Titanic 2 engine cylinder engineering diesel generator room

A big thank you for an excellent video. I really appreciate the thorough explanation of everything which most other similar videos does not bother with. This video deserves a lot more likes than the current 287. Keep up the good work!

What I do wrong

@@JFinnerud It's decently pushed by the Algorithm right now though. And I still skipped many Things, e.g. the entire Air System (Compressors, Function of the Starting Air Valves etc.), because the Video already is veeery long as it is. I'm planning to visit the Diesel House Copenhagen again this Thursday, to make a Video about the 118 Year old B&W No. 1 Diesel Engine there, to be uploaded on Sunday if all goes well.

@@Genius_at_Work Well this is kind of a strange coincidence: I have never been to Copenhagen, so me and some friends booked a trip to Copenhagen a few months back for this very weekend to visit Diesel House among other things. 😮

It is like a heartbeat to our ears! Sound's so satisfying and relax 😊

them 2 strokes are insane glad cummins is making the ACE OP 2 stroke and so is Polaris and Rotax skidoo inn the their new turbo sleds.

i mlove that and i get a kick out of the duetz uni-flow scavenged 2 stroke diesel generator!

I fully agree! What a great video!

WOW...Amazing...Excellent vidio...Thank you...

damn i would tover to do a 2 stroke swap in an LT500 quadracer with this thing! A bit way to big! Lets mount this giant 2 stroke in a 2023 Polaris Axis turbo snowmoble!

Nearly scrapped in 1986, took almost 20 more Years to get it seaworthy again

@@Genius_at_Work My father is a retired Captain who worked on ships like this for 38+ years. His shipping company was Greek and was travelling mainly from port of Piraeus to North America. He is 81yrs old now and I just showed him this video. He got very emotional and memories started to come. He wants to thank you for this magnificent video.

I've got at least one more coming up. I recently visited the Icebreaker Sampo (built in 1961) in Kemi/Finland. It is powered by four Sulzer Two Stroke Diesels, that drive DC Generators to power the Electric Propeller Motors. That Video was supposed to come last Sunday, but I need to fix some Mistakes first. Another one is the Museum Ship Bleichen, another Cargo Ship from 1958 and much smaller than the Cap San Diego. It is powered by a Deutz Four Stroke Engine, that drives a fixed Propeller. I'll visit there this Weekend, but Access to the Engine Room is limited and I am not sure if I can record enough Footage on one Day only.

52 years, wow! "You can pry this wrench from my cold dead hands." - similar to what actor USA Charlton Heston said in a TV ad for National Rifle Association gun owner rights.

The Air Compressors are missing. There was a Reason why I didn't include them, but I already forgot why.

Thanks. I volunteer on the Cap San Diego since 2018, hence I am fairly familiar with the Engine Room. This also allowed me to take all the Time I needed to record this Video over three Days in May, most of my other Videos are recorded rather rushed. I still simplefied or straight up edited out many Things, to prevent this Video from getting excessively long; e.g. did I skip pretty much the entire Pneumatic System, despite having spent quite a bit of Time recording the Compressors and other Bits of it.

Still dwarved by modern Engines. They have similar Bores, but much longer Stroke-Bore-Ratios. E.g. did the Container Ship that I sailed on have a MAN 6S80 Engine of 800 mm Bore and 3450 mm Stroke. The MAN S Series has a Stroke-Bore Ratio of ≈4:1, MAN introduced the even longer G Series a few Years ago, IIRC it's about 4.5:1. The G Series is built with up to 950 mm Bore, so it has over 4 Meters Stroke.

I skipped a few Things in Order to keep the Video "short". If I get the Chance again, I will make another thorough Engine Room Tour on a large modern Ship, but I have to work on one first and the Company must allow uploading Videos from there. For now, I work on a small Power Barge that's laid up, so there's nothing to make Videos of there. And I say "another" modern Engine Room Video, as I already made one when I was a Cadet on a Container Ship. That Video doesn't really hold up to my Quality Standards anymore though (I'm not entirely happy with this Video here too), as the Explanations are inaccurate and in some Places straight up wrong, and the Camera Work isn't the best either.

Thanks, I'm planning to make a similar Video about the Deutz Engine on the Bleichen, another General Cargo Ship from 1958, roughly 1/5 the Size of the Cap San Diego and with a Deutz Eight Cylinder Four Stroke Engine. It's preserved in Hamburg too, but the Engine Room isn't open to visit by yourself all the Time like on the Cap San Diego, but only during short Guided Tours. Hence recording is significantly more difficult there, especially as I'm a Volunteer on the Cap San Diego and I literally had three Days for recording this Video here. The MAN Engine on the Cap San Diego actually is regarded as one of the worst Two Stroke Engines ever made, even by MAN Standards. The weird Scavenge Air Pump Design and Pistons cooled by Water instead of Oil made it high Maintenance yet still unreliable in Daily Operation. Most Marine Two Stroke Engines used either Roots Blowers or separate Pistons as Scavenge Air Pump (modern Engines have Electric Blowers), while this Engine uses the Underpiston Space with Reed Valves, just like in a Lawnmower Engine. It causes the unique Sound in the Engine Room though. Old MAN Engines generally are regarded as unreliable, and MAN eventually bought Burmeister & Wain. B&W was out of Money in the late 1970ies, but had good Engines, MAN had rubbish Engines but a lot of Money. MAN's Two Stroke Department still is located in Copenhagen, while the Four Stroke Department is located in Augsburg. So MAN Two Stroke Engines strictly are Danish B&W Engines instead of German ones. It was the same with Wärtsilä, before they sold their Two Stroke Department a few Years ago. That was located in Winterthur, so all Wärtsilä Two Strokes were strictly speaking Swiss Engines, following their Acquisition of Sulzer in 1997. As I said, they sold it a few Years ago and it's called "WinGD" (Winterthur Gas & Diesel) now.

The deutz look like a uniflow scavended 2 stroke with the exhaust valves up top and piston ported, like EMD and Detroit diesels.

I've got a few more coming up then. I'm currently working on a Video about the Uniflow Steam Engine on the Swiss Paddle Steamer Stadt Luzern; IIRC it runs at 44 RPM but I have to look into my Notes again to be sure. It's definitely somehwere below or maybe slightly above 50 RPM. Another one is the Four Stroke Marine Diesel Engine on the Museum Ship Bleichen, at somehwere around 200 RPM. That Video will has to wait at least until May though, as the Bleichen won't sail again before May 7.

Yeah and using the piston bottom as a scavenging air pump too, like a giant 3 story snowmobile engine!

Danke. Ich fahr heute Nachmittag auf der Bleichen, um ein ähnliches Video über den dortigen Deutz-Viertaktdiesel aufzunehmen. Wenn alles gut läuft geht das kommenden Sonntag online. Ein weiteres ähnliches Video folgt von der Sulzer-Gleichstromdampfmaschine auf dem Schweizer Raddampfer Stadt Luzern, allerdings wahrscheinlich erst in einem Monat.

Kleiner Nachtrag: Das Video von der Bleichen muss ich erstmal absagen. Anders als auf anderen Traditionsschiffen kann man nur in kurzen Führungen in die Maschine. Hätte ich das gewusst, wäre ich schon am Freitag mitgefahren, dann hätte ich bei zwei Fahrten vielleicht genug Aufnahmen für ein ganzes Video zusammenbekommen. Dann halt nächstes Jahr.

Briljant!!!

Ich empfehle Ihnen eine Mitfahrt zu buchen denn sie macht ja regelmässig Passagierfahrten (je nach Tour 140 - 150 EUR). Und währendsessen können Sie das Schiff sich in allen Bereichen in Ruhe anschauen.

That would be some really bad Blunder. Marine Steam Engines don't sound too different, especially larger ones. Perhaps such a Sound was used? kzfaq.info/get/bejne/mL2BgJSWtrHIfI0.html

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 happen to be one of them

Ohne Erklärungen gibt's ja auch schon genug Videos, da würde ich keinen Mehrwert bringen wenn ich noch so eins hochlade

Many (old) Marine Engineers actually regard it as the worst Two Stroke Engine ever made, because the weird Scavenge Air Pump Design and Water-cooled Pistons (unlike Oil Cooling in most other Engines) made it high Maintenance and still unreluable in everyday Operation.

Mount it the 2024 arctic cat catylist!

The Subscribers are currently blowing up though, I passed 1000 in early February after almost eight Years of KZfaq, and I got almost 2000 Subscribers in the last three Months alone. Subscribers are pretty irrelevant today and may even be removed completely in the next Years, as the KZfaq Algorithm works more on what Videos Users are currently watching, and thus recommends similar Videos. If you are subscribed but watch different Videos; e.g. Animal Content, KZfaq will feature such Videos to you but no new Uploads from Channels that you are subscribed to. I recently had to cheer up my Girlfriend a bit, and as a Consequence, my KZfaq Feed is full of Baby Elephants right now. That's what made me think of Animal Videos as an Example. Anyway, the only Way to reliably be informed about new Videos from subscribed Channels is to activate the Notification Bell. As the Subscriber Count is just a Number that makes you look good but hasn't much practical Effect besides the 1000 Subscriber Threshold for Monetisation, the only Reason for me to really care about it is that more Subscribers make my Requests look a bit more serious. Some of my Videos are a bit behind the Scenes, where I had to ask Permission first. E.g. are the Engine Rooms of Swiss Steam Ships not open for Visitors, so I had to ask Permission for the one of the Paddle Steamer Stadt Zürich, or of the Paddle Steamer Stadt Luzern that I'm working on right now. Other Examples are that I'm in Contact with a Power Company right now, to make Videos about two ≈100 Year old Hydro Power Stations right now, and I contacted a few Railway Museums to show the Engine Room of 80-100 Year old Electric Locomotives. The latter requires quite a bit of Planning and Organisation, as Electric Locomotives are High Voltage Plants (15 kV in Germany and Switzerland), which makes for very strict Safety Regulations.

I'll be on the Museum Ship Bleichen this Afternoon, another historic Cargo Ship that's a bit older (4 Years) and quite a bit smaller (1/5 the Size) than the Cap San Diego. It has a Deutz Four Stroke Marine Diesel Engine, about which I'm going to make a similar Video. If all goes well, I will upload it next Sunday. Another similar Video will follow, about the Sulzer Uniflow Steam Engine on the Swiss Paddle Steamer Stadt Luzern. I'll record that one next Monday, but it may take as long as a Month to go online.

Little Update about the Bleichen: unliks on other German Museum Ships, the Engine Room can be visited on short guided Tours only. If I knew, I'd have booked a Ticket for Friday too, as I may have Bern able to record enough Footage on two Days. Anyway, I'll try again next Year.

There is a Thrust Bearing. IIRC, it's built into the Flywheel at 02:04. And I'll have to see if I can make a Video about a modern Engine when I work on an actual Ship again.

i wonder what type of 2 stroke oil she runs?

That’s a beautiful ship ! Do the gens burn the same fuel ? I wondered about the thrust bearing, it was answered in comments. As a steam engineer I never cared for diesel but I would enjoy working on this one. Surprised the pistons are single acting since it has cross heads. I have worked on triple expansion, Skinner 😅unaflow, and turbine. Didn’t mean for this to be a reply, rather a comment. Sorry

Requiring a Full stop before reversing is standard with any decently large Ship. Ships as large as the Cap San Diego have Pitch Propeller Plants today, where the Propeller spins at a constant Speed and Thrust is controlled by adjusting the Propeller Blades. But pretty much any Ship larger than the Cap San Diego still has the same Type of Propulsion Plant, with the Propeller Shaft bolted directly onto the Flywheel. Or at least all Cargo Ships larger than the Cap San Diego; Cruise Ships typically have Diesel-Electric Propulsion, and Ferries Pitch Propeller Plants with four Engines driving Two Shaft, instead of one small Cargo Ships where one Engine drives one Shaft. The Cap San Diego is quite challenging to dock though, especially on the Home Berth in Hamburg. There, it isn't moored with Mooring Lines, but by large "Locks" engaging on large Dolphins. The "Locks" are located on the Port Side and can be seen on many Photos of the Cap San Diego. Engaging the Locks on the Dolphins requires moving perfectly lateral with a Precision of 5 cm (2"). Hence the Cap San Diego is assisted by three Tugs when docking in Hamburg.

Yes but that's Common on old 2 strokes. The east German Trabant comes to my for me, it's a petrol engine with a similar arrangement.

It's indeed the Video that took me the longest to make. I recorded it over the three Elbe Cruises this May (6, 7, 8) and edited it during the Evenings in between. Turns out that Edit was rubbish, so I re-edited everything later again. All in all it was 30-40 Hours, but at least this Video didn't cost me a Cent to make, unlike most other Videos of mine.

It may look complicated, but is in fact quite straight forward. (But maybe I am not the right person to make this comment after 40 plus years in marine engineering)

@@janvisser2223 I understood the principle and the video is very explicit. But all the same, there is a mess in a ship's engine room; even on a ship from the 60s!

@@jpwillm5252 A lot of piping systems yes

​@@janvisser2223 That, I know. I was in charge of maintenance in an old factory (tannery).

@@jpwillm5252 Smelly job😀

Water-cooled Pistons didn't catch on because they're so hideously unreliable. The Shaft Erathing Device can be found on every Ship since 100+ Years, but most People are more surprised about Electric Discharges destroying the Bearings than about Electrochemical Corrosion, at least in my Experience.

@@Genius_at_Work they believe that some of the gyros on satellites quit working because the bearings we're pitted by radiation from the sun

The rotax 850 etec turbo r has oil injected cooled pistons very common on today snowmobiles!

I've got a similar one coming up, of the Diesel-Electric Engine Room on the Finnish Icebreaker Sampo. Im planning to upload it next Sunday™ since four Weeks, because I still need some Stats and am waiting for a Reply from the Operators. Another one is the Four Stroke Engine on the Hamburg-based Museum Ship, but that still takes until July if I'm lucky or September with bad Luck. Third one is a better Video of the Steam Icebreaker Stettin in Hamburg, some Time this Summer too.

I'm planning a similar Video about the Deutz Four Stroke Engine on the Museum Ship Bleichen, another Cargo Ship from 1958 and roughly 1/5 as large as the Cap San Diego (in Displacement; the Bleichen is 93 m long, the Cap San Diego 162). The Bleichen is located in Hamburg too, but in a much less prominent Place than the Cap San Diego, hence not many People know about it. I tried to record that Video on September 18, but couldn't record enough Footage. Hence I have to delay it until May next Year, as the Bleichen won't sail again until then. I'm currently working on a Video about the highly unusual Steam Engine on the Swiss Paddle Steamer Stadt Luzern; literally the most over-engineered Machine I've ever seen.

Die hat noch längst nicht die Hälfte ihrer Lebendsdauer erreicht.

According to the Chief Engineer of the Cap San Diego, this Engine Type is regarded the worst Two Stroke Engine ever built by many mit The Scavenge Air Pump and the Water-cooled made it highly unreliable. I'd like to see an old B&W Engine though, the huge Rocking Levers of these sure are impressive. Sadly, the only preserved Engine is a fairly small one the Norwegian Training Ship MS Lofoten.

@@Genius_at_Work Didnt know that! Also I absolutely love the 2 strokes with the big rockers.

@@Genius_at_Work If you by change one day visit copenhagen, i would recomend you to visit Diesel house, there they have a 8 cylinder 2stroke double acting diesel on display the engine is made in 1932 and was for over 30 years the worlds most powerfull diesel engine. they fire it up 1st and 3rd Sunday each month.

@@Eriksen2854 Watch this Video til the End Screen ;)

@@Genius_at_Work i did after i hit reply, well if you my some change can get onboard and visit USNS Gordon from the US sealift command, you are in for a treat. Orginaly built in 1972 in Denmark for EAC as M/V jutlandia, at the time she and her sister vessel was the fastest container ships in the world, she is fitted with not one but three two strokers for porpulsion, one 12 cylinder and two 9 cylinder

About 10 Trips per Year, sometimes even at Sea (e.g. to Bremerhaven/Bremen or to Heligoland). At Sea, we can take only 12 Passengers though, so Ticket Prices are "accordingly". The Hotel is just one Way to earn Money, one Cargo Hold can be rented for Events, one is used for Exhibitions and the third one hosts one of these Escape Games (Hold #4 is used for additional Crew Accomodation and as Storage Space). The Pool Deck can be rented for smaller Events like Weddings too, and occasionally, People can pay to climb up and between the Cargo Masts. Preserving such a Ship is insanely expensive, so you must find Ways to finance it. All Crew are Volunteers too btw, I'm one of them. Regarding " find Ways to finance it": That's the Reason why there are no preserved Tankers. Cargo Tanks aren't suitable for other Uses as listed above. Germany built some very nice Tankers for Exxon in the late 50ies and early 60ies (aka same Time as the Cap San Diego), and seeing one of them still sailing or at least still around would have been great. They were powered by Steam Turbines, and there are no Turbine Ships preserved seaworthy, perhaps besides the three Victory Ships in America, if at least one of them ever sails again.

Hamburg may just have the most operational Museum Ships in one Place, worldwide. There is a smaller Cargo Ship (1/5 the Size of the Cap San Diego), and a much smaller one (1/15 Size) is in nearby Stade. There also is the Icebreaker Stettin, which is the second largest Coal fired Steam Ship in the World, another smaller Steam Icebreaker for Inland Waters, a Lightship, two Floating Cranes, one of which is Steam-powered, three Tug Boats, again two of them Steam, a Steam Yacht and a Steam Suction Dredger. A Coal-fired Paddle Steamer is in Lauenburg a few km upstream on the River Elbe, and it visits Hamburg fairly often, similar to said very small Cargo Ship from Stade a few km downstream. There also are two Tall Ships in Hamburg, but these are on static Display only.

That's called Cross-Flow Scavenging, I know it mostly from Swiss Sulzer Engines. The System on the Cap San Diego is called Counterflow Scavenging, and typical MAN, as well as most Two Stroke Otto Engines, e.g. Lawnmowers, Chainsaws or small Motorbikes. All modern Two Stroke Marine Diesels have Uniflow Scavenging, with Intake Ports only and one large Exhaust Valve in the Cylinder Cover. In Marine Engines, that Design was pioneered by Danish Burmeister & Wain, with huge Pushrods and Rocker Arms. Sadly, the only such Engine in Preservation that I know of is a fairly small one on the Norwegian Training Ship MS Lofoten. Modern Engines have hydraulically actuated Exhaust Valves instead. IIRC; EMD Two Stroke Diesels have Uniflow Scavenging too, but with 4 Exhaust Valves around the Fuel Valve instead 2-3 Fuel Valves around a single Exhaust Valve. There are other Applications with Uniflow Scavenging too; e.g. Opposed Piston Two Stroke Diesels or that B&W 2000 Double Acting Engine in Copenhagen, that I covered in another of my Videos. I'm also working on a Video about an Uniflow Steam Engine right now, on the Swiss Paddle Steamer Stadt Luzern.

I am one of the Volunteers there, although I'm currently on Deck but looking to change to the Engine Departement (it's harder to get into than Deck). Maybe I can say something about Engine Maintenance in a few Weeks/Months. Regarding Age: I'm 26, roughly 1/4 of the Volunteers are in their 20ies while 3/4 are 70+, with hardly anyone being between 30 and 70. It's even worse on other German Museum Ships (e.g. average Age 80+ on the MS Bleichen), as the Cap San Diego must rely on Cadets/Students/Trainees from the Maritime Academies and Trade Schools, for a Number of Legal Reasons. These provide a steady Flow of new Volunteers, while other Museum Ships don't have that and thus are struggling to find new Members for the Clubs that run them, resulting in over-aging.

I'm a bit too humble to call myself Genius, at least in a serious Way. I just thought of the Sign on my Workshop Door ( www.retroworld.info/retro-world-produkte/blechschilder/emaille-7/924/hangeschild-genius-at-work-detail ) when looking for a new Channel Name and Pic, and thought of my Hoodie ( www.getdigital.de/awesome-childhood.html ) when looking for a new Banner. These aren't Affiliate Links btw, I don't get paid if you buy something there. If I ever become Chief Engineer, I'll have my Engine Crew call me something like "Supreme Leader" as a Joke though. From what I know about Hamburg Süd, the Engine Room probably looked very much like today when still sailing for Hamburg Süd, but was very run down when it was bought for Preservation in 1986 after 10 Years sailing for Spanish Owners. There are numerous Pictures on Board showing the poor Condition back then, plus the ruined Piston and Bearing that I've shown in the Video. There also is a "botched" Piece of Copper Piping next to them, where a Leakage was fixed by taking a Piece of smaller Diameter Copper Pipe, cutting it to make it into a "Sheet" and soldering it over the Leakage. I think that says enough about what it looked like in 1986. I might join the Engine Crew soon (I'm volunteering on the Cap San Diego since 2018, but on Deck. The Engine Crew is a bit harder to get into), and I can ask about the Turbocharger then. And the Tie Rod is still there.

IMHO, the other Museum Cargo Ship in Hamburg, named Bleichen and much smaller than the Cap San Diego, looks even better. I wanted to make a similar Video there on Sunday, but the Engine Room can be visited on short Guided Tours only, unlike on other German Museum Ships, where its open for individual Visits most or even all the Time. Modern Cargo Ships can look nice too though, e.g. Bulkers, Suction Dredgers or Tugboats. Unpopular Opinion, but many Container Ships and even some RoRo/Car Carriers look nice too; e.g. the Mærsk Triple E Class or Sietas-built Container Feeders, or the Höegh New Horizon Class Car Carriers, or the Finnbreeze Class RoRo Cargo Ships.

Wondering why the generators run at 60 hz while in Europe 50 hz is more common, at least on-shore?

@@Unimog1600 Almost all post-WW2 Ships run on 60 Hz Electrics, because it is NATO-Standard. The Efficency can't be good because the low "Charge" Air Pressure (the Turbochargers don't really charge the Engine and literally supply Scavenge Air only) results in a low Mean Air Pressure. Valves in a Two Stroke Engine aren't uncommon; most People think they are because Lawnmover/Moped Engines don't have them, but that's only because these Engines are built as simple as possible. IIRC, some (or maybe many or even all) EMD Two Stroke Locomotive Engines have four Exhaust Valves per Cylinder, and Burmeister & Wain built large Two Stroke Marine Diesels with one Exhaust Valve per Cylinder since the 1950ies (or even earlier; not entirely sure right now). These Engines had huge Pushrods and Rocker Arms, and all modern Two Stroke Marine Diesels are based on that Design.

@@Genius_at_Work Didn't know the NATO-standard, good to know. I guess you are right with efficiency. Four-stroke naturally aspirated diesels can have pretty decent or at least "not so bad" efficiency as far as I'm aware, just no good power ratios. With two-stroke diesels and their scavenging process this might be different. I was aware that it is pretty typical for two-stroke diesels to have exhaust valves, different than most two-stroke petrol engines. However I actually confused the EMD engines to only have exhaust slots in the liner like this MAN engine but you reminded me that I was wrong about that. Pretty cool though that this MAN engine is so different, including the untypical 5+4 cylinder arrangement with three turbochargers.

@@Unimog1600 Nah, many old Marine Engineers call this Engine the worst Two Stroke ever made. The flimsy Reed Valves of the Scavenge Air Pump and telescopic Piston Cooling Water Pipes made it unreliable and high Maintenance in daily Operation. Other Engines had separate Scavenge Air Pumps instead of using the underpiston Space, and used Oil instead of Water for Piston Cooling. Modern Two Stroke Marine Diesels are the most efficient Internal Combustion Engines in the World though, with overall Efficiencies exceeding η=0.55.

@@Genius_at_Work Yeah I heard about that. But I think that it is especially cool to have such a "non-ideal" engine survive. Such curiosities often die first and afterwards can only be seen in history books or are completely forgotten, but this one is luckily still working. I actually wondered whether your description about "piston cooling water" is wrong as I only knew about oil-cooled pistons before. Modern two-strokes do their scavenging via a combination of the turbocharger(s) plus an electric driven blower for low loads, am I right? So the scavenge air pumps of this engine (the volume under the pistons like you mentioned in your video) are basically replaced by the separate electric blower and possibly also the more modern turbocharger(s) which will likely are able to adapt also to low loads much better? I know about the high efficiency of these engines. Especially the low and mostly consistant rpms are a big plus with these engines as friction losses are reduced and the whole engine can be optimized for a specific cruising speed/rpm.

No, but I'm planning to change from Deck to Engine Department (I'm a Volunteer on the Cap San Diego, but the Engine Department is a bit difficult to get into), and I will look into it if I don't forget.

I simplefy many Things in the Captions, to keep them both easier to understand and shorter.

@@Genius_at_Work NOT Helping Keep The True INFO It Matters You Lose If Not True Fact I Saw & Know That Was NOT True Please Don't Be MSM