This photo of a split stuffing box showing the rings and springs was taken by Mr Dylan Wheel at

the Ship Repair Exhibition at Olympia in Nov 2000. Thanks, Dylan

Because the crankcase is separated from the cylinder and scavenge space by the
diaphragm plate on a two stroke crosshead engine, provision must be made for the
piston rod to pass through the plate without oil from the crankcase being carried
upwards, or used cylinder oil contaminated from products of combustion being
carried downwards. It is also highly undesirable to allow the pressurized air in the
scavenge space to leak into the crankcase.
The Piston rod passes through a stuffing box which is bolted into the diaphragm
plate. The stuffing box casing which can be split vertically, as shown in the photo,
contains a series of scraper rings and sealing rings which are each made up of three
or four segments. On the outside of each set of segments is a garter spring which
provides the tension to hold the ring segments against the piston rod. There is a
clearance between each segment to allow for wear. The rings are either bronze or
can comprise of replaceable cast iron lamella fitted into a steel backing ring.

As the Piston rod passes up through the

stuffing box, the oil from the crankcase is
scraped off by the lower sets of rings and is
returned via drillings to the crankcase. Any oil
that passes this primary set is scraped off by
another set of rings, and is led away through a
drain to a tell tale open ended pipe into a tun
dish outside the engine from where it drains to
a recycling tank.

stuffing box in engine

As the piston passes down through the stuffing

box, the top set of scraper rings will scrape off
the contaminated oil into the bottom of the
scavenge space, where it is drained away via
the scavenge drains. However if these rings are
faulty, then the oil may drain into the recycling
tank.

By observing the open ended tell tale referred to above, a guide to the condition of
the rings can be ascertained. If a large quantity of oil is draining out, then the lower
set of rings are faulty. If air is blowing out, then the upper rings are worn.
Oil in the recycling tank can be purified back to the crankcase. However this is not
necessarily a good idea. It may be contaminated by used cylinder oil which if mixed
with crankcase oil causes an increase in viscosity of the crankcase oil. calcium
deposits in the bearings lead to damage and the oil may carbonise and deposit on the
underside of the piston crown when used as a piston coolant. Often this
contaminated oil is just landed ashore or burnt.
Regular maintenance of the stuffing box will keep it in good condition. checking
garter spring tension, ring butt and axial clearances, and replacing worn rings are all
part of the overhaul procedure.
Excessive wear will take place if the crosshead guides are out of alignment or if the
guide clearances are excessive. Worn stuffing boxes and excessive leakage can
exacerbate the incidence of scavenge fires and increase the risk of a crankcase
explosion.

Stuffing box
In the bore for the piston rod in the bottom of the scavenge air box a stuffing box is mounted to
prevent lubricating oil from being drawn up the crankcase into the scavengeing air space. The stuffing
box also prevents scavenge air from leaking into the crankcase.

The stuffing box is mounted on a ring which is bolted onto the underside of the scavenge air box. The
stuffing box is taken out together with the piston rod during overhaul of the piston, but also can be
disassembled for inspection in the crankcase with the piston remaining in position.

The stuffing box housing is in two parts, assembled by a flanged joint. In the housing five ring grooves
have been machined out of which the two uppermost ones accommodate sealing rings that prevent
scavenge air from blowing down along the piston rod. In the lowermost grooves scraper rings are
fitted which scrape the lubricating oil of the piston rod. The oil is led through bores in the housing and
back to the crankcase.

Between the two uppermost ring grooves, for the sealing rings, and the three lowermost grooves, for
the scraper rings, a cofferdam has been machined out which, through a bore in the housing and a
connecting pipe, communicates with a control cock on the outside of the engine. It can be checked by
opening this control cock that the scraper and sealing rings are functioning correctly.

Sealing ring section

The two sealing rings each consist of a four piece brass ring which accommodates eight brass sealing
segments, two per base, guided by four cylindrical pins. The parts are pressed onto the piston rod by
a helical garter spring

The three scraper rings are made up of three steel base parts into which two lamellas are fitted into a
grooves machined in each part. A garter spring keeps the ring in contact with the piston rod. Scraped
off oil is led through ports in the base ring back to the sump

A clearance is given at the ends of the parts to ensure contact with the piston rod as the rubbing face
wears.
In the bore for the piston rod in the bottom of the scavenge air box a stuffing box is mounted to prevent lubricating oil from being drawn up
the crankcase into the scavengeing air space. The stuffing box also prevents scavenge air from leaking into the crankcase.
The stuffing box is mounted on a ring which is bolted onto the underside of the scavenge air box. The stuffing box is taken out together with
the piston rod during overhaul of the piston, but also can be disassembled for inspection in the crankcase with the piston remaining in
position.
The stuffing box housing is in two parts, assembled by a flanged joint. In the housing five ring grooves have been machined out of which the
two uppermost ones accommodate sealing rings that prevent scavenge air from blowing down along the piston rod. In the lowermost

grooves scraper rings are fitted which scrape the lubricating oil of the piston rod. The oil is led through bores in the housing and back to the
crankcase.
Between the two uppermost ring grooves, for the sealing rings, and the three lowermost grooves, for the scraper rings, a cofferdam has been
machined out which, through a bore in the housing and a connecting pipe, communicates with a control cock on the outside of the engine. It
can bechecked by opening this control cock that the scraper and sealing rings are functioning correctly.
Sealing ring section
Top ring The two sealing rings each consist of a four piece brass ring which accommodates eight brass sealing segments, two per base,
guided by four cylindrical pins. The parts are pressed onto the piston rod by a helical garter spring.
Scrapper ring section
Bottom section ring The three scraper rings are made up of three steel base parts into which two lamellas are fitted into a grooves machined
in each part. A garter spring keeps the ring in contact with the piston rod. Scraped off oil is led through ports in the base ring back to the
sump.