I remember back in the 1980's, when the Iowa class ships were re-commissioned, Popular Mechanics magazine had an article called "Born Again Battlewagons". They walked through a mothballed ship & talked about the changes that would be made. They mentioned that the re-commissioned ships were some of the Navy's "youngest" ships, in mechanical time. BTW...they said the Navy had decided to keep the 1930's-designed mechanical computer, which couldn't be made more reliable or accurate with electronics. It even factored in the rotation of the earth while the shell was flying over it..."all there in the geared ratios".
When the Iowa was still active, she came into Ft. Lauderdale back in the eighties for a public tour. I found a machinist mate that pointed out a hatch to me. It was straight down to one of the inboard engine rooms. I told the man on watch that I was an MM2 during the early sixties. We got along good. I pointed out everything I could to him. They were in standby mode, not cold iron. When we did some comparisons, the Iowa had electric lube oil pumps where my old engine room had dual steam reciprocating oil pumps. I stayed as long as I could and then left. That was the only thing I was interested in.
The US Navy learned a few things since WWII. Manpower has gone down on ships. Because of this, it's impossible to have a dedicated damage control team. Everyone on board modern ships is required to be trained in damage control. Therefore, many damage control team members may not be engineers so going into a space to asses damage would be very difficult if you aren't familiar with that space. Engineering spaces on modern military ships are very bright, relatively organized, and for the most part, clearly color coded and labeled. It makes it easy for even a novice to know what they are looking at even if they don't know how it works. I totally believe in this practice and every year we used to repaint our piping to keep it looking nice. After 21 years I retired and in the fleet I'm in now, I use the same color coding and labeling and it helps immensely in training.
One video I'd like to see some day is a deep look at how damage (battle damage or "normal" equipment failure) was handled. Presumably there's a spectrum from chipped paint to shell holes, but going through the process from who documents the damage and how, who makes the call on how (or when) to deal with it, and what criteria to they use to do that? What differentiated "fix it later, we'll make do"/"try to fix it now"/"we need to go back to port", and what was the process for making decisions like that? I guess I'm asking for "A Day In The Life Of A Battleship Maintenance Issue". Really, all of the background work / logistics issues y'all cover, I find particularly fascinating! Thank you very much for making these videos; museum ships weren't really on my radar before I came across this channel, but I've definitely added them to my list of things to see post-pandemic.
That space is immaculate. Even the most hard ass Chief "I've worn out more sea bags than you've worn out socks" would struggle to find something to bitch about- although he would!
👍I was on a snipe conventional carrier ( USS Ranger ) The engine rooms and boiler rooms were combined and called MMR's ( Main Machinery Rooms or Mains for short ) . There were 4 MMR's with one steam powered generator in each, and there was 4 aux spaces a steam powered generator in each one. The auxiliary spaces had the evaporators also.. later on demineralizers were added to replace the evaporators. The MMR's had console booths with all the gages and throttle controls and were air conditioned. There was also a pneumatic control board for the boilers located in the console booth. The deaerator size and location ( in respect to how high it is above the feedpumps ) depends on whether there are booster pumps installed between the deaerator and feedpumps. The feedpumps require a certain suction pressure. It can be obtained with booster pumps or having the deaerator a good bit higher that the feedpumps
I would love to see a technical comparison between all WWII capital battleships. I know that would take alot of research and I know we can't get any modern videos of the HOOD, BISMARCK, OR YAMATO but it would make for great content! Keep it up Ryan!
@@BattleshipNewJersey Thanks Ryan, btw my name is Terry with a history of engineering experience taught to me by NASA, Boeing, and Skunkworks LM engineering. I like your videos and I watched 90% of all of them. I so appreciate your quick replies. I just wish we had videos in detail inside the forgien capital ships similar to the kind you presently do for a clear picture of the interior works of the ships. If you have space or aviation questions I can help. I'm currently involved with SLS. That candle should fire again on the 22nd if all goes well!
i think ive mentioned on your yt channel before, that i visited Massachussetts when i was 8yr old and it will always be "my battleship" so id probably be a bit biased in choosing which engineering space i like better. im glad that she is still maintained in her wartime "livery" so to speak and it sounds interesting that the Iowas have more of a visual management look... Ryan you certainly are knowledgable about your boat, are just someone who was consumed with Iowa class details or did you serve on a battlewagon? keep the videos coming
Guessing IRT the Deaeratring Feed Tank (DFT) tanks size. More than the M versus A difference of the Boilers - what is the size difference of the boilers? Iowa class is 212 thousand HP, SoDak was just only 130 thousand HP- that will be part of the factor. With M type boiler - superheat temperature was controllable and could be changed as desired by the engineers. Uncertain if the SoDak with A type had controlled superheat. = The DFT also handles surges with feed water as speed changes. - It also served to merge/ mix return steam condensate from different sources- main engines- SSTGs, evaporators, steam used elseware (galley, heaters).
Also need to remember the desirability of maintaining the heat remaining in the condensate/feed side of the equation. Any heat that is present in the feed water is heat that doesn't need to be added with the burners. It all adds up.
I served as a machinists mate on board the Newport News CA 148 (sister ship to Salem). We had combined engine and fire rooms with single Babcock and Wilcox boilers in each engineering space. I worked in #1 and the propulsion turbine was on the starboard side as you faced forward, the boiler was in the center with the burners facing forward, and the turbo generator and a set of evaporators were to port. I liked the combined design because I felt you had a little better coordination between the BTs and MMs. My sea and anchor detail and GQ station was on the throttles and I got pretty good at spinning the ahead and astern wheels to answer bells quickly. I was on board in 1972 and the engineering plant was pretty well worn out, but she could still make all the turns the captain asked for, and she got us home from Subic to Norfolk in 19 days.
Yeah, that was the one thing crews hated about the SoDaks vs. the NCs and Iowas. Their older and newer sisters had cubes to burn, comparatively. Pay attention next time you tour Alabama; they've got racks and lockers in every nook and cranny, and it just got worse and worse as every refit and every period in dock crowded in more AA. IIRC, there were even some racks hanging off the bulkhead behind the switchboards in primary fire control.
3:28 Turbine and impellers are completely different and the words are not interchangeable. An impeller is the OPPOSITE of a turbine. The compressor (either centrifugal or axial) on a turbo or jet engine is a impeller, it ADDS energy to the air/fluid whereas a turbine extracts energy.
I've never been aboard a Iowa class but since I was little and making models they've always been my favorite I recently went and toured USS Alabama which marks the first BB ive been on it's absolutely amazing and I know Iowa class is so much better
I wonder if the navy in WW2 was like the experience my dad had in the Gato submarines, you trained and followed every line, gauge and valve until you knew it my heart then the chiefs tested you on it. I’d imagine if you had battle damage and power was knocked out, knowing what did what by feel could possibly save your ship.
I think it's still that way, at least on subs. My daughter's now-ex-boyfriend was a butterbar on a 688 boat. When they were dating he was working on his earning his dolphins, and he pretty much had to get to where he could disassemble and reassemble any system on the boat blindfolded, or tell any rating how to do it.
RCN did that up until 2014 or so. (when the Marine Engineer, Marine Electrician and Hull Tech trades went away...to become "Mar Tech". 3x the knowledge doesn't work, so they dumbed the hell out of the training). When I was Boiler Operator Trainer on PRO, if someone came to me with a drawing for sign, and didn't know where valves were...well, no sign, and you had to get ME to sign the package for that then. (the 2nd tour was MUCH harder...) PO2 James Powell (Retired), RCN
I served on the Jersey in the 80’s. I can still to this day draw the main steam cycle, Aux steam cycle and generator systems. It was very much drilled into our heads.
@@BattleshipNewJersey that must be a blast to do if you have it properly coordinated! I’ve actually gotten to respond to a couple bells while out in Long Island sound on board Fire Fighter. All under the watchful eye of the chief engineer of course!
We have it rigged for our engine room tours so that they start in central station and make the command there, then move to the engine room where they find their instruction waiting for them
@@BattleshipNewJersey Synchros. Lifeblood of electro-mechanical IC gear. EOT uses them. Helm uses them to control the hydraulic valves on the steering gear. Gyrocompass repeaters are nothing but a metal disk with numbers mounted on a Synchro. I'm sure that your gun control systems are full of them. Common AC source + 3 additional wires and you have a synchro circuit. (R1 and R2 are AC power to the rotor. S1, S2, S3 are your 3 stator windings that actually transmit the differental voltage signal. In a nutshell, moving the rotor shaft on one throws everything out of whack, and the shaft on the far end will rotate to bring things back into balance.)
I prefer the layout of the Iowa's much better due to the fact of survivability . The main reason of the boilers and turbines in the same spaces was the hull length also. Short length vs long length way more hydrodynamic in favor of the iowas. How much did you say the grand tour costs ?
Correction time for Mr. Szymansky, the Dearating feed tank has three functions: 1) removes dissolved Oxygen from the feed water, 2) preheats the feed water and 3) provides a positive head pressure for the main feed booster pumps; TURBINES ARE NOT IMPELLERS!
Not trying to create controversy, but I thought the economizer in the uptake heated the feed water. Was there a heating medium in a DFT? Career checkman CV43 86-89
So sorry, but really... [The Escalator Clause was "invoked" not "evoked"]. Otherwise, as always, great information and great videos! The U.S.S. North Carolina BB-55 is the battleship that I grew up near and the one I have visited the most. Unfortunately, so much of the ship is just not available to see and it can be hard to understand what you are looking at and its position within the ship when you are aboard. These videos help open the other spaces and I appreciate that immensely. Thank you!
Is Massachusetts at Battleship Cove under the same restrictions from the Navy as Battleship New Jersey, in that they are not allowed to light the boilers and steam up the ship? It would be absolutely majestic to be able to take a cruise on a battleship, even for just a few hours. I am sure getting it into running condition would be outrageously expensive but hypothetically if an extremely wealthy benefactor was interested in facilitating such an effort, would it be legally possible?
Deaeration in the condensers in this timeframe was getting better. The better the condenser is at keeping dissolved gasses out of the condenser hotwell, the less work the deaerator has to do. In both the condenser and the deaerator, the dissolved gas is removed by keeping the partial pressure of non-condensable gasses in the gas around the water low. Low partial pressure of the gas means the gas will come out of solution and enter the gas phase. This is done by taking steam and passing it over the water at a good flow rate, and condensing the steam in another part of the condenser or deaerator to wash the non-condensable gasses away. If the steam is flowing through, the non-condensable gasses go with it, and if they are vented away they can't get back to the area where the water is. In a deaerator, the steam and water go counter flow. At the cold end, a constant flow of steam / non-condensable gasses are vented through a vent condenser to atmosphere. The hottest water is where the fresh steam goes in, and since steam from auxiliary exhaust is low in non-condensable gas, the partial pressure of gas will be low there. Liberated non-condensable gas flows to the cold end with the steam, and goes out there. The early condensers were bad at deaeration. The hot well was at the bottom, and the hotwell sat with a bunch of non-condensable gasses accumulating and dissolving into the water. The deaerator had to work hard to get the gasses back out of the feedwater. In the 1930's era, they figured out how to improve condensers. A open lane from the turbine to the hotwell was provided, so turbine exhaust could get down to the hotwell. Then part of the condensing bank was baffled so the only way for steam to get into part of the condenser was for it to go through the hotwell area first. The tap for the vacuum pumps was tapped in this part of the condenser. That kept fresh steam coming from the turbine exhaust going through the hotwell and to the partitioned off section of the condenser. That flow of steam kept non-condensable gas away from the hotwell, and the hotwell water low in CO2 and O2. Once hotwell water was closer to acceptable feedwater, it became less of a worry to store the water under the condenser vs. in the deaerator. A sudden increase in flow could just come from the condenser hotwell. The condenser hotwell grew in size and the deaerator shrank. The deaerators are more in the way since they are right by the boilers and feed pumps, so shrinking them was convenient.
Hey Ryan, I have a question on the SoDaks. What is the notch or groove that run fore and aft along their sides, just below the deck line? Is it something to do with the internal belt? The Iowas don’t have them.
It is an access spot for the tanks that are a long there. We briefly mention it here: ruclips.net/video/xrQX_fg2Srw/видео.html and we've got another video visiting the NJ equivalent of that coming out on Wednesday.
If you do the view port, please put a clear plastic "basket" on the inside of the opening to easily catch anything that visitors may accidentally or intentionally fall/try to toss in there. I can see a cellphone being dropped and the person happy to get it back. Just as I can see someone being disappointed that they're tempted to throw trash in there has failed.
@@williamsovich8314 I realize that but I am trying to be considerate of the accidental drop and the person who'd like their item back right away. A flat plate simply invites the object to bounce off and fall down to a spot from which it is even more difficult to recover. Perhaps to a completely inaccessible (without a major effort of labor and/or tools) spot.
Require phone cases with neck straps, available in the gift shop, and emblazoned with the BB62 crest motif. Would make a great memento as well as preventing a shattered screen and/or loss of your phone in the future.
The answer to your question is yes. The North Carolina South Carolina and Iowa class battleships were the Toria‘s for terrible vibration that would occur when they were running at flank speed. The United States Navy experimented with several configurations in an attempt to stop this but they were never able to completely figure it out.
@@eekedout yes, he had mentioned it and said that that they tried various configurations with the propellers and how the end of the shafts was attached to bottom on top to augment the rigidity. It was improved but never eliminated the vibrations. Generally the vibrations occurred at flank speed from what I understood...
How difficult is it to access the engineering spaces to replace major components such as a boiler or propulsion turbine? Do you just cut through the decks with torches or are decks and bulkheads designed to be removable for such an event?
I'm only going to speak for NJ here because thats what I know best, but generally the rules are the same across the BBs - Libby the editor The engineering spaces are inside the armored citadel, you can't cut holes in the citadel. One, its really hard to do that, but two, that defeats the purpose of your citadel. You just don't do that. So, there are hatches strategically placed to be able to remove components and get them either off the ship or to the machine shop. HOWEVER, you do not remove the whole boiler or anything like that. The boiler is 25 ft (ish) tall and you just can't do that. You take pieces from it that are broken and replace them, not the whole system. Heres a video we did on how that is done: ruclips.net/video/nFc6VmkcrNw/видео.html
The chain locker is really inaccessible, and pretty unsafe to get to. Generally though, we make a judgment call with each group, can you handle getting to and from a place. So we don't like making promises.
You kept mentioning small little differences between the engines of South Dakota class and Iowa class but leaving out the fact that Iowas produced about 240,000 SHP vs Massachusetts 150,000 SHP. Just noting, not favoring, as I consider we built the finest battleships on the planet.
@@motaz1975 Colorado and Maryland kept their cage foremasts their entire lives, buried beneath layers of superstructure but still sticking up out the top. en.wikipedia.org/wiki/USS_Maryland_(BB-46)#/media/File:Uss_maryland_bb.jpg West Virginia lost both her cage masts when she got the same "South Dakota Junior" superstructure in a hull-up rebuild like Tennessee and California.
@@Rammstein0963. From my primary reference, "Battleships of the U.S. Navy in World War II" by Stefan Terzibaschitsch, and photos on the Navy's history website, by 1943 Colorado's cage mainmast was cut down by about half, and replaced entirely in 1944. Maryland lost the top half of her cage mainmast during her initial post-Pearl-Harbor repairs. She got a tower structure aft like Colorado's in 1945.
You.know Ryan its a one in a million chance,but growing up in my home town of McComb Mississippi, a nebior of mine when I was young had your last name and he was from New Jersey, I can't remember his first name its been so long ago,but he was a fighter pilot in Europe during the war.he died about 8 years ago,but I'll try to get his first name.mabey y'all are related.
We sometimes offer micro guided tours of the engine room as part of regular admission. Things are weird this year so check the website before just showing up or like call the museum/send us a fb message. We do 90mim guided tours when we aren't doing those other tours but only on limited days. For like $30
Toured the USS Midway some years ago. The engine docent happened to be a former chief engineer. He could have caused information overload with no problem.
Ive been compiling the whole series: ruclips.net/p/PLccF_rZ1zvehMnr0rGBZERLCN0LdJFz1Z
You missed the episode about Dash and Snoopy the 2 drones. ruclips.net/video/eQqgRP3_YcU/видео.html
@@yankeeclipper4326 my bad! Thanks for telling me.
@@Train115 Cheers!
I remember back in the 1980's, when the Iowa class ships were re-commissioned, Popular Mechanics magazine had an article called "Born Again Battlewagons". They walked through a mothballed ship & talked about the changes that would be made. They mentioned that the re-commissioned ships were some of the Navy's "youngest" ships, in mechanical time.
BTW...they said the Navy had decided to keep the 1930's-designed mechanical computer, which couldn't be made more reliable or accurate with electronics. It even factored in the rotation of the earth while the shell was flying over it..."all there in the geared ratios".
When the Iowa was still active, she came into Ft. Lauderdale back in the eighties for a public tour. I found a machinist mate that pointed out a hatch to me. It was straight down to one of the inboard engine rooms. I told the man on watch that I was an MM2 during the early sixties. We got along good. I pointed out everything I could to him. They were in standby mode, not cold iron. When we did some comparisons, the Iowa had electric lube oil pumps where my old engine room had dual steam reciprocating oil pumps. I stayed as long as I could and then left. That was the only thing I was interested in.
Hehe... re: pipe labeling... On Star Trek, you'd often see piping in the Enterprise sets labeled "GNDN" which stood for "Goes Nowhere Does Nothing" :D
Lol... really? Which one? I'll be looking now! Obviously an X Navy dude having fun did it!
The US Navy learned a few things since WWII. Manpower has gone down on ships. Because of this, it's impossible to have a dedicated damage control team. Everyone on board modern ships is required to be trained in damage control. Therefore, many damage control team members may not be engineers so going into a space to asses damage would be very difficult if you aren't familiar with that space. Engineering spaces on modern military ships are very bright, relatively organized, and for the most part, clearly color coded and labeled. It makes it easy for even a novice to know what they are looking at even if they don't know how it works. I totally believe in this practice and every year we used to repaint our piping to keep it looking nice. After 21 years I retired and in the fleet I'm in now, I use the same color coding and labeling and it helps immensely in training.
One video I'd like to see some day is a deep look at how damage (battle damage or "normal" equipment failure) was handled. Presumably there's a spectrum from chipped paint to shell holes, but going through the process from who documents the damage and how, who makes the call on how (or when) to deal with it, and what criteria to they use to do that? What differentiated "fix it later, we'll make do"/"try to fix it now"/"we need to go back to port", and what was the process for making decisions like that? I guess I'm asking for "A Day In The Life Of A Battleship Maintenance Issue".
Really, all of the background work / logistics issues y'all cover, I find particularly fascinating! Thank you very much for making these videos; museum ships weren't really on my radar before I came across this channel, but I've definitely added them to my list of things to see post-pandemic.
I second this. Would be a very interesting video.
Engineering plant battle damage is handled by repair locker 5, And we had a full remanning crew to reman any space(s) where there were casualties.
That space is immaculate. Even the most hard ass Chief "I've worn out more sea bags than you've worn out socks" would struggle to find something to bitch about- although he would!
👍I was on a snipe conventional carrier ( USS Ranger ) The engine rooms and boiler rooms were combined and called MMR's ( Main Machinery Rooms or Mains for short ) . There were 4 MMR's with one steam powered generator in each, and there was 4 aux spaces a steam powered generator in each one. The auxiliary spaces had the evaporators also.. later on demineralizers were added to replace the evaporators. The MMR's had console booths with all the gages and throttle controls and were air conditioned. There was also a pneumatic control board for the boilers located in the console booth. The deaerator size and location ( in respect to how high it is above the feedpumps ) depends on whether there are booster pumps installed between the deaerator and feedpumps. The feedpumps require a certain suction pressure. It can be obtained with booster pumps or having the deaerator a good bit higher that the feedpumps
Great to see you on board Big Mamie! 👍
Loving the new Audio. I had to watch a few Videos before I picked up that the audio was so much clearer on them all!.
Your knowledge sharing is appreciated.
Ryan, need to take a trip and visit the Salem next.
Really enjoy your vids Ryan. Keep em comin!
I would love to see a technical comparison between all WWII capital battleships. I know that would take alot of research and I know we can't get any modern videos of the HOOD, BISMARCK, OR YAMATO but it would make for great content! Keep it up Ryan!
Heres a start: ruclips.net/video/hxalkR1Gn8w/видео.html
But also, we have a playlist of videos comparing NJ to a number of of various other ships.
@@BattleshipNewJersey Thanks Ryan, btw my name is Terry with a history of engineering experience taught to me by NASA, Boeing, and Skunkworks LM engineering. I like your videos and I watched 90% of all of them. I so appreciate your quick replies. I just wish we had videos in detail inside the forgien capital ships similar to the kind you presently do for a clear picture of the interior works of the ships. If you have space or aviation questions I can help. I'm currently involved with SLS. That candle should fire again on the 22nd if all goes well!
The World of warships channel has an excellent video describing the differences in great detail!
Bravo! I would love to see more videos that compare different classes of battleships!
i think ive mentioned on your yt channel before, that i visited Massachussetts when i was 8yr old and it will always be "my battleship" so id probably be a bit biased in choosing which engineering space i like better. im glad that she is still maintained in her wartime "livery" so to speak and it sounds interesting that the Iowas have more of a visual management look...
Ryan you certainly are knowledgable about your boat, are just someone who was consumed with Iowa class details or did you serve on a battlewagon? keep the videos coming
Guessing IRT the Deaeratring Feed Tank (DFT) tanks size. More than the M versus A difference of the Boilers - what is the size difference of the boilers? Iowa class is 212 thousand HP, SoDak was just only 130 thousand HP- that will be part of the factor. With M type boiler - superheat temperature was controllable and could be changed as desired by the engineers. Uncertain if the SoDak with A type had controlled superheat. = The DFT also handles surges with feed water as speed changes. - It also served to merge/ mix return steam condensate from different sources- main engines- SSTGs, evaporators, steam used elseware (galley, heaters).
Also need to remember the desirability of maintaining the heat remaining in the condensate/feed side of the equation. Any heat that is present in the feed water is heat that doesn't need to be added with the burners. It all adds up.
I served as a machinists mate on board the Newport News CA 148 (sister ship to Salem). We had combined engine and fire rooms with single Babcock and Wilcox boilers in each engineering space. I worked in #1 and the propulsion turbine was on the starboard side as you faced forward, the boiler was in the center with the burners facing forward, and the turbo generator and a set of evaporators were to port. I liked the combined design because I felt you had a little better coordination between the BTs and MMs. My sea and anchor detail and GQ station was on the throttles and I got pretty good at spinning the ahead and astern wheels to answer bells quickly. I was on board in 1972 and the engineering plant was pretty well worn out, but she could still make all the turns the captain asked for, and she got us home from Subic to Norfolk in 19 days.
I wonder if you would have run into a fellow from M Div as well MM1 Leonard Menard? Would have been aboard same time.
I'm now starting to see how cramped the SoDaks were. Time for another trip to Mobile.
Yeah, that was the one thing crews hated about the SoDaks vs. the NCs and Iowas. Their older and newer sisters had cubes to burn, comparatively. Pay attention next time you tour Alabama; they've got racks and lockers in every nook and cranny, and it just got worse and worse as every refit and every period in dock crowded in more AA. IIRC, there were even some racks hanging off the bulkhead behind the switchboards in primary fire control.
Thank you.
3:28 Turbine and impellers are completely different and the words are not interchangeable.
An impeller is the OPPOSITE of a turbine.
The compressor (either centrifugal or axial) on a turbo or jet engine is a impeller, it ADDS energy to the air/fluid whereas a turbine extracts energy.
I've never been aboard a Iowa class but since I was little and making models they've always been my favorite I recently went and toured USS Alabama which marks the first BB ive been on it's absolutely amazing and I know Iowa class is so much better
I wonder if the navy in WW2 was like the experience my dad had in the Gato submarines, you trained and followed every line, gauge and valve until you knew it my heart then the chiefs tested you on it. I’d imagine if you had battle damage and power was knocked out, knowing what did what by feel could possibly save your ship.
I think it's still that way, at least on subs. My daughter's now-ex-boyfriend was a butterbar on a 688 boat. When they were dating he was working on his earning his dolphins, and he pretty much had to get to where he could disassemble and reassemble any system on the boat blindfolded, or tell any rating how to do it.
RCN did that up until 2014 or so. (when the Marine Engineer, Marine Electrician and Hull Tech trades went away...to become "Mar Tech". 3x the knowledge doesn't work, so they dumbed the hell out of the training). When I was Boiler Operator Trainer on PRO, if someone came to me with a drawing for sign, and didn't know where valves were...well, no sign, and you had to get ME to sign the package for that then. (the 2nd tour was MUCH harder...)
PO2 James Powell (Retired), RCN
I served on the Jersey in the 80’s. I can still to this day draw the main steam cycle, Aux steam cycle and generator systems. It was very much drilled into our heads.
I wonder if the engine order telegraphs still work, it’s one of my favorite things to demonstrate on engine room tours on the fireboat
NJs mostly do!
@@BattleshipNewJersey that must be a blast to do if you have it properly coordinated! I’ve actually gotten to respond to a couple bells while out in Long Island sound on board Fire Fighter. All under the watchful eye of the chief engineer of course!
We have it rigged for our engine room tours so that they start in central station and make the command there, then move to the engine room where they find their instruction waiting for them
@@BattleshipNewJersey Synchros. Lifeblood of electro-mechanical IC gear. EOT uses them. Helm uses them to control the hydraulic valves on the steering gear. Gyrocompass repeaters are nothing but a metal disk with numbers mounted on a Synchro. I'm sure that your gun control systems are full of them. Common AC source + 3 additional wires and you have a synchro circuit. (R1 and R2 are AC power to the rotor. S1, S2, S3 are your 3 stator windings that actually transmit the differental voltage signal. In a nutshell, moving the rotor shaft on one throws everything out of whack, and the shaft on the far end will rotate to bring things back into balance.)
I prefer the layout of the Iowa's much better due to the fact of survivability . The main reason of the boilers and turbines in the same spaces was the hull length also. Short length vs long length way more hydrodynamic in favor of the iowas. How much did you say the grand tour costs ?
Combined fire room and engine room
are called Main Machinery Rooms. Veteran of 4 MMR USS America CVA66.
Correction time for Mr. Szymansky, the Dearating feed tank has three functions: 1) removes dissolved Oxygen from the feed water, 2) preheats the feed water and 3) provides a positive head pressure for the main feed booster pumps; TURBINES ARE NOT IMPELLERS!
Turbins have impellers!
@@Steven9675 No... they're Not! Totally different!
@@Steven9675 No turbines on electric motor driven pumps. We had 2 electric main feed booster pumps and 2 turbine driven pump.
Not trying to create controversy, but I thought the economizer in the uptake heated the feed water. Was there a heating medium in a DFT? Career checkman CV43 86-89
So sorry, but really... [The Escalator Clause was "invoked" not "evoked"]. Otherwise, as always, great information and great videos! The U.S.S. North Carolina BB-55 is the battleship that I grew up near and the one I have visited the most. Unfortunately, so much of the ship is just not available to see and it can be hard to understand what you are looking at and its position within the ship when you are aboard. These videos help open the other spaces and I appreciate that immensely. Thank you!
Very intresting.
Tank you.
Is Massachusetts at Battleship Cove under the same restrictions from the Navy as Battleship New Jersey, in that they are not allowed to light the boilers and steam up the ship? It would be absolutely majestic to be able to take a cruise on a battleship, even for just a few hours. I am sure getting it into running condition would be outrageously expensive but hypothetically if an extremely wealthy benefactor was interested in facilitating such an effort, would it be legally possible?
That would be nice
When you have the time to visit a South Dakota once again, I'd like to see an improved version of this video with new footage.
Deaeration in the condensers in this timeframe was getting better. The better the condenser is at keeping dissolved gasses out of the condenser hotwell, the less work the deaerator has to do.
In both the condenser and the deaerator, the dissolved gas is removed by keeping the partial pressure of non-condensable gasses in the gas around the water low. Low partial pressure of the gas means the gas will come out of solution and enter the gas phase. This is done by taking steam and passing it over the water at a good flow rate, and condensing the steam in another part of the condenser or deaerator to wash the non-condensable gasses away. If the steam is flowing through, the non-condensable gasses go with it, and if they are vented away they can't get back to the area where the water is.
In a deaerator, the steam and water go counter flow. At the cold end, a constant flow of steam / non-condensable gasses are vented through a vent condenser to atmosphere. The hottest water is where the fresh steam goes in, and since steam from auxiliary exhaust is low in non-condensable gas, the partial pressure of gas will be low there. Liberated non-condensable gas flows to the cold end with the steam, and goes out there.
The early condensers were bad at deaeration. The hot well was at the bottom, and the hotwell sat with a bunch of non-condensable gasses accumulating and dissolving into the water. The deaerator had to work hard to get the gasses back out of the feedwater. In the 1930's era, they figured out how to improve condensers. A open lane from the turbine to the hotwell was provided, so turbine exhaust could get down to the hotwell. Then part of the condensing bank was baffled so the only way for steam to get into part of the condenser was for it to go through the hotwell area first. The tap for the vacuum pumps was tapped in this part of the condenser. That kept fresh steam coming from the turbine exhaust going through the hotwell and to the partitioned off section of the condenser. That flow of steam kept non-condensable gas away from the hotwell, and the hotwell water low in CO2 and O2.
Once hotwell water was closer to acceptable feedwater, it became less of a worry to store the water under the condenser vs. in the deaerator. A sudden increase in flow could just come from the condenser hotwell. The condenser hotwell grew in size and the deaerator shrank. The deaerators are more in the way since they are right by the boilers and feed pumps, so shrinking them was convenient.
Hey Ryan, I have a question on the SoDaks. What is the notch or groove that run fore and aft along their sides, just below the deck line? Is it something to do with the internal belt? The Iowas don’t have them.
It is an access spot for the tanks that are a long there. We briefly mention it here: ruclips.net/video/xrQX_fg2Srw/видео.html
and we've got another video visiting the NJ equivalent of that coming out on Wednesday.
@@BattleshipNewJersey Ahhh! Now I know, thanks!
If you do the view port, please put a clear plastic "basket" on the inside of the opening to easily catch anything that visitors may accidentally or intentionally fall/try to toss in there.
I can see a cellphone being dropped and the person happy to get it back. Just as I can see someone being disappointed that they're tempted to throw trash in there has failed.
They would probably put a plexiglass window on in place of the metal cover.
@@williamsovich8314 I realize that but I am trying to be considerate of the accidental drop and the person who'd like their item back right away.
A flat plate simply invites the object to bounce off and fall down to a spot from which it is even more difficult to recover. Perhaps to a completely inaccessible (without a major effort of labor and/or tools) spot.
@@pauld6967 Easy come, easy go
@@yankeeclipper4326 Hmm, I can't be that cavalier when it comes to fellow lovers of history and/or these ships.
Require phone cases with neck straps, available in the gift shop, and emblazoned with the BB62 crest motif.
Would make a great memento as well as preventing a shattered screen and/or loss of your phone in the future.
i really like your content, keep going
Thanks, a great video.
What did the burner barrels do? Is that how the boilers were lit? Maybe the level of literacy in the 30's had something to do with the markings?
Burner barrels essentially control how much fuel is going into the boiler.
It would be interesting to know if the turbo electric ships vibrate at top speed.
The answer to your question is yes. The North Carolina South Carolina and Iowa class battleships were the Toria‘s for terrible vibration that would occur when they were running at flank speed. The United States Navy experimented with several configurations in an attempt to stop this but they were never able to completely figure it out.
Ryan talked about this on the last video I believe. It was talking about battleship props.
@@eekedout yes, he had mentioned it and said that that they tried various configurations with the propellers and how the end of the shafts was attached to bottom on top to augment the rigidity. It was improved but never eliminated the vibrations. Generally the vibrations occurred at flank speed from what I understood...
Hopfully they send him to the Texas next !
I see you camera operator. Waving at your own reflection there. Hi!
I hoped someone would notice that easter egg!
@@BattleshipNewJersey This is at 4:53 by the way!
My guess about the size of the boiler is because the rooms were not as long so they had to make them taller. Just a guess though.
How difficult is it to access the engineering spaces to replace major components such as a boiler or propulsion turbine? Do you just cut through the decks with torches or are decks and bulkheads designed to be removable for such an event?
I'm only going to speak for NJ here because thats what I know best, but generally the rules are the same across the BBs - Libby the editor
The engineering spaces are inside the armored citadel, you can't cut holes in the citadel. One, its really hard to do that, but two, that defeats the purpose of your citadel. You just don't do that. So, there are hatches strategically placed to be able to remove components and get them either off the ship or to the machine shop. HOWEVER, you do not remove the whole boiler or anything like that. The boiler is 25 ft (ish) tall and you just can't do that. You take pieces from it that are broken and replace them, not the whole system.
Heres a video we did on how that is done: ruclips.net/video/nFc6VmkcrNw/видео.html
Are the chain lockers and “catacombs” on the curator tour???
The chain locker is really inaccessible, and pretty unsafe to get to. Generally though, we make a judgment call with each group, can you handle getting to and from a place. So we don't like making promises.
Understood. Keep up the great work!
super awesome
You kept mentioning small little differences between the engines of South Dakota class and Iowa class but leaving out the fact that Iowas produced about 240,000 SHP vs Massachusetts 150,000 SHP. Just noting, not favoring, as I consider we built the finest battleships on the planet.
On one of the instruments / telegraphs it displays the speed required.
It says FULL speed and FLANK speed.
What is FLANK speed ?
Flank is extra fast, and unsustainable. So short bursts. I believe we cover it here:
ruclips.net/video/J4Dp-TOAyho/видео.html
@@BattleshipNewJersey thank you for your promp reply Ill have a look.
Exactly, flank speed is basically get the ship going at the maximum physically possible speed.
Larger DFT maybe because small condenser hot wells?
I kinda like the black control panels.
Makes the dials and gauges easier to read.
Question wich battle ship was the last one to have a cage mast
colorado class
@@motaz1975 Colorado and Maryland kept their cage foremasts their entire lives, buried beneath layers of superstructure but still sticking up out the top. en.wikipedia.org/wiki/USS_Maryland_(BB-46)#/media/File:Uss_maryland_bb.jpg West Virginia lost both her cage masts when she got the same "South Dakota Junior" superstructure in a hull-up rebuild like Tennessee and California.
@@mrz80 i'm confused. isnt that what the person asked?
@mrz80 Iirc Colorado had a secondary full cage mast towards the stern too.
@@Rammstein0963. From my primary reference, "Battleships of the U.S. Navy in World War II" by Stefan Terzibaschitsch, and photos on the Navy's history website, by 1943 Colorado's cage mainmast was cut down by about half, and replaced entirely in 1944. Maryland lost the top half of her cage mainmast during her initial post-Pearl-Harbor repairs. She got a tower structure aft like Colorado's in 1945.
Would have been cool if you cut to b-roll of the equivalent on new jersey when describing this stuff.
Weve made several videos in our engine room, like this one here
ruclips.net/video/14IDMMAhGRg/видео.html
You.know Ryan its a one in a million chance,but growing up in my home town of McComb Mississippi, a nebior of mine when I was young had your last name and he was from New Jersey, I can't remember his first name its been so long ago,but he was a fighter pilot in Europe during the war.he died about 8 years ago,but I'll try to get his first name.mabey y'all are related.
Only if they spell it exactly the same, otherwise they're just more poles. Or so goes the story I've heard. - Libby
Boilers and battleships woohoo
I love the Dakota class they were more active to battle
$500 BEHIND-THE-SCENE TOUR?!?!? Do you lead it?
Ryan does lead these tours.
@@BattleshipNewJersey Oh man COME ON COVID- END ALREADY! See you as soon as "this" is over.
Sign me up, I'll happily pay it.
My. Best. Engine. Room. Is. On. The. Uss. Lexxston. In. Cctx.
Alabama :)
You're just used to "newer" equipment!
Go Quincy Massachusetts Mamie BB 59 💋✨⭐✨
Efficient
$500 wtf.
We've got self guided tours for like $25 too!
@@BattleshipNewJersey I’m a massive engineering nerd, how much would it be to visit the engine and boiler rooms with a guide?
We sometimes offer micro guided tours of the engine room as part of regular admission. Things are weird this year so check the website before just showing up or like call the museum/send us a fb message. We do 90mim guided tours when we aren't doing those other tours but only on limited days. For like $30
But for that much you get Ryan and his keyring. The only places you can't go are places that aren't safe to be in.
Toured the USS Midway some years ago. The engine docent happened to be a former chief engineer. He could have caused information overload with no problem.
Which class was the more economical in fuel oil burned per hour or day at cruising speed?
Probably the Iowas, despite the sizable increase in displacement. The hull design was MUCH more efficient.
How far did you have to travel to get to Battleship Cove Libby? Did you stay over? It was a great series!
Its about a 6 hour drive, we drove up one day stayed a day and then left third day. So it was a quick trip. But we got a lot done while we were there!
Depending on when you leave it is a 5-6 hr drive. i know the Drive well, from when i was building the Robling Museum
@@BattleshipNewJersey Did you guys get to stay on ship? They had a great overnight program I got to do while a boy scout