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a Lubricating Steam Cylinders (Continued from Page 33) of the excess oil passes to the boilers. By correctly applying the proper grade of cylinder oil for specific oper- ating conditions, efficient lubrication of all working parts is at all times assured without risk of boiler damage. In fact the oil feed is minutely controlled to suit the individual job, so that there is no chance of the oil reaching the boilers, and maximum operating econ- omy is thus obtained. By injecting the special cylinder oil into the main steam pipe about six feet from the throttle valve through an atomizer (Fig. 6) the velocity of the steam breaks up the oil and the steam is impregnated with just enough oil to provide efficient lubrication for valves, cylinders and piston rings. A mechanical lubricator worked by the engine indicator gear or valve gear injects the oil into the steam line through the atomizer. This lubricator can be adjusted minutely for consistent drop by drop oil feed. Referring to A, Fig. 5, it can easily be seen that far more oil will be required for any engine without the atomizer B, Fig. 5. On a large transatlantic-triple screw vessel with 21,000 horsepower, equipped with twin 4-cylinder triple expansion engines of 7000 horsepower each ex- hausting into a low pressure turbine of 7000 horsepower, driving the center propeller, much trouble was experi- enced with excessive wear of high- pressure piston rings (Ramsbottom type, Fig. 2). This trouble was so severe that it was necessary to renew the rings after each Atlantic crossing. The superintendent engineer and chief engineer in analyzing the situation came to the conclusion that the trouble was due to dirty steam. Separators were installed in each boiler, but still the rings had to be renewed each trip at New York and Antwerp. Different type rings made of differ- ent material, including one set made of monel metal, were tried but did not alleviate the excessive wear. The monel metal rings scored the liner, necessitating reboring. At this junc- ture the ring trouble was considered a necessary evil, which was not only ex- pensive in piston ring renewals and high fuel consumption, but extremely hard on the engineering staff who shouldered the work of removing cyl- inder covers and renewing rings in addition to overhauling piston rod me- tallic packing each trip, as the packing could not be kept tight with the pul- verized ring material working on the piston rods. A study of the conditions on this ship was finally made having correct lubrication in mind, and it was found that operating conditions warranted special consideration. The boiler work- ing pressure is 210 pounds per square inch without superheat. Separators were installed in each boiler. Separa- tors were already installed in both main steam lines between main steam 58 stop valves and throttle valves. While the separators in the boilers did not minimize the trouble, it was safe to assume that no abrasive material was being taken over into the engine with the steam to cause the abnormal ring wear. It was obvious that piston rings were making metallic contact with the cylinder walls which quickly ruined them. The separators in the main steam lines were so efficient that the steam entering the high pressure valves and cylinders was very dry or approaching a superheated condition which permitted mechanical friction of the rings on the cylinder walls to de- stroy the rings. The real problem was to introduce and maintain a suitable film of lubricant on the cylinder walls, and internal lubrication in the manner described above was suggested. The chief engineer was skeptical about introducing cylinder oil into the valves and cylinders, as he felt that while the ring trouble might be over- come the cylinder oil would go over with the reciprocating engines’ exhaust steam into the low pressure turbine, adhering to the turbine blading and greatly reducing the turbine efficiency, in addition to the posibility of some cylinder oil reaching the boilers. So the chief engineer was advised to in- ject a special cylinder oil into the main steam lines. These suggestions were carried out and in a period of nearly two years’ operation there has been but one piston ring renewal and no cyl- inder oil has accumulated in the low pressure turbine let alone reaching the boilers. This vessel makes a world cruise annually and her experience empha- sizes the absolute necessity of cylinder lubrication. While enroute from New York to San Francisco, on a world cruise the mechanical lubricator on the starboard engine became disabled for a few days and on arrival at San Francisco the high pressure piston rings in this engine had to be renewed. On the first world cruise after effi- cient cylinder lubrication was provided the vessel steamed six hundred miles more than on the previous cruise with reduced fuel consumption of 350 tons and reduced repairs to the extent of six complete sets of high pressure pis- ton rings in each engine. Cylinder oil consumption per day (24 hours) is less than one quart per engine which is less than with the method of swab- bing rods and valve stems. Every engineer knows what greatly reduced operating efficiency would have been experienced on this vessel had piston rings been discarded and hoods or plug pistons installed to eliminate ring trouble. The marine superintendent of one of the large steamship companies found persistent piston ring trouble on one. of the line’s twin screw vessels. An inspection was made and the internal system of cylinder oil application with special cylinder oil was recommended. In this connection it may be said that MARINE REVIEw—September, 1931 special oil is absolutely necessary for different installations and operating conditions to permit minimum feeds. He immediately was alarmed about getting oil into the boilers, but some- thing had to be done and the recom- mendations were accepted. The piston ring trouble was completely overcome without any oil in the boilers and the fuel consumption on the cylinder lu- bricated ship has been found to be far less than on a sister ship with exactly similar main engines and auxiliary machinery. Obviously efficient inter- nal cylinder lubrication is the only reason for lower fuel consumption on the economical ship and the inefficient vessel was immediately equipped in the same manner. Transatlantic Lines Cut Passenger Fares The new low transatlantic passen- ger rates which became effective on Aug. 17 enable the traveler to go from New York to Europe for $73 third class and $155 first class. The west- bound rates become effective Oct. 1. Under the new rulings the winter season begins Aug. 1 eastbound and Oct. 1 westbound. The “intermediate” period between the winter and sum- mer seasons has been eliminated. The new rates do not affect the second- class fares but it is said these will be reduced by elimination of supple- mentary charges. : The following list shows the mini- mum first-class fares on_ thirty-six transatlantic liners between New York and Europe. : Winter Summer WrCMION Soc cco eaek $260.00 $287.50 EHS 8 7 a 2 Re Moreen aR ar 260.00 287.50 Isle de France ............ 250.00 275.00 Empress of Britain.... 250.00 275.00 PCW Oe a ee 250.00 275.00 Berengarian 5k. ca. 250.00 275.00 Maiestic <2. 250.00 275.00 Olympic oe Se 245.00 270.00 Meviathanas soos 240.00 265.00 Mauretania 2.3.40.5<. 235.00 260.00 Paving ccs Wie eee ae 230.00 252.00 Colunibus 2 ee 225.00 247.50 FIOMCLIC = Si. es 210.00 232.50 EYaNCe os. eee 200.00 220.00 NOES A ELE U6) 0 Po Reber MeRienieonisy pees ee 200.00 220.00 Villeanigg 200.00 220.00 Statendam 6.05.22 200.00 220.00 Albert Ballin <....2:.25 195.00 215.00 Deutschland .5...2 54 195.00 215.00 Blanvoure st 195.00 215.00 ING@W “YORK =e 195.00 215.00 Belgenland: <.ocn. 187.50 207.50 Empress of Austria.... 185.00 205.00 Rehance 2 185.00 205.00 ReSOMITe Hoy a ce 185.00 205.00 Rotterdam... 7... 180.00 200.00 Empress of France.... 177.50 197.50 Gripsholm oi 22-35. = 177.50 197.60 Kunesholm 3. 177.50 197.50 Caledonia: 2 22 165.00 182.50 ‘Transyvivania. oo 2:-*- 165.00 182.50 Minnetonika 2). 32 165.00 182.50 Minnewaska i ace 165.00 182.50 Nieuw Amsterdam .... 155.00 172.50 NOGRGAIM 0. <cc..cs8.cic. ous 155.00 172.50 Volendam: 44.60. 4..3< 155.00 172.50 J. G. Campazzie was recently ap- pointed vice president, directing sales, of the Headley Emulsified Products Co., Franklin Trust building, Phila- delphia. 2 : : : ¥ 3 3 : 4