Battleship Texas, Starboard Engine Room Mid Grate and Controls, Video 2 of 3 

Tom, thanks for making these videos about this historic battleship. Interesting to learn about and, see the state of the art technology that was in use at the end of the 19th century.

Almost looks like it would still start... amazing!

The reason they have a rudder gauge in engine control is because during a turn, the boat would require MORE POWER to maintain its velocity / speed. As the rudder angle increased the steam would be applied to keep momentum through the turn and not slow the boat down. Thank you for the tour!

In my days as throttleman we would get the bell order usually followed up with a turn order such as “ahead 2/3rds make turns for 10 knots “. We had to keep a bell log for each order which was tricky at times when orders came fast while performing various maneuvers. We also logged the turn counter. Surprised there isn’t a steam trap at the bottom of the the dryer. That condensate should be saved.

Thank you for the tour ❤. Very informative video. God bless

Great job covering a complicated subject.

Very interesting tour, Tom. The place looks like it would make quite a racket when running. :-)

Very informative, thank you so much for the time and effort put into making this video!

The reason for the rudder angle indicator you already showed. The steam steering engine could be operated locally. The STBD Engine Room station was important because that was the duty station for the Engineering Officer of the Watch. The indications for the Port engine were there for his benefit as he was responsible for the operation of both engines during normal steaming. The acceleration/deceleration tables were important as they kept the Throttleman from outstripping what the boilers could do. The men in the fire rooms also had an Engine Order Telegraph Repeater. This was so they could adjust the number and firing rates of the burners on the boilers in anticipation of what the Throttleman was about to do.

Thank you Mr. Scott. Also as a fun aside, when I read your comments it's your voice :)

Tommy you,r Seriously Stud.! Just watch your step!

Your spoiling us Tom. I now need a new video every day !!!

very very awesome

The rudder angle indicator was so the throttle man would be able to anticipate a change in rpms. In a turn the outboard engine would speed up and the inboard would slow down, in a max shaft rpm scenario the outboard engine could overspeed and damage the engine.

You got video 2 back!

What you were saying was the drain for the separator is the isolation valve for the gauge glass. There are upper and lower shutoff valves on the gauge, plus a drain under it. The statement about the condenser gets the tubes backwards. Seawater would be inside the tubes, steam and condensate outside.

Enjoyed the informative video and I hope that the ship goes to drydock very soon. I know it's past due for drydock.

The rudder angle is in case the main steering from the bridge or if the bridge gets knocked out it can be steered from engine room

I wonder if they ever "hooked up" those engines. When you are driving a steam locomotive, once you get it going, you move the reverser handle toward the center position, which reduces the valve stroke and thus the amount of steam consumed. Engineers learned how much they could hook up an engine in given conditions for best fuel and water efficiency. Also, I was wondering if those black hand rails were original, or were added by Parks & Rec when they started giving engine room tours.

Interesting how clean some places of the ship is an how dirty others are

Hi Tom, Thanks for this very interesting tour - I remember that you said in one video that the rudder is frozen. How about the engine ? Can it still be turned, or is it frozen as well ?

I always wondered why condensers were needed, until I found their efficiency was measured in inches of vacuum. By condensing the steam, the output of the low pressure cylinders was into a lower pressure than it would have been, so, since the efficiency depends on pressure difference, more power was extracted. Later, I found that it also was needed to inject feedwater back into the boilers.

What was the staffing required on each level? Ratings?

I think my favourite part of this was the revolutions counter, is that still the total number since the engine was installed? No matter the answer it's still extremely cool to think about how that is a solid representation of how this engine has had a full and active life.

The rudder angle might be useful of the two engines were not producing the same output, to indicate that there was a difference (the rudder angle was not 0 to steam straight) or to indicate the engines were to help in maneuvering.

Incorrect on reversing, you would change admission/exhaust From 0-180, the eccentrics are 90 degrees off from the crank, reversing is 180.

How many men worked in this space?

I am guessing they used evaporators to generate top up water for the engines

It would be good if you could hold your camera steady.

This design reminds me of the "new" variable compression engines that nissan has out now, interesting.

Would this section of the ship be below the waterline?

The clock is also powered by steam.