Mike, aka Mike Majlak, a self-proclaimed "social lubricator," has become a fixture in the Logan Paul universe — officially as a moral compass for the impulsive YouTuber, but more frequently as an accomplice for his antics.
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This type of hydrostatic displacement lubricator was made by the Detroit Lubricator Company of the USA. A British patent was granted in 1911 and this lubricator was then manufactured by the Vacuum Oil Company (later Mobil Oil) as the British Detroit Lubricator.Steam Locomotive Lubrication its Development and Practice, Peter W.Skellon 1997, MIC Publications This lubricator was commonly made with either 3,4 or 5 feeds, the center feed on the odd numbered lubricators was often used for supplying oil to the steam end of Westinghouse Air compressors. The one piece lubricator body is a gunmetal casting and incorporates the condensing chamber, the oil reservoir and the sight glasses.
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There are various types of automatic lubricator, which include various designs of displacement, hydrostatic and mechanical lubricators.
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Wakefield displacement lubricator mounted on a locomotive boiler backplate This was patented by Charles Wakefield in the 1890s.
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The Roscoe type lubricator improved the situation by providing a valve with which to regulate the flow of steam and hence lubricant. Setting the valve correctly required experience and depended on the speed of the train. The Roscoe lubricator was invented by James Roscoe in 1862 and patented in British Patent 1337. It incorporated two improvements over the original Ramsbottom type, the ability to control the quantity of steam which entered the lubricator, via a control valve, and the addition of an air filled chamber within the oil reservoir.
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Patent drawing of the original Midland Railway version of the Silverton mechanical lubricator as reproduced in the December 1911 issue of 'The Engineer' magazine.The Silvertown lubricator was designed and developed by the Midland Railway in 1911 and from 1922 was commercially available from Gresham and Craven. This style of mechanical lubricator was used by the London, Midland and Scottish Railway and latter by British Rail, as well as by the various UK private locomotive builders for export overseas. Commonly 2 lubricators were fitted, one for lubricating the cylinders and the second for lubricating the axleboxes.
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Nathan mechanical lubricator fitted to South Maitland Railway ten class loco No.18 in preservation.The Friedmann system of mechanical lubricators included the DV & FSA type lubricators. This style of mechanical lubricator was designed & produced by Alex Friedmann KG of Austria. The DV type were then made under licence by in the US by the Nathan Manufacturing Co. & the type DV & FSA types in the UK by Davies & Metcalfe Ltd.. Both types of lubricator are of the 'valveless' type, having no ball valves, springs or oil seals used in the operation of the pump units.
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Howes Lubricator is a manufacturer of oils, fuel additives and multi purpose lubricant. It was established in 1920 by Wendell V.C. Howes.
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Modern locomotive lubricators. The centre item is a mechanical lubricator for the cylinders, operated by the connecting lever seen below it (or by the hand wheel, for priming). The smaller one to the right is a drip-feed lubricator.An automatic lubricator, is a device fitted to a steam engine to supply lubricating oil to the cylinders and, sometimes, the bearings and axle box mountings as well.
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Later types of lubricator (from around 1887), referred to as the "sight-feed" type, allowed a sight glass to be positioned in the cab where the rate of oil feed could be observed. The displacement lubricator was a useful stop-gap but had the disadvantage that it was difficult to accurately control over the rate of oil feed and lubrication was only supplied when the engine was doing work (when a locomotive is coasting with the regulator closed, no steam is present to operate the lubricator). In the Ramsbottom type the flow of lubricant depended mainly on the weather. In cold weather the rate of feed would increase because steam would condense more rapidly.
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The valve at the top is called the swab valve and lies in the path used for well interventions like wireline and coiled tubing. For such operations, a lubricator is rigged up onto the top of the tree and the wire or coil is lowered through the lubricator, past the swab valve and into the well. This valve is typically manually operated. Some trees have a second swab valve, the two arranged one on top of the other.
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A head catcher (also called tool catcher) is a device placed at the top of the lubricator section. Should the wireline tools be forced into the top of the lubricator section, the head catcher, which looks like a small 'claw,' will clamp down on the fishing neck of the tool. This action prevents the tools from falling downhole should the line pull out of the rope socket. Pressure is applied to the head catcher to release the tools.
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A Wakefield mechanical-feed lubricator was arranged on the right-hand side running board and was operated through a lever and crank, actuated from the crosshead. Mechanical lubricators had the advantage that the rate of oil-feed was always proportional to the speed of the engine. This type of oil-feed was later superseded for the sight- feed lubricator. The engines were fitted with the Flaman speed recorder, of which the driving gear was connected to the right trailing crank pin.
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A Wakefield mechanical-feed lubricator was arranged on the right-hand side running board and was operated through a lever and crank, actuated from the crosshead. Mechanical lubricators had the advantage that the rate of oil-feed was always proportional to the speed of the engine. This type of oil feed was later superseded for the sight-feed lubricator. The engines were fitted with the Flaman speed recorder, of which the driving gear was connected to the right trailing crank pin.
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James Roscoe (1820 – 1 August 1890) of Little Hulton, Greater Manchester was an English locomotive engineer and colliery owner. He was the son of Roger Roscoe of Farnworth and his wife Eliza Grundy. He started his working life as a miner in Astley, Greater Manchester before moving to Leicester to work in the locomotive department of the Midland Railway. During his time there (in 1862) he developed and patented an automatic locomotive lubricator known as a Roscoe type lubricator (British Patent 1337, US Patent 37245).
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The lubricator is a self-contained unit with the drive mechanism fitted at one end, with the drive shaft running through the cast iron oil reservoir. The drive shaft is fitted with 2 hardened steel eccentrics which provide movement to the drive frame which runs in machined grooves in the oil reservoir. This drive frame reciprocates vertically which then drives the double acting independent oil pumps located in the oil reservoir. The lubricator is driven by a rod from the expansion link in locomotives valve gear.
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On steamships that ran their engines for days at a time, some crew members would be "oilers" whose primary duty was to continuously monitor and maintain oil boxes. Displacement lubricator for adding oil to a steam supply On steam locomotives, access would be impossible during running, so in some cases centralised mechanical lubricators were used. These devices comprised a large oil tank with a multiple-outlet pump which fed the engine's bearings through a pipe system. Lubrication of the engine's internal valves was done by adding oil to the steam supply, using a displacement lubricator.
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The rocking motion of this drive is converted to a rotary motion by a series of driving pawls contained in a clutch box. The lubricators were also fitted with a priming hand wheel on the outer face of the lubricator.
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The Wakefield mechanical lubricator was mounted further back on the 502. These locomotives were also fitted with Ross pop safety valves as built. The 1913 batch had lever safety valves changed to Ross pop type after first major overhaul after 10 years.
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8 injectors. The engine was equipped with a Nathan double-sight feed cylinder lubricator, Gresham & Craven's patent steam sanding gear and one and one Star chime no. 3 whistles. For improved accessibility, the steam chests were mounted outside the frames instead of between them.
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Castrol was founded by C.C.Wakefield in 1899, making lubricants (Wakefield lubricator) for railways. The research site opened in 1907.Castrol history The site was purchased by Castrol in 1976. In 1993 it won the Queen's Award for Technological Achievement for its Castrol Marine Cyltech 80.
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Notable non-residential buildings include the A.F. Bernot and Brothers dye works (1900–01), Gaul, Derr, and Shearer building (1911, 1915), Security Elevator factory (1925), and the Alemite Lubricator Company offices (1925). Note: This includes It was added to the National Register of Historic Places in 2002.
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A subassembly device that is bolted to the top of the BOP stack that is designed to eliminate traditional bolt-flanges to connect lubricator heads and utilize tapered-wedge and lock ring designs. This allows the same security of traditional pressure control connections but a significant time savings component.
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The Cross patent was assigned to Mid-Continent, subject to a prior exclusive license to Minneapolis-Honeywell Regulator Company (Honeywell) in the field of coal stokers. It was agreed that the patent royalty Honeywell would pay would be based on its sales of a combustion stoker control unit: an automatic electric switch responsive to temperatures of combustion gases or boiler water produced by an automatic coal fed stoker. Honeywell granted a sub-license to Detroit Lubricator Co. to make and sell combustion stoker switches and related apparatus for practicing the Cross invention. Mid-Continent, the patent owner, made no heating equipment but derived its revenue from royalties on the combustion stoker switch devices that Honeywell and Detroit Lubricator.
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Based in Aberdeen, Well Enhancer has 1,100 m2 of main deck space and offloading capability, in addition to a 150-ton multipurpose tower capable of deploying wireline, slickline and coiled tubing tools. The vessel also features kill pumps, an intervention lubricator control system and an active heave-compensated main winch.
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By 1917, there were already 5 million cars on American roads. (Inventions) As automobile ownership became more prevalent, demand for service stations to do routine maintenance on vehicles was soaring. Lincoln adapted their mine car lubricator to be used by service station mechanics. The P-25 Airline Lubrigun was introduced in 1925.
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The FSA type lubricator differs by each pump having two separate pistons to control the pumping & distribution of oil. The pistons are driven by cams on the driving shaft. The driving shaft is driven via a means of a roller ratchet assembly which converts the reciprocating motion of the operating linkage to rotary motion.
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The first, a displacement lubricator, mounted in the cab, uses a controlled stream of steam condensing into a sealed container of oil. Water from the condensed steam displaces the oil into pipes. The apparatus is usually fitted with sight-glasses to confirm the rate of supply. A later method uses a mechanical pump worked from one of the crossheads.
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Wakefield patented the Wakefield lubricator for steam engines in the 1890s. In 1899 he founded the Wakefield Oil Company, but subsequently changed its name to Castrol. The name Castrol was chosen because of the castor oil that was added to the company's lubricating oils. This title has since become a household name in the United Kingdom.
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They ride with the engine crews in the cab and are able to practice firing techniques, often on the afternoon train on a standard running day. Qualified Firemen/Locomotive Assistants and Drivers supervise these members and give tips and advice to assist the trainee. The trainees are also trained to prepare appliances such as the Detroit Lubricator and the Westinghouse Brake Pumps.
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The distance depended on the weight of the shaft and the number of pulleys. The shafts had to be kept aligned or the stress would overheat the bearings and could break the shaft. The bearings were usually friction type and had to be kept lubricated. Pulley lubricator employees were required in order to ensure that the bearings did not freeze or malfunction.
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Like most of the marine engines made by Mamod, the SEL engine lacked a lubricator and needed careful setting up to work correctly. The ME3 was in production from 1965 to 1972, by which time (and after 2,700 units) all the SEL engines that Malins Engineers had purchased at a knock-down price from J & L Randall (parent of the SEL brand) had been used up.
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Sight-glass lubricator. A needle valve adjusts the rate of flow, which may be seen as drops passing through the window beneath the glass reservoir. A total-loss oiling system is an engine lubrication system whereby oil is introduced into the engine, and then either burned or ejected overboard. Now rare in four-stroke engines, total loss oiling is still used in many two-stroke engines.
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"Wakefield" brand displacement lubricator mounted on a locomotive boiler backplate. Through the right-hand sight glass a drip of oil (travelling upwards through water) can be seen. The pistons and valves on the earliest locomotives were lubricated by the enginemen dropping a lump of tallow down the blast pipe. As speeds and distances increased, mechanisms were developed that injected thick mineral oil into the steam supply.
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This required the wheels to be overhung outside their bearing further than was usual, but this was not a problem on a light locomotive. The motion was also easily accessible for lubrication and maintenance. Because the slide valves were mounted outside of the frames, the smokebox curved outwards at the bottom to contain the steam pipes. The locos were early adopters of a Wakefield mechanical lubricator.
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The displacement lubricator was introduced in the United Kingdom in 1860 by John Ramsbottom. It operates by allowing steam to enter a closed vessel containing oil. After condensing, the water sinks to the bottom of the vessel, causing the oil to rise and overflow into delivery pipes. The oil from the delivery pipes is introduced into the steam pipe, where it is atomised and carried to the valves and cylinders.
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Lubricator is the term used for sections of pressure tested pipe that act to seal in wireline tools during pressurization. As stated it is a series of pipes that connect and it is what holds the tool string so operators can make runs in and out of the well. It has valves to bleed off pressure so that you can disconnect it from the well and work on tools, etc.
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The locomotives were built with many LMS standard features such as a self-cleaning smokebox, rocking firegrate, self-emptying ashpan, side window cab and a simplified footplate together with others which followed NCC practice, such as a water top-feed on a parallel boiler (as opposed to the taper boilers being used by the LMS at the time), Dreadnought type vacuum brake gear, Detroit sight feed cylinder lubricator and a cast number plate.
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William N. Boyd, general superintendent and chief engineer of the PH&D;, invented a wheel flange lubricator for these locomotives that was then adopted by other railroads. The #51 was retired and sold in the early 1950s. In the mid 1960s a used Alco switcher was added (ex-B&O; model S-4 #62 built in 1956). The three diesel locomotives (#52, #60, #62) remained on the railroad until it was sold in 1984.
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The second line is pressurized and the entire process is repeated lubricating the remaining lube points. Multi point direct lubricator When the controller in the pump or external controller activates the drive motor, a set of cams turns and activates individual injectors or pump elements to dispense a fixed amount of lubricant to each individual lubrication point. Systems are easy to design, direct pump to lube point without added accessories and easy to troubleshoot.
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Umney, the housekeeper, informs Mrs. Otis that the bloodstain is indeed evidence of the ghost and cannot be removed, Washington Otis, the eldest son, suggests that the stain will be removed with Pinkerton's Champion Stain Remover and Paragon Detergent. When the ghost makes his first appearance, Mr. Otis promptly gets out of bed and pragmatically offers the ghost Tammany Rising Sun Lubricator to oil his chains. Angrily the ghost throws the bottle and runs into the corridor.
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The transmission has eight ring-lubricator type bearings fed by pipes from feeders with gauge glasses visible from beneath the car. Power is transmitted from the transverse countershaft to each rear wheel by 1½ inch pitch roller chains. When necessary the complete gearbox may be removed downwards. ;Gearbox Four forward speeds separate lever for reverse ;Brakes The foot pedal operates by rod a transmission brake mounted on the rear end of the gearbox's second motion shaft.
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In September 1902 she ran a series of trials to test Reed′s automatic lubricator, with the Commander-in-Chief at Portsmouth, Admiral Sir Charles Frederick Hotham on board. Lieutenant Henry Brocklebank was appointed in command on 5 November 1902. Syren ran aground at Berehaven, Ireland during naval manoeuvres on 1 May 1905. She was badly damaged, with the forward part of the ship wrecked, but the aft part of the ship was salvaged and a new bow reconstructed.
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One of No. 4014's driving wheels on the lathe at the Strasburg Rail Road's workshop in 2017 In August 2016, UP officials announced that restoration work on No. 4014 had begun under Heritage Fleet Operations director Ed Dickens. By early 2017, the locomotive had been completely disassembled. Some new parts were fabricated, including the rod brasses, top boiler check valve, and lubricator check valves. The driving wheels were sent to be repaired by the Strasburg Rail Road in Strasburg, Pennsylvania.
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In October 1976, the CDOT released their report which only blamed the engineer of the northbound train (Number 1994) for excessive speed. The engineer's union contended that there was a problem with the train brakes, that there was an automatic track lubricator which had been putting down excessive oil for two weeks before the incident and an insufficient signal system. The National Transportation Safety Board released their final report on the incident on May 19, 1977 as Report Number RAR-77-04.
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Sectioned view of a Ramsbottom safety valve In 1852 he invented the split piston ring, which provided a tight seal of the piston against the cylinder with low friction. His other inventions included the Ramsbottom safety valve,For illustrations of Ramsbottom design, see the displacement lubricator, the water trough, a duplex steam hammer which negated the requirement to provide an anvil ten times the weight of the hammer, wrought iron rail chairs and improvements to the Bessemer process for steelmaking.
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More care was thus given to the thoroughness of oiling, and moving parts such as the crankpin were fed by drillings through the crankshaft from oil supplies that were rotating but not moving, such as the main bearings. Centrifugal force was also used to distribute the oil. It was usual that high-speed engines would have only one or two lubricators, so that engine tending was a simpler task and less prone to breakdowns from simple carelessness and running a lubricator dry.
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A unique option was "Edsel Lubricator", allowing the car to lubricate itself by the touch of a dashboard button (presuming the owner kept the reservoir filled). Along with power brakes, power steering, and power windows, the Citation offered internal releases for the trunk and hood. The Citation adopted several elements of the Ford Lifeguard safety system, standardizing a padded dashboard, deep-dish steering wheel and double-latched doors; options included seat belts and an early form of childproof door locks.
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The newest addition to the Helix Well Ops fleet, the Well Enhancer is designed to minimize production downtime and provide a cost-effective method of maintaining subsea production systems. With 1,100 m2 of main deck space and offloading capability, the new vessel can also perform a range of well testing procedures. Well Enhancer features a 150-ton multipurpose tower capable of deploying wireline, slickline and coiled tubing tools. The vessel also features kill pumps, an intervention lubricator control system and an active heave-compensated main winch.
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He was city attorney of Detroit 1882–1886 and prepared the first complete charter for Detroit which was passed by the Michigan State Legislature in 1884. He was also president of the Michigan Lubricator Company and of the Shipman Koal Company of Pennsylvania. He was also a member of the Detroit Board of Commerce. Corliss was made a Mason in Union Lodge of Detroit in 1880 and during the ensuing five years became a Chapter and Commandery Mason and attained the thirty-second degree of the Scottish Rite.
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Mechanical changes included a stiffer frame, and a Cuno self-cleaning oil filter mounted at the right hand side of the clutch housing. Dual Detroit Lubricator carburetors were used in place of the Cadillac/Johnson carburetors that had been standard equipment on Cadillacs for 20 years. Largely thanks to the deepening Great Depression sales plunged to 1740 units. Styling changes to the 1933 Series 370C included a V-shaped grill that blended into the painted radiator shell, a radiator cap hidden under the hood, and skirts on the front and rear fenders for a more streamlined look.
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Wills seemed to have an equal interest in commercial art and mechanical engineering; he learned a considerable amount about the latter from his father, a railroad mechanic.Hemmings Motor News: Childe Harold Wills, retrieved July 23, 2009 When Wills was 17, he began a four-year apprenticeship as a toolmaker at the Detroit Lubricator Company, where his father worked. At the same time, he took night courses in metallurgy, chemistry and mechanical engineering. After serving his apprenticeship, he moved on to the Boyer Machine Co., later the Burroughs Adding Machine Co., becoming chief engineer in 1901, when he was only 23.
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Small steam locomotive, with piston rod visible between the cylinder (green, left) and the crosshead (right). Note the small brass lubricator (the leftmost), whose function is to lubricate the piston rod and stuffing box, through a short oil pipe Almost all steam locomotives have used a similar design of cylinder, with a crosshead slide mounted adjacent to the cylinder and a short piston rod between them. class 252.0 locomotive, with a tail rod In some cases, tail rods were also used. These were rare in the United Kingdom, but relatively common in Europe, at least for large locomotives.
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A mechanical lubricator, driven from the crosshead on the engineer's side, fed oil to the cylinders, valves, guides and other parts of the running gear. Many of the locomotives were fitted with a speedometer, which was attached to the engineer’s side frontmost leading axle. A single air pump for the locomotive and train air brakes was fitted to the fireman's (left) side, with air tanks under the running boards on both sides. Like all larger North American coal-burning locomotives of the time, an automatic stoker was fitted; the two-cylinder engine to drive this was under the cab floor on the fireman's side.
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The locomotive's slide valves were arranged above the inclined cylinders and were actuated by Joy valve gear, which had been invented in 1879 by David Joy, the Locomotive Superintendent of the Oxford, Dorchester and Wolverhampton Railway. Joy valve gear did not make use of eccentrics like the Stephenson Link valve gear which had hitherto been used and which, at times, proved to be troublesome. The Roscoe-type lubricator to lubricate the cylinders was affixed on top of the smokebox to the rear of the chimney, since this position was convenient for obtaining a good connection with the main steam pipes. The locomotives were equipped with Adams' Vortex blast pipes.
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In early applications in steam locomotives, either two displacement lubricators (one for each cylinder) would be positioned at the front of the boiler near the valves, often on either side of the smokebox or one lubricator would be placed behind the smokebox. The behind smokebox configuration has the advantage that a good connection can be made to the steam pipe and was used by the Great Western Railway. It has the disadvantage that the lubricator's accessibility is reduced and additional drain pipes are required to be connected to the waste to avoid it dripping onto the boiler.Lubrication of Locomotives, B.L. Ahrons 1922, The Locomotive Publishing Co. Ltd.
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The DV range was available in range of sizes with capacities ranging from 8 to 36 pints, and the number of feeds from 1 to 26. Each of the lubricators consist of a reservoir, a ratchet assembly, a sliding shaft assembly, and the pump units. A screwed oil filler cap is fitted to the lockable hinged lid of the reservoir and a sight glass for indicating the oil level is fitted to the front face of the reservoir. The pumps of the DV type lubricator are operated by a sliding shaft assembly, unlike the Silverton or Wakefield lubricators which are operated by a rotating camshaft.
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One distinctive feature was a displacement lubricator mounted atop the highly polished brass dome. The locomotive was fitted with unusual valve gear patented by E.E. Baguley and is one of only four locomotives to remain in existence with this (the others being Isabel at Amerton Railway, Rishra on the Leighton Buzzard Narrow Gauge Railway, and an unknown Bagnall locomotive on display in India). By the 1920 season the locomotive was deemed too costly for repair and the line purchased two battery electric locomotives that inherited their steam engine names. The modern engines proved to be financially disastrous and within a few years "Sea Lion" had been returned to the works for re-build.
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Around 1874 "Lion" was retired to work as a pumping engine at the Graving Dock facility at Prince's Dock which came into use in January 1875. It was "rediscovered" in 1923 and then rescued by members of the Liverpool Engineering Society in 1928 when it was replaced by an electric pump, and then renovated by Crewe works. Lion's tender had long since been scrapped so a new one was built by Crewe Works using parts from a scrapped Furness Railway tender, originally built by Sharp, Stewart of Manchester. Other work included: a new chimney; new smokebox doors; new wheel splashers; new foot plate and cab guard rails; new boiler lagging; new boiler tubes; the fitting of a mechanical lubricator; new boiler fittings.
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The firemen had been distracted by a problem with the engines lubricator, and missed that they did not have "all clear" signals through Marienborg. The train manager in the first carriage was also supposed to look out for a manual signal by the station guard as they passed through Marienborg, but he had some trouble with opening and closing the window, and in the seconds lost fumbling with it, he failed to notice that there was no guardsman there. The driver did notice a jolt as the train drove against the points as they left the station, and slowed slightly to figure out what was going on. Wiig desperately called the next station 900 m to the north, Skansen, ordering them to stop the extra train Litra D, but this train had already passed that station.
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