Thread: Photos of big machining processes at Doxford & Sons c1950s

Manoeuvringstand DOXFORD ENGINES with NEM-STOP



Operating handles from left to right:

1) Electric starter for “fuel priming pump” during manoeuvring (X)
2) Fuel pressure regulating handle during normal running with fine adjustment (600 Bar)
3) Handle for starting air
4) Speed handle for regulating revolutions.
5) Reversing handle to change the forward camshaft for Ahead and Astern
6) Nem-Stop handle for fast stopping of the engine by de-compression and no starting air used so no cold starting air on cylinders and pistons.
7) Telegraph handle (not on the picture)

NEM Stop was only used in an absolute emergency and when it was, the engine would eventually stop and the normal procedure of starting Ahead and Astern would prevail.
All NEM Stop was doing was to reduce the compression in the relevant cylinders in order to prevent the expanding gas giving impetus to the pistons and hence continue assisting the engine to run.

Regards
Alfons
Naamloos document

Timed CYLINDER LUBRICATION on DOXFORD "J-Type" Engines

LOWER PISTON



http://users.telenet.be/doxford-matters/

Timed CYLINDER LUBRICATION on DOXFORD "J-Type" Engines

UPPER PISTON


Alfons
index doxford site

Severe DOXFORD Damages (A. VERHEIJDEN)

SEVERE DOXFORD DAMAGES

MARINE ENGINEERING BOOK (G.L. CHAKRABORTY)

PAGE-3

Alfons

AN OLD NOTEBOOK FROM 1920



1st built DOXFORD ENGINE : 4L580, stoke 2 x 1160 mm, 3000 IHP, 77 revs./min.
(Equal piston strokes = 1160 mm = “L” Type DOXFORD)

“mv YNGAREN”, for Swedish Owner: CARLSSON, Homeport GOTEBORG

Launched 28 September 1920, Trial 14 June 1921, DOXFORD Yard no: 549

SUNK BY THE JAPANESE JULY 1942

Regards
Alfons
index doxford site

Unfortunately Doxford suffered also from engine damages as other engine builders.

* Broken crankshafts


* Broken Chain
* Broken Camshaft
* Broken Yoke (Transverse beam)
* Broken Bolts

DOXFORD FAILURES

Regards
Alfons

A broken transverse beam or Yoke from the mv VASSILIKI



Tested after repairs



Some more accidents
MORE ACCIDENTS

Regards
Alfons

CRANKSHAFT DAMAGE, DOXFORD Type; 75 LBD6LS : mv GEESTEMÜNDE







Regards
Alfons

Naamloos document

I was scrolling through this book on archive.org and found a photo of a ship with a doxford engine and also an engine photo
Motor boats, a review of the development and construction of marine motors and motor boats, their advantages and their future scope : Strickland, Frederic : Free Download & Streaming : Internet Archive
Incase the page link gives problems I have copied the pictures below
Motor boats, a review of the development and construction of marine motors and motor boats, their advantages and their future scope
Engine Description
http://archive.org/stream/motorboats.../mode/1upPhoto
Engine Photo
Motor boats, a review of the development and construction of marine motors and motor boats, their advantages and their future scope

Regards,
Jim

ANOTHER OLD TIMER the “QSMS DOMINION MONARCH”

With 4 DOXFORD ENGINES, each with 5 cylinders, make 20 upper pistons going up and down

.



Regards
Alfons
index doxford site

PARTICULARS “ QSMV DOMINION MONARCH”



Life time of the ship 23 years (1939-1962)



Note : All manoeuvring stands on the free end of the engines

Alfons
DOXFORD WEBSITE

Some pictures of the Dominion Monarch during Dry-Docking at WILTON-FIJENOORD, Rotterdam, NOVEMBER 1954
.
.
On the background (bottom right)on the river the Dutch Passenger Liner “NIEUW AMSTERDAM”

Regards
Alfons
index doxford site

HORTEN-DOXFORD ENGINES built in NORWAY

The shipyard LOGO:



http://users.telenet.be/doxford-matt...n%20NORWAY.pdf

Regards
Alfons

index doxford site

This may redundant, but why is Doxford's not in operation today? Obviously much beautiful British craftsmanship, appears to be efficient thought put into their processes in the plant. It would have been an honor to be employed as a machinist in that factory.

Originally Posted by BridgeportinD2

This may redundant, but why is Doxford's not in operation today? Obviously much beautiful British craftsmanship, appears to be efficient thought put into their processes in the plant. It would have been an honor to be employed as a machinist in that factory.

Hi
A very few DOXFORD’s are still in operation today f.i. the “ex Port Sydney, the PIONEER and the CANADIAN NAVIGATOR
Last DOXFORD was built in 1980 for mv PIONEER

Doxford lost the engine battle because:
* The construction of the engine as a whole is not suitable for big engine powers, demanding more than 100.000HP nowadays.
* To many moving parts, which means a lot of maintenance, which needs many engineers and nowadays big container ships has sometimes only 13 crew members on board
* In the past this engine was suitable for general cargo ships, power needed 4000-8000HP, many days in port for maintenance
Kind regards
Alfons
index doxford site

Some YouTube Video's

Doxford Engines ex PORT SYDNEY, still in service as a passenger liner
Doxford Engines-Port Sydney - YouTube

Canadian Navigator with a “J” Type DOXFORD
DOXFORD 1967 (Ship: Canadian Navigator) - YouTube

The last built Doxford in 1980, still in service, also “J” Type
THE LAST DOXFORD DIESEL - YouTube

The 9 cylinder “J” Type Doxford
DOXFORD OPPOSED PISTON ENGINE - YouTube

Wilton-Fijenoord Doxford
WILTON-FIJENOORD DOXFORD ENGINE - YouTube

L.S.

Who knows more about the severe accident with the DOXFORD ENGINE on this SHELL Tanker AMASTRA

Main engine 6cyl Hawthorn Leslie Doxford LBD giving 7,500 bhp at 112rpm in service
Max bhp 8,000 at 115rpm Bore 650mm
Three lever driven scavenge pumps and two Brown, Boveri turbo blowers.
Cylinder jackets, upper pistons and supercharge blower housings cooled by distilled water
Lower pistons cooled by lub oil.
Main engine operated at all time using heavy oil. (HVF)




Awaiting your answers
Regards
Alfons
index doxford site

Interesting Sites

DOXFORD

and this

OPPOSED PISTON ENGINES

Regards
Alfons
My Own DOXFORD Site

The “DOXFORD OPPOSED PISTON OIL ENGINE” evolution /Highlights

1911 Began development of a marine diesel engine under the engineer K. O. Keller.

1912 First experimental engine ready, but NOT an Opposed Piston Type! ,bore 495 mm, stroke 940 mm ,250 BHP at 130 rpm.
Abandoned after 1 month test.

1913 First opposed-piston engine was built, under the guidance of Mr. Keller assisted by Mr. W. H. Purdie .
Test of this engine commenced in July 1914 on November and December 1914, 35 days under full power supervised by Lloyd’s Regeister

1914-1918 Development of a Test Engine for Submarines, and for the first time difference in piston stroke, upper piston 330 mm, lower piston 390 mm, Cylinder diameter 370 mm, 450 BHP at 360 revs/min.
Not built for commercial purposes!

1916 F.O. with Air injection abandoned, from now on Solid Injection.


1921 "L" type, upper and lower piston stroke the same (1160 +1160 mm) First Ship with a DOXFORD Engine mv YNGAREN,
Type: 58 L4

1923 First License to “SUN SHIPBUILDING & DRY DOCK Co”, Chester Pa, U.S.A.

1926 "LB" type "B" stands for Balanced ! (980+1340) or ( 950+ 1300)


From 1946-66 the Pallion Yard of Doxford completed 123 ships, with 23 of these being tankers. The Doxford main 3-cylinder oil engine was licensed around the world and was one of the most popular diesel engines in the world.

Ms LYLEPARK, 1951, with a 3 cylinder Rowan Doxford was the first British
Tramp-Ship to use HFO, before the diaphragm Engine = LB

August 1954 : N.E.M. STOP (Emergency Stop ,with braking effect) on
ms British Vision from “British Tanker Co”, NEM- DOXFORD Type: 670LB6, 6800 HP at 119 r.p.m.


December 1954: ms BRITISSH ESCORT was re-engined with a 3 Legged Doxford as a TEST ENGINE with TURBO CHARGING + piston scavenging pump.
(Ship built as EMPIRE MACCABE in 1943)

The first LBD was put in the mt SHEAF HOLME (May 1955)
1956 "LBD" Type became Standard for all Doxford ship’s, "D" stands for Diaphragm, to separate the cylinder from the crankcase for not contaminating the Lubricating oil.

February 1957: First Ship purpose built with Turbocharging:, Completion 2/57, (ms Egori from Elder Dempster Lines) with a Scott’s Doxford with Turbo charging, 76LBD6S, with 3 lever driven scavenge pump, 8000BHP at 116 rev./min. B.E.M.P., 91.2 p.s.i. ,(smaller piston diameter as usual)

First with Turbo blowers the Tanker SPINANGER, Completion 2/58, Doxford 65LBD “S”6, Stroke 2.320mm, 8.000Hp, 115rpm/min. with 3 lever driven scavenging pumps.

The first with Turboblower and no scavenge pumps was “mt THIRLBY ”,Completion 10/58

1954: 1 Cylinder test Engine of the “P” Type and developed over a period of 3 years
The production of a 6 cylinder commenced in 1958
This proto type was run for an extended period on Shop Test during which time its advantages were demonstrated to Ship Owners and technical representatives of the Marine profession.

1961 "P" Type
(First ship with “P” Type DOXFORD ENGINE was the mv MONTANA, 20,000-ton d.w.c. Tanker with a 6 cylinder, 10,800 b.h.p.
Built by Sir James Laing and Sons, Ltd, Sunderland for A/S Tanktransport (Thorvald Berg of Tonsberg, Norway)
Now 28 Engines are on Order


1965 "J" Type (Test Bed Trials started in December 1963)
Bore of 760mm and a stroke of2,180mm, running at 115 rev/min, developing 22,500bhp

First 'J'(76J9) .NORTH SANDS bt.1965.
1970-1975 Started assembly of the prototype Seahorse in a joint venture between Doxford and Hawthorn's Leslie (Engineers) Ltd of Tyneside.
Seahorse engine achieved a remarkable power output of 2,500 horsepower (1850 kW) per cylinderWhile no Seahorse engines were ever built commercially, many of the design features were incorporated later in the 58JS3 engines. In fact the 58JS3 was more or less a slow speed Seahorse.


1966 The large 9-cylinder Doxford "J" oil engine of 30,000 bhp, the first of its type, was fitted into the tanker North Sands. This was done by the North Sands yard and was a precursor to a full merger of the yards.

1970-1976 DOXFORD-HAWTHORN SEAHORSE :

Seahorse engine achieved a remarkable power output of 2,500 horsepower (1850 kW) per cylinder
No Seahorse engines were ever built commercially, many of the design features were incorporated later in the 58JS3 engines. In fact the 58JS3 was more or less a slow speed Seahorse


1980: Last Doxford Engine built Type : 76J4
1980 The last Doxford oil engine was installed on the bulker Canadian Pioneer. The engine was no longer popular and the Pallion Engineering Works became a spare-part supplier only.

1988 The yards closed when the Government pulled the plug on further funding
Regards
Alfons

Originally Posted by Peter S

Asquith,
(b) Fullagar, my favourite of all these designs, however I don't know of anyone else who agrees! This design seems to get panned by all, however it is a clever design which manages to use one crank pin per cylinder, yet with opposed pistons. The secret is those diagonal rods which connect the lower crossheads of one side to the upper crossheads of the other side. So cylinders always need to be added in pairs, and the crankshafts are forged in 180 degree pairs as well. The upper crosshead acts as a scavenging pump. One of these engines (blast injection) ran in NZ until the 1970's generating power, it is preserved in Napier. I think there are surviviors in Egypt as well, posibly water pumping engines.
.

Peter,Asquith,

The worst for ship's propulsion is the Fullagar.
Can only be built in multiples of 2 cylinders and adjacent cranks are at 180 degrees to each other, so that the out of balance couples of a four cylinder engine would have been very large and, therefore, such an engine could probably ONLY have been built for marine purposes in six and eight cylinders
Thus a large number of bores have been required to cover a range of powers.

Again the exhaust piston could not be given a LEAD which is essential on a turbocharged engine to evacuate the exhaust gasses

It had a very bad reputation for marine service in the 1920's and there was a considerable sales resistance to overcome in putting SUCH A DESIGN on the market
The mv Brocklebank (1921) was re-engined, because the Fullagar engine had much cylinder wear and problems with the oil cooling in the tropics
Advantage: The simplest crankshaft from all opposed piston engines having, only 2 cranks for 2 cylinders

I prefer the DOXFORD
Kind regards
Alfons

Originally Posted by Skilly56

Hi Alfons,
Re the crosshead leathers - I thought they were on the Doxfords - recall they were about 2'6' diameter, maybe a bit larger. I may well be wrong on the engine type, but they were located on either side of the crosshead, and centred on the exhaust piston/c'head centreline, & held in the oil for the pin lubrication. The leather was about quarter inch thick, and had between 15 - 20 stud holes punched out around the perimeter. As an apprentice I made quite a few of them. Seem to recall they were used on the engines in Aranda/Awara/Akaroa as well (the 3 white sisters).
Cheers
Tony

Tony,
Sorry, but I think that what you mean by "crosshead leathers"

I was confused with the word "crosshead", but I think that you mean the center pin bearing from the upper piston
Indeed they have 4 rubber rings in grooves, 2 on each side

Lubrication could be with grease or with oil
With grease only at "stand still" of the engine!

This is a drawing , is that what you mean?



If you look at the picture, than you see that the bearings differs 1 mm in diameter, just for easy mounting

Kind Regards
Alfons