This is one of my favorite videos! Watching these two-stroke opposed piston diesel engines in action is very impressive! I love the turbocharger whine and the knocking of the cylinders firing! These Doxford engines are incredible! Great video!!!!
Very well filmed I spent three years on Clan Line Doxfords and consider this the best time of my life. Being in the presence of these wonderful machines exited all of our senses, the sheer visual spectacle, the symphony of the noise, the smell of the oil, gasses and auxiliary steam, taste of the combined mixture of the heat and atmosphere and the deep rumble affecting all of your body parts giving the most satisfying experience. Well done for keeping this video alive. Bea regards Bill Fogarty
gudgeonpin Clydebank, Forthbank etc were not too bad heat wise in comparison to the later ex-Russian Ro-Ros (Arunbank, Teignbank, etc). Those were 60-odd Celsius in places. High-40s average!
I’m from Glasgow and remember it from being on the news when they got it going again. It’s not based on any real-life MV Clydebank (there’s been a few!), but it’s more of a stylised tug-cum-steamboat. 👍🏻
Philip Evans I guess those were the speeds at build/sea trials, because we had it pegged at 110rpm max. Regularly shut-off on over speed when the prop broke the surface when running light ship.
I remember running back from PNG with palm oil and Copra on the Moraybank and across the Indian Ocean and the Med we were running at 115 - 118 rpm, but the prop had been clipped on all of the blades so that the engine revved more freely but also burnt less than the huge amount of heavy oil they burnt per day.
Don't forget, the Clydebank went aground on the speed trials at 122 rpm, doing around 23 kts just off Sunderland. Tore a huge lump out of the bottom, she was still in the builders hands but the insurance company turned out to be a subsidiary of Andrew Weir.
Blast from the past there. I did my cadetship and up to 2nd Eng with BP and as 4th Eng on the British Hazel in 1977 drydock in Immingham, Servodyne fitted an early prototype for sea trials. Not a major success, it held the revs for too long right in the critical rev range and didn't respond quickly enough to bridge control. It was removed and we went back to the original Woodward mechanical governor. Never sailed with a Doxford, but did have the honour (??) as a cadet in SSMTC (as was, now South Tyneside College) of starting the single unit prototype Doxford donated by the works to the college.
@@mrdunns3338 There was a "Barred speed " setting in the governor probably needed adjusting. After Servodyne I went onto Heinzmann to develop their range of analogue governors, working at home from 1979 to 1984 and then setting up Heinzmann UK Ltd
@@grahamc887 Thanks for your comment. I can't really remember now how good/bad the governor was. At that time I was just doing as I was told during the development. When Servodyne went bust I started work for Heinzmann in 1979, initially working from home developing electronic governors. I retired aged 70, eight years ago.
Yes I think I worked on this one. Just a cadet. Can't be sure lost my discharge book. Definitely the Forth and I Ivybank. Andrew Weir were pretty good to us.
newhavenneil Nope...definitely the late 90's... 😂 Might even have been as late as 1998. I left Andrew Weir October '98, but I'd have to look out my Discharge Book to remind myself if it was the Clydebank or the Forthbank I sailed in last.
Casspir Mk6 Actually, they were deceptively simple and very easy to work on (very accessible injectors and start valves, open camshaft and no electronics interfering). I've worked on many later engines (B&W, MAN, Wartsila Sulzer, etc) that were a nightmare to work on, mainly due to packaging constraints. These Doxfords were huge and maybe a bit cumbersome, but a joy to work on!
But a huge improvement with the heavy top beam and telescope pipes for the coolingwater to the top piston, compared with the original design with rubber hoses.
@@DubStuI’been working on same array of MEs, each one (except old terrible classic MAN) had cons and pros. My last 10 years ME-Electronic beat them all in all aspects.
Two pistons per cylinder; a lower one operating exactly like any conventional engine, but then an upper piston connected to the crank by two rods (the upper nuts for which can be seen on either side of the pistons in the video) so three crank throws per cylinder. Air entered the cylinder via scavenge ports uncovered by the lower piston. The pistons would converge in the centre of the cylinder where the fuel was then injected and combustion would force the pistons apart. Exhaust gases would then leave the cylinder via ports uncovered by the upper piston. The upper pistons were water cooled, but had to also have a compressed air feed into the cooling pocket to prevent water hammer in the piston; the three “telescopic” pipes for coolant in and out, and air in can be seen at the rear of the pistons in the video. Overall a fairly powerful engine for its size.
![Lp. Сердце Вселенной #1 НАЧАЛО ПУТЕШЕСТВИЯ [Новый сезон] • Майнкрафт](http://i.ytimg.com/vi/380Q7gLWGvk/mqdefault.jpg)
This is one of my favorite videos! Watching these two-stroke opposed piston diesel engines in action is very impressive! I love the turbocharger whine and the knocking of the cylinders firing! These Doxford engines are incredible! Great video!!!!
Very well filmed I spent three years on Clan Line Doxfords and consider this the best time of my life. Being in the presence of these wonderful machines exited all of our senses, the sheer visual spectacle, the symphony of the noise, the smell of the oil, gasses and auxiliary steam, taste of the combined mixture of the heat and atmosphere and the deep rumble affecting all of your body parts giving the most satisfying experience. Well done for keeping this video alive. Bea regards Bill Fogarty
Great to see a proper engine! shame the movie doesnt take us to the control flat
Navegué con ese Doxford en buques SD14,años 82 al 89..ELMA SA.ARGENTINA
4 cilindros,2 pistones x cilindro
@@walterlobato7804 J-tipo = 6 cilindros.
Happy days on Bank Line ships with the noise and heat.
gudgeonpin Clydebank, Forthbank etc were not too bad heat wise in comparison to the later ex-Russian Ro-Ros (Arunbank, Teignbank, etc). Those were 60-odd Celsius in places. High-40s average!
Damn, that takes me back. :-)
I did a 6 1/2 month round trip in the MV.Hollybank with a 4 cyln.Doxford engine in 1971.
Lovely old machine!!
*_I wanted to tell you that in the Clydebank Shopping Centre there is an automaton clock based off this ship. The nameplate says "MV CLYDEBANK"._*
I’m from Glasgow and remember it from being on the news when they got it going again. It’s not based on any real-life MV Clydebank (there’s been a few!), but it’s more of a stylised tug-cum-steamboat. 👍🏻
Ahh! The dance of the Doxfords...... 1-3-4-5-2
John Hayward Where did 6 go...? 😜
LB type, 5 cyl if my memory serves me. @@DubStu
John Hayward spare a thought for us navigating types who had to perform this dance at social occasions !!
John Hayward 6-cylinder J-type...
its a 76J6. 115 to 118 rpm full ahead on FAOP sea speed setting. Gave the 6 ships in this class around 22kts.
Philip Evans I guess those were the speeds at build/sea trials, because we had it pegged at 110rpm max. Regularly shut-off on over speed when the prop broke the surface when running light ship.
I remember running back from PNG with palm oil and Copra on the Moraybank and across the Indian Ocean and the Med we were running at 115 - 118 rpm, but the prop had been clipped on all of the blades so that the engine revved more freely but also burnt less than the huge amount of heavy oil they burnt per day.
Don't forget, the Clydebank went aground on the speed trials at 122 rpm, doing around 23 kts just off Sunderland. Tore a huge lump out of the bottom, she was still in the builders hands but the insurance company turned out to be a subsidiary of Andrew Weir.
Ah Daisey Doxford, reminds me of the M.V. Faraday LPG carrier
About 50+ years ago I worked for Servodyne Controls Ltd who made speed governors for Doxford engines.
Govenors were Woodward.
Blast from the past there.
I did my cadetship and up to 2nd Eng with BP and as 4th Eng on the British Hazel in 1977 drydock in Immingham, Servodyne fitted an early prototype for sea trials. Not a major success, it held the revs for too long right in the critical rev range and didn't respond quickly enough to bridge control. It was removed and we went back to the original Woodward mechanical governor.
Never sailed with a Doxford, but did have the honour (??) as a cadet in SSMTC (as was, now South Tyneside College) of starting the single unit prototype Doxford donated by the works to the college.
@@mrdunns3338 There was a "Barred speed " setting in the governor probably needed adjusting. After Servodyne I went onto Heinzmann to develop their range of analogue governors, working at home from 1979 to 1984 and then setting up Heinzmann UK Ltd
Sailed on a Doxford with Servodyne controls in the late1970’s it wasn’t a great success.
@@grahamc887 Thanks for your comment. I can't really remember now how good/bad the governor was. At that time I was just doing as I was told during the development. When Servodyne went bust I started work for Heinzmann in 1979, initially working from home developing electronic governors. I retired aged 70, eight years ago.
Yes I think I worked on this one. Just a cadet. Can't be sure lost my discharge book. Definitely the Forth and I Ivybank. Andrew Weir were pretty good to us.
Excellent, same engine as the Bibby Line Warwickshire I sailed on - a happy ship. I miss those days!
newhavenneil
The Clydebank at the time (97-ish) was still an Andrew Weir/Bibbyline vessel.
97?????? 87 surely? or even 79? I left the Warwickshire in 79 IIRC when she was sold to the Greeks. She was a happy ship.
newhavenneil Nope...definitely the late 90's... 😂
Might even have been as late as 1998. I left Andrew Weir October '98, but I'd have to look out my Discharge Book to remind myself if it was the Clydebank or the Forthbank I sailed in last.
newhavenneil I sailed on her in 96
Thank God I have never got entangled with repair of that monster. Overcomplicated construction
Casspir Mk6 Actually, they were deceptively simple and very easy to work on (very accessible injectors and start valves, open camshaft and no electronics interfering). I've worked on many later engines (B&W, MAN, Wartsila Sulzer, etc) that were a nightmare to work on, mainly due to packaging constraints. These Doxfords were huge and maybe a bit cumbersome, but a joy to work on!
But a huge improvement with the heavy top beam and telescope pipes for the coolingwater to the top piston, compared with the original design with rubber hoses.
@@DubStuI’been working on same array of MEs, each one (except old terrible classic MAN) had cons and pros. My last 10 years ME-Electronic beat them all in all aspects.
How did it work may I ask???
Two pistons per cylinder; a lower one operating exactly like any conventional engine, but then an upper piston connected to the crank by two rods (the upper nuts for which can be seen on either side of the pistons in the video) so three crank throws per cylinder. Air entered the cylinder via scavenge ports uncovered by the lower piston. The pistons would converge in the centre of the cylinder where the fuel was then injected and combustion would force the pistons apart. Exhaust gases would then leave the cylinder via ports uncovered by the upper piston. The upper pistons were water cooled, but had to also have a compressed air feed into the cooling pocket to prevent water hammer in the piston; the three “telescopic” pipes for coolant in and out, and air in can be seen at the rear of the pistons in the video.
Overall a fairly powerful engine for its size.
How did it work? Excellently like all well maintained Doxfords. Good engines.
They were Engines !!!!!!!!🙂