Battleship New Jersey is the world's fastest and longest battleship and the most decorated battleship in American history. Join us 5 nights a week at 1900 ET for stories of the ship's history, dives into the ship's 1600 compartments, and for discussions of how we are preserving this mighty ship.
Experience a tour of our nation's most decorated and largest battleship. The Battleship New Jersey, located on the Camden Waterfront, NJ, is a non-profit museum and memorial. Guests can experience a guided or audio tour of the World's Greatest Battleship. Students can experience group tour packages and educational programs. Scouts, youth organizations and families can spend a night aboard the Battleship during our award-winning Overnight Program.
For more information on the many events and programs aboard the Battleship, visit www.BattleshipNewJersey.org or call 866-877-6262.
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Magnetohydrodynamic drive. It’ll sound like whales humping or a magma displacement or something. But it’s quiet and smooth as a fine bourbon while enjoying Paganini.
"Released them back into the wild out here near the South Jersey Port ..." lol at that ... the wild in Camden, NJ hahahahaha .... the racoons came aboard to escape from the horror of Camden and you callously dumped them back into it.
I would put vertical wings on the inside an. out side of the Holland tunnel to deflect some of the fast too slow water away from the propeller. Like air tabs on airplane. How big or wide I dont know. Maybe 10 feet tall by 12 inches wide.
Divergent duct reduces speed increases pressure ( As seen here) Convergent duct increases speed reduces pressure Free stream remains unchanged = vibration as flows interact
The Hiddensee was eventually sold and scrapped in 2022 after they were no longer able to maintain her. I’ve been going here all my life, and I’m currently building a 1:350 model of the Massachusetts. This place was the source of my love of warships.
Can you imagine how awesome they'd have been if they could be wider? More armor for torpedo defense more hydro dynamic hull form which could well mean even more speed. What a ship. When you think about what they are now. That's a large WOW from me.
7:20 Hi what do you mean when you mention that the Texas ship is the last of the dreadnaught type? Did the ships that were built later have any features that would make them not a dreadnaught?
Wait, shouldn't the speed of the water be lower on the inside of the skeg, as the constriction to flow is reduced, compared to the outside? My intuition would say that this would cause the propeller to want to bend inwards.
Drach and New Jersey is a great way to wake up
Fascinating discussion, thanks!
Appropriatly placed vortex generators on the skags would even up the flow. An in depth fluid dynamics study would be needed to determine both shape and placement of the generators.
Idea 1: Angle the inboard props toward inward (toward the rudder) by an amout equal or greater than the estimated flex. You'd at least gain some power setting where it's smoother. Idea 2: Make the Panama Canal wider to accommodate something even more badass than an Iowa. Thank you for the video. I hope you guys had a good time and didn't drink tooo much. 😄
the Marines only rate a four star general, the Navy Admiral rates five star, Marines guard all Navy bases, Marines do what ever the CNO tells them to do.
Thanks!
Solution: Drop the props and mplement the caterpillar drive system (MHD) from the movie Red October. Just teach the crew to sing the US anthem instead of the Soviet. ;)
When I was younger I had a job with a small city to wash out a 2 million gallon water tank with a fire hose from a fire engine of the silt that collected on the bottom. It was not like the raised tanks, it was directly on the ground and the size of a huge gymnasium inside. I can barely comprehend how 2 million gallons of diesel or bunker oil would fit on a ship!
Fill in the space between the skegs
I do agree that the holland tunnel & skeg profile with how the props are centered slightly outboard is likely the source of the vibrations. The only way to fix this would be to cut the skegs in the middle and move the forward halves outboard a bit & center the props more inboard on the aft halves. This would create overall less vibration, i think. As for the props being 4 and 5 bladed - the inboard props grab water more often, but less of it per rotation as the blades are smaller. This provides a slightly more steady flow of thrust at a higher speed but lesser volume of water overall. The outboard props on the other hand grab more water per rotation. This provides a lower speed of water but higher thrust overall. I do actually think that 4 blades on the inboard props would reduce the ship's top speed by a significant amount, as would making the outboard props 5 bladed. As Drach stated, they seem to have done a pretty decent job of balancing the aft end in terms of hydrodynamics. You can't change much without making it perform worse.
If I had to guess its to get them done now for the next 10 years before they need the docks for building more current warships. You could fit two or maybe 3 new build destroyers into the dock New Jersey is currently sitting in.
Today we're going to make a happy little block
What do you mean that these 2 guys weren't the same person using different accents.
Am I the only one who sees the tremendous possibility of an "Off Broadway" production here? It just needs the right music and choreography.
Ahhh... yes... of course... what?
Take a look at how the Massachusetts did things, access to everything, way better than North Carolina where I live now, very disappointing, made me realize how much Battleship Cove got right.
An interesting discussion would be, "If the US Navy took USS New Jersey back and returned it to service, would they upgrade her with modern designed props and remove the current ones? and, would she gain more speed, fuel efficiency, solve the vibration problems with modern upgraded props, etc. from such a change?".
The Navy did extensive analysis of the vibration problems and the late-war and post-war reports from DTMB (David Taylor Model Basin, now NAVSEA Carderock) are available online for all three classes of fast battleship--North Carolina, South Dakota, and Iowa. The reports characterize the vibration as axial and discuss the measurements, analysis, model testing, and full scale testing performed.
The vibration issues on both the South Dakota and Iowa class are likely rooted in the structural properties of the propellers. As Drach points out, the features of the hull upstream of the screws have the potential to alter the inflow pressure distribution that the screws see. This is unavoidable to an extent. However, the screws themselves have vibrational modes that could be excited if the blade passage frequency or the shaft speed start to hit one of those sweet spots. The uneven inflow then creates a periodic excitation seen by each blade. Usually the first flapping mode (blades bending in and out of plane) is the culprit. This translates into high moments at the screw hub that need to be resisted by the hub and shaft stiffness. Similar symptoms to a shaft nearing its critical frequency would be observed on the prop shaft, even though it may be far from its actual critical speed (the shaft is not resonating, it is just seeing much higher shear loads than anticipated). More shaft bearings is a band-aid solution because it does not actually address the fundamental issue, which is that the screw has a resonance that is being excited under service conditions. The real fix-it approach would be to redesign the screw blades. Fixes would include either stiffening the blades significantly by adding material towards the root/hub, or tuning the blade behavior to shift the frequencies associated with the problematic modes away from service conditions, most easily accomplished by adding mass at the tips.
Mr cutator. Please could you do one where you mesure new jersey i drachs instaed of yourself?😂
Drach, the man, the myth, the legend.
Battle of Leyte Gulf. It is absolutely criminal that this has never been made into a movie.
I so think of Drach as a *historian* that I forget he's an *engineer.* Please do more of these.
I kind of want a shirt with a picture of Drach on it that says “Not entirely” on the front and “Yes and no” on the back. King of qualified answers.
We just need Steve Mould to start doing some videos on this.
I’d love to see someone do some computational fluid dynamics (CFD) modeling around the Iowa’s vibration problem. It would be a great chance to visualize and test the various ideas as discussed here by Drach and others going back decades. Also, so glad to see Drach get a chance to walk under an Iowa class ship in drydock, we can only imagine how meaningful this would be to him - and what fun!
Install giant tuning forks and salvage that energy to use in rails guns.
Why are they built with the 'Holland Tunnel'? Wouldn't a smooth hull form be more efficient? You could build in 'hard points' to accommodate the drydock keel blocks. Did Drach end up climbing as high as possible on the ship to try and make a personal record for the most vertical inspection/travel possible on a ship? Great information, thanks to both of you for sharing all the knowledge here and on the other videos. I want more of these now!
Fascinating thanks. So bearing in mind the imapct of the venturi effect, does that mean if one ran only the outer props you wouldn't get any vibration.
What's the guy on the scissor lift doing?
4 Iowa class ships would have destroyed half of the Royal Navy..
Hey its the giraffe infidel guy.
What Drach seems to be describing is vortex shedding off the skegs because of the unequal velocities inside the Hollander Tunnel and outside. If the vortex shedding frequency is near a characteristic frequency of the prop then it can result in a resonant interaction that will vibrate the stern. The vortex shedding frequency and the prop frequency are dependent on the speed of the ship and the rpm of the prop respectively so that is why the vibration only shows up at certain speeds.
Ryan and Drachinifel.......what a team......love you guys, makes me want to go down to the recruiter and join the Navy..... is 71 too old to enlist.....cheers my friends, Paul in Florida
I wonder how much more effective power and efficiency they would get out of modern propeller blade designs compared to these lumps of metal, and yes i realize you need some structural mass when talking about a ship that size but still. I actually didn't think about it from the whole ship hull being in water but yes this central tunnel looks like a huge venturi effect tunnel, it looks even more agressive than the ones used in high performance car racing. I don't know how water on water venturi effect reacts compared to air but yeah it might cause things to happen. I'd go as far as to say the central tunnel venturi effect may be in part responsible for the good overall turning characteristic of the ship class. From my armchair know nothing at ship engineering perspective it looks like extending the inboard propeller shafts might have been the more straightforward solution for the props to receive a more homogeneous water current on all surfaces but I'm sure it causes a lot of other issues as a downside/side effect anyway. But remember the effects of turbulent fluids (here water) haven't been widely known for long, airliners only started integrating anti vortex winglets in the 2000s and even formula 1 is still innovating and iterating on ways to control air vortex generation. In the 1930s when those were designed it must have been a much more obscure side of things if known at all.
I've wondered if it were possible to dynamically balance a prop that large, and whether or not there was any advantage to doing so at that scale?
Y’all are awesome! To solve the vibrations, change over to azipods! 😂
Here is a stupid idea. Extend that center column at the entrace of the holland tunnel so it creats a third skeg running down the middle of the tunnel so you now have two smaller tunnels instead of one large one. What would that do to the hydrodynamics?
Funny to think about the vibrations. It can be caused by lack of stiffness on the bearing arrangements and allows some flexing that introduces resonances (considering how long the propshafts are). I would be curious how much vibration would show up when running the propulsion plant at flank speed, without the screws. If the tunnel and/or skegs are the cause it is a more complicated one. Those structures would act like stabilizers, akin to aircraft wings - they intentionally straighten fluid flow to make fixed headings possible. Perhaps they could try a narrow inlet (the start of the tunnel) and a way wider tunnel exit, which if done properly, could improve speed by taking advantage of the mentioned Venturi effect. Similar to how racecar "ground effect" works, it basically pulls the fluid through the tunnel. Curious about making a scale model boat with such hull design...
Could they use differential thrust to help turning turning radius
I went on a dependents day cruise on the Missouri . It was an experience I will cherish the rest of my life. The Missouri cruised fast.
Just woken up from a nap , drifted off listening to someone debunking the movie ' The Philadelphia experiment ' and the first thing I look at is Ryan & Drac talking about experiments , in a dock - underneath a ship built in 1943 at - yes the Navy yard . This is a lot saner and more interesting . The skegs look pretty unique to me , ships nowadays don't have that number of props and it's fascinating to hear the reasons for New Jerseys propulsion design and why she is simpler to dock compared to more rounded single keel designs . It's got to be a much more difficult job to launch and commission a ship in the middle of a war and she is a magnificent sight .