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.
Looked up this engine because the same engine type is in the CSL Frontenac. I'm on my nightly walk close to Lock 2 on the Welland Canal, and Frontenac is approaching soon. I get to hear her in person (from the outside, 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.
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...
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😀
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?
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
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.
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...
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...
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.
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!
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..
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
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!
You guys are going to be worth your weight in gold after the Apocalypse.
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.
I love those sounds and the smells and heat that went with it
I'm in love with this main engine, I spend 4 years of my life on a ship with a 6RD76 CPP engine😊
RD76 CPP!
The one you have shared also has a CPP
Looked up this engine because the same engine type is in the CSL Frontenac. I'm on my nightly walk close to Lock 2 on the Welland Canal, and Frontenac is approaching soon. I get to hear her in person (from the outside, though). :)
I have sailed frontenac as well. Exact same model engine. Those were good jobs, no computers or alarms, they just run nice.
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.
a tip: you can watch series at flixzone. Been using them for watching loads of movies lately.
@Benton Hugo Yup, I have been watching on flixzone for since november myself :D
Saw your []steel boat in Lorain a few years ago. Nice boat, too bad the good old ones are going away.
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...
Interesting that this engine spins counterclockwise on the propeller end. Most two-stroke low-speed engines I've seen run clockwise.
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😀
Interesting AF. Thanks for posting
Thank you for sharing this video!
I did not see the Sassometer. Got to have a Sassometer!
Thanks for this video! I am a fan of the Frontenac, Algosteel and the late Algomarine.
Farmall Doctor when I signed off, this one was to be added to the "late list" march/April of '18. Not sure if she's gone yet.
Wasn’t algosteel scrapped?
A good engine Sulzer RD Type with rotary exhaust valves.
I have a ratchet oiler on my steam engine but man those are big!
That's where I'd like to work.
All that to spin that little x thing on the back of the boat, LOL.
1:25 Mechanical lubricators like seen on late steam locomotives! What are they doing on this engine? :D
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?
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
De Laval oil filters, separators, from Tumba, Sweden
Can you imagine being in here in high seas?
Been in a few dirty seas over the years!
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.
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
I think I understand but my Spanish is bad!
1:00 are those turbochargers? and thats so cool that you can see the crankshaft spinning!
Slash racing productions twin turbo, about .5 bar boost. that’s the rotary exhaust valves you’re seeing there.
Just! WOW!
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...
Was wondering what is the fuel consumption an hour when the engine is running at full speed?
We ran her about 70% at full away. Fuel consumption was right around 20 tons per day. IFO 380 fuel.
I used to ship out and was thinking of getting back into it, how many oilers/QMEDS did the boat carry???
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...
At 2:45 are those centrifuge units for the fuel?
David Moutardier yes
@@FlatBroke612 and one for lub.oil (smaller)
is that the alpena?
I am thinking about becoming a deckhand on a Great lake freighter
How is it like and will I have to go to school to become a deckhand
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.
Looks like a Kamewa CPP propeller. :)
Do you know how many crew members it takes to man this engine room?
Three Engineers and three oilers make a 24/7 watch.
Is this a canadian steamship company vessel ?
What boat does this power? I like the vid!
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!
I did the google and found the Frontenac and Birchglen both powered by Sulzers. Did I do good? You remind me of a high school teacher I had. Sheesh!
terry boyer not got it yet. It hauls a lot of (cough)steel.
It's not a CSL boat... ahh Frontenac... I miss working with on that elegant lady...
CALEB LACOMBE, RIP in Turkey you graceful lady...
What ship ?
Pretty confident it's the Algosteel
is this the former ralph misner or the csl tadosac.
I believe it's the Algosteel
Is it a "freedom" type vessel??
Shes makin coffee water
is this the former as glosbrenner!
Bill Shaver yes it is (was)
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..
Who designed this Rube Goldberg
Green Kitty Cats? Say it ain't so? I'm going to guess 399s?
3412’s if I remember right
The one was a D398. V-12
saw an 8 cyl version on rfa lyness, stroimness tarbateness.
Is this Canadian ship?
I believe it's the Algosteel
Sulzer rnd engine
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
M/v rimouski
Old piece of shit engine there boy