I don't agree with RU-vid hiding Dislikes. 5726 Likes, 149 Dislikes, 2023-10-16. Just so you know what to expect from this Video. And because there's so many Coments about how long it takes to start the Engine: If it was fitted to a Ship, the Starting Procedure should be limited to prelube, turn, blow and start. As in
@@serpent213 It never was about Feelings; I can still see the Dislikes in RU-vid Studio (guess how I maintain these Comments, assuming I have Time to do it as well as a sufficient Internet Connection). RU-vid removed Dislikes after their Ad Customers complained about too much Dislikes under their sponsored Videos, and "protecting small Creators from organised Dislike Raids" is just a phoney Excuse.
You should not worry about the NAY sayers, or Negative comments. This is the start up procedure of this engine in a particular situation that the person starting it should know and follow. The folks that know how to start this type engine don't really need to be watching unless they want a refresher course or a trip down memory lane.
Ja! Frei nach Rammstein, Gib mir Benzin. Es fließt durch meine Venen. Es schläft in meinen Tränen. Es läuft mir aus den Ohren. Herz und Nieren sind Motoren.
I have seen another engine started but it was a U boat engine and the engineer was pretty German so I had to guess what was happening. You captioned the steps well. Marvellous to see these engines preserved and running. I got to see an Alco diesel running as a generator in Outback Australia ( Coober Pedy Power Station) and it was magnificent. So even running ( probably indicator balanced to stop any heavy hitting cylinders from causing pulsing) but it was magic to hear it running.
That's in the Kiel-Wik Engine Museum, not far from Lübeck-Travemünde. I already covered that Engine too, although the Quality of that Video isn't the best. That Engine in Kiel was originall designed as Generator for the Bismarck-Class Battleships and then later used on the Type XI D2 and Type XXIII Submarines, the Engine in Kiel was intended for the latter but the War ended before it could be fitted to a Submarine. It then was salvaged from the Shipyard and used for Decades in a Telephone Cable Hub as Emergency Generator, meaning to say it was only started for regular Testing and thus never ran much but still was excellently maintained. That's why it still was in excellent Condition when Peter Horter (the Guy behind the Kiel-Wik Engine Museum, who you saw in the Video) saved it from scrapping and preserved it in his Museum. Said Type XXIII Submarines were very small and intended for Coastal Operations; they basically were the small "Twin" of the well-known Type XXI Elecric Boats. The Type IX D2 had these MWM Engines as smaller Marching Diesels; the regular Type IX had much larger MAN Engines and the Type IX D2 had an additional Engine Room with two of said MWM Engines. The small Engines were used for Marching at slow Spped, while the large Engines could achieve full Speed. This extended the Range of the Type IX D2 well into the Indian Ocean, and to an Extend even into the Pacific. Regardless, the Procedure for starting all these Engines is pretty much the same.
Similar to the 545 deutz engine but smaller. The fishing company I worked for had three vessels with that engine. Being a marine mechanic my friend and I completely overhauled them. I loved watching and listening to them run. They were direct reversing engines requiring only a reduction gear with no reverse gear. I really enjoyed the video.
Geht aber bergab, so +/- seitdem ich 2019 mit dem Schiffsmechaniker fertig geworden bin. Kurz danach hat die Schulleitung gewechselt, und seitdem kommt mir alles etwas unorganisiert vor. Z.B. steht beim Tankergrundkurs nur "Auf Anfrage", was ja erstmal nicht verwerflich ist. Auf meine Anfrage kam aber erst knapp zwei Jahre später eine Antwort, bis dahin hatte ich den schon längst beim MTC in Hamburg gemacht. Ähnlich lief's mit dem Advanced Firefighting, da kommt auch noch hinzu dass ich den für's Patent gebraucht hab und Monate/Jahre später somit erst recht nix bringt. Mittlerweile steht selbst für Basic Safety Refresher nur noch "Auf Anfrage". Die Schiffsmechaniker-Blöcke laufen noch normal, aber dass die anderen Kurse so ein Chaos sind ist kein gutes Zeichen. Was ich so von meinen Azubis zu hören bekomme muss der Schiffsmechaniker-Unterricht aber noch so gut wie eh und je sein. Dass ich ihnen trotzdem sag, dass Elendsfleth mittlerweile die bessere Wahl wäre (wenn sie denn eine hätten, mein Arbeitgeber schickt die ausschließlich nach Travemünde) liegt aber eher daran dass der Priwall ohne Bermuda und dank diesem Waterfront-Mist einfach kein Priwall mehr ist. Elendsfleth hat immerhin noch die Leuchte, und Rostock-Marienehe ist sowieso Mist.
@@Genius_at_Work ich war 2018, war glaube ich das letzte Jahr des Bermudas, nochmal mit meinem besten Freund da( wir haben uns in der Ausbildung bei Bugsier kennengelernt und kommen aus der selben Stadt). Und irgendwann im laufe der Zeit hatten wir auch mitbekommen, dass Gabelmann das nicht mehr macht. Dass das jetzt so unorganisiert ist, ist wirklich nicht schön, vor allem weil der „neue“ Brandcontainer ja an sich eine geile Sache ist (habe nur in dem alten Container gelernt 2011-2014). Aber wenn man da so ewig auf eine Antwort warten muss, ist das schlichtweg Mist, weil man ja einfach auf diese Lehrgänge angewiesen ist… Wir wurden halt immer nach Travemünde geschickt, weil diese Schule mit Tradition verbunden war. Und wir haben es geliebt. Andere, die mal nach Elsfleth geschickt wurden und danach wieder aufm Priwall waren, haben immer gesagt, dass es nichts besseres gibt als die Seemannsschule Travemünde…Schade, dass sich da wohl gerade ein Wandel durchzieht oder ein Kinken drin ist… Das Wegfallen des Bermudas hat eine große Lücke hinterlassen. Habe vor 2-3 Jahren diesen Klotz auf dem Priwall besucht und per „Zufall“ Melli und Andrea in der neuen Seglermesse getroffen, die waren über die ganze Sache auch nicht erfreut, wie das dort nun aussieht…Aber das ist leider die Macht des Geldes. Bleibt am Ende zu hoffen, dass der Unterricht durch Baum und Co. Weiterhin professionell bleibt und die angehenden Seeleute gutes Wissen vermittelt bekommen, womit sie an Bord gut zurecht kommen. Mittlerweile werden ja wieder SM gesucht, sogar die Laeisz Reederei schreibt ja mittlerweile aus 2014 undenkbar gewesen…Als ich ausgelernt war, wurde man wie … behandelt, daher habe ich auch irgendwann die Branche gewechselt.
Alle drei Schulzeitblöcke Schiffsmechaniker, von 2017 bis 2019. Brandabwehr und Rettung hatte ich überwiegend in Rostock, nur die Tankerbrandbekämpfung war in Elsfleth.
@@jasonkey7559 Your youth, ignorance and arrogance are showing. Not a good look. (And that "Chicks dig assholes" thing only goes so far, and you wouldn't want that type of chick if you'd been laid a few times, and knew a bit about a few things, anyway.)
Hi, when I was in navy when the lights went out and emergency power was needed a lot of those procedures would have been by passed to get things back online ASAP. hahaha . Many thanks .
Well most of them are not all that necessary for such a small Engine, and are more intended to just teach the Procedures. Especially checking the Levels, as these should be already known. Anyway, when starting "my" Main Engine (MAN 6L 58/64) at Work, it's pretty much this Checklist Here for a regular Start, taking about 40 Minutes. An Emergency Start ,e.g. when dragging Anchor, takes 10-15 Minutes, but puts a lot of Stress to the Engine, as it is brought to Speed ASAP without minding Exhaust Gas Temperatures. Diesel Generators start automatically; at best I have to push a Button on the Main Switchboard, but mostly not even that is necessary.
52 years back there were 27 steps to start a GM 200 kw gen. in case of power failure. Auto start and get it on line. A stirup pump was better than a lever. 😃
I was born in 1974 and learned to drive these marine motors for fishing when I was 22 years old. All the old ship captains and sailors loved me because I worked hard at my work and slept little and was not like other young men who wake up at ten in the morning. I always wake up at 3:30 a.m. to get the engine up and running so we can go out fishing early in the morning before the crew we work with arrives. I love these engines. Thanks .
That was my first Time starting this Engine since July 2019 (Video recorded in March 2023), and the 6th or 7th Time in total. Anyway, I always use my Checklists at Work, regardless how many Times I already started the Engine (or operated any other Machinery)
Somebody from the Shipyard came over to the School and said we have that Engine, it's still good and scrapping it would be a waste. A local Farmer then was bribed with two Bottles of Booze, to borrow his Tractor and drag the Engine to the School. It wasn't hauled on a Trailer but literally dragged over Plywood Sheets laid out on the Street. Setting it up and getting it to run in the School took a few more Years though.
I was a prime power production specialist in the Army and was hired by Detroit Diesel upon retiring from the military. Was a field service technician for marine propulsion, marine generators and land based generators. From the oil fields on the North Slope to Mega Yachts and Super Yachts, with everything imaginable in between…that operates on diesel. In watching this, it seems the pre-start checklist is about as hairy as starting jumbo jet. Great job 👍🫡
Most of the Checklist isn't all that necessary for this Engine, it's more of an Excercise to teach how to operate Marine Engines. Some Students at this Seaman School work on Vessels powered by literal Tractor Engines; e.g. small Ferries or Workboats. I have to follow more or less the same Checklist for starting the much bigger Engines that I operate for a Living; I can mostly skip checking all the Tank Levels as they are constantly monitored, but there also is the Checklist for starting the Pitch Propeller Plant which this Engine obviously doesn't have. Starting "my" Engine usually takes about 30 Minutes, although it can be brought down to under 10 for an Emergency Start (e.g. when dragging Anchor) by skipping a few lengthy Steps like slow Turning or slowly increasing RPM to Service Speed, at the Cost of putting much more Stress to the Engine.
37 years at Detroit Diesel , engine test. Amazing variety of marine engines from small 71's, 92's, 149's and later the 2000 & 4000 MTU'S. So customer driven, built so many one of a kind special order units like the 12v71 Gunderson brothers w/ twin discs, auto starts, anti- magnetic 6-71s for minesweepers, the list goes on!
Ive been around diesel fishing boats my whole life, and we had a 210 cummins, the starting procedure was turn key and press and hold button until running, we went to a new electrical 380, and i complained it took forever for it to start, youd turn a key, wait for the screen to power on, load up the display, then press a few things for it to start, after seeing this, i won't complain anymore lol
Excellent video! We do a lot with antique engines, so the procedure looks pretty standard. The second it started, the sound tells you that it's an AC generator engine. Keep posting these wonderful videos!
It used to drive a Generator, but I'm not sure if it really was an AC one. The missing Generator is the Reason why it revs up so ridiculously fast. But this Engine might as well have been a Main Engine; e.g. is the Museum Ship Greundiek in Stade propelled by a very similar Engine, made by Deutz too.
I’ve been on the NS Mircea training ship as a mechanic cadet and the engine is a 4stroke from 1960’s still going strong( the ship was built in Hamburg and it’s a sister to Gorch Fock)
The Navigation Department usually informs me an Hour in Advance, because starting the (much larger) Engine I make a Living with takes about 40 Minutes. In an Emergency Start e.g. when dragging Anchor, it can be started in 10 Minutes by skipping a few lengthy Steps, but thus putting a lot of Stress onto the Engine. Hence Emergency only.
Early days of diesel. More like a steam engine with injectors. A lot to do on a large marine steam engine to get them ready too. Some even had shims you put in behind the crossheads when they were under way that had to be removed at the end of the voyage or they would jam in place. Early days! Mind you a steam turbine also has a procedure to make it ready before sailing.
As a skilled trades retiree, can really appreciate old iron, please do one on steam driven generators, US Tobacco had 2, 1 went to the Smithsonian, magnificent pieces of work
it amazes me, the pushrods and rocker arms remind me of a '97 Dacia R12 1.6 i got, looks like a ridiculously scaled up version of that engine and obviously 2 cylinders more, the Dacia engine was 77mm diameter and this big engine has like more than 200mm diameter, just WOAH
Not itself. Somebody from the Shipyard came over to the School, saying they've got this Engine laying around that is too good to be scrapped. A Tractor was borrowed from a nearby Farmer in Exchange for two Bottles of Booze to haul the Engine to the School. There is no Crane at the School to unload the Engine from a Trailer, so instead, it was dragged on Sheets of Wood that were laid out on the Road. Building proper Foundations and getting the Engine to work took a few more Years.
Yeah, as a marine engine for ships, weight, size, starting ready time are far less important than longevity, reliability, efficiency, simplicity on maintenance.
@cloggedpizza239 in case in Aravind in case the engine was high temperature otherwise ways may when engine need repairs otherwise no problem need in case engine was under 25 Degrees temperature need to 20 to 30 minutes standby 😂
Very complex for an engine that is not actually that large. Great see that it was saved, it helps keep alive the links with the past. Much of the political vandalism of today is about rewriting and obliterating the past so that future tyranny will look normal, and there is no comparison or connection to when things were better in the past.
This engine is a smaller version of the ones I worked on. They had 700 hp . They were main propulsion for 30 meter fishing vessels. They had a single reduction system and were direct reverse.
The Hamburg-based Museum Ship Cap San Diego has four similar Deutz Engines as Diesel Generators, three of them are still operational. You can see them in my Videos of the Cap San Diego.
Little Update: I just remembered the Museum Ship Greundiek in Stade (near Hamburg). It's a Coastal Freighter built in 1949, and has a similar Deutz Diesel as Main Engine. IIRC directly reversing with Reduction Gearbox. The Bleichen, yet another Cargo Ship preserved as operational Museum has a much larger Deutz Four Stroke Main Engine, again directly reversing with Reduction Gearbox. Videos about both are WIP.
2.28процес як на совкових мотокарбюраторах) Циліндрів тільки трішки більше. Хоч би газанули трішки щоб побачити реакцію двігла на акселератор. Непоганий варіант для сучасного генератора,мурчав би тихенько на холостих)
I was born in 1974 and learned to drive these marine motors for fishing when I was 22 years old. All the old ship captains and sailors loved me because I worked hard at my work and slept little and was not like other young men who wake up at ten in the morning. I always wake up at 3:30 a.m. to get the engine up and running so we can go out fishing early in the morning before the crew we work with arrives. I love these engines. Thanks .
Love watching the push rod working. Nowadays most engine has cover over push rod assy. Here most often seen are Yanmar and Mitsubishi, 6 cyl inline, medium or high speed, 700 to 1000 Hp. Some with electric starter, some with compressed air starter.
The Oil Product Tankers where I'm working now have three Yanmar I6 Engines as Diesel Generators, at some 1000 odd kW each. Air Starters as usual on Ships, and driving 400 V 50 Hz Generators made by Hyundai. At Sea, they are usually stopped as the Engines can burn expensive Diesel Oil only, while the Shaft Generator (driven by the MAN I6 Main Engine) is fuelled by cheap Bunker Oil.
Unfortunately, I won't. I'm on a modern Ship right now, and won't come back before July. Somehow I've got to earn my Money after all. It's not unlikely that I'll pass the Cap San Diego next Week though; I'm sailing a lot between Hamburg and Wilhelmshaven recently. The Water in Hamburg is too shallow for big Tankers, but Hamburg has a good Hinterland Connection, unlike Wilhelmshaven. So that ridiculously short Journey makes Sense, as it replaces 1000 Truckloads each Time.
@@Genius_at_Work Oh, I see. Then have a good time anyways. I was in Wilhelmshaven a few years ago, the tanker infrastructure is impressive. Interesting that there is a regular tanker ship connection between Hamburg and Wilhelmshaven. I always thought that the majority would be transported away by rail directly from Wilhelmshaven.
@@Unimog1600 There's not much regularity in Tanker Shipping, almost everything is done just by individual Contracts. Regular Lines are more of a Container and RoRo Thing. Probably the most impressive Example of that is when Prices turn negative; e.g. LNG in Rotterdam October 2022, or all kinds of Oil Products in Texas a few Years ago. In both Cases, a huge Amount of Tankers rushed to the Sites, to be paid for "buying" Cargo and then be paid again when selling a few Days/Weeks later, potentially even selling it back to the same Customers who already paid for buying. Bulk Carriers operate by the same irregular Principles as Tankers, though IIRC, the Dry Bulk Market is less volatile than Tankers. Anyway, the Rail Connection between Hamburg and Wilhelmshaven isn't that good, plus all Rail Infrastructure around Hamburg is at or even beyond its Capacity Limits. Although all Port Infrastructure is on the Southern Side of the City, so Trains coming from there can avoid the worst Bottlenecks (Elbbrücken and Verbindungsbahn/Güterumgehungsbahn).
If you're wondering: The negative Prices were caused by the unusually warm October last Year, after Europe has been ordering LNG like crazy. So Tankers were underway to Europe with LNG expected to be used during October, but it wasn't used and instead put in Storage. Until the Storage was full, but Tankers still kept coming for the ongoing "Demand". Unlike Oil, liquefied Gases can't be kept on Tankers indefinietly (or at least LNG; LPG Tankers have Cargo re-liquefication Plants, as LPG is transported at merely -40°C, while LNG is at -160°C), so there was the Problem of where to go with all the Gas. And the negative Prices in Texas 2020 were caused by a Pipeline breaking down, while the Refineries couldn't reduce/stop Production quick enough, so again Storage Problems.
The hand held oiler pumps used for the push rods and rocker arms should have a longer “spout” so that the operator doesn’t need to have their fingers in harms way. One should always look for ways to limit exposure to potential injuries that are so easy to avoid, regardless of the notion of “well, this is how we have always done it”. Improving safety in the workplace is not always obvious to the worker operating the equipment, but it can be improved if one questions every potential operational step that places a workers body parts in harms way. After forty plus years working in the offshore oil industry, I have seen many a competent and self assured worker suffer terribly from very avoidable injuries.
In the movie Das Boot, engine man Johann opens those compression release valves in turn and flames shoot out. He's presumably checking the mixture by the colour of the flame, am I right?
How would that work in an emergency and from a cold engine? When this thing had to run before it could even go? This procedure every time? or only once a day when the engine was -cold-?
28.5 liter displacement. Approximately 775HP at 1,500 RPM. 20-30K hours before major overhaul. Weights about 11,464 pound or 5,200 kilograms. Impressive.
And was dragged into the School behind a Tractor, on Sheets of Plywood laid out onto the Street because there was no Crane available to unload it from a Trailer. Apparently, the Tractor was borrowed from a nearby Farmer in Exchange for two Bottles of Booze.
