Rather humbling and terrifying to know there are engineers who design these engines and then fabricators who make and machine all the parts and shipbuilders who know how and where to fit and place every single component on these massive ships. Then there's the engine room people who know what they are looking at - Hell, I struggle with just putting air in my tires.
It does make one realize that humans are pretty smart sometimes.what's amazing to me is that extremely large mechanicals like this have been built even in the late 1800s early 1900s Take a look at the reciprocating engines on the Titanic. They are larger than this.. and today there are significantly larger versions of this style of engine in the larger container ships. do a Google search for largest diesel engine in the world and there are some pictures that will pop up. Also made by Sulzer. In 6 cylinder to 14 cylinder variations. Up to a 100,000 HP. I believe.
@@stuarth43 . Well technically that was the first connecting rod , however , it is SOLIDLY attached to the Piston . Screws into it . The Flange on that " Rod " gets clamped into the Crosshead to couple up to the Second Connecting Rod spinning the Crankshaft .
Thanks for the video. Back in the 60s and 70s I worked on ships with various engines; B&W, Doxford and Sulzer RD76s and RD90s. The Sulzers were always my favourites. And thanks for recording the sounds of the engine room, it really took me back. And it'll be good to show people how noisy it was to be down below for a four hour watch with no soundproof control room like the modern ships have.
Thanks for watching and the kind words! I have more videos of Sulzer gen sets, and in a few weeks I'll post some new ones from a 2009 build B&W. Check out the channel if you like.
Absolutely magic. A unique sound you never forget. I can imagine the smells as you walk around. Second trip engineer cadet 1979, one of the 3 turbo chargers (Sulzer 9 RD 90) decided to fail. Didn't explode, but it was a horrendous mess inside. The second engineer, Extra second engineer (steam queen doing motor time) me and my fellow cadet spent 36 hours dismantling the failed unit. There were seized components, some parts had practically welded together requiring we fabricated additional tools as we went to assist in dismantling components which were impossible to remove conventionally, and then of course a full rebuild. It should have been done by shoreside, but that would have added to the cost. 36 hours, no sleep, and dirty chows. Once we finished, the Chief bought us each a slab of beers as thanks. The ship left port on time, so the company were delighted. They sent a telex saying well done, that was all!!
Jim thanks for sharing that. Truly a huge undertaking, mostly lost for today's engineers. You're also very right about sending it ashore, that's pretty much how it all is now. Thanks for sharing! Cheers!
@@FixAndForget these days, i wouldn't dare let the crew go beyond changing the air filters, grit washing the turbo, and water washing the compressor; sometimes that gives me worries at night too
@@timp.9582 That is a sad and inconvenient truth. Only a few of the ships I've sailed on had crews that were more than just operators. Most everything either goes ashore or is repaired/rebuilt by shoreside contractors these days.
@@FixAndForget i came up during the time when vessel staff did most of it on our own, but i've noticed the shift starting in the late 2000's. It's a multitude of factors that brought it to this point, but bottom line is that owners/managers cant risk jeopardizing charters so the responsibility gets shifted. It is what it is.
Thanks for watching! Shortly before the video was taken the engine was overhauled in the shipyard. Good for another 5 years until the next shipyard period.
This is like music in my ears, so elegant and so smooth. Considering the size of the engine, the exhaust is so clean. There has been a lot of thinking behind the engine design layout. I like the three injector systems which do not only introduce reliability but also better tiny spray globules where all the fuel is ignited as shown by the clean exhaust. MIxed with the air from two turbo blowers and electric driven blowers, there is plenty of air to ram and supply the needed oxygen down into the engine's throat. The exhaust valve is hydraulically lifted and that high-pressure supply pipe shows that the rate of change of hydraulic fluid for the valve lift needs to be high and plenty, even for a relatively slow maximum rotation of 100 rpm. The size of the high-pressure fuel pipes and their connection box from the feeder pipe shows the fuel consumption of that engine for 19,000HP. The steps and the handle rails give an idea of the size of the engine. At Chatham Dockyard, Kent, UK, we never had such large engines in the O and S class submarines, nor the Dutch Ferries, Marsdiep, and Texelstroom, I worked on, plying between Malta and Gozo for 15 years through the connecting channel. For a second I thought that the spare exhaust cage and valve at, 1:44 was cracked! The cable trays at 2:01 bring back memories of the many diverse watertight cable glands I installed in the Bulkheads of submarines and surface ship of the British Royal Navy, including single and multiple cable glands. These may look small compared with the engine, but they are just as important for the safety of the ship. The motion of the mechanical cylinder oil lubricators at 3:03 there is something majestic and intoxicating about them radiating their importance for the long life of the engine. At 3:25 I like the suspended balls in the tapered glass vessels indicating the pressure and flow rate. Those start air compressors with their reservoir must use an air volume equal to the volume displacement of the ship to start that engine! I like the crankcase explosion dampers as I experienced the result of a crankcase explosion. At 4:44 I am glad to see the information written in the English Language, as I worked on Dutch, German, Greek, and Russian ships which only had their mother's language written down, and I could understand neither of them and had to rely on the silent and invisible common logic of all engineering functions, and the shapes to achieve them. The logic of the engineering function related to the shapes of the item should be taught at all schools starting from early primary schools as that is where reality and facts exist. It is a pity that most schools teach language symbols in schools. What I wrote in language form is only symbolic and an image and a shadow of the reality of that engine, even the video itself is symbolic and a shadow and image of the real thing. Many people think that language is clean, while lubricating oil in an engine is dirty! Thanks for the video, and not playing music, as the engine has music and rhythm of its own. It is after all a number of different players, contributing their effort to make an orchestra that plays a tune, a nice coordinated tune, with perfect rhythm. It is such pity that many people prefer emotional drugged activities which introduce them into a mental enjoyment and titillations through symbolic and imagery of artistic and religious and social entertaining factors, and they dismiss the reality of a REAL ENGINE and its real working active functions. Many people do not like to face the reality of life as nature meant it to be but they prefer to enjoy only the symbols and shadows and Images of the real world we live in, especially the vociferous language forms in various societies and their human related, affiliated professions, which were greatly affected by the present Corona Virus pandemic. All artistic emotional contents of an object, totally disappear with the absence of the human observer, but the action of the engine shown in this video will be retained even when there are no humans observing it. All art disappears with the absence of a human observer and all that is retained when art is on its own hidden from humans, is its engineering supporting structure. Thanks for the imagery in the video any way...............it is as close to real engineering functions, as one can get! Thanks again for the memories of all the primary active functions that make a ship. To look back at History and find that in the early days of engine-powered ships, the engineers working the steam engines of Royal Naval Ships were not allowed to dine with the deck boys................. that is a sign that most people do not fully understand the fact as to who really looks after them and is responsible for them when they fly, they sail or use any land transportation or even consider the guaranteed luxuries and comforts in and out of their homes. It is about time that all people start thinking about the real fact that it is only engineers who are required to guarantee their products. Religious members, Lawyers, Doctors, Surgeons, Teachers, Politicians, Entertainers, psychiatrists, and many others, none ever guarantee their work and no medicine bottle ever carry a label saying that it guarantees that it will solve your ailments, like many professions they live in the symbolic emotional world full of images and shadows, which is what most people in every country like to follow. People might ask what is the guarantee period that Sulzer gives with that mighty engine, where they do give a guarantee period because all that that engine contains, is Real and Truthful............ few professions equal the responsibility of an engineer to live in REAL LIFE WITH REAL GUARANTEED TANGIBLE PRODUCTS, as the real version of the images and replicated sounds we saw in this video. May professions seem to guarantee a good life after death in the afterlife, while insurances make a packet out of that philosophy too, the law courts do not have guaranteed product and nor do schools and universities. Anyone traveling by any means of transport should reflect on how much they really know engineers, what they produce in the real term, and then compare it to the emotional services they get from other social professions. Most people are prepared to pay a lot for professions elevating and titillating their emotions but not for guaranteed engineering products and comforts in and outside our homes. This written work was intentionally not meant to run as smoothly, as the Sulzer engine shown in the video.
Thank you very much for this wonderful video and for the instructive fotos at the end! Sounds crazy but the continuous sound of such an monster engine is for me the best sleeping drug!
Amazing how clean these engines run, considering the size.😉 I'm assuming the large lines going into the exhaust valve cages are the pressure feed for opening the exhaust valves, and the boxes with the 3 smaller lines are to fire the injectors? Being this is a 2 stroke, I can see why they would want the superchargers to run on electric rather than being geared to the engine. At cranking speeds you wouldn't have enough volume to scavenge the cylinders and it would be nearly impossible to start. Once it's running, I would imagine they could rely a lot more on the turbos to supply intake pressure, maybe even to the point of not needing the supercharger units running. Judging from the size of the pipes to the main lube pump, that thing circulates an incredible amount of oil! Thanks for the tour! Pretty cool piece of machinery.😉👍
Thanks for watching! When properly maintained these engine run quite smooth, although they do produce a huge amount of vibration that is transmitted throughout the ship. You are correct about the exhaust valves, injectors, and blowers. Past 65 RPM the computer program automatically shut down the electric blowers.
The electric blowers are mainly used on startup. When insufficient pressure is unavailable from the main turbochargers because they have not spooled up yet..
Reminds me being on Holland America's MS Korendijk when a head blew and had to be changed out in bad Winter weather in the North Atlantic probably around 1961-2
That's on my list of nightmare jobs. On the bright side it's good that the piston and connecting rod did not have to be removed. Excellent story, thanks for sharing!
Asher Spalding I sailed on steam powered vessels also (Stal Laval AP32). Clean engineroom, only a bit rusty under the condenser. But what i disliked was the screaming noise of the turbo generator and feed pumps (76 barg)
I was about to say nobody ever goes outside and gets the exhaust note, and there it was. Nice mellow tone, I reckon from the energy being taken away by the EG boiler.
Great video, love the sound of slow speed two strokes! Dont know if its a typo, but the stroke should be 2150mm, rta-2 engines have a bore/stroke ratio of 3,47ish
If fuel oil is thick how is it pumped to burn in the cylinder surely it has to be thinned out for this or do you simply add heat and pressure to it and effective atomize it?
The HFO tanks were kept under steam heat so that it would flow. After 2020 emissions regulations most ships (including this one) now only burn low sulphur diesel. Thanks for watching!
Im a landlubber with a navy family, I remember being sick in a hotel at Sault Ste Marie, I felt the hotel floor rumbling and knew what it was! Almost 1/4 mile away. I could tell the two strokes from the four just feeling it lying there. Now I live 3 miles from a river, and the sound of 3x 20cyl 2 cycle EMDs in a tug reminds me of WW2 bombers going over!
The "Superchargers" are not that, but "Auxiliary blowers". They do not supercharge, they provide the engine with air at low power settings, when the turbochargers (the actual superchargers) are not providing enough air to sustain favourable running conditions.
Thanks for watching! I partially obscured the IMO # and blurred out the name since the ship is now under US Government control and its wearabouts are confidential. The stack stripes will give you some clues to its current mission. Cheers!
Cegielski Sulzer produced in Poznan Poland, city I was borned. My grondmother lived very close to that plant. It was visible from the widnow of her apartament due she lived on the 8th floor. Unfortunetely when I finished my education it was not good time for that company and I started working for another industry.
@@janvisser2223 Thanks for watching! The ones on this ship are running well after a rebuild. Here's a link to the Sulzer Aux. Engines on the same ship. ua-cam.com/video/VDsKurF3nFo/v-deo.html
Rta is much improved than those RLAs and the RLBs and RNDs series, My first two assignments were on RLB and RND series main engines, lot of hard work and effort on those compared to this RTA, thanks for sharing this video, feeling nostalgic
Thank you for watching and the kind words! Seeing how simple it was to operate and repair this engine, I could only imagine that it was designed on the backs of previous models. The 2008 build B&W (MAN) engine I am working with now is even more simplified and fully automated.
That's about 6 KW/litre of displacement in a lightly stressed engine with forced induction strongly indicates high efficiency. Where does this peak out in terms of thermodynamic efficiency?
Thanks for watching! My internet connection on the ship is not strong enough for me to include the link but a quick google search will yield a PDF from Wartsila with all the detailed engine specs. Good luck!
@Frank Heuvelman Thanks for watching! Me too. One of the coolest things was an old steam turbine ship I sailed on had a tapered stern to where you could look over the side and see the wheel spinning in the crystal clear waters of the Caribbean. I sat there and watched it for hours. Incredible how slow the wheel turned to pull the ship through the water. 30,000 SHP on a 600 Ft. Ship.
Am se cine enginner on the tanker shep now am in pensonay aldo wassenginnir on the majčine the name silverstoneu end etape 2oooo hp mani enginne thanks you for kamera og the enginne in the runingq
Huge engines. Lots of power. But propellers are turning in water at ambient pressure, not like a wheel turning on a fixed surface. So I have trouble understanding where all that power goes.
Thanks for watching! That is an excellent question that took a bit of thought to get through. I am no expert but I believe the engine's power is used to overcome the drag caused by the pitch of the propeller blades that push/pull the vessel through the water who's density provides a substrate for the propeller to operate in. Cheers!
@@FixAndForget OK. There’s drag there and along the hull, but I think the power must go to the propeller blades actually displacing a lot of water and not just sloshing around but not moving it. My problem was with propulsion being open to the sea, vs contained by the walls of a large pipe where water could move away only in one direction.
ua-cam.com/video/5PyqhwllBGY/v-deo.html here you can hear a new liner on a MAN B&W 6S70. On another vessel, one of my colleagues dismantled the unit again after overhauling due to this noise. That's why I made the video, to show to my guys this sound is normal
Sorry guys, this is a 22 year old engine that has been run almost constantly for its entire life. It is a "working" ship and has a crew size too small to constantly wipe up leaks. Thanks for watching!
@@garybulwinkle82 Sulzer engine assembled in a Polish shipyard. No different from Toyotas assembled in the US from Japanese parts. Thanks for watching!
Thanks for watching! They are to put out a fire in the scavenging air box. You would need an ungodly amount of C02 to stop a runaway since the engine ingests a huge amount of air on each stroke. These engines aren't prone to runaway like smaller diesels mostly in part to the rigorous maintenance they're subjected to.
@@FixAndForget interesting to know. Other than the typical slobbering that a Detroit is famous for, what usually causes a scavenge box fire on 1 of those? I thought the high load factor would greatly lessen the slobbering & build-up. I keep a 10 pound CO2 extinguisher mounted by the backdoor of my service truck to snuff out trucks I work on & I've had to use it a couple of times. About the biggest thing I see is semi-trucks which probably aren't even enough to serve as an EBG in this application🤦 I could only dream of working on engines like this. My 1st day at sea I'm sure the senior would tongue lash me hard for gawking too much 😂
It's a great thing to have. I did the same when working with Detroits. These engines still slober and the result is much worse since they burn bunker C Heavy fuel oil. The air boxes are opened and cleaned at certain intervals, a nightmare for the crew of course.
Poland !! Fantastic engines working in 7 different ships for over 10 years from 1986-1996 serving as 2nd engineer under Greek flag heavy lift vessels thank you for post this video many memories
Impressive! Older girl gearhead here. Thank you for the tour! Love Diesels but noise gets to me. Triple expansion steam is making a big comeback, I heard, & am curious what you think.
Thanks for watching and the kind words! Steam in general has not been used in almost any new build vessels since the 1970's. Reciprocating plants haven't been around since after WWII. I have sailed on a few steam turbine ships in my time but they will soon all be scraped. A few reciprocating plants survive in museums.
@@FixAndForget Well if you Google "triple expansion steam engines" you'll find a treasure trove of info on You Tube. The world's largest TESE is running a Cincinnati, OH public works plant. There are also several ships still in service with TESEs. Wish I could specifically recall where I read they were coming back! For me the steam turbines just don't do. Reduction gears, really??? Lots of horsepower, sure, but torque is what moves weight. Pistons got it! Plus they are totally mesmerizing to watch, LOL. Are you at all into old cars?
@@beastlybuickv6402 They still exist in museums and even small pleasure craft but will never return to commercial service or major production due to the inefficiency of triple expansion steam engines and boiler/steam technology itself. They are absolutely incredible engines and very very impressive to watch. I do appreciate old cars quite a bit but don't get to enjoy them much being out to sea 9/10 months a year.
@@FixAndForget Oh wow! Are you Navy or likewise? I'm a native Michigander, lived near Detroit River most of my life & fell in love with boats of all kinds from there. At one time the Great Lakes were quite busy but I'm sure you know what happened to that scene. If you get a chance also, Google "Bob-Lo Island." Their 2 boats had TESEs with Scotch boilers & they'd pass freighters like speedboats, OMG! Now there was a fascinating engine room. Regulators were just gorgeous & the power steering box was a thing of amazement. For 1902 & 1910, they seemed so state-of-the-art. Bob-Lo went Ch 11 in 1992 & boy did that leave 2 big holes in my heart. But the boats live on. Sort of! 😅😥
Jes it is,litle dificult for pistone change and stuffing box is diferent. Piston can leak water and telescopic pipes knows to crack and there is no room for changing them,you have to remove pistone. Olso water can mix with staffing box oil and there is instiled cgc filter. In the port piston cooling water have to be heated
@@miroslavradonjic9187 The telescopic pipes for the piston coolingwater system on RND and RND-M pistons could break if you forgot to remove the standpipes in the piston coolingwater boxes when pistons were pulled.
@@FixAndForget Not personally lucky me, but our 2nd engineer explained this to our younger engineers to take care about this. It was so obvious that I never ever forgot it. That was 40 years ago. Problem was that when that heavy piston was lowered into the cylinder, you had no “feel” what happened with that telescopic pipes, these could jam on top of its inlet and outlet standpipe. So, standpipes to be removed, and once the pistonrod was seated on the crosshead you could put them back in.
Nice, nice, nice!! Brings back a lot of good memories. Separators on the floor plate. A bit more comfortable when you have to take a HFO separator apart in the middle of the night in a hot separatorroom.
@@FixAndForget Yes, it does😅 On one occasion i was lucky, being the duty engineer, our M.E. suffered a cracked cylinder liner on a quitte new 9RND90M just five minutes before we wanted to take our dinner
In 1978/1979 i sailed as 4th engineer on the Dutch m.v. Trident Rotterdam owned by the KNSM. This ship had a Sulzer 8 RND 76 engine, 16.000 hp. This video brings back many memories of the great time i had on this ship.
De RND’s waren fijne karren, maar de RND-M vond ik beter alhoewel beide zo hun probleempjes hadden. Maar inderdaad, heel goede herinneringen. Ook met baas Mathies gevaren zeker?
De enige keer in het jaar dat ik aan boord was dat we moesten drijven was omdat het schoepenwiel van de turbocharger (Brown Boveri VTR 6600 ) in onbalans was. Voor de rest eigenlijk een vrii probleemloze motor. Zeker als je een Stork Hotlo gewend was, haha.
@@Landrovertwo HOTLo, jaaah! Moet zeggen dat ik er zo’n 1,5 jaar redelijk probleemloos mee heb gevaren Had na de eerste een aantal Sulzers gehad en kwam toen met een SW te varen, toen bij het openen van de spoelucht deuren de shit letterlijk over m’n schoenen liep, dacht ik, doet u mij maar een Sulzer
Thanks for watching! I was most impressed with the MAN B&W engine I just worked with. I will have a video of it up soon. Not much of a comparison though, it is 20 years newer than the Sulzer in this video.
GOOD PRESENTATION, What is the grade of fuel used and its character. 2. What is the Efficiency of the Engine. 3. What is the compression Ratio. 4. What is the fuel consumption per hour at full load. 5. What is the exhaust Gas temp. 6. What is the air-fuel ratio DHAYANANDHAN.S
Thanks for watching and the kind words! Attached is a link to a Sulzer PDF with all the information on the RTA series engines. Take care! www.google.com/url?sa=t&source=web&rct=j&url=engine.od.ua/ufiles/Wartsila-20121.pdf&ved=2ahUKEwisg57ru6LsAhVmu1kKHRHHDYsQFjABegQIAhAB&usg=AOvVaw0aTSH9A1L5KiXdACeGUiNS
Haha maybe not this one, we had 800 containers of missiles on board. The ships with Chinese goods are usually much nicer than this one. Thanks for watching!
Thanks for watching! Although not clean, the main engine and all 3 generators had just been overhauled. Most engine rooms on "working" ships look like this. Just too much to keep up with on an old ship with a small crew. Keep in mind the engine is almost never shutdown for any length of time.
Thanks for the tour. My world was 600 PSI steam into turbines. The exhaust valve had a strange looking piece with vanes. Is that to rotate the valve during operation?
Thanks for watching! I have worked on a few steam turbine ships that are still around. I prefer them to motor ships because of how smooth and quiete they are. The vanes on the exhaust valve help swirl the exhaust gas upward towards the manifold. These valves are opened with hydraulic pressure and closed by air, no mechanical actuation!
@@FixAndForget Our plant took 9 hours to come up to pressure. Not like starting a diesel. Lots of moving parts that need repair and replacement. You also need a good source of pure water. About 130,000 gallons of fuel oil and that lasted 5 or 6 days. We were constantly alongside an oiler getting refueled. Not fun.
@@brucenadams1 The turbine ships I'm firmiliar with were single screw around 30k HP enough HFO to go across the ocean and back, at 15 knots that is. Definitely not anywhere near the HP and speed of Navy plants.
This engine has approximately 180,000 engine hours. They can last almost forever if proper lubrication is kept. The mechanical lubricators supply cylinder oil, which is different than lube oil. I'm not sure of the exact cylinder oil consumption. I'll edit this reply in a few hours when I get you an exact number.
In this case it is important to realize what kind of oil you mean: there is cylinder oil which will -after having done its job- be party burnt in the cylinder. The unused -schraper off- part will be drained to a “leak tank” The recommended specific clinder oil consumption is given by the engine manufacturer in grammes per kW per hour.conIn the sump tank under the engine there is an amount of oil (depending of engine size up to 400 tons) which circulates through the engine and will do that for the rest of engine lifetime. It is only topped up to compensate for oil leakages.
spent quite a bit of time with a 5RND76M, and an 12RTA84 but with water-cooled pistons (early RTA version). Sulzers are engines...B&W's are rock crushers
@@FixAndForget No trouble at all. We had to careful with the scavenge non-return valve not to get choked and replaced with clean spares regularly.Unit and exhaust valve overhaul are quite easy.Unlike the RND. Retired in 2012 and teaching OEW CLASS III and heavy fitting (Workshop skills training OEW PART I).
Due to their size and weight. These engines would not be able to turn faster because of the huge amount of momentum created from their very heavy construction. The principal of combustion is the same at any speed, if you fitted a big enough flywheel to a Honda Civic engine, it too could run at 100 RPM. Thanks for watching!
It's interesting to research the mean piston speeds of reciprocating engines, the median is around 45 ft/s, a little lower for these beauties (30 ft/s) and a little higher for motorcycle and racing engines (60 ft/s).
@@n6mz When you say median speed are you accounting for the sinusoidal function of the crankshaft rotation? I assume so. Good observation. Is n6mz a ham call sign? I'm n1khb.
Yes the "mean" piston speed should be about 64% of the peak speed assuming sinusoidal motion. The "median" is my eyeball guess as to the center of the statistical distribution of mean speeds for various engines. I don't remember where I saw this but it has stuck with me. It may have been in one of the historical aircraft engine design books I've read. QSL on the callsign. 73
@@n6mz That agrees closely with the mathematical average value of 0.636 (not the same as the Root Mean Square/RMS value) we were taught in electronics classes.
During my time in the Australian Navy , I had the Privilege of working with and on a Pair of these A-Frame sixes . Scott-Sulzer . Glasgow built . The thing that surprises people is how Quiet the Actual Engines are . Everything else is Screaming its head off , but the big Powerhouses not at all . Great memories here . This Old girl has a LOT of Oil weepage I have to say . At least you know the Oil supply is good , and at sufficient pressure .
Thanks for watching and sharing that. I was amazed at how nice and quiet they are when running at slower speeds without the turbo. Cool low pitch thump. This engine was just overhauled and the crew was slowly putting it back together. Cheers!
That is a much smaller container ship than several others shown on UA-cam, and unlike the others, it has cranes -- is it intended to be able to fit in the St. Lawrence Seaway?
The ship is roughly 610×64 FT. It was originally built to fit the Suez, Panama, and Kiel canals. It has spent the vast majority of its life in Asia, the Med. and the Indian ocean.
@@FixAndForget Guess it would fit into the St. Lawrence Seaway as well, unless the draft is unexpectedly deep or those cranes are higher than they look. en.wikipedia.org/wiki/Seawaymax
Thanks for watching! Once you have the big picture it isn't too bad. Large electric pumps supply lube oil under pressure to the engine. Cylinder oil is injected by the small engine driven rotary pumps seen spinning with red handles. This cylinder oil is burned and carried away with the exhaust.
Thanks for watching! These engines are very long lived as they have to last the lifespan of the ship, sometimes up to 40 years. To keep them in good condition they are periodically repaired at set intervals. I believe if you took care of a high speed engine like we do these, it would last just as long.
A niche and all-encompassing video, especially with sound. I never managed to get into such an engine room, even though I would pay for it. I install 400-1200kV transformers in the world. True, nothing wears out there. Thanks for uploading!
Thanks for watching! When this was filmed, new regulations were beginning to take effect banning the use of Bunker C oil (high sulphur). Diesel was loaded into the bunker tanks and therefore the engine is running on a diesel/bunker fuel mix. Normally the engine would run off bunker fuel at sea then switch to diesel 200 miles from land. Now, all ships must either use low sulfur heavy fuel or diesel at all times. Cheers!
Thanks for watching! You're absolutely right about this not being allowed on a Naval ship. This ship is under government contract and has a very small crew, just 18 people in all. The engine room was being cleaned slowly. The main had just been overhauled in the shipyard about 4 months before this video was shot. Cheers!
Thanks for the response, I served my time as a marine engineer on Sulzers in the early 80’s, Clark Hawthorn in the North East of England, then onto Swan Hunter shipbuilders on the naval destroyers.
6 min 36 sec I'm sure a head gasket is leaking.. not a big deal but the cylinder head and liner seats may be marked due to abrasive carbon particles!!!
Thanks for watching! It's been some years now but I don't think I remember a head gasket leak. The engine was just overhauled 3 months before this was taken. I think the sound was possibly a leaking cylinder test valve but I could be mistaken. Cheers!
Thanks for watching! The turbos and generators are by far the biggest noise makers. If it wasn't for them these engines would be incredibly quiet for their size!
Thanks for watching! Electric blowers are used on start up until half ahead. Half ahead and up, the blowers are shutdown since the turbos are adequately spooled.
@@FixAndForget At minute 2:34 What is oNmax and nGmax on the left side and tMmax and tBmax in °C on the right side of the data plate. Thanks. What is the significance of the various letters before 'max'
Me too... my Capt would had given me a right roasting, oil everywhere = a fire hazard and slippery tread plates, the owners need to give the Chiefy some cash to clean the engine room up .. and some seals sorted out ... the ME runs nice .. Sulzers are bombproof... brings back memories.. safe sailing !!!!
Old ship, bottom of the barrel job, engine dept. Was dysfunctional but was slowly making progress. The main had been overhauled in the yard 4 months prior to this video.
Rather humbling and terrifying to know there are engineers who design these engines and then fabricators who make and machine all the parts and shipbuilders who know how and where to fit and place every single component on these massive ships. Then there's the engine room people who know what they are looking at -
Hell, I struggle with just putting air in my tires.
Haha me too. Thankfully it all works out, most of the time. Thanks for watching!
It does make one realize that humans are pretty smart sometimes.what's amazing to me is that extremely large mechanicals like this have been built even in the late 1800s early 1900s
Take a look at the reciprocating engines on the Titanic.
They are larger than this..
and today there are significantly larger versions of this style of engine in the larger container ships.
do a Google search for largest diesel engine in the world and there are some pictures that will pop up.
Also made by Sulzer.
In 6 cylinder to 14 cylinder variations.
Up to a 100,000 HP.
I believe.
They are called Marine Engineers. And I'm proud to be one.
picking the cameraman is none of the above, by comment,(bottom end of spare piston)
@@stuarth43 . Well technically that was the first connecting rod , however , it is SOLIDLY attached to the Piston . Screws into it .
The Flange on that " Rod " gets clamped into the Crosshead to couple up to the Second Connecting Rod spinning the Crankshaft .
Thanks for the video. Back in the 60s and 70s I worked on ships with various engines; B&W, Doxford and Sulzer RD76s and RD90s. The Sulzers were always my favourites. And thanks for recording the sounds of the engine room, it really took me back. And it'll be good to show people how noisy it was to be down below for a four hour watch with no soundproof control room like the modern ships have.
Thanks for watching and the kind words! I have more videos of Sulzer gen sets, and in a few weeks I'll post some new ones from a 2009 build B&W. Check out the channel if you like.
Still was good
Absolutely magic. A unique sound you never forget. I can imagine the smells as you walk around. Second trip engineer cadet 1979, one of the 3 turbo chargers (Sulzer 9 RD 90) decided to fail. Didn't explode, but it was a horrendous mess inside. The second engineer, Extra second engineer (steam queen doing motor time) me and my fellow cadet spent 36 hours dismantling the failed unit. There were seized components, some parts had practically welded together requiring we fabricated additional tools as we went to assist in dismantling components which were impossible to remove conventionally, and then of course a full rebuild. It should have been done by shoreside, but that would have added to the cost. 36 hours, no sleep, and dirty chows. Once we finished, the Chief bought us each a slab of beers as thanks. The ship left port on time, so the company were delighted. They sent a telex saying well done, that was all!!
Jim thanks for sharing that. Truly a huge undertaking, mostly lost for today's engineers. You're also very right about sending it ashore, that's pretty much how it all is now. Thanks for sharing! Cheers!
@@FixAndForget these days, i wouldn't dare let the crew go beyond changing the air filters, grit washing the turbo, and water washing the compressor; sometimes that gives me worries at night too
@@timp.9582 That is a sad and inconvenient truth. Only a few of the ships I've sailed on had crews that were more than just operators. Most everything either goes ashore or is repaired/rebuilt by shoreside contractors these days.
@@FixAndForget i came up during the time when vessel staff did most of it on our own, but i've noticed the shift starting in the late 2000's. It's a multitude of factors that brought it to this point, but bottom line is that owners/managers cant risk jeopardizing charters so the responsibility gets shifted. It is what it is.
It's a REAL ENGINE when you can count the cylinders firing. Great video, thank you!
Thanks for watching!
Thank you for posting. It is a well worn engine (1996). Reminds me on my days as 2nd eng. Long time ago. All the best!!
Thanks for watching! Shortly before the video was taken the engine was overhauled in the shipyard. Good for another 5 years until the next shipyard period.
This is like music in my ears, so elegant and so smooth. Considering the size of the engine, the exhaust is so clean. There has been a lot of thinking behind the engine design layout. I like the three injector systems which do not only introduce reliability but also better tiny spray globules where all the fuel is ignited as shown by the clean exhaust. MIxed with the air from two turbo blowers and electric driven blowers, there is plenty of air to ram and supply the needed oxygen down into the engine's throat. The exhaust valve is hydraulically lifted and that high-pressure supply pipe shows that the rate of change of hydraulic fluid for the valve lift needs to be high and plenty, even for a relatively slow maximum rotation of 100 rpm. The size of the high-pressure fuel pipes and their connection box from the feeder pipe shows the fuel consumption of that engine for 19,000HP. The steps and the handle rails give an idea of the size of the engine. At Chatham Dockyard, Kent, UK, we never had such large engines in the O and S class submarines, nor the Dutch Ferries, Marsdiep, and Texelstroom, I worked on, plying between Malta and Gozo for 15 years through the connecting channel. For a second I thought that the spare exhaust cage and valve at, 1:44 was cracked! The cable trays at 2:01 bring back memories of the many diverse watertight cable glands I installed in the Bulkheads of submarines and surface ship of the British Royal Navy, including single and multiple cable glands. These may look small compared with the engine, but they are just as important for the safety of the ship.
The motion of the mechanical cylinder oil lubricators at 3:03 there is something majestic and intoxicating about them radiating their importance for the long life of the engine. At 3:25 I like the suspended balls in the tapered glass vessels indicating the pressure and flow rate. Those start air compressors with their reservoir must use an air volume equal to the volume displacement of the ship to start that engine! I like the crankcase explosion dampers as I experienced the result of a crankcase explosion. At 4:44 I am glad to see the information written in the English Language, as I worked on Dutch, German, Greek, and Russian ships which only had their mother's language written down, and I could understand neither of them and had to rely on the silent and invisible common logic of all engineering functions, and the shapes to achieve them.
The logic of the engineering function related to the shapes of the item should be taught at all schools starting from early primary schools as that is where reality and facts exist. It is a pity that most schools teach language symbols in schools. What I wrote in language form is only symbolic and an image and a shadow of the reality of that engine, even the video itself is symbolic and a shadow and image of the real thing. Many people think that language is clean, while lubricating oil in an engine is dirty!
Thanks for the video, and not playing music, as the engine has music and rhythm of its own. It is after all a number of different players, contributing their effort to make an orchestra that plays a tune, a nice coordinated tune, with perfect rhythm. It is such pity that many people prefer emotional drugged activities which introduce them into a mental enjoyment and titillations through symbolic and imagery of artistic and religious and social entertaining factors, and they dismiss the reality of a REAL ENGINE and its real working active functions.
Many people do not like to face the reality of life as nature meant it to be but they prefer to enjoy only the symbols and shadows and Images of the real world we live in, especially the vociferous language forms in various societies and their human related, affiliated professions, which were greatly affected by the present Corona Virus pandemic.
All artistic emotional contents of an object, totally disappear with the absence of the human observer, but the action of the engine shown in this video will be retained even when there are no humans observing it. All art disappears with the absence of a human observer and all that is retained when art is on its own hidden from humans, is its engineering supporting structure.
Thanks for the imagery in the video any way...............it is as close to real engineering functions, as one can get! Thanks again for the memories of all the primary active functions that make a ship. To look back at History and find that in the early days of engine-powered ships, the engineers working the steam engines of Royal Naval Ships were not allowed to dine with the deck boys................. that is a sign that most people do not fully understand the fact as to who really looks after them and is responsible for them when they fly, they sail or use any land transportation or even consider the guaranteed luxuries and comforts in and out of their homes. It is about time that all people start thinking about the real fact that it is only engineers who are required to guarantee their products. Religious members, Lawyers, Doctors, Surgeons, Teachers, Politicians, Entertainers, psychiatrists, and many others, none ever guarantee their work and no medicine bottle ever carry a label saying that it guarantees that it will solve your ailments, like many professions they live in the symbolic emotional world full of images and shadows, which is what most people in every country like to follow.
People might ask what is the guarantee period that Sulzer gives with that mighty engine, where they do give a guarantee period because all that that engine contains, is Real and Truthful............ few professions equal the responsibility of an engineer to live in REAL LIFE WITH REAL GUARANTEED TANGIBLE PRODUCTS, as the real version of the images and replicated sounds we saw in this video. May professions seem to guarantee a good life after death in the afterlife, while insurances make a packet out of that philosophy too, the law courts do not have guaranteed product and nor do schools and universities. Anyone traveling by any means of transport should reflect on how much they really know engineers, what they produce in the real term, and then compare it to the emotional services they get from other social professions. Most people are prepared to pay a lot for professions elevating and titillating their emotions but not for guaranteed engineering products and comforts in and outside our homes.
This written work was intentionally not meant to run as smoothly, as the Sulzer engine shown in the video.
Thank you very much for watching and the very elegantly written kind words. I very much appreciate it!
Very well said. I am proud to be one of those results oriented marine engineers of days past.
@@carlatamanczyk3891 Likewise, Thanks for watching!
Titanic 2 engine cylinder engineering diesel generator room
Thank you very much for this wonderful video and for the instructive fotos at the end! Sounds crazy but the continuous sound of such an monster engine is for me the best sleeping drug!
Thanks for watching and the kind words!
Awesome - great natural sounds too, +v!
Thank you for watching and the kind words!
A little under 18,000 HP at 113 RPMs... nice and torquey!
Thanks for watching! This particular engine was making 19,000 HP at 100 RPM.
Thank you for uploading!
No problem thanks for watching!
Great video, love it! I was a navy mechanic on Dutch minesweepers end seventies/early eighties.
Thanks for watching and the kind words!
Awesome! A ship engine video that actually concentrates on the ENGINE! Good sound too.
Thanks! Check out the channel for more just like it!
Amazing how clean these engines run, considering the size.😉 I'm assuming the large lines going into the exhaust valve cages are the pressure feed for opening the exhaust valves, and the boxes with the 3 smaller lines are to fire the injectors? Being this is a 2 stroke, I can see why they would want the superchargers to run on electric rather than being geared to the engine. At cranking speeds you wouldn't have enough volume to scavenge the cylinders and it would be nearly impossible to start. Once it's running, I would imagine they could rely a lot more on the turbos to supply intake pressure, maybe even to the point of not needing the supercharger units running. Judging from the size of the pipes to the main lube pump, that thing circulates an incredible amount of oil! Thanks for the tour! Pretty cool piece of machinery.😉👍
Thanks for watching! When properly maintained these engine run quite smooth, although they do produce a huge amount of vibration that is transmitted throughout the ship. You are correct about the exhaust valves, injectors, and blowers. Past 65 RPM the computer program automatically shut down the electric blowers.
it's a typical crosshead diesel, but small end of scale, look up engine of Emma Maersk
The electric blowers are mainly used on startup. When insufficient pressure is unavailable from the main turbochargers because they have not spooled up yet..
Thanks for watching! That is absolutely correct, on this engine they stayed on until half ahead/astern when the turbo had spooled up enough.
Reminds me being on Holland America's MS Korendijk when a head blew and had to be changed out in bad Winter weather in the North Atlantic probably around 1961-2
That's on my list of nightmare jobs. On the bright side it's good that the piston and connecting rod did not have to be removed. Excellent story, thanks for sharing!
A nice video and music for us who works as a mariner...
While I certainly prefer working on a steam ship because of how quiete and smooth they are, the slow speeds do have a very nice sound to them.
Asher Spalding I sailed on steam powered vessels also (Stal Laval AP32).
Clean engineroom, only a bit rusty under the condenser. But what i disliked was the screaming noise of the turbo generator and feed pumps (76 barg)
I was about to say nobody ever goes outside and gets the exhaust note, and there it was. Nice mellow tone, I reckon from the energy being taken away by the EG boiler.
Thanks for watching! People asked for exhaust video on one I made a few years ago and I try to put one in all my videos now.
I Love SULZER!!!
Thanks for watching!!
Great video, love the sound of slow speed two strokes! Dont know if its a typo, but the stroke should be 2150mm, rta-2 engines have a bore/stroke ratio of 3,47ish
Thanks for watching! Yes that probably is a typo.
Nice and steadily running. 👍 I did a training course at the Sulzer college once.
Thanks for watching! That sounds like a good time!
If fuel oil is thick how is it pumped to burn in the cylinder surely it has to be thinned out for this or do you simply add heat and pressure to it and effective atomize it?
The HFO tanks were kept under steam heat so that it would flow. After 2020 emissions regulations most ships (including this one) now only burn low sulphur diesel. Thanks for watching!
@@FixAndForget oh I see simple but clever thanks for that
Im a landlubber with a navy family, I remember being sick in a hotel at Sault Ste Marie, I felt the hotel floor rumbling and knew what it was! Almost 1/4 mile away. I could tell the two strokes from the four just feeling it lying there. Now I live 3 miles from a river, and the sound of 3x 20cyl 2 cycle EMDs in a tug reminds me of WW2 bombers going over!
If you haven't already, check out my other videos. I am also a big EMD fan. Thanks for watching & sharing your story!
The "Superchargers" are not that, but "Auxiliary blowers". They do not supercharge, they provide the engine with air at low power settings, when the turbochargers (the actual superchargers) are not providing enough air to sustain favourable running conditions.
Thanks for watching! You are absolutely right. I only used that terminology as it is more familiar to US Mariners and viewers.
IMO No. 394529 not coming up in database search so assume now scrapped?? What ship was this??
Thanks for watching! I partially obscured the IMO # and blurred out the name since the ship is now under US Government control and its wearabouts are confidential. The stack stripes will give you some clues to its current mission. Cheers!
Cegielski Sulzer produced in Poznan Poland, city I was borned. My grondmother lived very close to that plant. It was visible from the widnow of her apartament due she lived on the 8th floor. Unfortunetely when I finished my education it was not good time for that company and I started working for another industry.
That is very interesting. Thank you for sharing and thanks for watching!
All Polish jokes aside, engine ✌,had a vice from Poland the best one I ever used ,✌🤗
Thanks for watching!
I sailed with Cegielski Sulzer auxiliary engines and were good.
@@janvisser2223 Thanks for watching! The ones on this ship are running well after a rebuild. Here's a link to the Sulzer Aux. Engines on the same ship. ua-cam.com/video/VDsKurF3nFo/v-deo.html
Rta is much improved than those RLAs and the RLBs and RNDs series, My first two assignments were on RLB and RND series main engines, lot of hard work and effort on those compared to this RTA, thanks for sharing this video, feeling nostalgic
Thank you for watching and the kind words! Seeing how simple it was to operate and repair this engine, I could only imagine that it was designed on the backs of previous models. The 2008 build B&W (MAN) engine I am working with now is even more simplified and fully automated.
Great engines practically Bulletproof. I used to run them when I worked on freighters.
Thanks for watching! This engine in particular has had a rough life but keeps on ticking.
That's about 6 KW/litre of displacement in a lightly stressed engine with forced induction strongly indicates high efficiency. Where does this peak out in terms of thermodynamic efficiency?
Thanks for watching! My internet connection on the ship is not strong enough for me to include the link but a quick google search will yield a PDF from Wartsila with all the detailed engine specs. Good luck!
My old 57 Chrysler had one of those! It's amazing how a 1000 tons of metal parts just hum along like that.
Haha thanks for watching!
@Frank Heuvelman Thanks for watching! Me too. One of the coolest things was an old steam turbine ship I sailed on had a tapered stern to where you could look over the side and see the wheel spinning in the crystal clear waters of the Caribbean. I sat there and watched it for hours. Incredible how slow the wheel turned to pull the ship through the water. 30,000 SHP on a 600 Ft. Ship.
Am se cine enginner on the tanker shep now am in pensonay aldo wassenginnir on the majčine the name silverstoneu end etape 2oooo hp mani enginne thanks you for kamera og the enginne in the runingq
Anytime thank you for watching!
I was 3rd engineer on a bulk carrier for 2 years that had an engine room just like this . Brought back some memories!
Thanks for watching!
Huge engines. Lots of power. But propellers are turning in water at ambient pressure, not like a wheel turning on a fixed surface. So I have trouble understanding where all that power goes.
Thanks for watching! That is an excellent question that took a bit of thought to get through. I am no expert but I believe the engine's power is used to overcome the drag caused by the pitch of the propeller blades that push/pull the vessel through the water who's density provides a substrate for the propeller to operate in. Cheers!
@@FixAndForget
OK. There’s drag there and along the hull, but I think the power must go to the propeller blades actually displacing a lot of water and not just sloshing around but not moving it. My problem was with propulsion being open to the sea, vs contained by the walls of a large pipe where water could move away only in one direction.
I thought one of those clyinders was running rough at the end 5 or 6
Thanks for watching! The engine had recently been overhauled and the #6 exhaust valve and cage had not yet worn in.
ua-cam.com/video/5PyqhwllBGY/v-deo.html here you can hear a new liner on a MAN B&W 6S70. On another vessel, one of my colleagues dismantled the unit again after overhauling due to this noise. That's why I made the video, to show to my guys this sound is normal
I’ve got a question; what is a Exhaust Gas Boiler and it’s function
Thanks for watching! To put it simply, the heat from the main engine exhaust is used to boil water to create steam, fresh water, and service heat.
So very familiar, including the oil leakages😀
Quitte a cramped engineroom on floorlevel, but that was also nothing new
Thanks for watching! The lower level is slightly smaller than other ships however the engine is larger than many other containerships of this size.
@Frank Heuvelman I wish youtube had a translate feature!
Asher Spalding what Frank said: “its about time that the Mrs. is taking care of business” not my words😀
Frank Heuvelman that is also recognizable👍
Congratulations One of the best documentaries and well explained that never seen before. An spanish chief-engineer retiren now.
Thanks Chief! I appreciate the kind words!
And like every sulzer it leaks fuel and oil everywhere...
Made in Poland.......why am I not overly impressed!!
Sorry guys, this is a 22 year old engine that has been run almost constantly for its entire life. It is a "working" ship and has a crew size too small to constantly wipe up leaks. Thanks for watching!
@@garybulwinkle82 Sulzer engine assembled in a Polish shipyard. No different from Toyotas assembled in the US from Japanese parts. Thanks for watching!
The Dutch, French ánd Winterthur Sulzers were all leaking in my days at sea😀
Our ship had Coopers that leaked like Detroits!! Anyone caught bored was on wiper duty... Lmao.
Are those CO2 bottles to control/snuff out a runaway?
Thanks for watching! They are to put out a fire in the scavenging air box. You would need an ungodly amount of C02 to stop a runaway since the engine ingests a huge amount of air on each stroke. These engines aren't prone to runaway like smaller diesels mostly in part to the rigorous maintenance they're subjected to.
@@FixAndForget interesting to know. Other than the typical slobbering that a Detroit is famous for, what usually causes a scavenge box fire on 1 of those? I thought the high load factor would greatly lessen the slobbering & build-up.
I keep a 10 pound CO2 extinguisher mounted by the backdoor of my service truck to snuff out trucks I work on & I've had to use it a couple of times. About the biggest thing I see is semi-trucks which probably aren't even enough to serve as an EBG in this application🤦 I could only dream of working on engines like this. My 1st day at sea I'm sure the senior would tongue lash me hard for gawking too much 😂
It's a great thing to have. I did the same when working with Detroits. These engines still slober and the result is much worse since they burn bunker C Heavy fuel oil. The air boxes are opened and cleaned at certain intervals, a nightmare for the crew of course.
@@FixAndForget I subbed chief. Can't get enough of this stuff. I fell asleep listening to this Sulzer again 😂
Poland !! Fantastic engines working in 7 different ships for over 10 years from 1986-1996 serving as 2nd engineer under Greek flag heavy lift vessels thank you for post this video many memories
Thank you for watching and the kind words!
Very nice to hear main engine
153624!
30 years ago
103 rpm makes me happy!
Very nice engineer!
Thanks for watching and the kind words!
Brilliant thanks, takes me back to the 60's when I was a test engineer at MIRRLEES and thought the AL and K major were big.
Thanks for watching and the kind words!
Impressive! Older girl gearhead here. Thank you for the tour! Love Diesels but noise gets to me. Triple expansion steam is making a big comeback, I heard, & am curious what you think.
Thanks for watching and the kind words! Steam in general has not been used in almost any new build vessels since the 1970's. Reciprocating plants haven't been around since after WWII. I have sailed on a few steam turbine ships in my time but they will soon all be scraped. A few reciprocating plants survive in museums.
@@FixAndForget Well if you Google "triple expansion steam engines" you'll find a treasure trove of info on You Tube. The world's largest TESE is running a Cincinnati, OH public works plant. There are also several ships still in service with TESEs. Wish I could specifically recall where I read they were coming back! For me the steam turbines just don't do. Reduction gears, really??? Lots of horsepower, sure, but torque is what moves weight. Pistons got it! Plus they are totally mesmerizing to watch, LOL. Are you at all into old cars?
@@beastlybuickv6402 They still exist in museums and even small pleasure craft but will never return to commercial service or major production due to the inefficiency of triple expansion steam engines and boiler/steam technology itself. They are absolutely incredible engines and very very impressive to watch.
I do appreciate old cars quite a bit but don't get to enjoy them much being out to sea 9/10 months a year.
@@FixAndForget Oh wow! Are you Navy or likewise? I'm a native Michigander, lived near Detroit River most of my life & fell in love with boats of all kinds from there. At one time the Great Lakes were quite busy but I'm sure you know what happened to that scene. If you get a chance also, Google "Bob-Lo Island." Their 2 boats had TESEs with Scotch boilers & they'd pass freighters like speedboats, OMG! Now there was a fascinating engine room. Regulators were just gorgeous & the power steering box was a thing of amazement. For 1902 & 1910, they seemed so state-of-the-art. Bob-Lo went Ch 11 in 1992 & boy did that leave 2 big holes in my heart. But the boats live on. Sort of! 😅😥
try working in an E.R with EMDs the noise is unbelievable
Awesome!
Thanks for watching!
I worked on Poland sulzer rta 76 with water piston colling. All seria of Zim ships from Hdw had that engine. Very good engine.
Thanks for watching! I've never worked on one with water piston cooling, that's cool!
Jes it is,litle dificult for pistone change and stuffing box is diferent. Piston can leak water and telescopic pipes knows to crack and there is no room for changing them,you have to remove pistone. Olso water can mix with staffing box oil and there is instiled cgc filter. In the port piston cooling water have to be heated
@@miroslavradonjic9187 The telescopic pipes for the piston coolingwater system on RND and RND-M pistons could break if you forgot to remove the standpipes in the piston coolingwater boxes when pistons were pulled.
Sounds like that advice comes from experience. Ouch!
@@FixAndForget Not personally lucky me, but our 2nd engineer explained this to our younger engineers to take care about this. It was so obvious that I never ever forgot it. That was 40 years ago. Problem was that when that heavy piston was lowered into the cylinder, you had no “feel” what happened with that telescopic pipes, these could jam on top of its inlet and outlet standpipe.
So, standpipes to be removed, and once the pistonrod was seated on the crosshead you could put them back in.
Nice, nice, nice!!
Brings back a lot of good memories.
Separators on the floor plate. A bit more comfortable when you have to take a HFO separator apart in the middle of the night in a hot separatorroom.
Thanks for watching! It always seems that it happens at night doesn't it?
@@FixAndForget Yes, it does😅
On one occasion i was lucky, being the duty engineer, our M.E. suffered a cracked cylinder liner on a quitte new 9RND90M just five minutes before we wanted to take our dinner
Nice Video, what was the ships name? I worked on a similar one in pretty shitty condition :D
Thanks for watching! Can't say the name, but it's US flag and under government contract for ammunition preposition.
Odličan Polski Sulzer izrađen u Poznanu.
Thanks for watching!
@@FixAndForget Thank you very much Mr.Asher.
In 1978/1979 i sailed as 4th engineer on the Dutch m.v. Trident Rotterdam owned by the KNSM. This ship had a Sulzer 8 RND 76 engine, 16.000 hp. This video brings back many memories of the great time i had on this ship.
Thanks for sharing my friend. Cheers!
De RND’s waren fijne karren, maar de RND-M vond ik beter alhoewel beide zo hun probleempjes hadden. Maar inderdaad, heel goede herinneringen. Ook met baas Mathies gevaren zeker?
@@janvisser2223 Hoi Jan, nee met Matthies heb ik niet gevaren, eigenlijk voornamelijk met meester Jan van Schaik, als 2e Ton Salome.
De enige keer in het jaar dat ik aan boord was dat we moesten drijven was omdat het schoepenwiel van de turbocharger (Brown Boveri VTR 6600 ) in onbalans was. Voor de rest eigenlijk een vrii probleemloze motor. Zeker als je een Stork Hotlo gewend was, haha.
@@Landrovertwo HOTLo, jaaah!
Moet zeggen dat ik er zo’n 1,5 jaar redelijk probleemloos mee heb gevaren
Had na de eerste een aantal Sulzers gehad en kwam toen met een SW te varen, toen bij het openen van de spoelucht deuren de shit letterlijk over m’n schoenen liep, dacht ik, doet u mij maar een Sulzer
Ramming speed sir.
Haha Thanks for watching!
I working on sulzer hp and lp by pass 210MW ×3.
Sulzer really a great copmny.
Thanks for watching! Sulzer makes some big and reliable equipment
..I główny też.. "CEGIELSKI"
🤩🤩🤩
Whats the name schips?
Made in Poland. fajnie
Thanks for watching! It's a Government ship now.
As an Engineer which Engine do you find better, Sulzer or Man B&W
Thanks for watching! I was most impressed with the MAN B&W engine I just worked with. I will have a video of it up soon. Not much of a comparison though, it is 20 years newer than the Sulzer in this video.
Sulzer for ever. Jes,it is, is dificult for working and maintenance but have a soul
@@miroslavradonjic9187 Absolutely. Thanks for watching!
In my experience the best without dude Sulzer, the second B&W, the whorst MAN bad and complícate.
Sulzer is more difficult at maintenance.but never leave you until arrived. So i prefer sulzer.
GOOD PRESENTATION, What is the grade of fuel used and its character. 2. What is the Efficiency of the Engine. 3. What is the compression Ratio. 4. What is the fuel consumption per hour at full load. 5. What is the exhaust Gas temp. 6. What is the air-fuel ratio DHAYANANDHAN.S
Thanks for watching and the kind words! Attached is a link to a Sulzer PDF with all the information on the RTA series engines. Take care!
www.google.com/url?sa=t&source=web&rct=j&url=engine.od.ua/ufiles/Wartsila-20121.pdf&ved=2ahUKEwisg57ru6LsAhVmu1kKHRHHDYsQFjABegQIAhAB&usg=AOvVaw0aTSH9A1L5KiXdACeGUiNS
She could stand a little tightening but she is still doing the job
Thanks for watching! This engine was overhauled 2 months before the video was taken.
my harbor freight mini mill is on that boat lol
Haha maybe not this one, we had 800 containers of missiles on board. The ships with Chinese goods are usually much nicer than this one. Thanks for watching!
Nice video great sound but engine is not so clean :)
Thanks for watching! Although not clean, the main engine and all 3 generators had just been overhauled. Most engine rooms on "working" ships look like this. Just too much to keep up with on an old ship with a small crew. Keep in mind the engine is almost never shutdown for any length of time.
Thanks for the tour. My world was 600 PSI steam into turbines. The exhaust valve had a strange looking piece with vanes. Is that to rotate the valve during operation?
Thanks for watching! I have worked on a few steam turbine ships that are still around. I prefer them to motor ships because of how smooth and quiete they are. The vanes on the exhaust valve help swirl the exhaust gas upward towards the manifold. These valves are opened with hydraulic pressure and closed by air, no mechanical actuation!
I guess at 100 rpm valve motion is rather slow
@@FixAndForget Our plant took 9 hours to come up to pressure. Not like starting a diesel. Lots of moving parts that need repair and replacement. You also need a good source of pure water. About 130,000 gallons of fuel oil and that lasted 5 or 6 days. We were constantly alongside an oiler getting refueled. Not fun.
@@greengmcrob yes, at 100 RPM everything is quite slow. Thankfully that usually leads to reliability and lower wear & tear.
@@brucenadams1 The turbine ships I'm firmiliar with were single screw around 30k HP enough HFO to go across the ocean and back, at 15 knots that is. Definitely not anywhere near the HP and speed of Navy plants.
now i understand pink floyd better
Haha thanks for watching!
What kind of running hours would a engine like that see in it's life time, and how much lube oil does it consume in a year?
This engine has approximately 180,000 engine hours. They can last almost forever if proper lubrication is kept. The mechanical lubricators supply cylinder oil, which is different than lube oil. I'm not sure of the exact cylinder oil consumption. I'll edit this reply in a few hours when I get you an exact number.
In this case it is important to realize what kind of oil you mean: there is cylinder oil which will -after having done its job- be party burnt in the cylinder. The unused -schraper off- part will be drained to a “leak tank”
The recommended specific clinder oil consumption is given by the engine manufacturer in grammes per kW per hour.conIn the sump tank under the engine there is an amount of oil (depending of engine size up to 400 tons) which circulates through the engine and will do that for the rest of engine lifetime. It is only topped up to compensate for oil leakages.
Thanks for the reply guys!
Den har olje lekkasjer some en Aker bygd B&W!
Thanks for watching!
It is so cool that the engine can run 100% duty cycle full power all day!!!!.........Great video!!!!!
Thanks for watching!
spent quite a bit of time with a 5RND76M, and an 12RTA84 but with water-cooled pistons (early RTA version). Sulzers are engines...B&W's are rock crushers
Hahaha I love that reference. Thanks for watching & sharing!
Amazing
Thanks for watching!
Sounds like 92rpm.
Thanks for watching! Depending on which tachometer you looked at, the RPM was between 99-101.
Such engines were manufactured in Poland for many years.
Thanks for watching!
Are those ABB blowers really superchargers, or just air feed blowers?
Thanks for watching! Those are turbochargers. The blowers or "superchargers" are 4 individual units driven by 440V 3PH electric motors.
I've had worked Mitsubishi Sultzer 6 RTA 72 from 1995-1997 (M.V RUBIN CAMELLIA) since maiden voyage.
Very interesting. How did the Mitsubishi Sulzer perform? I would expect very well. Thanks for watching!
@@FixAndForget No trouble at all.
We had to careful with the scavenge non-return valve not to get choked and replaced with clean spares regularly.Unit and exhaust valve overhaul are quite easy.Unlike the RND. Retired in 2012 and teaching OEW CLASS III and heavy fitting (Workshop skills training OEW PART I).
How are these engines able to run at such low speeds?
Due to their size and weight. These engines would not be able to turn faster because of the huge amount of momentum created from their very heavy construction. The principal of combustion is the same at any speed, if you fitted a big enough flywheel to a Honda Civic engine, it too could run at 100 RPM.
Thanks for watching!
It's interesting to research the mean piston speeds of reciprocating engines, the median is around 45 ft/s, a little lower for these beauties (30 ft/s) and a little higher for motorcycle and racing engines (60 ft/s).
@@n6mz When you say median speed are you accounting for the sinusoidal function of the crankshaft rotation? I assume so. Good observation.
Is n6mz a ham call sign? I'm n1khb.
Yes the "mean" piston speed should be about 64% of the peak speed assuming sinusoidal motion. The "median" is my eyeball guess as to the center of the statistical distribution of mean speeds for various engines. I don't remember where I saw this but it has stuck with me. It may have been in one of the historical aircraft engine design books I've read. QSL on the callsign. 73
@@n6mz That agrees closely with the mathematical average value of 0.636 (not the same as the Root Mean Square/RMS value) we were taught in electronics classes.
During my time in the Australian Navy , I had the Privilege of working with and on a Pair of these A-Frame sixes . Scott-Sulzer . Glasgow built .
The thing that surprises people is how Quiet the Actual Engines are . Everything else is Screaming its head off , but the big Powerhouses not at all .
Great memories here . This Old girl has a LOT of Oil weepage I have to say . At least you know the Oil supply is good , and at sufficient pressure .
Thanks for watching and sharing that. I was amazed at how nice and quiet they are when running at slower speeds without the turbo. Cool low pitch thump. This engine was just overhauled and the crew was slowly putting it back together. Cheers!
I served on the 'Wart in the mid-late 1980's...loved those big engines. having to manually clean the air boxes was a filthy job!
@@skippi222 . Mid 80's for me too .
Those " Buffer Spaces " . YUCK .
You possibly got My Billet when I rotated ashore .
Today proud of that machinery, a few years later it gets dismantled at Alang.
Yes, just like everything else. Weird reality we live in. Thanks for watching!
Great video! You covered everything very well. Godspeed and good sailing!
Thank you sir!
How much boost.....all of it.
Haha a whole lot of it! Thanks for watching!
The electric blowers should not be called superchargers. Since they are intended to kick in when scavenge air pressure is too low during manoeuvring
You are absolutely correct.
Just think of those rods and crank and pistons all swirling away underneath, super. 👌👍
Thanks for watching!
That is a much smaller container ship than several others shown on UA-cam, and unlike the others, it has cranes -- is it intended to be able to fit in the St. Lawrence Seaway?
The ship is roughly 610×64 FT. It was originally built to fit the Suez, Panama, and Kiel canals. It has spent the vast majority of its life in Asia, the Med. and the Indian ocean.
@@FixAndForget Guess it would fit into the St. Lawrence Seaway as well, unless the draft is unexpectedly deep or those cranes are higher than they look. en.wikipedia.org/wiki/Seawaymax
2 stroke is simple but lubricating system looks complicated
Thanks for watching! Once you have the big picture it isn't too bad. Large electric pumps supply lube oil under pressure to the engine. Cylinder oil is injected by the small engine driven rotary pumps seen spinning with red handles. This cylinder oil is burned and carried away with the exhaust.
If it only goes 100 rpm, does it mean it lasts many more hours than an engine that goes 2000 rpm?
Thanks for watching! These engines are very long lived as they have to last the lifespan of the ship, sometimes up to 40 years. To keep them in good condition they are periodically repaired at set intervals. I believe if you took care of a high speed engine like we do these, it would last just as long.
That is an excellent way of quantitatively thinking about it. Thanks for watching and sharing!
A niche and all-encompassing video, especially with sound. I never managed to get into such an engine room, even though I would pay for it. I install 400-1200kV transformers in the world. True, nothing wears out there. Thanks for uploading!
Glad you enjoyed it! I have a few other videos from other ships as well. Thanks for watching!
@@FixAndForget Thank you, as time allows, I will check them all out.
Bunker oil for fuel?
Thanks for watching! When this was filmed, new regulations were beginning to take effect banning the use of Bunker C oil (high sulphur). Diesel was loaded into the bunker tanks and therefore the engine is running on a diesel/bunker fuel mix. Normally the engine would run off bunker fuel at sea then switch to diesel 200 miles from land. Now, all ships must either use low sulfur heavy fuel or diesel at all times. Cheers!
That engine room needs a damn good clean to remove all the oil stains, wouldn’t be allowed on a naval ship
Thanks for watching! You're absolutely right about this not being allowed on a Naval ship. This ship is under government contract and has a very small crew, just 18 people in all. The engine room was being cleaned slowly. The main had just been overhauled in the shipyard about 4 months before this video was shot. Cheers!
Thanks for the response, I served my time as a marine engineer on Sulzers in the early 80’s, Clark Hawthorn in the North East of England, then onto Swan Hunter shipbuilders on the naval destroyers.
6 min 36 sec
I'm sure a head gasket is leaking.. not a big deal but the cylinder head and liner seats may be marked due to abrasive carbon particles!!!
Thanks for watching! It's been some years now but I don't think I remember a head gasket leak. The engine was just overhauled 3 months before this was taken. I think the sound was possibly a leaking cylinder test valve but I could be mistaken. Cheers!
I spend some years as an engineer on a tug. I kind of miss those days.
As did I, I enjoyed some things more on tugs while other things on big ships. Both have been quite rewarding so far. Thanks for watching!
this….was allot quieter than I thought it would be.
Thanks for watching! The turbos and generators are by far the biggest noise makers. If it wasn't for them these engines would be incredibly quiet for their size!
Very nice video !!
Good to hear the engine running!!
Wood be nice to see the generator and switch gear
Thanks for watching! Here is a link to the generators. ua-cam.com/video/VDsKurF3nFo/v-deo.html
thanks. as if back in the past I worked on such a vessel 10 years passed
No problem. Thanks for watching and the kind words!
Oh there was showing a Schaller Automation Oilmist Detector 👍
Thanks for watching!
Are the ABB turbos also electric driven for engine start? Or strictly exhaust driven?
Thanks for watching! Electric blowers are used on start up until half ahead. Half ahead and up, the blowers are shutdown since the turbos are adequately spooled.
@@FixAndForget, kool! Thx for the answer. The “ABB” threw me off as we use ABB drives and motors in many of our STS cranes 🏗
@@racrx7 I didn't know that. Very cool!
Cegielski -Poland
Yes, thanks for watching!
2:34 can anyone interpret these operating limitations for me please? Thanks much.
Thanks for watching! What are you trying to find? Turbo RPM or Temperature ranges?
@@FixAndForget At minute 2:34 What is oNmax and nGmax on the left side and tMmax and tBmax in °C on the right side of the data plate. Thanks. What is the significance of the various letters before 'max'
Sounds better than my old Dodge 318
That's saying a lot! Thanks for watching!
I've heard a Dodge 318 that sound like that on startup when it's below about 40*f. It's seen better days.
This full speed running engine is created music and sounds good to me
Thanks for watching! The slow speed engines do make an excellent "beat".
Yeah cool🤟
Same power as one of Titanic's engines. Or not far off it.
Titanic had triple expansion steam engines and turbines. Thanks for watching!
At least if the fuel feed snaps you cluld use drain pipe to plug it
Absolutely. Thanks for watching.
The power and glory of machinery
Pretty cool. Thanks for watching!
What dwt size ship does this power
I don't remember the DWT but it is a 640x35 Ft. Container ship. Thanks for watching!
12:44 Hipolit Cegielski manufacture in Poland ;)
Yes sir thanks for watching!
Nguyên tắc hoạt động trong động cơ hút nen nó xã đong co Diêzn
I wish I spoke your language, thanks for watching!
Thanks you for you video kamera
Thank you for watching and the very kind words!
Me gustó escuchar el sonido del motor y turbo.
Muchos gracias senor
Engine room is dirty. My ER was never that dirty. I would have got my ass canned.
Me too... my Capt would had given me a right roasting, oil everywhere = a fire hazard and slippery tread plates, the owners need to give the Chiefy some cash to clean the engine room up .. and some seals sorted out ... the ME runs nice .. Sulzers are bombproof... brings back memories.. safe sailing !!!!
Old ship, bottom of the barrel job, engine dept. Was dysfunctional but was slowly making progress. The main had been overhauled in the yard 4 months prior to this video.