Now this engine is special in two ways. The first way is kind of obvious because you've never probably seen a steam engine like this before. It's a three cylinder radial with one crank pin and stranger still it's out of a tugboat. It's also got another interesting reversal. On engines like the Harrow Shop and certain others like Geyser the eccentric rotates around the shaft and changes phase. Whereas this one, the eccentric moves across the shaft on a set of wedges. A lot of other engines did that. Fricks did that. George Eli Whitney, the Ida F engine that he built did that. A lot of engines that are generator engines with single arm governors, double arm governors. It's got the distance of the eccentric away from the center to cut off. This is being maximum travel and something toward the center like that being minimum. This one here because the wedges are not, the eccentric doesn't go to the middle of the shaft, the phase and the travel varies. So here's minimum travel and maximum but the phase angle changes like this. So this engine does cut off. Very elegant way to do it. It's one eccentric in the set of movable wedges and that's all there is to it. And of course the counterweight has to be massive to counterbalance all three cylinders. Even though all the crank pins rotate and unison, the cylinders are actually out of phase of each other by 60 degrees. So counterbalancing gets a little interesting with this guy. I didn't know this until Alex Ellsworth told me. This engine belonged to and was restored by a dear and treasured friend of mine who is very upsettingly no longer with us by the name of Richard Gibbons, a Louisiana local. This engine was buried in his yard along with another one that I can't remember right now. I think it's here somewhere. Gibbons would come up to an engine show that I attended as a child. I was only 10 years old when I met him. I was about that tall at Mystic Seatport. They would have the antique marine engine exposition every year. And I started I found it by accident with my father and I started going there. I became a regular. I became an engineer there. I met a lot of good people there. In fact, that's why I wore this shirt right here. These were some very good times in my life. And this engine was built by another deer and now dead friend of mine Don Faville, who was a master craftsman and a British expat who helped foster my love of all things British. But we used to have a great time there. The gang at Mystic Seatport were very unpleasant on the whole. But they did excellent things there for a long time. Whenever I went down there there was always something cooking. And for all the crap and nonsense I got from that angry bunch of people. I learned quite a lot from them. But the Louisiana gang couldn't have been more opposite. They taught me so much and they were always so pleasant to deal with the Louisiana fly wheelers. That's what I think they're called. Jamie Horry Dick Gibbons, JB. Others I can't remember the names of right now. I'm terrible with names. But they would always bring up an incredible collection of gasoline engines, or early gas, diesel, making brake, spark ignition, hitting the mists and steam. And Dickie Gibbons, he gave me, well he showed me how to pour bad bearings. He showed me how to re-bore a cylinder. He showed me all of my fundamentals and I was a little kid. He was another one of those guys for me. Bob Miriam was. But one day he came to the show with this immense box of old antique books. Engine power plant, marine setup books, stuff from the 1890s, thousands of dollars of books. And he gave it all for me. And he said, here take this. I want you to have it. But I feel like you'd be a good person to have that. And I'll have to show you some of those books in another video or something. But he had Parkinson's. And the year after, I would see him once a year at the show, but he went back and the next year he wasn't there. And I said, where's Mr. Gibbons? And they told me, he had gotten up on top of a truck to do something. And because he didn't have muscle control or something, he fell off the truck and smashed his head onto a slab of cement. And that was the end of him. And I cried my eyes out for several days. He was very special to me and a lot of other people. Alex knew him. I did not know Alex else worked new him. And that was one way Alex and I connected. And when I talked to him, we both realized we both knew Mr. Gibbons. That man did more for old engines than probably anyone in this country besides people like Conrad Milster and Robert Miriam in modern times. They were some of the biggest advocates of old steam engines and other things that you'll ever find anywhere. And I miss him very much. So we're going to run this. This is really interesting one because it's got simply valves there and there. So you can put high pressure steam all the way over to low pressure so no matter where you crank it, you can get it moving. We can warm it up like that to the wild. So we're going to close this one first. Whoever made this really knew what they were doing because we got this giant engine with one crank and one counterweight sitting on castor wheels. There's a moment there in hard turns there. I think the night thought that this engine was going to be the most one balanced thing in the whole world. But you can't get the old guys in this frame it has. This big casting at an angle is another piece of hard work. There's another thing to go. So that bearing you were just wounding at. Some people know that some people know these figures are a thing that don't know anything. That's called the rust bearing. So you cannot put the thrust of the propeller into the engine. It would push on the big ends and bend the main rods. It would also squeeze the crank skin like this and break them. It would repavate. The thrust of the propeller needs to be transferred to the hull by the thrust bearing. In this case it's mounted to the engine frame. So the engine frame pushes the boat all along. In most other cases the thrust bearing is mounted right to the hull with the engine separately driving this shaft. These are to protect the engine from the forces of the propeller both backwards and forwards. This thrust bearing you see right now needs to be adjusted and taken up. It's not suitable for that to play in the crankshaft that can harm the engine in the thrust bearing. So if this was ever to go in a boat again we would have to really re-condition that. I right now am trying to report a babbit thrust bearing in Georgie Laiwini's side of F engine which is going to be a very interesting challenge. So that is W3. I wish he was here right now. I wish I could have seen this run while he was still alive.