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Discussion Starter · #1 ·
As an ex Brocklebank Engineer who left the sea before the Brocklebank/Cunard tie up I am looking for information as to with what engines the following Brock's ships were fitted, ie steam turbine or make of Diesel. Any information would be most welcome.
Mahronda 1V (Saxonia)
Malancha 111 (Alaunia)
Manaar 1V (Port Chalmers)
Manipur 1V (Ivernia)
Masirah 111 (Port Alfred)
Matangi (Port St. Lawrence)
Matra 1V (Port Caroline)

Stuart Smith
 

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Manaar ( Port Chalmers) 2-6 cyl Sulzers; Masirah ( Port Alfred) 7-cyl B & W;
Matangi (Port St Lawrence) 7-cyl B & W; Matra (Port Caroline)2-6-cyl Sulzer
Manipur (Ivernia) 7-cyl Sulzer; Mahronda (Saxonia) as Ivernia
All grease driven engines I am afraid.
Hope that helps
 

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Hi Stuart,
Malancha 111 (Alaunia)
It's many moons ago, but I remember that the Alaunia had an HP / LP Steam Turbine, Impulse, I think, and had quite a few 'Admiralty' nozzles that were sealed, but were occassionaly 'used' when the Chief had some bunkers 'in the bag', and we really wanted to be home on time. (i.e Christmas 1966). I'll see if I have a note anywhere on who was the manufacturer... The Saxonia and Ivernia were Sulzer 7-RD68's from 'changing liners at sea' memory... (The sort of occasion when us Deckies' were welcomed down below)
 

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Discussion Starter · #5 ·
Yes, would be interested in info on Malancha engines, and brings back memories of having to change a crosshead in mid Atlantic while on Mahout. It was all hands to the pumps, so to speak.
 

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Stuart Smith said:
Yes, would be interested in info on Malancha engines, and brings back memories of having to change a crosshead in mid Atlantic while on Mahout. It was all hands to the pumps, so to speak.
Would be interested re cross head problem (mid atlantic} We carried out cross head surveys on the Mahout early in 1969 during the longshoremens strike in Savannah. C/E Jimmy Grant 2/E Jim Wort. We had to borrow gear from the Makrana bearthed alongside. Not a good experience I remember it well................John G
 

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Jimmy Grant

Jimmy was CH Eng. on my last trip as 3rd on Matra Feb. 1961.
Nice lad, no great fuss about anything provided you knew what you were doing.
Not displeased either when we found our way into the cargo of 1,200 tons of prime Malt ex-Glasgow-New York, our bar bills were negilible, who wants to drink cans of beer when the nectar was flowing.
 

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Discussion Starter · #10 · (Edited)
Dear John G
The Cross Head problem came on Mahout's 2nd voyage and also my 2nd deep sea. It was April 1964 and we were mid Atlantic heading for Wilmington. The weather was non too good with a very heavy swell running, not being a deckie the correct terms escape me. Anyway I seem to remember it was on the morning 8 to 12 and I'm abed as one should be when the alarm went, meaning "get your a***e down here quick". On arrival in the engine room we found main engine stopped and everyone running around in a panic. Well that's how it seemed to me, just a second trip apprentice. My buddy Dennis Henshaw, also a member of this site, was also on his 2nd deep sea and can verify these facts and maybe even add to them if there is something I have forgotten.
Anyway it was suspected that a crosshead had gone on, I think, No 5 cylinder.
Even the chief was down there, that's how serious it was and we were told that the skipper would have to keep the bow pointed into the wind and sea until we could fix the problem. Again I probably got the terminology wrong.
We were split up into teams, and while one was taking off the cylinder head with the purpose of lifting out or supporting, I can't remember which, the piston and piston rod, Dennis and I undid the dog clamps on the crankcase door of the offending cylinder.
It was our job to undo the big end bearing nuts and bolts and extract the bottom end shell. When we got the door open the heat coming out from the lower end compartment was incredible and we couldn't see anything for a mist of hot fine lub oil particles. In we went armed with the big flat ring spanner and sledge hammer and after supporting the lower half of the bearing began to undo the nuts, one of us holding the spanner in place while the other swung the hammer. All this while we were trying to keep our balance on hot, extremely slippy surfaces and with the ship motion very erratic.
The rest is a bit vague as to what had exactly broken, it was one of the crossheads guides or xhead bearing that had gone. I also can't remember how long it took but I do know that we did a good job and were thanked by the old man for it.
The memory and taste of the heat and oil mist in that crankcase will stay with me forever.
If you read this Dennis, is there anything that I have missed?

Stuart
 

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Stuart Smith said:
Dear John G
The Cross Head problem came on Mahout's 2nd voyage and also my 2nd deep sea. It was April 1964 and we were mid Atlantic heading for Wilmington. The weather was non too good with a very heavy swell running, not being a deckie the correct terms escape me. Anyway I seem to remember it was on the morning 8 to 12 and I'm abed as one should be when the alarm went, meaning "get your a***e down here quick". On arrival in the engine room we found main engine stopped and everyone running around in a panic. Well that's how it seemed to me, just a second trip apprentice. My buddy Dennis Henshaw, also a member of this site, was also on his 2nd deep sea and can verify these facts and maybe even add to them if there is something I have forgotten.
Anyway it was suspected that a crosshead had gone on, I think, No 5 cylinder.
Even the chief was down there, that's how serious it was and we were told that the skipper would have to keep the bow pointed into the wind and sea until we could fix the problem. Again I probably got the terminology wrong.
We were split up into teams, and while one was taking off the cylinder head with the purpose of lifting out or supporting, I can't remember which, the piston and piston rod, Dennis and I undid the dog clamps on the crankcase door of the offending cylinder.
It was our job to undo the big end bearing nuts and bolts and extract the bottom end shell. When we got the door open the heat coming out from the lower end compartment was incredible and we couldn't see anything for a mist of hot fine lub oil particles. In we went armed with the big flat ring spanner and sledge hammer and after supporting the lower half of the bearing began to undo the nuts, one of us holding the spanner in place while the other swung the hammer. All this while we were trying to keep our balance on hot, extremely slippy surfaces and with the ship motion very erratic.
The rest is a bit vague as to what had exactly broken, it was one of the crossheads guides or xhead bearing that had gone. I also can't remember how long it took but I do know that we did a good job and were thanked by the old man for it.
The memory and taste of the heat and oil mist in that crankcase will stay with me forever.
If you read this Dennis, is there anything that I have missed?

Stuart
Thanks for that Stuart I finally caught up with your reply....I guess those planks which fitted perfectly in the crankcase just below the crosshead/piston nut must have been quite new at that time. Q. Did you do the dry dock on her in Birkenhead around that time ? Was at college in Birkenhead at the time and got a saturday tour by an apprentice who gave us all the info on the company rules regarding alchohol etc !!!...john g
 

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Discussion Starter · #13 ·
John

I paid off Mahout in London on return from deep sea around May 16th 1964 and went on leave before joining Makrana for deep sea. The only dry dock I experienced was with Makrana but it was in Govan Dry Dock. That was very handy for me as my father was from Govan and I had many relations still living there at that time.
I hope that the apprentice gave you the correct slant on company rules regarding booze for app's:-
You could drink as much as you wanted when coming off watch and up to and including 9 cans before going on watch provided you could do the rapid descent of engine room ladders (not touching stair treads between top and bottom plates) without falling flat on your face at the feet of the 3rd Engineer on the control platform. !!!! I think not.
Dennis Henshaw and myself had to wait until our third trip (Makrana) before we were allowed to drink beer. The 2nd (name escapes me but was a Welshman) allowed us to buy 2 cans per day and we were monitored as to our conduct with alcohol. At this time Dennis was just short of his 21st birthday!
We used to suppliment this allowance with cans of ginger beer mixed with the beer so that it seemed to go twice as far.
Certainly on our first two trips I do not remember being allowed to buy/drink beer in any form. On odd occasions a sympathetic Leckie or Chippy would slip us a free beer, especially after a gruelling day spent working with the said benifactor.
Even after all this "hardship" I wouldn't swop my experiences with Brocks for all the tea in China.
Stuart (Thumb)
 

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Alaunia (Malancha) Andania (Macharda)

japottinger said:
Alaunia was built by WM. Hamilton for Cunard, and had turbines built by David Rowan
Of same vintage as Mangla and Mathura and by same builder and engine builder. Andania and Alaunia were slightly smaller in tonnage and overall length than the Brock pair but were faster and more powerfull with output of 10,000 shp as opposed to Mangla/Mathura's 7250 shp.
That said I believe the Brock pair to be technically superior. eg the two Cunarders still had d.c power by 4 Ruston generators. The a.c Mangla/Mathura had 3 Allen diesels and a Brotherhood back pressure type turbo-alternator for use at sea. All had similar Foster Wheeler ESD boilers.
During my time as a Weir apprentice I worked on both Andania and Mangla and at that impressionable age preferred the machinery layout of the latter.

Jim S
 

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Slow response as I've just seen your post, but I took the Alaunia, or Malancha as she then was on her last voyare as a Cunard-Brock vessel, handing over to the Malaysians in Rotterdam. She became the Humi Nasita and they had the new name painted on her by the time I'd paid-off on 19th May 1971.

Having sailed on the Mangla as well I'd agree with everything you say, although mine's a deckies perspective!
 

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Mike
Just registered and found your posts on the site. Would you allow a Port Line and Camel hand to buy you a catch up drink or 3?
Regards
Steve Cameron
 

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frank butler.

Steve Cameron im new to the SN site caught your name whilst trawling missed you in the meley at Vintage Port see you next year .regards.
 

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Dear John G
The Cross Head problem came on Mahout's 2nd voyage and also my 2nd deep sea. It was April 1964 and we were mid Atlantic heading for Wilmington. The weather was non too good with a very heavy swell running, not being a deckie the correct terms escape me. Anyway I seem to remember it was on the morning 8 to 12 and I'm abed as one should be when the alarm went, meaning "get your a***e down here quick". On arrival in the engine room we found main engine stopped and everyone running around in a panic. Well that's how it seemed to me, just a second trip apprentice. My buddy Dennis Henshaw, also a member of this site, was also on his 2nd deep sea and can verify these facts and maybe even add to them if there is something I have forgotten.
Anyway it was suspected that a crosshead had gone on, I think, No 5 cylinder.
Even the chief was down there, that's how serious it was and we were told that the skipper would have to keep the bow pointed into the wind and sea until we could fix the problem. Again I probably got the terminology wrong.
We were split up into teams, and while one was taking off the cylinder head with the purpose of lifting out or supporting, I can't remember which, the piston and piston rod, Dennis and I undid the dog clamps on the crankcase door of the offending cylinder.
It was our job to undo the big end bearing nuts and bolts and extract the bottom end shell. When we got the door open the heat coming out from the lower end compartment was incredible and we couldn't see anything for a mist of hot fine lub oil particles. In we went armed with the big flat ring spanner and sledge hammer and after supporting the lower half of the bearing began to undo the nuts, one of us holding the spanner in place while the other swung the hammer. All this while we were trying to keep our balance on hot, extremely slippy surfaces and with the ship motion very erratic.
The rest is a bit vague as to what had exactly broken, it was one of the crossheads guides or xhead bearing that had gone. I also can't remember how long it took but I do know that we did a good job and were thanked by the old man for it.
The memory and taste of the heat and oil mist in that crankcase will stay with me forever.
If you read this Dennis, is there anything that I have missed?

Stuart
Stuart ;
I may be missing something ? but how could the skipper keep the bow pointing into the wind until you fixed the engine when he had now power ? Sails perhaps .
Derek
 

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The name Paddy Jackson brings good memories. He was a real gent and his wife who was from near Caernarfon was a nice lady too. Paddy was Mate on the Malakand (2) when I was uncertificated 4th Mate at the very end of ww2 or immediately after.
(Correction - acording to my discharge book it was Matheran and it was Oct 1945 to April 46)
 
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