I agree. Walt is excellent. Please enlist (re-enlist) other expert Veterans to accompany you in videos. You are excellent Ryan BUT those that ran the ship make you better.
My father passed 9/6/23 four days shy of his 99th birthday. He was an “oil king” on the USS New Jersey during WW2. His years of service were very important to him for the remainder of his life. Oh, the stories he could tell.
Retired MMCS Nuke both submarines and surface here. We shifted, cleaned, and inspected lube oil strainers on the midwatch every night. One additional item to check when shifting and inspecting lube oil strainers is the magnets on the central shaft of the duplex basket. Iron/steel from gears is magnetic and will be caught. Any excess ferrous material needs to be evaluated. The bearing material is babbit, a relatively soft material of lead/tin/antimony if memory serves and is non-magnetic. It will be captured by the basket material and in the bottom of the basket and resembles grey mud. If you find that on your inspection, Engineering is about to have a bad day.
@@jth877I've done main engine bearing replacements. It's actually pretty simple. Not easy, but simple. You have bearing caps on the forward and aft sides of each turbine that give you access to the main journal bearings, thrust bearing, and oil seals. The journal bearing is a two part plain babbit bearing and the thrust bearing is a kingsbury style bearing. Omitting some steps for brevity, you remove the bearing cap, separate the bearing halves, remove the top half, use a jacking fixture to take the weight of the turbine off the lower half, roll the lower half out and install your new bearing in reverse order. For the thrust bearing, it's a lot like doing the brakes on your car, only with more shoes. Honestly, the hardest part of the job is the QA paperwork that comes along with it.
As a Model T owner, all of our bearings are babbet. All of them Crank, Cam, Connecting rod. Babbet is great material and u can just heat up a batch like lead and pore a new one.
If you know or suspect a bearing is wiped, during operation (i.e. spike in temperature of the bearing metal thermocouple possibly accompanied by loss of oil flow), emergency procedure is to stop and lock the affected shaft, The battleship and carriers have 4 shafts. The cruiser I was on had 2, so you can still operate at reduced speed. Submarines only have 1 so they have to switch propulsion to a DC motor at very reduced speed. Steam turbine bearings are split at the horizontal plane and the top half is unbolted and lifted off. The bottom half has to be "rolled out" by placing a bearing jack under the rotor to lift enough for clearance. Most ships carried a few spares. A carrier or battleship might have the capability to "re-pour" the babbit lining, but shore facilities and possibly a tender certainly can. The cruiser I was on found a slightly wiped main engine bearing when we rolled out one for an INSURV (Board of Inspection and Survey) inspection required every 5 years as I recall. We had no evidence of the damage during operation. @@jth877
Walt did a great job of explaining the lubrication system. Easily understood, and simply stated for those of us who are uninitiated in how the boiler room worked. Amazing stuff.
Please have him go do each system in the engine room, and boiler room from fuel, feed water, steam, etc.. as well as the evaporator room and other machinery paces! He is a valuable resource
Walt was amazing. He remembered more than I did about MY OWN CLASS of ship, and the exact area I worked in, and explained it better than I could. There was 1 more step to the oil strainers; that brass (?) yoke on top turns to the side, and the whole assembly of magnets pulls up out of the basket. The magnets get cleaned by hand with lint-free towels, inspecting for metal shavings. And lastly, just as the Purifier will accumulate sludge on the outside of the tube, so does the Sediment fall to the bottom in the Settling Tank. And there's only one way to get it out: you guessed it, by hand. I was one of the poor bastiches shoved in there, and I'd rather unclog sewer pipes any day. Nasty, NASTY job that is. Worse than cleaning a clogged bilge pocket, though not by much. The crud in the Settling Tank was anlke-height or slightly above when I scrambled in there. The majority you tried to scoop into the bottom drain with your hands to go into a container below. What was left over an hour or so later........well, there was you, a bucket, and a mountain of rags. Trying to not gag from the stench the whole time. Elephant Trunks were used to push fresh air into the space, but they basically only provided enough oxygen so you didn't die, and did nothing for the smell itself.
It's really odd to me that on a ship full of breathing masks they'd have you in a tank full of hydrocarbon fumes with such insufficient protection. Why not take an SCBA that's about to expire and use that for the contained space clean out? I hope these days that's how they'd do it and not still be exposing our soldiers to carcinogens for no good reason.
@@andrewfidel2220 If you mean the Firefighting SCBAs.....naw, the space is far too tight. The manhole is small, you shimmy into it like a cave sperlunker. I was tasked with the job mostly because I was a peon, yes.....but partly because I was skinny enough to fit LOL. If you mean the hood-style emergency air things.......man, those things flopped all over the place and were annoying as heck. Not an issue for the short 10-minute lifespan they were intended to survive in for Abandon Ship, as you wouldn't be able to see and would be navigating your way to the deck by memory and by feel. I appreciate thinking outside the box, but Im not sure trying to use one of those would have been a net positive. The job itself might have been less miserable but probably would have taken twice as long.
Thanks for reminding me about the Navy SCBAs. I did a bit of Firefighting after my time there, and had completely forgoten the Navy didnt use back-mounted tanks and instead had the canisters that went in the front. Ah, memories.
@@SonsOfLorgar Now theres an idea. I'm unaware of that equipment being onboard a Battleship, though. Doesn't mean its impossible, I just don't recall seeing any.
The stenciling and color coding was standardized across the fleet. That allowed a sailor from one vessel to transfer to another and quickly be up to speed. There would certainly be details he'd have to learn about a new class, or even across ships of the same class, in order to be a system's expert; but the "big picture" was readily apparent to him immediately. That's especially important during wartime, or in a vessel designed for war, when crew casualties and turnover are expected to be high and you don't have the luxury of several peaceful months of indoctrination in order to get to know your way around your new workspace.
I remember having to trace out each of the major engineering systems, identifying/locating valves, pumps, etc., as part of my SWO quals. Snipes are a special breed of sailor!
When I visited the ship this summer Walt was my guide for the engine room tour. He was extremely knowledgeable about all the systems in that space and great to talk with, good to see him in the video.
Not bad at all but missed a couple of things. Lube oil cooler under your feet and sump level gage where the shaft goes through the bulkhead. Lower level watch, 2ER ‘88. There are also magnets in the strainers and we would run the purifier on the main sump while running as well. Settling tank was usually for auxiliary sump oil that has been changed out
"Ooh, body lotion!" You got me with that one Walt! Very clean explanation, made it all make that little bit more sense. That little touch of Service Sarcasm just cracked me up! Good video, you should make more with qualified guys explaning a facet of their jobs. Makes a great document too, going forward.
In general, I love your videos; thanks for making and posting them! One small complaint I have is that when Walt was pointing to some things, the camera stayed on him, and didn't show what he was pointing at.
Love getting to see down in the guts of the ship and hearing all about how she worked. Walt was great, his explanations were easy to follow and his personality got me laughing here and there. Hope he shows up in future vids sometime
The flange shields, also known as spray shields are made from aluminized fiberglass cloth. I have seen rubberized fiberglass cloth used, but we never did at LBNSY. Couple of the shields on the tank looked like they were inside out because I saw a seam showing on the outside
Kitty Hawk had integrated machinery rooms, with the reduction gears and turbines in the same space as the boilers. Ambient air temp by the boilers was right around 160 degrees while operating and underway.
I worked as a machinist back in the 70s late 80s, and went to machinist school in '78. Most of our instructors were WWII machinists who had made artillery gun pieces, ships guns, boilers for battle ships, you name it. One old guy told me a story about how he was supposed to drill thru the top of a large cast iron boiler where the bottom was solid for about a foot. He drilled and drilled and couldn't figure out why he wasn't breaking thru, when it dawned on him that he had the boiler upside down on the holding fixture, and had been drilling into solid iron. He knew his coworkers would tease him without mercy, so he got out his stamp kit and stamped O I L under the hole. He said he often wondered how many sailors over the years pumped oil into a blind hole.
I stood the last lower level watch before we went into drydock. They used 2 group to defuel the ship and next time I come to the ship I can explain this better to you Ryan.
2190 TEP oil was also used in the steering gear hydraulic systems. I spent 4 years and 2 deployments having steering gear room as my battle station. Underway watches were either throttles or top watch in engine room. During top watch we would change lube oil strainers once a watch. I served on DE/FF 1066 and DD 951.
Walt guided my tour through the engine room (#4?) and barbette #2 this Saturday. He was hanging through the cutout and just yelled over at us and asked if we wanted to join the tour. Immense wealth of knowledge, and just as kind and personable as he sounds in this video.
I saw the spray nozzles inside the gear reduction unit on the jacking gear video, I assumed those were for lube. Good to have the fireman confirm that.
Very well done video explaining an essential, but complicated system. I look forward to when I can visit Battleship New Jersey and gain from the knowledge of your Docents like Walt.
First you check the oil by pulling out the really long dipstick. Then you dry dock the ship. Then someone goes under the ship with a really big wrench to undo the oil drain plug. Finally you pour about 10 barrels of 10w-30w into the crankcase. Did I get it right?
Pretty good for a BT. The oil sump holds 1500 gallons and they would have carried an extra 1500 gallons. One thing of note the Navy used two types of oil purifiers, the sarples that you saw and the delavl the difference being the sarples had a three fin blade in the center and the delavl had a series of disks. The fin and the disks both did the same thing, giving the heavy dirt a place to rest and gather. These were cleaned as well once a day on the mid watch.
@@russoley8995 I recall frigate / destroyers with 30-40 KSHP rated reduction gears with the sump near 1000 gallons. - surprise not even more for the Big guys. Ok - now where my memory might be bad - I thought that oil was for the reduction gearing only. The steam turbines used LOW pressure steam for lubrication at internal bearings, and sealant at outer edges. - that way NO Oil into the "water" system where condensed steam was reclaimed. Thank you Walt for your service and expertise.- I learned this in early 1980s, ship built in early 1960s.
Since you touched a little bit on the going cold. Can you do a piece on cold start up, from firing the boilers to bringing everything up the temperature in the engine room to running ready
Walt is an amazing old vet! I really enjoyed watching his muscle memory and effort to lift the lid on the strainer. Now, Let’s see the fresh and waste water handling systems!
I’ve commented about this before but it would be awesome if you could find a former crewman who can walk you through the ships damage control pumping capacity and layout.
Reminds me of when I pumped 26 gallons of gasoline into my powerstroke f250, yeah the tank had 18 gallons of diesel floating on 26 gallons of gas. I used a siphon hose to draw the gasoline back out of the tank. The diesel was green and it was easy to know when to stop the siphon.
It’s amazing to think how many millions of man hours it took all the way from lobbying for the conception of the ship, planning and design requirements, finance, engineering design and specifications of every single nut and bolt, procurement of parts and materials, assembly and transportation of each component, shipyard management personnel to choreograph the thousands of people it takes to assemble all the components together as a whole, enough electrical wiring and plumbing for a small town, finalization and amendments of design and safety, training manuals for every individual component that had to be worked up typed and edited before publishing and distributing, thousands of gallons of paint and gear and hydrolic oil and teak wood for decking that all had to be produced then transported and applied, inspections and testing of everything from top to bottom, all the way down to the guy who had to drive down to the local package store to purchase the bottle of champagne for christening. That’s not to mention the forest of trees that had to be grown, fell, transported to be processed into paper, transported to a distributor, then transported to the Navy in order to become the literal mountain of paperwork that is required to simply send out orders to staff a ship of this size with its very first crew, much less the several hundreds of crew changes this ship will see over its lifespan. 🤯
It gets worse. If a system is classified, then all component parts are also classified and have a different part number. Thus, the 1/4-20 X 1" bolts holding the cabinet together for a classified piece of equipment have a different part number than the identical piece of common hardware holding the non-classified equipment next to it together. This prevents stuff being reverse-engineered from the parts list. It also means that the supply system has many different part numbers which refer to the exact same item., but are considered a separate item. It's rather frustrating to wait for a month for a piece of hardware ordered under the "Secret" part number from the manual when you KNOW that the MM's have 100+ identical bolts in a bin down in the engine room. Even with a non-classified piece of equipment, you are not allowed to run downtown for a part but instead must go through the supply system. Sucks to wait weeks/months for something like a back-ordered resistor when you know that Radio Shack has the exact component in packs of 20 hanging on the wall. All that said, it's amazing how many common and inexpensive items get conveniently "found" the morning after the first day in port...like 20 resistors without packaging...
2190TEP, TEP stands for "Temperature, Extreem, Pressure." Its designed to operate between 120 and 160 Degrees fahrenheit. It will not work in automotive engines. It will breakdown and not lubricate; destroying the engine, (I had a couple of ship mates that tried it). Also it has none of the cleaning or suspention additives of motor oil.
@josephpadula2283 I disagree. Its Chevron Turbine Oil Symbol 2190 TEP was developed primarily as a circulating system oil for marine gear turbine sets. This oil provides mild extreme pressure protection as well as resistance to rust, oxidation, corrosion, and foaming. It also offers an outstanding thermal and oxidation stability, which allows it to withstand the high temperatures found in turbine bearing and gear lubrication.
THANK'S RYAN ,, AND WALT... GREAT VIDEO!!!! AND INFO.,,,, MIN. SIGNS ARE BETTER SEEING IT LIKE IT WAS LIKE RYAN SAID ,,, IF YOU NEED TO KNOW MORE TAKE A TOUR.. THANK YOU!!!!
Whenever discussion of bringing Battleships back comes up it's important to note the youngest people to last serve aboard these vessels are now in their very late 40s and early 50s. They're almost aged out of the Selective Service Program and there hasn't been new blood in the pipeline for over 30 yrs.
You raise an interesting point. The majority of WW2 Vets would have still been around, albeit in their 70s, Korea and Vietnam Veterans also. All could have served as consultants/advisors and in the latter categories some were possibly still in uniform (strong possibility from Vietnam) and the institutional knowledge was already compromised. @@tomhenry897
@@tomhenry897You mean it was actually improper knowledge of how to safely operate a 16” naval gun that caused the explosion and not a jilted homosexual that deliberately killed himself and 46 of his friends? I dunno man, the Navy’s investigation makes a lot of sense 🧐
Also noteworthy is that the inspection covers on the main reduction gears had very robust locks that only the Chief Engineer had access to. To open access doors for inspection required establishing a "clean area" with an access watch (Foreign Material Exclusion if you will) and an inventory of everything you took in to ensure it came out. Buttons on clothing had to be taped. Most of the time we took shirts off and just wore t-shirts. Those double helical, double reduction gears are highly machined and polished and very expensive. Story goes that a disgruntled sailor opened an access door before deployment and tossed in a bunch of bolts and nuts and destroyed them. Curious if anyone knows the real story.
Id like to see as much of a deep dive on the steam turbines (as much inside view as possible etc) and on the Reduction gears -- again same -- to see whats to see in there
I thought he would cover more about the Delaval oil purifier. That little piece of machinery is critical to your lube oil system. It had to work and if it went down it had to be fixed immediately. Remember what Walt said it removed water and solids from the oil. It is a simple machine that came from the Dairy industry and was used to separate the heavy creme from the milk. Some engineers figured out it could be used to purify heavy oil. That was the first piece of equipment that I learned to fix and rebuild in the engine room. The messenger on the Midwatch would cycle and clean the strainers and clean the disks and bowl on the purifier. It could be finicky in heavy seas. It used a water seal and if the ship was rocking and rolling hard it could lose that seal then it would pump oil into the bilge. That would be a disaster. Walt did a good job though.
As a former MM3, one of my favorite watches to stand was the Evaporator Watch. Ask Walt to take us through how the Evaps work and who gets priority on the fresh water they make. Spoiler alert, its not the sailors... 🙂
Hey Tony. When we done our Vietnam cruise in 72, it was extremely warm and muggy. The crue was always damp and dirty. We were experiencing a shortage of fresh water and throught the problem was a leaking main condenser. We pulled into DaNang for further investigation. Turns out, the officers ( :-O ) were taking several hollywood showers a day which used up alot of water. The infraction was halted and hence we had plenty of fresh water. I do not believe they had to do any chipping or painting though... 🙂@@tonyross6558
I am curious if and how changing from fuel-oil to marine diesel affected the operation of the boiler plants, and if and how that changed the operational range of the Iowa class ships.
It'd be very educational to see a video dedicated to the warm-up phase of the machinery before leaving port and to its cool-down phase once the captain rang the bell "finished with engines".
Great video! Shades of standing EOOW watches and teaching at Steam EOOW School. Sump, pump, dump, strainer, cooler, bearings... Have you done a video on manual boiler operation on a controlled superheat M-Type boiler? Perhaps you could compare that to the last generation 1200 psi boilers with Automatic Boiler Controls (ABC).
Very interesting video. Is oil still present in the entire oil system? Is the oil still the original oil from the 40s or was it completely changed back in 69 and again in 82 when the ship was recommissioned?
You've made multiple errors here. I'm looking at the data sheet for Chevron 2190. And has an SUS of 415 at 100°F. That puts it squarely at the top end of SAE gear 90 or the bottom of 140. Which is around SAE crankcase 60
@@josephpadula2283 Yes ISO 68 is the spec on Chevron steam turbine oil symbol 2190 which equates to an upper 20 wt SAE oil. I've had a pail around for years that has been used on my lathe spindles. It is not a heavy "Gear" oil. I also speak as a BT in the 70's with emperical knowledge up to your armpit wiping out oil sumps on feed pumps and forced draft blowers.
Ah, core lock! That's why you gotta keep the turbines spinning at least a little while in port until everything cools, cause things cool at different rates and the bearings in the turbines cool faster than the shafts, so if they aren't lubed and spinning they'll seize up and trash the bearings.
As a Quality Manager in a Mfg / CNC Lathe shop I'm always bothered by the lack of labels on things. Ryan points out that things are not well labeled. Why would the Navy think that it's a better idea to not label every single valve / switch?
They are, it's just easier to see up close and in person. Former MM3 putting his 2 cents in. On LHA-4 we had labels on each handwheel (either a metal/plastic tag hanging from a spoke, or a metal disc in the center) and under or above each pushbutton and switch. However, we did have to replace them on a regular basis as they broke or fell off.
Every valve wheel is labeled, as well as all the piping, pumps, motors, etc. Not always easy to make out on video but very easy in oerson as long as it's not worn down
I was reading a detailed engineering report about all of the problems USS Yorktown is having with severe corrosion in many compartments, holes in the hill, etc. One thing that was mentioned was the many thousands of gallons of bunker oil that remained in some of the tanks on that ship. Does the New Jersey have any large amounts of oil, or other fuels still remaining onboard in tanks that wasn’t fully removed by the USN, and if so, will these be removed during the dry docking?
Perhaps instead of signs everywhere, you could offer small cards which information on how to identify things and systems within the ship that tourists can look a as they go through.
Was the SSTG l/o purified by the same purifier or did the SSTG l/o systems have their own purifiers. The similar question arrises about the steam driven firepumps, fuel pumps, air compresses and main lube oil pumps. Thanks on refreshing my onboard training for the lube-oil system.
Electrical distribution system/emergency distribution how it all ties together. Alfa and brovo equipment in the main spaces, or did a battleship not do that??
So my question is let's say hypothetically speaking, if US government and NAVY gave you guys permission to fire up the new jersey what type of work would need to be done besides fueling. Would the ship be essentially turn key or would there need to be work to the boilers and critical power/engine systems prior to firing the ship up.
Please please do more videos with Walt, he is a wealth of knowledge and experience.
Yes please, and he has a great camera manner as well. Very pleasant to listen to.
Yes please
I agree!
I agree. Walt is excellent. Please enlist (re-enlist) other expert Veterans to accompany you in videos. You are excellent Ryan BUT those that ran the ship make you better.
How much oil does it need? I have no idea 😂
My father passed 9/6/23 four days shy of his 99th birthday. He was an “oil king” on the USS New Jersey during WW2. His years of service were very important to him for the remainder of his life. Oh, the stories he could tell.
these stories would probably made a best selling book. if possible you should try to put them on paper to share those you feel like sharing.
CHTT System!!!!! It's just as important! 😂
Retired MMCS Nuke both submarines and surface here. We shifted, cleaned, and inspected lube oil strainers on the midwatch every night. One additional item to check when shifting and inspecting lube oil strainers is the magnets on the central shaft of the duplex basket. Iron/steel from gears is magnetic and will be caught. Any excess ferrous material needs to be evaluated. The bearing material is babbit, a relatively soft material of lead/tin/antimony if memory serves and is non-magnetic. It will be captured by the basket material and in the bottom of the basket and resembles grey mud. If you find that on your inspection, Engineering is about to have a bad day.
SICLOS. Shift Inspect Clean Lube Oil Strainer
What would the repair procedure be for a toasted bearing? If it's in one of the main engines, that has to be the worst-case scenario.
@@jth877I've done main engine bearing replacements. It's actually pretty simple. Not easy, but simple. You have bearing caps on the forward and aft sides of each turbine that give you access to the main journal bearings, thrust bearing, and oil seals. The journal bearing is a two part plain babbit bearing and the thrust bearing is a kingsbury style bearing. Omitting some steps for brevity, you remove the bearing cap, separate the bearing halves, remove the top half, use a jacking fixture to take the weight of the turbine off the lower half, roll the lower half out and install your new bearing in reverse order. For the thrust bearing, it's a lot like doing the brakes on your car, only with more shoes. Honestly, the hardest part of the job is the QA paperwork that comes along with it.
As a Model T owner, all of our bearings are babbet. All of them Crank, Cam, Connecting rod. Babbet is great material and u can just heat up a batch like lead and pore a new one.
If you know or suspect a bearing is wiped, during operation (i.e. spike in temperature of the bearing metal thermocouple possibly accompanied by loss of oil flow), emergency procedure is to stop and lock the affected shaft, The battleship and carriers have 4 shafts. The cruiser I was on had 2, so you can still operate at reduced speed. Submarines only have 1 so they have to switch propulsion to a DC motor at very reduced speed. Steam turbine bearings are split at the horizontal plane and the top half is unbolted and lifted off. The bottom half has to be "rolled out" by placing a bearing jack under the rotor to lift enough for clearance. Most ships carried a few spares. A carrier or battleship might have the capability to "re-pour" the babbit lining, but shore facilities and possibly a tender certainly can. The cruiser I was on found a slightly wiped main engine bearing when we rolled out one for an INSURV (Board of Inspection and Survey) inspection required every 5 years as I recall. We had no evidence of the damage during operation. @@jth877
Walt did a great job of explaining the lubrication system. Easily understood, and simply stated for those of us who are uninitiated in how the boiler room worked. Amazing stuff.
Please have him go do each system in the engine room, and boiler room from fuel, feed water, steam, etc.. as well as the evaporator room and other machinery paces! He is a valuable resource
Walt was amazing. He remembered more than I did about MY OWN CLASS of ship, and the exact area I worked in, and explained it better than I could. There was 1 more step to the oil strainers; that brass (?) yoke on top turns to the side, and the whole assembly of magnets pulls up out of the basket. The magnets get cleaned by hand with lint-free towels, inspecting for metal shavings.
And lastly, just as the Purifier will accumulate sludge on the outside of the tube, so does the Sediment fall to the bottom in the Settling Tank. And there's only one way to get it out: you guessed it, by hand. I was one of the poor bastiches shoved in there, and I'd rather unclog sewer pipes any day. Nasty, NASTY job that is. Worse than cleaning a clogged bilge pocket, though not by much. The crud in the Settling Tank was anlke-height or slightly above when I scrambled in there. The majority you tried to scoop into the bottom drain with your hands to go into a container below. What was left over an hour or so later........well, there was you, a bucket, and a mountain of rags. Trying to not gag from the stench the whole time. Elephant Trunks were used to push fresh air into the space, but they basically only provided enough oxygen so you didn't die, and did nothing for the smell itself.
It's really odd to me that on a ship full of breathing masks they'd have you in a tank full of hydrocarbon fumes with such insufficient protection. Why not take an SCBA that's about to expire and use that for the contained space clean out? I hope these days that's how they'd do it and not still be exposing our soldiers to carcinogens for no good reason.
@@andrewfidel2220 If you mean the Firefighting SCBAs.....naw, the space is far too tight. The manhole is small, you shimmy into it like a cave sperlunker. I was tasked with the job mostly because I was a peon, yes.....but partly because I was skinny enough to fit LOL.
If you mean the hood-style emergency air things.......man, those things flopped all over the place and were annoying as heck. Not an issue for the short 10-minute lifespan they were intended to survive in for Abandon Ship, as you wouldn't be able to see and would be navigating your way to the deck by memory and by feel.
I appreciate thinking outside the box, but Im not sure trying to use one of those would have been a net positive. The job itself might have been less miserable but probably would have taken twice as long.
Thanks for reminding me about the Navy SCBAs. I did a bit of Firefighting after my time there, and had completely forgoten the Navy didnt use back-mounted tanks and instead had the canisters that went in the front. Ah, memories.
@@BattleshipSailorBB63 or how about a good old half-face mask with an air hose instead of filters?
@@SonsOfLorgar Now theres an idea. I'm unaware of that equipment being onboard a Battleship, though. Doesn't mean its impossible, I just don't recall seeing any.
The stenciling and color coding was standardized across the fleet. That allowed a sailor from one vessel to transfer to another and quickly be up to speed. There would certainly be details he'd have to learn about a new class, or even across ships of the same class, in order to be a system's expert; but the "big picture" was readily apparent to him immediately. That's especially important during wartime, or in a vessel designed for war, when crew casualties and turnover are expected to be high and you don't have the luxury of several peaceful months of indoctrination in order to get to know your way around your new workspace.
We need more of Walt on camera! I'm also impressed he watched your videos ❤
I remember having to trace out each of the major engineering systems, identifying/locating valves, pumps, etc., as part of my SWO quals. Snipes are a special breed of sailor!
I agree you needed to know for if had issue .
Really enjoyed Walt walking us through the process! Thank you!
As a journeyman steamfitter i love these kinds of videos on similar systems that i get to work on daily!
When I visited the ship this summer Walt was my guide for the engine room tour. He was extremely knowledgeable about all the systems in that space and great to talk with, good to see him in the video.
Good to hear Walt is a guide. Thanks for sharing your experience.
Pretty cool. My last ship was CV61 USS Ranger 1985-86. 🇺🇸
Walt's a gent. Really sounds super knowledgeable and knows his stuff!
Not bad at all but missed a couple of things. Lube oil cooler under your feet and sump level gage where the shaft goes through the bulkhead. Lower level watch, 2ER ‘88.
There are also magnets in the strainers and we would run the purifier on the main sump while running as well. Settling tank was usually for auxiliary sump oil that has been changed out
Lon smith? Is that you smitty? Did you server on her during 88?
Yup, it’s me.
"Ooh, body lotion!" You got me with that one Walt! Very clean explanation, made it all make that little bit more sense. That little touch of Service Sarcasm just cracked me up! Good video, you should make more with qualified guys explaning a facet of their jobs. Makes a great document too, going forward.
We spent something like 45 minutes with Walt when I attended Battleship University on the NJ - he's awesome!!
In general, I love your videos; thanks for making and posting them! One small complaint I have is that when Walt was pointing to some things, the camera stayed on him, and didn't show what he was pointing at.
I like this guy, let Walt tell us some stories and show us around.
Love getting to see down in the guts of the ship and hearing all about how she worked. Walt was great, his explanations were easy to follow and his personality got me laughing here and there. Hope he shows up in future vids sometime
The flange shields, also known as spray shields are made from aluminized fiberglass cloth. I have seen rubberized fiberglass cloth used, but we never did at LBNSY. Couple of the shields on the tank looked like they were inside out because I saw a seam showing on the outside
The only ship I've ever looked at repeatedly in detail is the Texas, and even that is confusing. Thanks for the tour.
Kitty Hawk had integrated machinery rooms, with the reduction gears and turbines in the same space as the boilers. Ambient air temp by the boilers was right around 160 degrees while operating and underway.
I worked as a machinist back in the 70s late 80s, and went to machinist school in '78. Most of our instructors were WWII machinists who had made artillery gun pieces, ships guns, boilers for battle ships, you name it. One old guy told me a story about how he was supposed to drill thru the top of a large cast iron boiler where the bottom was solid for about a foot. He drilled and drilled and couldn't figure out why he wasn't breaking thru, when it dawned on him that he had the boiler upside down on the holding fixture, and had been drilling into solid iron. He knew his coworkers would tease him without mercy, so he got out his stamp kit and stamped O I L under the hole. He said he often wondered how many sailors over the years pumped oil into a blind hole.
I stood the last lower level watch before we went into drydock. They used 2 group to defuel the ship and next time I come to the ship I can explain this better to you Ryan.
2190 TEP oil was also used in the steering gear hydraulic systems. I spent 4 years and 2 deployments having steering gear room as my battle station. Underway watches were either throttles or top watch in engine room. During top watch we would change lube oil strainers once a watch. I served on DE/FF 1066 and DD 951.
Walt guided my tour through the engine room (#4?) and barbette #2 this Saturday. He was hanging through the cutout and just yelled over at us and asked if we wanted to join the tour. Immense wealth of knowledge, and just as kind and personable as he sounds in this video.
I saw the spray nozzles inside the gear reduction unit on the jacking gear video, I assumed those were for lube. Good to have the fireman confirm that.
Very well done video explaining an essential, but complicated system. I look forward to when I can visit Battleship New Jersey and gain from the knowledge of your Docents like Walt.
Thank you Walt and Team BBNJ! It’s brilliant that veterans can transfer some of their vast knowledge to current and future generations of curators.
First you check the oil by pulling out the really long dipstick. Then you dry dock the ship. Then someone goes under the ship with a really big wrench to undo the oil drain plug. Finally you pour about 10 barrels of 10w-30w into the crankcase. Did I get it right?
How many sailors were involved to remove the dipstick? I imagine it is very large.
About 10,000 barrels, but close enough 😂
Yup. CNO material here!!😋
that was excellent! really interesting. have to admire what it took to cut those gears 60 years ago. amazing,
Pretty good for a BT. The oil sump holds 1500 gallons and they would have carried an extra 1500 gallons. One thing of note the Navy used two types of oil purifiers, the sarples that you saw and the delavl the difference being the sarples had a three fin blade in the center and the delavl had a series of disks. The fin and the disks both did the same thing, giving the heavy dirt a place to rest and gather. These were cleaned as well once a day on the mid watch.
Thanks for that answer, as I was wondering and would of kept wondering how much oil.
@@russoley8995 I recall frigate / destroyers with 30-40 KSHP rated reduction gears with the sump near 1000 gallons. - surprise not even more for the Big guys. Ok - now where my memory might be bad - I thought that oil was for the reduction gearing only. The steam turbines used LOW pressure steam for lubrication at internal bearings, and sealant at outer edges. - that way NO Oil into the "water" system where condensed steam was reclaimed. Thank you Walt for your service and expertise.- I learned this in early 1980s, ship built in early 1960s.
Oil not only lubes it also removes heat.
¡Yes! Lubricates, cools, and provides for a hydrodynamic wedge.
Since you touched a little bit on the going cold. Can you do a piece on cold start up, from firing the boilers to bringing everything up the temperature in the engine room to running ready
I like this idea, but it would have to be a mini-series to have the same level of detail as this video.
I agree, And I look forward to seeing it in the future
Amazing episode Walt is incredibly knowledgeable and it would be great to see more videos around the engineering spaces. Thankyou
I've only recently discovered this channel and I find these discussions fascinating particularly on the vast systems that these ships use.
Very well explained by Walt... Thank You Sir... This was especially interesting for me. Anything engine related is a plus.... Thanks Ryan.
Russ
Kudos to Walt Rotherman[?] speaking well from his extensive knowledge...!
What an amazing gentleman, loved his explanations.
Walt is an amazing old vet! I really enjoyed watching his muscle memory and effort to lift the lid on the strainer.
Now, Let’s see the fresh and waste water handling systems!
I’ve commented about this before but it would be awesome if you could find a former crewman who can walk you through the ships damage control pumping capacity and layout.
I would be willing to watch videos on any and all subsystems that you want to do.
It is great when you can get the guys that worked the systems to come in and talk about it. It's even better when they let you get it on video.
What about taking a look at the disbursing office. There has to be a cool safe in there to store cash for sailors during liberty.
Reminds me of when I pumped 26 gallons of gasoline into my powerstroke f250, yeah the tank had 18 gallons of diesel floating on 26 gallons of gas. I used a siphon hose to draw the gasoline back out of the tank. The diesel was green and it was easy to know when to stop the siphon.
It’s amazing to think how many millions of man hours it took all the way from lobbying for the conception of the ship, planning and design requirements, finance, engineering design and specifications of every single nut and bolt, procurement of parts and materials, assembly and transportation of each component, shipyard management personnel to choreograph the thousands of people it takes to assemble all the components together as a whole, enough electrical wiring and plumbing for a small town, finalization and amendments of design and safety, training manuals for every individual component that had to be worked up typed and edited before publishing and distributing, thousands of gallons of paint and gear and hydrolic oil and teak wood for decking that all had to be produced then transported and applied, inspections and testing of everything from top to bottom, all the way down to the guy who had to drive down to the local package store to purchase the bottle of champagne for christening. That’s not to mention the forest of trees that had to be grown, fell, transported to be processed into paper, transported to a distributor, then transported to the Navy in order to become the literal mountain of paperwork that is required to simply send out orders to staff a ship of this size with its very first crew, much less the several hundreds of crew changes this ship will see over its lifespan. 🤯
Just imagine all of the drawings (many at 1:1 scale) that had to be made for every part of these ships.
It gets worse. If a system is classified, then all component parts are also classified and have a different part number. Thus, the 1/4-20 X 1" bolts holding the cabinet together for a classified piece of equipment have a different part number than the identical piece of common hardware holding the non-classified equipment next to it together. This prevents stuff being reverse-engineered from the parts list. It also means that the supply system has many different part numbers which refer to the exact same item., but are considered a separate item.
It's rather frustrating to wait for a month for a piece of hardware ordered under the "Secret" part number from the manual when you KNOW that the MM's have 100+ identical bolts in a bin down in the engine room. Even with a non-classified piece of equipment, you are not allowed to run downtown for a part but instead must go through the supply system. Sucks to wait weeks/months for something like a back-ordered resistor when you know that Radio Shack has the exact component in packs of 20 hanging on the wall.
All that said, it's amazing how many common and inexpensive items get conveniently "found" the morning after the first day in port...like 20 resistors without packaging...
2190TEP, TEP stands for "Temperature, Extreem, Pressure."
Its designed to operate between 120 and 160 Degrees fahrenheit.
It will not work in automotive engines. It will breakdown and not lubricate; destroying the engine, (I had a couple of ship mates that tried it). Also it has none of the cleaning or suspention additives of motor oil.
Turbine , extreme pressure
@josephpadula2283 I disagree.
Its Chevron Turbine Oil Symbol 2190 TEP was developed primarily as a circulating system oil for marine gear turbine sets. This oil provides mild extreme pressure protection as well as resistance to rust, oxidation, corrosion, and foaming. It also offers an outstanding thermal and oxidation stability, which allows it to withstand the high temperatures found in turbine bearing and gear lubrication.
Walt has some JACKED forearms for an older gentleman, yeesh.
This format is amazing...
THANK'S RYAN ,, AND WALT... GREAT VIDEO!!!! AND INFO.,,,, MIN. SIGNS ARE BETTER SEEING IT LIKE IT WAS LIKE RYAN SAID ,,, IF YOU NEED TO KNOW MORE TAKE A TOUR.. THANK YOU!!!!
@9:56 Walt goes into auto pilot while inspecting the lube oil strainer basket.
Whenever discussion of bringing Battleships back comes up it's important to note the youngest people to last serve aboard these vessels are now in their very late 40s and early 50s. They're almost aged out of the Selective Service Program and there hasn't been new blood in the pipeline for over 30 yrs.
Short knowledgeable people in the 80s which is why we had the explosion on the Iowa
You raise an interesting point. The majority of WW2 Vets would have still been around, albeit in their 70s, Korea and Vietnam Veterans also. All could have served as consultants/advisors and in the latter categories some were possibly still in uniform (strong possibility from Vietnam) and the institutional knowledge was already compromised. @@tomhenry897
@@tomhenry897You mean it was actually improper knowledge of how to safely operate a 16” naval gun that caused the explosion and not a jilted homosexual that deliberately killed himself and 46 of his friends?
I dunno man, the Navy’s investigation makes a lot of sense 🧐
I'll love to see Walt in few videos talking about he experiences and fun stories on ranger and of course those funny moments to!!!
13:30 Although Hollywood, remember when Steve McQueen as the new man in charge did a walk/crawl around in The Sand Pebbles?
Also noteworthy is that the inspection covers on the main reduction gears had very robust locks that only the Chief Engineer had access to. To open access doors for inspection required establishing a "clean area" with an access watch (Foreign Material Exclusion if you will) and an inventory of everything you took in to ensure it came out. Buttons on clothing had to be taped. Most of the time we took shirts off and just wore t-shirts. Those double helical, double reduction gears are highly machined and polished and very expensive. Story goes that a disgruntled sailor opened an access door before deployment and tossed in a bunch of bolts and nuts and destroyed them. Curious if anyone knows the real story.
Id like to see as much of a deep dive on the steam turbines (as much inside view as possible etc) and on the Reduction gears -- again same -- to see whats to see in there
Thanks Walt great job !
I thought he would cover more about the Delaval oil purifier. That little piece of machinery is critical to your lube oil system. It had to work and if it went down it had to be fixed immediately. Remember what Walt said it removed water and solids from the oil. It is a simple machine that came from the Dairy industry and was used to separate the heavy creme from the milk. Some engineers figured out it could be used to purify heavy oil. That was the first piece of equipment that I learned to fix and rebuild in the engine room. The messenger on the Midwatch would cycle and clean the strainers and clean the disks and bowl on the purifier. It could be finicky in heavy seas. It used a water seal and if the ship was rocking and rolling hard it could lose that seal then it would pump oil into the bilge. That would be a disaster. Walt did a good job though.
As a former MM3, one of my favorite watches to stand was the Evaporator Watch. Ask Walt to take us through how the Evaps work and who gets priority on the fresh water they make. Spoiler alert, its not the sailors... 🙂
We used to love catching the the sailors taking a 10 ton shower. They got to chip and paint under the evaps'
Hey Tony. When we done our Vietnam cruise in 72, it was extremely warm and muggy. The crue was always damp and dirty. We were experiencing a shortage of fresh water and throught the problem was a leaking main condenser. We pulled into DaNang for further investigation. Turns out, the officers ( :-O ) were taking several hollywood showers a day which used up alot of water. The infraction was halted and hence we had plenty of fresh water. I do not believe they had to do any chipping or painting though... 🙂@@tonyross6558
You can also add more additives to the oil as they deplete
Based on some mild research, 2190tep means :210 viscosity 90 weight tep:turbine engine petroleum. Pretty cool lubricant on its own actually
I love to see these engineering parts of these ships!
Amazing upload. Thank you! I been asking these questions since elementry school!
What some people don’t understand is yes the oil is lubricating, but also it helps to dissipate heat from the gears.
Thank you for the episode. How about looking into how water is purified?
You could take a deep look into the helicopter landing control room.
I am curious if and how changing from fuel-oil to marine diesel affected the operation of the boiler plants, and if and how that changed the operational range of the Iowa class ships.
It'd be very educational to see a video dedicated to the warm-up phase of the machinery before leaving port and to its cool-down phase once the captain rang the bell "finished with engines".
So Wise , Thank You. A fine explanation
Anything infrastructure although I would personally love to see some deep dives into communications and Electrical.
I would like to hear more about the docking process. Who knew the propulsion spins for 24 hours before you can shut down
Great video! Shades of standing EOOW watches and teaching at Steam EOOW School. Sump, pump, dump, strainer, cooler, bearings...
Have you done a video on manual boiler operation on a controlled superheat M-Type boiler? Perhaps you could compare that to the last generation 1200 psi boilers with Automatic Boiler Controls (ABC).
Very interesting video. Is oil still present in the entire oil system? Is the oil still the original oil from the 40s or was it completely changed back in 69 and again in 82 when the ship was recommissioned?
Good Video, but one correction 2190 has an !SO viscosity of 100 which is equal to an SAE viscosity in the high 20's low 30's
You've made multiple errors here. I'm looking at the data sheet for Chevron 2190. And has an SUS of 415 at 100°F. That puts it squarely at the top end of SAE gear 90 or the bottom of 140. Which is around SAE crankcase 60
You are doing someone wrong .
It is not thick gear oil.
The z190 is the nominal viscosity in SSU .
That is around ISO 68 to 100 I forget.
@@josephpadula2283 Yes ISO 68 is the spec on Chevron steam turbine oil symbol 2190 which equates to an upper 20 wt SAE oil. I've had a pail around for years that has been used on my lathe spindles. It is not a heavy "Gear" oil. I also speak as a BT in the 70's with emperical knowledge up to your armpit wiping out oil sumps on feed pumps and forced draft blowers.
The best 5w40 @ 4
10,000 gallons
Turbine oil has a unique smell that is unforgettable.
Yeah, gear oil smell has staying power
Ah, core lock! That's why you gotta keep the turbines spinning at least a little while in port until everything cools, cause things cool at different rates and the bearings in the turbines cool faster than the shafts, so if they aren't lubed and spinning they'll seize up and trash the bearings.
How much feed water would BB NJ use & make per day?
It's an excellent video thank you both for this information.
Please do a video on the fire main system .
Does New Jersey have an installed bilge educator? Limber chains.
I would like to see the Electronic Technician spaces.
As a Quality Manager in a Mfg / CNC Lathe shop I'm always bothered by the lack of labels on things. Ryan points out that things are not well labeled. Why would the Navy think that it's a better idea to not label every single valve / switch?
They are, it's just easier to see up close and in person. Former MM3 putting his 2 cents in. On LHA-4 we had labels on each handwheel (either a metal/plastic tag hanging from a spoke, or a metal disc in the center) and under or above each pushbutton and switch. However, we did have to replace them on a regular basis as they broke or fell off.
Every valve wheel is labeled, as well as all the piping, pumps, motors, etc. Not always easy to make out on video but very easy in oerson as long as it's not worn down
I was reading a detailed engineering report about all of the problems USS Yorktown is having with severe corrosion in many compartments, holes in the hill, etc. One thing that was mentioned was the many thousands of gallons of bunker oil that remained in some of the tanks on that ship. Does the New Jersey have any large amounts of oil, or other fuels still remaining onboard in tanks that wasn’t fully removed by the USN, and if so, will these be removed during the dry docking?
I wonder if you could middle ground the adding signs issue by putting poster in the space with legend for the markings?
wonderful video
Walt is living history
Perhaps instead of signs everywhere, you could offer small cards which information on how to identify things and systems within the ship that tourists can look a as they go through.
Take it to Wal-Mart for that $30 oil change?
Yes! That is what i do with my replica battle ship Missouri. Wensday mornings work best if you want to avoid waiting around.
Was the SSTG l/o purified by the same purifier or did the SSTG l/o systems have their own purifiers. The similar question arrises about the steam driven firepumps, fuel pumps, air compresses and main lube oil pumps. Thanks on refreshing my onboard training for the lube-oil system.
Same purifier
Would love to hear the main lube low alarm. 😱. The seperator/cleaner you showed looks like it was designed by the plumber from Hell!
Ok Snipes, without Googling it, how many disc's are in the Alfa Laval lube oil purifier?
Electrical distribution system/emergency distribution how it all ties together. Alfa and brovo equipment in the main spaces, or did a battleship not do that??
tanks so mutch merci beaucoup
So my question is let's say hypothetically speaking, if US government and NAVY gave you guys permission to fire up the new jersey what type of work would need to be done besides fueling. Would the ship be essentially turn key or would there need to be work to the boilers and critical power/engine systems prior to firing the ship up.
the intakes are plated over so it would take at least a visit to the drydock
Did I understand correctly that the propellers are kept spinning at low speed even when in port?
Essentially the same system you have on any modern steam warship (like carriers/submarines).
Did I here correctly that the lube oil was sprayed into the steam side of the turbine ???
So taking your battleship to Jiffy-Lube isnt on,,,