How To Change The Oil On Your Battleship, Or Not

[@thompost1199]

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.

[@chrisziemba3889]

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.

[@jamesrobertson4035]

CHTT System!!!!! It's just as important! 😂

[@handymandev03]

Please please do more videos with Walt, he is a wealth of knowledge and experience.

[@christianweagle6253]

Yes please, and he has a great camera manner as well. Very pleasant to listen to.

[@jmazoso]

Yes please

[@billh308]

I agree!

[@vrod665]

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.

[@schoppepetzer9267]

How much oil does it need? I have no idea 😂

[@dougchinn2820]

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.

[@mikethomas3009]

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.

[@Dave-in-MD]

SICLOS. Shift Inspect Clean Lube Oil Strainer

[@jth877]

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.

[@themightydropbear]

​@@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.

[@pvccannon1966]

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.

[@mikethomas3009]

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

[@tbates1987]

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

[@neilwomack3324]

Did this bring back memories. As a lower level man I disassembled and cleaned the De Laval oil purifier once daily.

[@sdhlkfhalkjgd]

You would've really like the Sharples over the DeLaval. The DeLaval had all those individual plates to clean. The Sharples model (shown here) just had a tri-wing assembly in the middle you pull out and clean along with the barrel take 1/2 the time to clean on the mid-watch.

[@TooManyHobbiesJeremy]

We need more of Walt on camera! I'm also impressed he watched your videos ❤

[@BattleshipSailorBB63]

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.

[@andrewfidel2220]

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.

[@BattleshipSailorBB63]

@@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.

[@BattleshipSailorBB63]

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]

​@@BattleshipSailorBB63 or how about a good old half-face mask with an air hose instead of filters?

[@BattleshipSailorBB63]

@@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.

[@resqjason2]

Love seeing the old timers explain the systems that they actually operated at one time.

[@Five-O_Reviews]

Really enjoyed Walt walking us through the process! Thank you!

[@javabean215]

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.

[@paulkennedy3914]

As a journeyman steamfitter i love these kinds of videos on similar systems that i get to work on daily!

[@dakotaman408]

Sharples purifier, never used it, always had DeLavals. Cleaned daily. 2190TEP. 2 for forced lube system, 190 is viscosity in SSUs. Retired MMC

[@lonsmith1771]

TEP=turbine extreme pressure

[@lonsmith1771]

Sharples were east to clean but harder to run as one little ding and it be out of balance. Run at much higher rpms so it would lose seal easier

[@dakotaman408]

@@lonsmith1771 i can believe it. Always had exam questions about it and only seen one in A school and museum ships/subs

[@albertoswald8461]

I saw a Sharples at NFAS in Orlando back in 1990 and after that I never thought I would see one again. Then I go on the SS Reserve on the Great Lakes in late 2007 and what do I see? The first Sharples I had seen in over 17 years!! It's easy to clean but like another guy said keeping it balanced is very important!! Mostly though I'm a DeLaval or Alfa Laval man usually. They're fairly simple on steamers. Diesel ships with self shooting fuel purifiers are no fun!! To much automation and alarms for me!!!

[@phillipbouchard4197]

You folks are fortunate indeed to have such a knowledgeable engineer as a volunteer on New Jersey. His explanation of the Lube Oil system was most interesting, similar to Dr. John Scholes at Battleship Cove in explaining the intricacies of naval fire control. You should feature more experts when you can find them. Thanks for the video.

[@slamsmith]

Love the interview format with an expert!

[@billpaine6241]

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!

[@jerrymcdougle1385]

I agree you needed to know for if had issue .

[@danielkeel9265]

"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.

[@nigelterry9299]

I love "happy as a clam!" Please do more vids with Walt. I love hearing people who did the job describe it.

[@nigelterry9299]

I'm thinking that Walt will be the ideal guy to,explain the fuel system.....

[@PhilGoldblum]

Thanks Walt - that was an awesome overview of a complex system. Happy to watch as many of these operations videos you and Ryan might like to make. Thanks for the video guys.

[@sambrown6426]

If you haven't done it already, I'd love to see a video on the anchor winches and associated systems. I've been to the Big J once or twice before, and I think I got to see the anchor winches, on one of the tours, but that was over a decade ago, and I remember absolutely nothing about what the guide said in there.

[@R.J._Lewis]

Walt's a gent. Really sounds super knowledgeable and knows his stuff!

[@PatrolingEden]

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.

[@ddegn]

Good to hear Walt is a guide. Thanks for sharing your experience.

[@196cupcake]

1:02 I feel like this is a very meme-able Ryan expression. (With love! You're awesome bro, keep doing what you do.)

[@garywayne6083]

We spent something like 45 minutes with Walt when I attended Battleship University on the NJ - he's awesome!!

[@woodywoodman2319]

Oil King and Water King duties and responsibilities! Including tests and logs!

[@andywander]

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.

[@davidb.fishburn9338]

That was interesting. I knew of the lube oil system, but never understood the setup until now. That was a beautiful and fairly comphrensive crash course about that system. How about doing one on the ballast/trim tanks, pumps, and plumbing? It would be interesting to learn how it all works together. Btw Ryan, have you seen the recent video from battleship Iowa about seeing the rollers of the turrets and actually seeing them in action? That was awesome, not everyday that one gets to see inner workings like that, especially to see them in action.

[@lonsmith1771]

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

[@richcruse2689]

Lon smith? Is that you smitty? Did you server on her during 88?

[@lonsmith1771]

Yup, it’s me.

[@PaulRobertHayes]

Freaking awesome! Definitely get more of these, hearing the personal experiences is invaluable!

[@byronharano2391]

Pretty cool. My last ship was CV61 USS Ranger 1985-86. 🇺🇸

[@MrGoesBoom]

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

[@berzerkskwid]

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.

[@Buck1954]

The only ship I've ever looked at repeatedly in detail is the Texas, and even that is confusing. Thanks for the tour.

[@ddegn]

I think I've said it before, but I'll say it again. Battleship New Jersey has a great comment section. I love reading all the interesting stories people write here.

[@WhitestRob]

I would like to start off by saying I absolutely love this channel and the info it provides, but when you have someone explaining a complex system such as this could you please have the camera pan to the things that he is pointing at and describing? Not trying to knock your guys' production in any way, just trying to get a better understanding of everything. Keep up the good work!

[@fastzombie1]

The AC systems would be great to see.

[@ytlas3]

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

[@PsRohrbaugh]

2:02 being a combustion engine is only part of why we change oil in cars. The other is simply economics. The volume of oil is so small it's simply cheaper to just put new oil in, versus putting the necessary filtration equipment on the vehicle. Also, jet engines typically don't have their oil changed, simply topped off.

[@stevedoe1630]

Good call. LO purifiers just aren’t cheap enough to purchase, install, maintain. Instead we pay for all the additives.

[@holysirsalad]

There's a lot to go wrong with oil in an internal combustion engine. Filtration of suspended solids is one thing - and in fact very high-efficiency filters are available for many cars, which can extend oil life. Separation is another beast entirely. Over time fuel, water, and other liquids (byproducts) accumulate in the oil. When an engine is making its own heat it's churning the oil, constantly mixing it. There's simply not enough space for anything like an external evaporator to deal completely with water, and any settling tank is out of the question completely. These liquids eventually affect viscosity and chemistry and can make the oil acidic. Then there's the matter of the molecules simply physically breaking down into smaller ones and thinning out. No way to get around that

[@mikemissel7785]

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.

[@rachelcarre9468]

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.

[@muskaos]

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.

[@janderson61490]

Awesome video! When we visited this summer I really enjoyed the interpretation presented, and years of following the channel supplied great context to what I was viewing. Could have spent the whole day there. What if instead of signs you just posted a small QR code that linked to a video (current or upcoming) explaining that particular space? Keep up the awesome work!!

[@455buick6]

Temporary signs could be used to identify parts and such in these videos for those so interested in exactly what everything is.💯❤️

[@dw-bn5ex]

I like this guy, let Walt tell us some stories and show us around.

[@gregoryhumphrey2831]

We operated sump to sump on the main engine. The oil purifiers on some ships were also piped to auxiliary machinery to take a suction and purify the oil and return clean oil.

[@snipe1066]

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.

[@crazyguy32100]

We've heard that many of the pumps (fuel, feedwater, lube oil) and fans are steam powered. How does the steam power the pump? Is it a reciprocating setup or a mini turbine?

[@jasonmurawski5877]

Turbine. Very early pumps had 2 rods that had 4 pistons, connected in pairs. They’d run opposite of eachother and had to be timed perfectly. They had no crankshaft

[@KutWrite]

You can see a recreated reciprocating pump in the movie "Sand Pebbles" with Steve McQueen. They did a great job showing what Navy Snipes did and to some extent probably still do work and live like aboard ship.

[@stevedoe1630]

Non-condensing steam turbines. Small, loud, hot, and reliable. Think like an auto exhaust gas turbo, but with steam on the power end.

[@ytlas3]

On the SLOP (steam lube oil pump), FOSP (fuel oil service pump) and main feed pumps, you have a turbine end where the steam enters and exits and the other end is the shaft driven pump end.

[@sdhlkfhalkjgd]

Most of the pumps are driven by small turbines. There are also examples of piston-driven pumps that were commonly used for stripping water from the bottom of the tanks. (i.e. The Stripping Pump) This has some easy-to follow diagrams if your interested in knowing more... www.militarynewbie.com/wp-content/uploads/2013/11/NAVEDTRA-14151-Machinists-Mate-3-2-Surface.pdf

[@Ylyrra]

What an amazing gentleman, loved his explanations.

[@jamesturner2126]

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.

[@waynemayo1661]

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.

[@daz2372]

Well done Walt, Ryan I hope you are documenting this man

[@Ricardoteh345rd]

Amazing episode Walt is incredibly knowledgeable and it would be great to see more videos around the engineering spaces. Thankyou

[@CRUZER1800]

Very well explained by Walt... Thank You Sir... This was especially interesting for me. Anything engine related is a plus.... Thanks Ryan. Russ

[@bill5982]

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?

[@bebo4374]

How many sailors were involved to remove the dipstick? I imagine it is very large.

[@funny3scene]

About 10,000 barrels, but close enough 😂

[@albertoswald8461]

Yup. CNO material here!!😋

[@TheKrighter]

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.

[@travisfamadventures9044]

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!

[@jscott6058]

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

[@stevedoe1630]

I like this idea, but it would have to be a mini-series to have the same level of detail as this video.

[@jscott6058]

I agree, And I look forward to seeing it in the future

[@brucedurham1402]

that was excellent! really interesting. have to admire what it took to cut those gears 60 years ago. amazing,

[@Ghauster]

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.

[@potrzebieneuman4702]

I've only recently discovered this channel and I find these discussions fascinating particularly on the vast systems that these ships use.

[@johnjones5354]

The training unit that I worked at did engineering plant training for senior officers (Captains and up), and one of the tasks that they performed was swapping lube oil strainers. One day an admiral screwed up and popped the cover off of a pressurized strainer. 2190 TEP everywhere. The mechanics thought that they would be cleaning the mess up, and so did one of the captains that was assisting the admiral. The admiral on the other hand, made it clear that the mess would be cleaned up by the people who made it, and that's what happened.

[@Bellthorian]

I would love to see you make a video on the hydraulic system in the turrets. In turret one we leaked 10+ gallons of hydraulic fluid onto the electrical decks every day. I spent hours every week cleaning that up but I never found out where you put fresh hydraulic fluid into the system.

[@richardmassoth8237]

And thank Walt for sharing his expertise and service in the USN to the USA.

[@jetdriver]

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.

[@lonnyyoung4285]

I would be willing to watch videos on any and all subsystems that you want to do.

[@keepitsimpleengineer]

Kudos to Walt Rotherman[?] speaking well from his extensive knowledge...!

[@ronaldmiller2740]

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!!!!

[@stevendhagen]

This format is amazing...

[@RomoRooster]

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.

[@hughroadie2291]

Great overview, and good point on the importance of color coding of systems. But if you visit USS MASSACHUSETTS (BB-59) in Fall River, MA, you will notice the virtual absence of color coding. BB-59 was decommissioned in 1946, and never sailed again. Her machinery spaces retain their WW2 look, I.e., subdued paint, incandescent lighting, and virtually no color coding on any of her piping and valves.

[@sparkplug1018]

Power generation/distribution Fresh water production/distribution I think with someone like Walt explaining things those would be very interesting. And please don’t feel the need to cut it down for time, a 30 minute video with Walt explaining the lube oil system would have been fine with me

[@reecedrystek2992]

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.

[@dutchman7216]

Thank you for the episode. How about looking into how water is purified?

[@justinfetter1345]

Is there a wire rope splicing/rigging loft?

[@þþþþþþþþþ]

This is a good one.

[@joehamblin3297]

Walt was great. Mater of fact, it was obvious that he's been there and done it. Can you do another engineering video with Walt ?

[@the_retag]

Considering the marking of things, on modern german navy vessels we have, at least in theory (some are always missing) small brass plates with name and number/code on every valve and device

[@BrianFast-t1k]

You can find all the exact details of what im about to explain from memory, in any copy of "Principles of Naval Engineering" manual or MM3, MM2 or MM1 Training Manual from the '70s - 80s at least. I was lucky enough to be one of the three LPOs for #4 Engineroom on the Big J during the '82-'83 time period. 2190TEP is like the 10-30 or 10-40 oil you'd put in your car. TEP stood for Treated for Extreme Pressure because the actual lubrication "wedge" at the point of wear was under a crapload of pressure from the rotating element of the mechanical system. The Main Lube Oil system in the New Jersey Enginerooms had 2 steam driven pumps and a shaft driven pump. The shaft driven pump was attached to the main propeller shaft of each main engine by a chain so it was turning as long as the shaft was. One of the two steam driven pumps was always online when the ship was underway to handle the load for the LO system at low speeds. I don't remember at what shaft speed the shift driven pump took the load from the steam driven pump. I'd guess it was somewhere around 2/3 ship speed. The LO Purifier had to operate on the main sump for a specific amount of time every day the ship was underway, again I don't remember how long. Generally, if it wasn't down for cleaning, operating on a LO Storage tank or LO Settling tank, or transferring oil from one of those tanks to the main sump, it was operating on the main sump. The main sump in the main reduction gears had a normal operating level of 1200-1500 gallons of oil.

[@coolconfuzer]

Amazing upload. Thank you! I been asking these questions since elementry school!

[@donsimon4419]

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).

[@KiithnarasAshaa]

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.

[@JB-hu5jm]

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?

[@tacticalshenanigans2829]

You can also add more additives to the oil as they deplete

[@Therealtracyduane]

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]

Turbine , extreme pressure

[@Therealtracyduane]

@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.

[@stevewehner9540]

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]

Thanks for that answer, as I was wondering and would of kept wondering how much oil.

[@wfoj21]

@@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.

[@vixenraider1307]

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!!!

[@henrycarlson7514]

So Wise , Thank You. A fine explanation

[@timholmes7913]

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

[@granadakimj]

I love to see these engineering parts of these ships!

[@mikethomas3009]

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.

[@rippertrain]

What a great video! Great channel!

[@DonnyHooterHoot]

Great video! I hope the oil didn't give Walt his "shakes". Battle on!

[@ME262MKI]

Engine oil is such a marvel, run an engine without it and wouldn't last not even 10 seconds without ruining it, keep with oil and their respective changes and would last years and years

[@danquigg8311]

How much feed water would BB NJ use & make per day?

[@salty-9]

Based on some mild research, 2190tep means :210 viscosity 90 weight tep:turbine engine petroleum. Pretty cool lubricant on its own actually

[@greggweber9967]

13:30 Although Hollywood, remember when Steve McQueen as the new man in charge did a walk/crawl around in The Sand Pebbles?

[@bluerebel01]

It's an excellent video thank you both for this information.

[@hallhousehold7407]

I’d love to see a video on gland seals!

[@johnheigis83]

Very cool. Thanks, guys. Semper Fi...

[@HongyaMa]

Oil not only lubes it also removes heat.

[@stevedoe1630]

¡Yes! Lubricates, cools, and provides for a hydrodynamic wedge.

[@warrenmullett]

Thanks Walt great job !

[@paulbyrd171]

I would like to hear more about the docking process. Who knew the propulsion spins for 24 hours before you can shut down