Admiral W L Capps (AP 121) - Naval Cruise Book

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5-E DIV 'FHWA .f,?.,-1: .st f gs Th Th yt kg gf! :ere ckxitrwtall? dd'm' hits, md as ru :bf ' gqgntuhkw' The Interior Communications Room engine rooms and motor rooms. Practically all of the engine room auxiliaries were electrically driven, not to mention the many electrical alarms and control devices, all of which had to be kept operating continually. ISION The interior communications section had charge of a group of equipment including such things as engine order telegraphs, automatic whistle operation, general announcing systems, rudder angle indicators, and both automatic dial and sound powered telephone circuits. Such communications as the above become rather extensive on a ship the size of the ADMIRAL CAPPS and maintenance is consequently a difficult job. However, com- munications, which is the heart and soul of a large modern Naval vessel, must be kept in top-notch condition at all times. One of the most important duties of 5-E Division, and one which does not fall under either of the three above mentioned sections, has been the maintenance of the master gyro compass, gyro repeaters, gyro pilot or Iron Miken, and the automatic course recorder. Although this division was necessarily decentralized, some of its members working from the power shop, others from the light shop, and still others from the I.C. room or telephone central, its members demonstrated their espirit de corpsii last Christmas time. When Christmas decorations could not be bought, the division volunteered to make them. Strings of Xmas tree lights, a Haming red cross, ten feet high, for the main mast, and a white star of Bethlehem for the foremast were ingeniously constructed from spare parts and salvage. Their work brought a sincere well done from the Captain, who remarked that it made the CAPPS the shining light of a well decorated Navy Yard.

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5-E DIVISICN Operating, maintaining, and repairing electrical equipment, from truck lights to shaft revolution counters in the bilges, was the task of 5-E Division and its electrician's mates. The ship's main propulsion equipment was largely electri- cal, and in addition, there were four auxiliary generators to supply power for auxiliary machinery and lighting. Members of this division learned to operate and stand watch on two, 30 ft. switch- boards. The operation of the generators and switchboards was largely automatic due to voltage regulators on the switchboard and hydraulic governors on the generators. The maintenance work included routine upkeep of two of the largest marine motors in existence--the 9,000 h. p. main propulsion motors. This division was subdivided into three sections-lighting, power and interior communications. The lighting section had, among other duties, the job of keeping over 3,500 lights burning and the maintenance of adequate ventilation throughout the ship. This section also maintained and repaired all deck machinery since 'Q ff S ynelzronizin g generators on the electrical control panel 6,592 l Y Testing equipment in the light shop all cargo Winches and the anchor windlass were electrically driven. Other equipment handled from the light shop included carbon arc searchlights, running lights, signal lights, anchor lights, and storage batteries. The power shop section was responsible for the maintenance of all the various electrical machinery and apparatus in the two 2 f I ba y 4 f Fseff engine rooms of room auxiliaries many electrizaf riffs be kept operatisg fri

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- DIVISION The maintenance of the ship's main propulsion plant was the responsibility of 5-M Division. A twin screw, turbo-electric drive, propulsion plant furnished the 20,000 H.P. necessary to push the ship along at 25.5 knots. The source of all power aboard the ship was four, 600 p.s.i., 8400 F. boilers installed in pairs, two in each of the machinery spaces. The superheated steam drove the 6890 K.W'. main turbo-generators at 3600 R.P.M. producing a 60 cycle, 3 phase current, 3400 volts. The electrical power, thus gener- ated, operated the two main motors. These motors were 60 pole, Y connected, synchronous motors. Each turbo-generator normally supplied only one motor. Since the starting torque of a synchronous motor is exceeding- ly small, the two main motors were made, so that during the starting period, they acted as induction motors and consequently l Opening throttle valve on main turbine Checlqing jacking gear on main motor produced a large starting torque. When the motor 1S up to speed, 3 it then acts as a synchronous motor. A pressure-closed feed system was used on the ADMIRAL CAPPS. To complete the cycle of this system the steam leaving the main turbine was condensed in the main condenser and then pumped to the low pressure feed heater by the main condensate pumps. Here the condensate was heated and then discharged to the deaerating tank. In the deaerating tank the condensate was further heated and the oxygen was removed from the water. From the deaerating tank the condensate, now termed feed water, was pumped back into the boilers by the main feed pump, thus completing the steam cycle. ,- IQ cows f+ - A 0,4 l ..f I 1 1 L4 XVHYS SOE? iiflff Elppiifafli. d by the 80.000 from this so' ' f ' In ad condenser generators 4 '41 A+.f3-- Ll - 53:11 ' 3 . . .4 . .. xi lower machine lube oil p 11,-viva. im' s ..4-. , , sanitary of r,