Відео

It's there but I skipped it, it's no longer functional anyway. Othe Things that I have skipped are the two Boilers (Exhaust and Auxilary) and Cargo Cooling Plant, both of which are no longer functional either, as well as the Air Compressors. I don't remember exactly why, but there was a valid Reason why I skipped the still functional Compressors. This bugs me to this Day, but I'm planning to upload an improved Video at some Point anyway. There also are some Image Quality Issues, and I like to record it with Stereo Sound. Recording a new Video is very easy for me, as I am one of the Volunteers maintaining the Cap San Diego.

I'm no Electrical Engineer, but I'd guess not as much as may be expectable, as almost all Electric Installations are DC.

They're Trunk Engines instead of the Crosshead Design typical in large Marine Engines. Except for the Working Cycle, they have much more in Common with the average Four Stroke Engine than typical Marine Two Strokes. The only sufficiently manouverable mechanical Alternative would have been Controllable Pitch Propellers, but I think they were quite uncommon in the early 1960ies. Plus that would require ducted Propellers because the delicate Pitch Mechanism must be protected from Ice, and probably also a Hydraulic Clutch to protect the Engines from the sudden Stop if the Propellers became jammed by Ice. The only Icebreaker with Pitch Propeller Propulsion that I know is the German Polar Research Ship Polarstern, all others are Diesel-Electric, or Turbo-Electric in Case of the Russian Nuclear Icebreakers.

@@Genius_at_Work Yes I guessed the part of the non-crosshead design. Definitely interesting. The diesel-electric propulsion definitely had and still has a lot of advantages, that's why I highlighted that I only feel like that as an enthusiast. :)

The Pistons are Brake Cylinders to push the Brake Pads. Or are you talking about the Side Rods, like on a Steam Locomotive. They allow Suspension Movement between the suspended Wheels and the Frame-mounted Motors. Just suspending the Motors with the Wheels would cause too much unsprung Mass, wearing out the Tracks.

Audio and especially Video Quality aren't the best though. That's why I'm planning to record and upload a better Video of it this Summer, with a large Sony Camcoder and External Microphone instead of GoPro and that MediaMod-Thing. Low Light Performance of GoPro's just isn't all that good.

Probably at leats 70 Years old, nobody knows exactly because the Type Plate has been lost. It's a pre-War Design though. But the Steps still largely remain the same for larger Engines today, that's why the School has it.

Recirculating requires thoroughly removing the Oil. When low-Mineral "Sea" Water is available, it is easier to keep Limescale down by treating the Boiler Water like on Steam Locomotives, which usually take whatever natural Water is available. Pumping Feed Water from the Lake or River is quite common on Fresh Water Vessels.

@@Genius_at_Work Dealing with steam locos using water from a lake, since 50+ years, has shown some things. The last attempt to improve boiler life special chemicals are added to the water, and boiler water is analyzed. But yes, the oil is there.

@@Stefan_Boerjesson TBF, the last Swiss Steam Ship to retain the original Boilers was the Stadt Luzern until 2018. When I recorded this Video, the Stadt Züruch might have had the oldest Boiler on any Swiss Steam Ship, but I'm not too sure about that. Now all of them are being rebuilt, but the main Reason for that is not so much about Boiler Condition, but mostly because new Safety Regulations don't allow a single Room to make up more than 1/3 of Hull Volume. So there must be an extra Boiler Room separate from the Engine Room. Besides the Main Engines, there isn't much historic in Swiss Steam Ship Engine Rooms. When I visited the Stadt Luzern after the 2018-2021 Refit, it literally is more modern than the 20 odd Year old Tankers that I earn my Living on.

@@Genius_at_Work Thank You for the greate explanasion.

It's always a Trade-Off. I had smaller Subtitles before, but People complained they couldn't read them.

Better fork over hundreds of Grand then. Back in the Day, Tickets on the Hindenburg were about 10,000$ in today's Money, but that was when it could be operated sort-of economical. There's no Chance for Hydrogen Lift Gas with today's Safety Standards, so filling it with Helium alone is going to cost hundreds of Millions (the Zeppelin NT alone carries almost 10 Million worth of Helium), and the lower Lift Capacity means that less Tickets can be sold to regain that Money.

SBB introduced Regenerative Braking in 1918 in the Ce 6/8" Crocodiles, but the Brake Force couldn't really be controlled and it regenerated nowhere near as efficiently as the more functional Regenerative Braking of the Ae 6/6 in 1956. Plus Regenerative Braking needs AC Power, it's near-impossible with DC, as DC can't feed the Power back through the Substation into the Transmission Grid. It would be possible if there is another Train on the same Substation and consuming at least as much Power as regenerated, but I don't know if this is done anywhere.

@@Genius_at_Work thank you for the reply!

Liegt einfach daran, dass Transformatoren nur mit Wechselstrom funktionieren. Bei Gleichstrom-Systemen bestehen die Unterwerke aus Trafo und Gleichrichter oder Rotierendem Umformer. Gleichrichter funktionieren nur in eine Richtung und können nicht rückspeisen, bei Umformern bin ich mir nicht sicher. Rotierende Umformer sind Motor und Generator auf einer Welle, also z.B. ein Drehstrom-Motor der einen Gleichstrom-Generator antreibt. Prinzipiell müsste das meinem Verständnis nach schon umkehrbar sein, aber ich will mich da nicht zu weit aus dem Fenster lehnen. Immerhin bin ich ja auch kein Elektro-Ingenieur. Egal wie man's dreht und wendet sind rotierende Umformer aber ähnlich aktuelle Technik, wie die Lok im Video.

Nope, if I started this Engine without recording it would have taken me about 5 Minutes. The much larger (and newer) Engines that I operate for a Living take around 45 Minutes to start up, but that could be brought down to under 15 Minutes in an Emergency, like when dragging Anchor. Emergency starting puts unneccessary Stress to the Engine though, that's why we only do it when there's no Alternative.

Does it look like it came out of a Hydrogen Fire? It's most likely from a Torpedo Boat, or was intended for a Torpedo Boat and salvaged off the Shipyard after 1945. I'm not too sure if Mercedes-Benz designed these Engines for Airships and they were repurposed for Torpedo Boats, or the other Way around. The Requirements are very similar anyway, small and light but decently powerful and efficient. Apart from the Efficieny and thus Range, Diesel Oil being less flammable than Gasoline was another Advantage that these Engines brought compared to the earlier Gasoline Engines in Torpedo Boats.

I've recorded better Footage last September for an improved Video, but it's still unedited because I need to get my Shit together to script and record the voiced Part. Voiceover Videos always take me Ages to edit for that Reason.

LOL. I was thinking the same thing…..classic

"Guten tag, Herr Jones!"

Yep that was a bit of a Misunderstanding on my Side

A Part of the Gear Change Mechanism. It's shaped like a Bell and made of Cast Iron.

A Part of the Gear Change Mechanism. It's shaped like a Bell and made of Cast Iron.