of their unidirectional flow design, having internal bearings and timing gears, and fitted with mechanical seals. The pump body is split and a pilot operated pressure relief valve with an external exhaust  flange is fitted. The speed of the pump is 745 r.p.m. with a discharge pressure of about 3001b. per sq. in., the output being 250 tons per hr. The motor pump is an S. and P. horizontal, positive acting, screw displacement pump having internal bearings and timing gears, with shafts extended at each end for coupling to the water pumps. The suction and delivery branches are in the bottom half of the body, which is split through its centre line, the pump covers being designed to withstand 601b. per sq. in. working pressure. Two mechanical seals are fitted and the pump is equipped with a relief valve having an external flange for returning oil back to source. This pump receives oil from the generator at approximately 300 lb. per sq. in. and delivers it at 1,450 r.p.m. at 601b. per sq. in. at a rate of 250 tons per hr.
 —''The Shipping World, 29th April 1959; Vol. 140, p. 437.''
 == Dutch V-Type Two-stroke Diesel Engine ==
-The N.V. Machinefabriek “Bolnes” v.h. J. H. van
+[[File:1959 Bolnes Two stroke V diesel.png|alt=1959 Bolnes Diesel Engine in V form|left|thumb|312x312px|1959 Bolnes Diesel Engine in V form]]
 The N.V. Machinefabriek “Bolnes” v.h. J. H. van Capellen has developed a V-built two-stroke Diesel engine available in both naturally-aspirated and turbocharged types and in units from six to twenty cylinders. The first engine, a 1,000-h.p. unit, will be placed in the suction dredger ''Vlaardingen,'' under construction for Adriaan Volker, N.V., where it will drive the sand pump. The new V-built Bolnes engine is constructed in accordance with the standardized system adopted by the builders after the war and which makes use of welded construction on a large scale and of 50-h.p. units enabling the construction of in-line engines ranging between 100 and 500 h.p., that is, two to ten cylinders. For larger outputs twin sets are available. The V-built engine is available in six to twenty cylinder units up to a maximum output of 1,500 e.h.p. at 475 r.p.m., when supercharged. Twin arrangement enables outputs of up to 3,000 h.p. Like the in-line type of engine, the V-built version is of the crosshead type which uses the cylindrical crosshead and guide as a reciprocating scavenge pump. Uniflow scavenging is employed and circulation cooling is achieved by a pipe cooler. The fuel consumption is 170 grammes per h.p. per hr. and lubricating oil consumption 0’8 grammes per h.p. per hr. The bore is 190 mm. and the stroke 350 mm. The engine has an all-welded single-piece frame with box-type girders. The front columns are of steel and can be taken away for the removal of the built-up crankshaft.
 —''Holland Shipbuilding, January 1959; Vol. 7, p. 30.''

Toro Andersen at 08:23, 28 March 2026

2026-03-28T08:23:03Z

← Older revision		Revision as of 08:23, 28 March 2026
Line 90:		Line 90:

	—''Paper by A. Hootsen and E. A. van der Molen, read at a meeting of the Institution of Engineers and Shipbuilders in Scotland on 24th February 1959.''		—''Paper by A. Hootsen and E. A. van der Molen, read at a meeting of the Institution of Engineers and Shipbuilders in Scotland on 24th February 1959.''

			== Oil Motor Pump Drive ==
			A set of engine cooling and lubricating pumps driven

			hydraulically from the main engine are to be installed in the

			oil tanker ''Regent Eagle,'' 19,000 tons d.w., now under construction

			by the Blythswood Shipbuilding Co., Ltd. The ''Regent''

			''Eagle'' will be powered by a six-cylinder Doxford type Diesel

			engine and the hydraulic installation is being supplied and has

			been developed by Stothert and Pitt, Ltd. The use of

			hydraulically driven salt and fresh water cooling pumps has

			previously been largely confined to Danish-built vessels, and

			the system has been installed in a number of vessels fitted with

			Burmeister and Wain main engines. The installation, which

			has been built by Stothert and Pitt, Ltd., consists of a generator

			pump, a motor pump, a salt water pump and a fresh water

			pump. The generator pump will be located alongside the

			propeller shaft and will be driven by Renold’s chains

			through a step-up gearbox. The direct drive arrangement offers

			a considerable saving in fuel by taking the load off the ship’s

			generators. The additional fuel consumed by the main engine

			is a good deal less than what would have been used in the

			auxiliary set, due to the higher efficiency. There is also the

			benefit of simplicity with the direct drive arrangement. The

			arrangement of the installation is shown on the accompanying

			drawing. The generator unit consists of a Stothert and Pitt

			horizontal, positive acting, screw displacement pump of their unidirectional flow design, having internal bearings and timing

			gears, and fitted with mechanical seals. The pump body is

			split and a pilot operated pressure relief valve with an external

			exhaust flange is fitted. The speed of the pump is 745 r.p.m.

			with a discharge pressure of about 3001b. per sq. in., the

			output being 250 tons per hr. The motor pump is an S. and

			P. horizontal, positive acting, screw displacement pump having

			internal bearings and timing gears, with shafts extended at each

			end for coupling to the water pumps. The suction and

			delivery branches are in the bottom half of the body, which is

			split through its centre line, the pump covers being designed

			to withstand 601b. per sq. in. working pressure. Two

			mechanical seals are fitted and the pump is equipped with a

			relief valve having an external flange for returning oil back to

			source. This pump receives oil from the generator at approximately

			300 lb. per sq. in. and delivers it at 1,450 r.p.m. at 601b.

			per sq. in. at a rate of 250 tons per hr.

			—''The Shipping World, 29th April 1959; Vol. 140, p. 437.''

			== Dutch V-Type Two-stroke Diesel Engine ==
			The N.V. Machinefabriek “Bolnes” v.h. J. H. van

			Capellen has developed a V-built two-stroke Diesel engine

			available in both naturally-aspirated and turbocharged types and

			in units from six to twenty cylinders. The first engine, a

			1,000-h.p. unit, will be placed in the suction dredger

			''Vlaardingen,'' under construction for Adriaan Volker, N.V.,

			where it will drive the sand pump. The new V-built Bolnes

			engine is constructed in accordance with the standardized

			system adopted by the builders after the war and which makes

			use of welded construction on a large scale and of 50-h.p.

			units enabling the construction of in-line engines ranging

			between 100 and 500 h.p., that is, two to ten cylinders. For

			larger outputs twin sets are available. The V-built engine is

			available in six to twenty cylinder units up to a maximum output of 1,500 e.h.p. at 475 r.p.m., when supercharged. Twin

			arrangement enables outputs of up to 3,000 h.p. Like the

			in-line type of engine, the V-built version is of the crosshead

			type which uses the cylindrical crosshead and guide as a reciprocating

			scavenge pump. Uniflow scavenging is employed

			and circulation cooling is achieved by a pipe cooler. The fuel

			consumption is 170 grammes per h.p. per hr. and lubricating

			oil consumption 0’8 grammes per h.p. per hr. The bore is

			190 mm. and the stroke 350 mm. The engine has an

			all-welded single-piece frame with box-type girders. The front

			columns are of steel and can be taken away for the removal of

			the built-up crankshaft.

			—''Holland Shipbuilding, January 1959; Vol. 7, p. 30.''