I believe a good topic for a future video would be an in depth discussion of the U.S. Navy's use of double reduction gearing for propulsion shafts as we were the only Navy to develop and deploy this system in W.W. # 2. This allowed greater fuel economy and range as well as a more efficient shaft revolutions. For comparison Battleship Washington operating with King George V in 1942 it was found that two roughly comparable ships had vastly different ranges and fuel consumption characteristics, as King George V had single reduction gearing.
Well since I served in NJ, I would have to say my status boards were all analog. Second ship, AOR-7, cargo control status Board was all lites/switches. BTW, we never would have just pointed to a status board on shift change!!! Sometimes it did take 15 min for turnover, but usually not. That’s why you were always on deck plates 15 min before shift change, for a proper turnover.
What amazes me is that the Battleships had such long careers and spent so much of it in mothball mode that when they were reactivated much of their operating experience had left the Navy. Yes, there are operating manuals but having watched a video of a former sailor explaining how the boilers worked and there did seem to be a great deal of ‘just knowing the machine’ to appreciate the idiosyncrasies that a manual could never explain properly. Thank you Ryan and Team BB62 for keeping the ship’s service and memory alive!
The Navy had a special way of running the boiler with young seamen which wouldn't be used with a more experienced regular crew. The Navy way = one guy who knows the equipment very well and shouts orders to other, younger men who repeats them and follows them.
In the german Navy we had some sort of digital status for the equipment but we can also track down the system analog during a drill or real situations. I was on a frigate which was build in the 80'.
I had one of those status boards right behind me when I stood EOOW of #2 Plant in USS Long Beach - same indications moved by hand when a status changed. My Log Recorder watchstander kept it up to date as the status of different pieces of equipment changed. I see it as better than an electronic status board as a physical effort had to be made to indicate the status - no surprises if status changed automatically and you didn't see it.
Ryan, I spent my navy time on submarines and when your learned all the systems you were qualified and earned your dolphins. I have enjoyed watching all your videos and feel like I could serve on the USS New Jersey. You need to have a qual pin for us. Keep up the good work.
we had analog and electronic for almost everything on my ship and we had to use both. DC central had a massive board in front of the EOW that had the status of tanks, equipment and everything it had written in spots and lights to indicate what was on and what was off.
On the 2 Cruisers and the 1 DDG I was On we used a very simple system. We told the on coming watch what was running verbally. On the Console Board was a laminated sheet of paper with all the equipment listed. We just checked off what was online or running..
We had both. You look at any of the control consoles and easily see what equipment was online. We also had an analog that we used to indicate what was online in the event we lost a console for whatever reason.
I love all New Jersey vids... Ryan and crew do a great job teaching us how NJ worked. Today I was pretty disappointed in the US Navy to realize that the 1980's ideas of "Status Boards" were so... bad. Disregarding the fact that by the 80's we were more than capable of wiring it up to various sensors... the actual visual signals were tiny, not easily discernable, poorly located (if that was the actual location) impractical in size... I could go on. Earlier this year I was at a Catholic School fish fry... they had a status board of how the fry was going. It was manual with a person with a cell phone connecting to various people around the facility. I cannot recall the # of status's each station / step in the process had... 4 or 5, but it was very easy to see the status from 8 feet away. Very well done. Even though I did not work at the Fish Fry I could figure out what stations were keeping up, which were behind & why, and if I were trained I could know where to go help. Almost no talking needed, almost no knowledge of the fish fry process required to understand the status. Ryan's just telling us what they did and, as usual, tells us well. The fact that it's not a very good system reflects on the Navy of the 80's.
I don't about the 80s but when this ship was launched in 1942 it was state of the art. When they reactived the ship in the 80s it would have been way to expensive too completely redesign the shipboatd status boards so they kept the old ones going. In the end it makes sense since they only really kept using this for about 9 or 10 years.
"analogue" electrical status boards for all sorts of industries have existed since the dawn on electrical use. Think of Magneta clocks on ships for example. Manual or hand operated would be a more correct term rather than analogue. Another fascinating video btw Ryan. Thank you.
Yes, analogue is an incorrect term for the statusboards shown. Manual is indeed a far better term for how they operate. And hand operated isn't a bad term either. Since analog implies automation in updating the status. Even if some basic stuff like pressure can quite easily be transported via hydraulic lines for a distributed view of the current pressure. Similar story for other readings. And pulleys have been a staple for status boards for a long time. Though, that they didn't use more status lights is interesting. Simple on/off indicators for various things, even if it just is a switchboard in the associated mechanical space. (and this would then be a digital system, since the signal is either on or off. (Even if most people incorrectly think digital means it is computer control.))
Great video Ryan, I was waiting for this one. On my DDG-51 and CVN we had two whiteboards with labels printed on them. Grease pencils were used to circle, x, underline, etc. One for mechanical equipment status and one for valve lineup, just like New Jersey. I would have preferred the old style with actual switches! The electric plant had better remote indication, but was still controlled at the switchgear. Navy is way behind civilian automation standards.
Analogue is good because when lumps of it are blown to bits,bent,buckled,cut or sheared off by the enemies shells, someone can use a bit of old fashioned Noddle and a few bodges to get it working again,it's a mechanical connection or assembly,even wiring is after all a mechanical connection which means you can see the damage physically ,it doesn't require the time consuming interrogation,replacement, coding and calibration of half a dozen modules or computers to keep it and it's various associated components running properly components that are generally more sensitive and fragile by comparison to their analogue alternatives. Plus the enemy can't hack that old shit!😁
Was on Truman in Combat Systems. had a simple white board for equipment status with all of the various major systems permanently stenciled with lines for lesser systems to be written in as needed.
I saw video ones about operating the flight deck on an Nimitz-class carrier. They have a physical model of the flight deck and little wooden plains they moved around. As a back up to the electronic system. I don’t know if they still have them. but it’s interesting to think that one of the most advanced ships in the world uses something so simple
I was on a guided missile cruiser CG-71 we had digital indicators in each engine room and in CCS, we still at times had to visually check things cause digital does go on the fritz sometimes
A power plant i visited 8 years ago in Sweden (the oil condensing units in Stenungsund) there the personel had special smal pieces of wood placed on every control on the pulpit. Move the control turn the wood 90 degrees.
In Main Control has a board for the EOW and they had a grease pencil to circle everything that is open and online. Also I was assigned to 2 Engineroom and we never used that board during the late 80’s and early 90’s.
I find it hard to believe that even back in the 30's or 40's they could not come up with a better board. Kind of confusing and hard to get to. But very amazing and interesting
The shore power fed to the ship is still distributed thru the main switchboards. They don’t rewire the whole ship, not feasible. So that board is showing current volts and hz’s being fed to ship.
This is a great example of why such a large crew was needed to operate the ship. 16 people to plot firing solutions. Many to run each boiler.. In contrast to so much of this being able to be automated and why crew sizes keep decreasing.
I wonder if that large board where you can’t reach the upper half lowers down to be useable. The strange angle makes me think if you lifted the bottom edge it would swing out and down.
This isn't Navy. My first computer system in the Air Force, 465L SACCS did have a master display of all the fault lights on all of the logic drawers. It was called the FFC. Fault & Facility Control panel. It had push buttons to switch lines manually for either your numbered Air Force or Headquarters SAC. It had connections for jumper cables to do in house loop backs or long line loops for troubleshooting. We had telecommunication jacks so we could talk via headsets with the operator consoles in the Command Post. This was handy. Daily Preventive Maintenance was pushing a button to light all of the lights to insure all were working.
I was Munitions in the Air Force, and I can remember one of the self-test to ensure a missile test set was functional was to push the "Self Test" button. If all the lights lit, you were good to go, at least electronically. For either pneumatic or hydraulic self test (depending on which test set being checked), there was another series of test to perform. Thanks for queuing memories from the past!
@@josephstevens9888 Thanks for your service! What base or bases were you at? I was at Griffiss AFB, NY; Grissom AFB, IN; Pruem AS West Germany; and Ellsworth AFB, SD. We did not have a "master" self test for the system. We did have a self test program for the drawer tester. It wasn't one step. We got so that we could do it from memory, but NOT when we were doing a QC Eval. Then you had to dig out the manual and go slow step by step. Self test only checked out about half of the circuits. It did check all of the lights!
@@klsc8510 After Basic Training at Lackland, I was sent to Munitions Specialist Course at Lowry AFB in Denver. Then I was sent to a 18-month tour at Kadena AB, Okinawa. At Kadena I spent the first year working in the 20MM shop (I still can smell gun grease on my hands!), and the final six months in the Missile shop maintaining AIM-7M Sparrow and AIM-9P & L Sidewinders. Then I PCS'ed to Nellis AFB outside Las Vegas where I spent two years assigned to Munitions Storage - as well as some other shops as well. After four years I transitioned to the Air Guard at Selfridge ANGB, Michigan where I spent another eighteen years performing all aspects of the Munitions field. Then I transitioned to the First Sergeant role for six years, and wrapped up my military spending another six years as human resource and career advisor at Wing HQ. In all, both Active and Guard time (my Air Guard years were peppered with deployments to the SW Asia AOR while on Federal Orders) I have 33 years of total Federal service. I retired in 2015. KLS&C 85 - thank you for sharing your experiences while in the Air Force, and thank you sir for your service to the nation. God Bless and may you and your family have a wonderful Christmas season!
@@josephstevens9888 Thanks for your service! Are you still in Michigan? After my almost 13 years active Air Force, my CO at Ellsworth didn't like me. Maybe because I didn't drink? He broke more rules pushing me out than I did in my time in. After 16 years being out, I was recruited to join the Army Guard Signal Company in Kalamazoo. That was 2000. In 2003, we got the big invite to play in the sand box of Iraq in 2003-04. The Company was detached from Michigan to join a Signal Battalion from Iowa. In short during our time in Iraq, we showed the Army how Signal is done. Not bad for a bunch of old Soldiers! I retired in January, 2009 with 21 years of combined service time. I did get to fly on many Air Force aircraft. The best was an incentive flight out of Grissom AFB in the KC-135 landing at Travis AFB for the long weekend. I got to watch air refuelings of RF-4s and a C-5 at night. I got to fly the boom for a bit. That was May 1979. Like you, I enjoyed my time in uniform. I am now a member of American Legion Post 84 in Otsego, MI. I have ship and airplane models I have built in the Post's WWII curio. One funny story about a test button. I was in the Bomb Wing Command Post at Ellsworth doing a weekly PMI on the Alert Receive Panel. Part of that was to test the bright red light and klaxon horn in the panel. Per the -6, I alerted both the officer and NCO on duty that I was going to do the test. They concurred. I pushed the test button. The red light flashed, the horn sounded, and an alert crew member doing something in the battle staff room jumped up ready to run to his truck to go to his plane. The officer controller jumped up waving his arms and yelled, "It is only a test!" The alert crewman sat back down and resumed doing what he was there for. The officer apologized telling me I did nothing wrong. He had forgotten about the alert crewman in the battle staff room!
That's crazy they had to manually record the status of all those valves on a board like that. I would hope today they would have electronic indicators on a device network that could be viewed from a computer.
Interesting that a status board is just stuck up in a machinery space behind a pipe. All the ships I have worked on have had a central control room with engine and switchboard controls all in one place. On newer ships, a lot of systems are controlled by a computer, so if you want to open a valve and start a pump there's a schematic on a computer screen and you can start a pump by clicking on it with the mouse. The older ships I have worked on have had a lot more manual "analogue" systems where you have to go and physically open the valve locally. Then you see the transition between the two on ships built in the 70s and 80s where there is remote operation, but it's via a switch on a panel in the control room instead of a computer screen.
MAIN CONTROL, the place the Engineering office of the watch and associated staff was located in #3 engine room. This is where all engineering operations were routed thru.
as a modern merchant sailor, who has seen more sensors fail then I dare to count, I wish we had more anologue stuff. It's really annoying to have equipment refusing to start because a sensor says you have no cooling water pressure, while you can see the actual pump and gauge working... and there is no way to override, (besides a jumper on the sensor) and spares are 4 ports away. KISS is gone in our world, and somehow equipment designers think Engineers are getting more stupid as time progresses...
Two guys which listens constantly to orders between the decision makers, and then modify the board at updates. The target tracking/plotting group in the CIC does it the same way - they listen to what the radar observers and other sensors say.
@@carmatic ?? How do you believe the RAF planed and decided which squadron should deal with that part of the enemy's aircrafts in the Battle of Britain ? A lot of auxiliaries moving aircraft silhouetes on a big wall and a group of captains and air marshals deciding together what to do.
@@TheStefanskoglund1 but that is in a war room, it is a cohesive situation where a mistake by one person would be caught in real-time by everyone else but a switch board in an engineering space would be attended by less people, and you have no choice but to trust the last person who updated it, without necessarily seeing what they actually did
Yep, the “Ouija board” where cutouts of aircraft have little bits and bobs to indicate their status. Different colored nuts denoted fueled, armed, running, and chained down. Interesting little system
@@mstevens113 To do something like that and which supports multiple users at the same time and still making the system responsive is a hard problem. The other thing is this: a big user of it is the flat top boss ie the officer which decides who/how and then an aircraft can be moved. He/She has their eyes on the real deck, changes to the board and back constantly which means that a computerized board would have to be very bright.
I cannot be certain on my answer but I would say that the Iowa's would have had a water treatment plant on board as boilers use a lot of water and no way could they store enough water to feed those boilers on a cruise.
Definetely desalination plant. Like every steam powered seagoing ship. This could never be possible to take such volume of feedwater from shore. There is a lot in the topic on this channel. Also check "Tom Scot, the older one" as he describes battleship Texas power plant and desalination facilities in great detail.
@@tomnewham1269 The boiler feed water is very pure - you don't want losses of that due to leaks. The condensers must be in such a shape so that you for example don't get salt water in the boiler. That is real bad. And i dont think the normal stills is good enough to produce feed water - drinking water is something else.
I imagine now you can watch every system from anywhere on a tablet.I was on the George Washington I was responsible for the fuels system. While onboard we transitioned from analog to digital
As a retired electrician digital is great when working properly but analog often more reliable. Had touch screens less then a year old burn out. We had a $10 million automatic packing line at Whitman Chocolates. After 6 years could not get one of the boards on each of the 7 computers due to a chip no longer being produced. Had to replace 7 custom German computers due to it. Also had 7 year old digital $10,000 motor drives that had to be reached due to parts were no.longer made.
I forget if it's been covered in previous videos, but do the turbo generators make AC or DC power, and at what voltage? If AC, what frequency? I'd think cross connecting ACwould require having the waveforms sync'ed up! Thanks!
At least, according to the guages, 60 cycle AC for main power as it is easier to take voltages up and down for equipment. Otherwise it would make the generation system too complicated to have generators with different voltages.
460 volts, 60 hz. Yes we cross connected and had sync meters to synchronize them. I believe the video on SSTG’s discusses it. If you want more info, I operated SSTG 1&2 on BB-62 during her final westpac. I would be happy to answer any other questions I can.
@@richcruse2689 I have a whole pile of questions if you don't mind! What was the typical power draw of the ship? How many generators would run when cruising vs at battle stations/with turrets powered? Were the turret motors the highest draw electrical items? Would the emergency diesels ever be synced to the turbogenerators or was there a complete seperate emergency power bus? Could the diesels run things like turrets/steering gear pumps in an emergency power loss situation? I am sure I will think of more...
@@TheThethinker101 I will answer what I can. Generally we had a few states. Normal underway steaming. Generally we would have two SSTG’s parrelled forward, two aft, with one in standby forward one aft. As a general rule, basic underway steaming 3 generators could supply all the ship. Keep in mind this is not battle conditions though. We could, and sometimes, parralled port and starboard, two gens port, two starboard with one in standby in each area. I understood in actual wartime footing, although I never saw this, we were supposed to operate all boilers, all engines, and all generators, this will allow for maximum operation in case of damage. In this case, each engine room would disconnect and feed power to there section. This prevent much loss in case of loss of engine rooms or boilers, so most flexibility. In port “Aux” steaming, 1 boiler online, 1 engine jacking over and keeping warm, 2 generators for that engine room feeding power to the whole ship. There was limits to this, however, we could rotate and elevate a turret in this situation. Diesels we’re only in case of emergency, we never partelled them to SSTG’s there was no need that I ever found. If we needed mor generation, we could cross connect steam and bring up another set of gens pretty fast. We actually had an emergence once where we started and generator from cold, to ready to load in under 5 min. That was VERY fast, and bypassed some basic protocols, but we needed the generator, so it was ignored. Emergency gens would provide what was needed. First was generally engineering, to get restarted. It would supply steering, however, without engines running it would not matter much. Interesting enough, we could keep the boilers and engines running without power, everything had steam operated pumps/back ups. EDG’s fed power to lights, navigation, and what ever else the electrician on the watch was asked to feed.
Question for you Ryan on my ship we had two boilers and one boiler room but if we were out the sea And lose the boilers we had to back up diesel powered generators these were in-line 12 cylinders with 24 pistons per engine does the jersey have anything like this if so can maybe talk about it can they be seen and not one of your videos
would it be possible to design a complete new steam turbine powerplant for the iowas that not just saves more space, but also is more powerfull than the old one? also how reliable where the engines of the iowas? did they had problems and how safe are they during combat, in case they got hit
Ships have magnetic field about them. The metal they are made of combined with the magnetic fields of the earth will induce that field in the ships hull. The equipment inside also generates fields as it operates. They all add up. Degaussing is a method to reduce the magnetic field about the ship. The goal in WW2 is to reduce it far enough to keep magnetic triggered mines from being attracted to the ship. In the northern hemisphere you want a positive bias and in the southern a negative. Big ships can carry the equipment to maintain the field on board. Small ships don't have the space and get 'wiped' by an external source. Well not as effective. The effect can last for a longer time by not following a straight course. Most CRT tubes used the same principal at startup to set a neutral bias for the fly transformer.
2nd set of boards setup - That looks like a main steam piping in the way. - one reply - Normans question. for Surface Ships - with time the enlisted had their ESWS - Enlisted Surface Warfare Qual. NO Idea Now, but in the 1980s that could vary quite a bit between ships - Wonder if anyone had a book developed for the Battleships for the ESWS qualification in the 1980s.
As an electrical engineer it is a bit tiresome to hear people use the terms "analog" and "digital" completely incorrectly. The automation terms bellow aren't applicable for this statusboard, since it is: 1. Not mechanical, as in using mechanical linkages to relay the information to the board. (often such would be done by pulleys or hydraulics for longer distances) 2. Not analog, as in using a continuously variable electrical signal. (analog does not mean "anything that isn't digital".) 3. Not digital, as in an on/off electrical signal. (though, why they didn't use status lights is a debatable question. (Since digital doesn't inherently mean "computer controlled", but computer control is often digital.)) The statusboards here are manual. As in we have to manually go and set the status on the statusboard, since there is nothing doing it for us.
2:03 man they had google chrome years years ahead of everyone else.... it must of been a beta version seeing as the logo is slightly altered..... lmfao
Iam. Not. Sure. If. The. Lexington. Has. Anythng. Like. What. The. New Jersey. Has. In. The. Engine room. But. However. It. Does. Have. Gauges on. It. That’s. All. I. Know. At. This. Time. It. Might. Have. Sonethng. Diffrent. On. It. By. Now. I. Have. Not. Been. To. The. Lexington Lately. At. This. Time. The. Last. See.n. Thr. Lady. Lexi. Was. Way. Back. In. 2018.
I believe a good topic for a future video would be an in depth discussion of the U.S. Navy's use of double reduction gearing for propulsion shafts as we were the only Navy to develop and deploy this system in W.W. # 2. This allowed greater fuel economy and range as well as a more efficient shaft revolutions. For comparison Battleship Washington operating with King George V in 1942 it was found that two roughly comparable ships had vastly different ranges and fuel consumption characteristics, as King George V had single reduction gearing.
Funny thing it’s still the standard we make shit so good it sets a precedent
All those reduction gears where owned and maintained by GE
@@BALOYBEACHBUM Westinghouse, Hardie-Tynes, and a few others made them, too.
Well since I served in NJ, I would have to say my status boards were all analog.
Second ship, AOR-7, cargo control status Board was all lites/switches.
BTW, we never would have just pointed to a status board on shift change!!! Sometimes it did take 15 min for turnover, but usually not. That’s why you were always on deck plates 15 min before shift change, for a proper turnover.
Being an Industrial Mechanic I love these videos on the more technical side of the ships operations and machinery.
What amazes me is that the Battleships had such long careers and spent so much of it in mothball mode that when they were reactivated much of their operating experience had left the Navy. Yes, there are operating manuals but having watched a video of a former sailor explaining how the boilers worked and there did seem to be a great deal of ‘just knowing the machine’ to appreciate the idiosyncrasies that a manual could never explain properly.
Thank you Ryan and Team BB62 for keeping the ship’s service and memory alive!
The Navy had a special way of running the boiler with young seamen which wouldn't be used with a more experienced regular crew.
The Navy way = one guy who knows the equipment very well and shouts orders to other, younger men who repeats them and follows them.
In the german Navy we had some sort of digital status for the equipment but we can also track down the system analog during a drill or real situations. I was on a frigate which was build in the 80'.
I had one of those status boards right behind me when I stood EOOW of #2 Plant in USS Long Beach - same indications moved by hand when a status changed. My Log Recorder watchstander kept it up to date as the status of different pieces of equipment changed. I see it as better than an electronic status board as a physical effort had to be made to indicate the status - no surprises if status changed automatically and you didn't see it.
Ryan I've watched most of the Battleship New Jersey videos and they just keep getting better! Thank you and the crew!
Ryan, I spent my navy time on submarines and when your learned all the systems you were qualified and earned your dolphins. I have enjoyed watching all your videos and feel like I could serve on the USS New Jersey. You need to have a qual pin for us. Keep up the good work.
we had analog and electronic for almost everything on my ship and we had to use both. DC central had a massive board in front of the EOW that had the status of tanks, equipment and everything it had written in spots and lights to indicate what was on and what was off.
On the 2 Cruisers and the 1 DDG I was On we used a very simple system. We told the on coming watch what was running verbally. On the Console Board was a laminated sheet of paper with all the equipment listed. We just checked off what was online or running..
And that is why it took 2500 guys to run that ship the right way.
We had both. You look at any of the control consoles and easily see what equipment was online. We also had an analog that we used to indicate what was online in the event we lost a console for whatever reason.
I love all New Jersey vids... Ryan and crew do a great job teaching us how NJ worked.
Today I was pretty disappointed in the US Navy to realize that the 1980's ideas of "Status Boards" were so... bad. Disregarding the fact that by the 80's we were more than capable of wiring it up to various sensors... the actual visual signals were tiny, not easily discernable, poorly located (if that was the actual location) impractical in size... I could go on.
Earlier this year I was at a Catholic School fish fry... they had a status board of how the fry was going. It was manual with a person with a cell phone connecting to various people around the facility. I cannot recall the # of status's each station / step in the process had... 4 or 5, but it was very easy to see the status from 8 feet away. Very well done. Even though I did not work at the Fish Fry I could figure out what stations were keeping up, which were behind & why, and if I were trained I could know where to go help. Almost no talking needed, almost no knowledge of the fish fry process required to understand the status.
Ryan's just telling us what they did and, as usual, tells us well. The fact that it's not a very good system reflects on the Navy of the 80's.
I don't about the 80s but when this ship was launched in 1942 it was state of the art. When they reactived the ship in the 80s it would have been way to expensive too completely redesign the shipboatd status boards so they kept the old ones going. In the end it makes sense since they only really kept using this for about 9 or 10 years.
"analogue" electrical status boards for all sorts of industries have existed since the dawn on electrical use. Think of Magneta clocks on ships for example. Manual or hand operated would be a more correct term rather than analogue. Another fascinating video btw Ryan. Thank you.
Yes, analogue is an incorrect term for the statusboards shown. Manual is indeed a far better term for how they operate. And hand operated isn't a bad term either.
Since analog implies automation in updating the status. Even if some basic stuff like pressure can quite easily be transported via hydraulic lines for a distributed view of the current pressure. Similar story for other readings. And pulleys have been a staple for status boards for a long time.
Though, that they didn't use more status lights is interesting. Simple on/off indicators for various things, even if it just is a switchboard in the associated mechanical space. (and this would then be a digital system, since the signal is either on or off. (Even if most people incorrectly think digital means it is computer control.))
Analog AND Digital.
The whiteboard where we wrote the info was analog, but the marker required digits (and an opposable thumb) to operate.
Funny
Great video Ryan, I was waiting for this one. On my DDG-51 and CVN we had two whiteboards with labels printed on them. Grease pencils were used to circle, x, underline, etc. One for mechanical equipment status and one for valve lineup, just like New Jersey. I would have preferred the old style with actual switches! The electric plant had better remote indication, but was still controlled at the switchgear. Navy is way behind civilian automation standards.
Analogue is good because when lumps of it are blown to bits,bent,buckled,cut or sheared off by the enemies shells, someone can use a bit of old fashioned Noddle and a few bodges to get it working again,it's a mechanical connection or assembly,even wiring is after all a mechanical connection which means you can see the damage physically ,it doesn't require the time consuming interrogation,replacement, coding and calibration of half a dozen modules or computers to keep it and it's various associated components running properly components that are generally more sensitive and fragile by comparison to their analogue alternatives. Plus the enemy can't hack that old shit!😁
Got the opportunity to rewatch The Hunt for Red October the other day. BB 62 New Jersey got a call out in the middle of the movie.
Was on Truman in Combat Systems. had a simple white board for equipment status with all of the various major systems permanently stenciled with lines for lesser systems to be written in as needed.
I saw video ones about operating the flight deck on an Nimitz-class carrier. They have a physical model of the flight deck and little wooden plains they moved around. As a back up to the electronic system. I don’t know if they still have them. but it’s interesting to think that one of the most advanced ships in the world uses something so simple
I was on a guided missile cruiser CG-71 we had digital indicators in each engine room and in CCS, we still at times had to visually check things cause digital does go on the fritz sometimes
I was in the marines but was on the USS Pensacola LSD 38 in 1986 it was analog. I remember seeing the boards.
A power plant i visited 8 years ago in Sweden (the oil condensing units in Stenungsund) there the personel had special smal pieces of wood placed on every control on the pulpit. Move the control turn the wood 90 degrees.
Very interesting video. More "panels and switches" content, please! Thanks for all you do
In Main Control has a board for the EOW and they had a grease pencil to circle everything that is open and online. Also I was assigned to 2 Engineroom and we never used that board during the late 80’s and early 90’s.
Cool Video. More engineering space videos please! Id love to see them all
I find it hard to believe that even back in the 30's or 40's they could not come up with a better board. Kind of confusing and hard to get to. But very amazing and interesting
Back then the focus was, how can we make it work and be reliable as hell? Everything else waa second to that.
Somewhat surprisingly the nearby frequency meter shows 60.1 Hz. Still working because there's power? That'd be nice to emphasize.
The shore power fed to the ship is still distributed thru the main switchboards. They don’t rewire the whole ship, not feasible.
So that board is showing current volts and hz’s being fed to ship.
would love to hear more about the degaussing system
This is a great example of why such a large crew was needed to operate the ship. 16 people to plot firing solutions. Many to run each boiler.. In contrast to so much of this being able to be automated and why crew sizes keep decreasing.
I wonder if that large board where you can’t reach the upper half lowers down to be useable. The strange angle makes me think if you lifted the bottom edge it would swing out and down.
Fascinating details. Thanks once again.
Haha, I think I have a "Screw" loose after watching the explanation of the electrical distribution!
Hello from Thailand. My BB is the North Carolina
This isn't Navy. My first computer system in the Air Force, 465L SACCS did have a master display of all the fault lights on all of the logic drawers. It was called the FFC. Fault & Facility Control panel. It had push buttons to switch lines manually for either your numbered Air Force or Headquarters SAC. It had connections for jumper cables to do in house loop backs or long line loops for troubleshooting. We had telecommunication jacks so we could talk via headsets with the operator consoles in the Command Post. This was handy. Daily Preventive Maintenance was pushing a button to light all of the lights to insure all were working.
I was Munitions in the Air Force, and I can remember one of the self-test to ensure a missile test set was functional was to push the "Self Test" button. If all the lights lit, you were good to go, at least electronically. For either pneumatic or hydraulic self test (depending on which test set being checked), there was another series of test to perform.
Thanks for queuing memories from the past!
@@josephstevens9888 Thanks for your service! What base or bases were you at? I was at Griffiss AFB, NY; Grissom AFB, IN; Pruem AS West Germany; and Ellsworth AFB, SD.
We did not have a "master" self test for the system. We did have a self test program for the drawer tester. It wasn't one step. We got so that we could do it from memory, but NOT when we were doing a QC Eval. Then you had to dig out the manual and go slow step by step. Self test only checked out about half of the circuits. It did check all of the lights!
@@klsc8510 After Basic Training at Lackland, I was sent to Munitions Specialist Course at Lowry AFB in Denver. Then I was sent to a 18-month tour at Kadena AB, Okinawa. At Kadena I spent the first year working in the 20MM shop (I still can smell gun grease on my hands!), and the final six months in the Missile shop maintaining AIM-7M Sparrow and AIM-9P & L Sidewinders. Then I PCS'ed to Nellis AFB outside Las Vegas where I spent two years assigned to Munitions Storage - as well as some other shops as well. After four years I transitioned to the Air Guard at Selfridge ANGB, Michigan where I spent another eighteen years performing all aspects of the Munitions field. Then I transitioned to the First Sergeant role for six years, and wrapped up my military spending another six years as human resource and career advisor at Wing HQ. In all, both Active and Guard time (my Air Guard years were peppered with deployments to the SW Asia AOR while on Federal Orders) I have 33 years of total Federal service. I retired in 2015.
KLS&C 85 - thank you for sharing your experiences while in the Air Force, and thank you sir for your service to the nation. God Bless and may you and your family have a wonderful Christmas season!
@@josephstevens9888 Thanks for your service! Are you still in Michigan? After my almost 13 years active Air Force, my CO at Ellsworth didn't like me. Maybe because I didn't drink? He broke more rules pushing me out than I did in my time in. After 16 years being out, I was recruited to join the Army Guard Signal Company in Kalamazoo. That was 2000. In 2003, we got the big invite to play in the sand box of Iraq in 2003-04. The Company was detached from Michigan to join a Signal Battalion from Iowa. In short during our time in Iraq, we showed the Army how Signal is done. Not bad for a bunch of old Soldiers!
I retired in January, 2009 with 21 years of combined service time.
I did get to fly on many Air Force aircraft. The best was an incentive flight out of Grissom AFB in the KC-135 landing at Travis AFB for the long weekend. I got to watch air refuelings of RF-4s and a C-5 at night. I got to fly the boom for a bit. That was May 1979.
Like you, I enjoyed my time in uniform.
I am now a member of American Legion Post 84 in Otsego, MI. I have ship and airplane models I have built in the Post's WWII curio.
One funny story about a test button. I was in the Bomb Wing Command Post at Ellsworth doing a weekly PMI on the Alert Receive Panel. Part of that was to test the bright red light and klaxon horn in the panel. Per the -6, I alerted both the officer and NCO on duty that I was going to do the test. They concurred. I pushed the test button. The red light flashed, the horn sounded, and an alert crew member doing something in the battle staff room jumped up ready to run to his truck to go to his plane. The officer controller jumped up waving his arms and yelled, "It is only a test!" The alert crewman sat back down and resumed doing what he was there for. The officer apologized telling me I did nothing wrong. He had forgotten about the alert crewman in the battle staff room!
Simple, the active boilers are hot as hell to the touch.
Sorry, cold iron boilers are still pretty hot!!!
@@richcruse2689
Well, I guess you could put an electronic sensor on it and wire it into the status board.
That's crazy they had to manually record the status of all those valves on a board like that. I would hope today they would have electronic indicators on a device network that could be viewed from a computer.
Which is how it is done if it was done in a power plant from the early 60s until today.
I never knew about any of this. Very interesting. Love this stuff
Interesting that a status board is just stuck up in a machinery space behind a pipe. All the ships I have worked on have had a central control room with engine and switchboard controls all in one place. On newer ships, a lot of systems are controlled by a computer, so if you want to open a valve and start a pump there's a schematic on a computer screen and you can start a pump by clicking on it with the mouse. The older ships I have worked on have had a lot more manual "analogue" systems where you have to go and physically open the valve locally. Then you see the transition between the two on ships built in the 70s and 80s where there is remote operation, but it's via a switch on a panel in the control room instead of a computer screen.
I’m glad you mentioned you’re a 6 foot tall curator, by golly it seems like you haven’t mentioned that in a whole one or two episodes.
I'm still surprised that New Jersey didn't have a dedicated Eng. Central Control Rm.
MAIN CONTROL, the place the Engineering office of the watch and associated staff was located in #3 engine room. This is where all engineering operations were routed thru.
The only place where you can find a lite-brite abacus alongside an analog supercomputer.
The fade-cuts were nice, btw.
as a modern merchant sailor, who has seen more sensors fail then I dare to count, I wish we had more anologue stuff.
It's really annoying to have equipment refusing to start because a sensor says you have no cooling water pressure, while you can see the actual pump and gauge working... and there is no way to override, (besides a jumper on the sensor) and spares are 4 ports away. KISS is gone in our world, and somehow equipment designers think Engineers are getting more stupid as time progresses...
how do you make sure that the status boards are actually showing what's going on?
Two guys which listens constantly to orders between the decision makers, and then modify the board at updates.
The target tracking/plotting group in the CIC does it the same way - they listen to what the radar observers and other sensors say.
@@TheStefanskoglund1 that sounds like an opportunity for human error to me...
@@carmatic ?? How do you believe the RAF planed and decided which squadron should deal with that part of the enemy's aircrafts in the Battle of Britain ? A lot of auxiliaries moving aircraft silhouetes on a big wall and a group of captains and air marshals deciding together what to do.
@@TheStefanskoglund1 but that is in a war room, it is a cohesive situation where a mistake by one person would be caught in real-time by everyone else
but a switch board in an engineering space would be attended by less people, and you have no choice but to trust the last person who updated it, without necessarily seeing what they actually did
Interesting , thank you .
I was watching 'Seal Team' last night on tv and noticed they were filming on a Iowa class down on Broadway, was that on the NJ?
I have been led to believe that the Navy still uses analog methods to keep track of the status of aircraft on modern carriers.
Yep, the “Ouija board” where cutouts of aircraft have little bits and bobs to indicate their status. Different colored nuts denoted fueled, armed, running, and chained down. Interesting little system
@@johnbeauvais3159 Thanks. That's what I was thinking of. The KISS principle in action.
@@randyogburn2498 the USS Midway has a nice display of what the various parts mean, they cal it “Pinology”
They've tried to modernise several times but nothing works as well, it's simple to use and easy to visualise.
@@mstevens113 To do something like that and which supports multiple users at the same time and still making the system responsive is a hard problem.
The other thing is this: a big user of it is the flat top boss ie the officer which decides who/how and then an aircraft can be moved.
He/She has their eyes on the real deck, changes to the board and back constantly which means that a computerized board would have to be very bright.
The valve controls remind me of mini-game puzzles in video games.
Did New Jersey have a desalination plant when she was built? Or were they totally dependent on receiving fresh water from shore?
I cannot be certain on my answer but I would say that the Iowa's would have had a water treatment plant on board as boilers use a lot of water and no way could they store enough water to feed those boilers on a cruise.
Definetely desalination plant. Like every steam powered seagoing ship. This could never be possible to take such volume of feedwater from shore. There is a lot in the topic on this channel. Also check "Tom Scot, the older one" as he describes battleship Texas power plant and desalination facilities in great detail.
she did,there is even a video about it. the us navy called them stills . think over 100k gallons a day it could produce
@@tomnewham1269 The boiler feed water is very pure - you don't want losses of that due to leaks. The condensers must be in such a shape so that you for example don't get salt water in the boiler. That is real bad.
And i dont think the normal stills is good enough to produce feed water - drinking water is something else.
Yes, she did always have evaporators for making fresh water. Video on that: th-cam.com/video/mHkwt6ugZkk/w-d-xo.html
Do the sound powered phones on New Jersey still work? If so, how much of that network still works?
We had a grease pencil status board in combat systems maintenance control.
Is that sound powered phone on the 2JV circuit?
I imagine now you can watch every system from anywhere on a tablet.I was on the George Washington I was responsible for the fuels system. While onboard we transitioned from analog to digital
As a retired electrician digital is great when working properly but analog often more reliable. Had touch screens less then a year old burn out. We had a $10 million automatic packing line at Whitman Chocolates. After 6 years could not get one of the boards on each of the 7 computers due to a chip no longer being produced. Had to replace 7 custom German computers due to it. Also had 7 year old digital $10,000 motor drives that had to be reached due to parts were no.longer made.
I forget if it's been covered in previous videos, but do the turbo generators make AC or DC power, and at what voltage? If AC, what frequency? I'd think cross connecting ACwould require having the waveforms sync'ed up! Thanks!
At least, according to the guages, 60 cycle AC for main power as it is easier to take voltages up and down for equipment. Otherwise it would make the generation system too complicated to have generators with different voltages.
460 volts, 60 hz. Yes we cross connected and had sync meters to synchronize them. I believe the video on SSTG’s discusses it. If you want more info, I operated SSTG 1&2 on BB-62 during her final westpac. I would be happy to answer any other questions I can.
@@richcruse2689 I was thinking in that range, but not sure enought to answer. On aircraft we had 115/208 400 HZ 3 phase power.
@@richcruse2689 I have a whole pile of questions if you don't mind! What was the typical power draw of the ship? How many generators would run when cruising vs at battle stations/with turrets powered? Were the turret motors the highest draw electrical items?
Would the emergency diesels ever be synced to the turbogenerators or was there a complete seperate emergency power bus? Could the diesels run things like turrets/steering gear pumps in an emergency power loss situation? I am sure I will think of more...
@@TheThethinker101 I will answer what I can.
Generally we had a few states. Normal underway steaming. Generally we would have two SSTG’s parrelled forward, two aft, with one in standby forward one aft. As a general rule, basic underway steaming 3 generators could supply all the ship. Keep in mind this is not battle conditions though. We could, and sometimes, parralled port and starboard, two gens port, two starboard with one in standby in each area.
I understood in actual wartime footing, although I never saw this, we were supposed to operate all boilers, all engines, and all generators, this will allow for maximum operation in case of damage. In this case, each engine room would disconnect and feed power to there section. This prevent much loss in case of loss of engine rooms or boilers, so most flexibility.
In port “Aux” steaming, 1 boiler online, 1 engine jacking over and keeping warm, 2 generators for that engine room feeding power to the whole ship. There was limits to this, however, we could rotate and elevate a turret in this situation.
Diesels we’re only in case of emergency, we never partelled them to SSTG’s there was no need that I ever found. If we needed mor generation, we could cross connect steam and bring up another set of gens pretty fast.
We actually had an emergence once where we started and generator from cold, to ready to load in under 5 min. That was VERY fast, and bypassed some basic protocols, but we needed the generator, so it was ignored.
Emergency gens would provide what was needed. First was generally engineering, to get restarted. It would supply steering, however, without engines running it would not matter much. Interesting enough, we could keep the boilers and engines running without power, everything had steam operated pumps/back ups.
EDG’s fed power to lights, navigation, and what ever else the electrician on the watch was asked to feed.
Snip talk ,,, loved
Many large buildings have this type of thing for the electrical switching.
Question for you Ryan on my ship we had two boilers and one boiler room but if we were out the sea And lose the boilers we had to back up diesel powered generators these were in-line 12 cylinders with 24 pistons per engine does the jersey have anything like this if so can maybe talk about it can they be seen and not one of your videos
She has that. Look for the film there they visit the rear beside the prop shafts.
We visit that here: th-cam.com/video/2cVDdFuA9AY/w-d-xo.html
would it be possible to design a complete new steam turbine powerplant for the iowas that not just saves more space, but also is more powerfull than the old one? also how reliable where the engines of the iowas? did they had problems and how safe are they during combat, in case they got hit
To the 1st question: Steam, no. Gas turbines proved to be more economical than steam. It's one reason they replaced steam.
simon says cooling water pump is in use. (bonus points if you get the reference.)
dam I would love to attend..... unfortunately I live half a country away and have small business things to deal with :/
What do Iowa-class battleships use as fuel? I'm pretty sure it's not gasoline or JP4😃. Diesel? If so what grade?
Heavy bunker oil
@@mrnoodley Thanks
very cool
The boilers are water tube correct? And 600 lbs???
Boilers with that power and pressure is that. Is is much easier to make cylindrical pressure vessels.
OMG, those analog boards look great but can cause terrible confusion if not properly updated.
if you start to build a ship today you would probably need to go analog, with the lead times on Hmi panels
We used grease pencil on USS Sterett :P
Going to Zoom the meeting in January? Lots of people who cant attend in person would love to par ticipate
Unfortunately this one won't be live streamed, but maybe the next one!
There is still vacuum tube powered equipment on the battleship
Great as always.
Since you mentioned can we learn more about the degaussing equipment, and what degaussing is for.
Thanks, Libby and Ryan, keep it up
Ships have magnetic field about them. The metal they are made of combined with the magnetic fields of the earth will induce that field in the ships hull. The equipment inside also generates fields as it operates. They all add up. Degaussing is a method to reduce the magnetic field about the ship. The goal in WW2 is to reduce it far enough to keep magnetic triggered mines from being attracted to the ship. In the northern hemisphere you want a positive bias and in the southern a negative. Big ships can carry the equipment to maintain the field on board. Small ships don't have the space and get 'wiped' by an external source. Well not as effective. The effect can last for a longer time by not following a straight course. Most CRT tubes used the same principal at startup to set a neutral bias for the fly transformer.
One of our earliest videos was on degaussing: th-cam.com/video/KjFOY1uXDtI/w-d-xo.html
Those little colored status knobs look exactly like the electronic memory game “Simon” en.m.wikipedia.org/wiki/Simon_(game)
Flight Deck Control has boards of flight deck and hangar deck.
This oughtta be a hot and steamy affair 😏
2nd set of boards setup - That looks like a main steam piping in the way. - one reply - Normans question. for Surface Ships - with time the enlisted had their ESWS - Enlisted Surface Warfare Qual. NO Idea Now, but in the 1980s that could vary quite a bit between ships - Wonder if anyone had a book developed for the Battleships for the ESWS qualification in the 1980s.
the battleship new jersy ran on chrome apparently. lol
As an electrical engineer it is a bit tiresome to hear people use the terms "analog" and "digital" completely incorrectly.
The automation terms bellow aren't applicable for this statusboard, since it is:
1. Not mechanical, as in using mechanical linkages to relay the information to the board. (often such would be done by pulleys or hydraulics for longer distances)
2. Not analog, as in using a continuously variable electrical signal. (analog does not mean "anything that isn't digital".)
3. Not digital, as in an on/off electrical signal. (though, why they didn't use status lights is a debatable question. (Since digital doesn't inherently mean "computer controlled", but computer control is often digital.))
The statusboards here are manual. As in we have to manually go and set the status on the statusboard, since there is nothing doing it for us.
Vietnam... 1967... The only thing digital on here is my left foot.
BB = Boiler Board
See you in January!
2:03 man they had google chrome years years ahead of everyone else.... it must of been a beta version seeing as the logo is slightly altered..... lmfao
Ryan, all analog. You kept them up to date or you would be disqualed, worse NJP.
Iam. Not. Sure. If. The. Lexington. Has. Anythng. Like. What. The. New Jersey. Has. In. The. Engine room. But. However. It. Does. Have. Gauges on. It. That’s. All. I. Know. At. This. Time. It. Might. Have. Sonethng. Diffrent. On. It. By. Now. I. Have. Not. Been. To. The. Lexington Lately. At. This. Time. The. Last. See.n. Thr. Lady. Lexi. Was. Way. Back. In. 2018.
Hit that like button all.. Thank you
Not the same as a real mimic panel, too easy to spoof
Very interesting video. More "panels and switches" content, please! Thanks for all you do