Some of the telly shows on modern ship construction show the diesel powplant being built (assembled?) inside the ship.
That pic is about 10 years old and it is no longer the largest. What does this have to do with railroads or trains?
102 RPM is that slower than the one bangers on small fishing boats ?
Almost certainly.
But small marine engines have the same problems other small IC engines have: the speed has to be high enough that, under incident load with losses, the engine reliably keeps turning. With highest fuel economy.
I’m still a little surprised that no one trying a free-piston engine revival for these large ships (can we start using VLCC to refer to ‘container carriers’ now> [;)]) But it is a delight to see all the ways these engines are optimized for best efficiency … pity that almost none of those ways translate across into railroad applications.
It would be interesting to see the process of casting the cylinder block. I wonder if the iron is cold at the bottom of the mold by the time the last drop is poured.
Probably not. During the Civil War period when foundrys were casting cannon barrels it took several days for the casting to cool solid, and these were field guns with average barrel lengths of around six feet.
Not at all hard to look at that and see that it is a weldment, just like an EMD.
What does that big gear on the engine shaft do? I thought this engine was direct-drive to the propeller? Are the gear teeth engaged by auxiliaries?
I would guess that the gear drives some auxiliaries as it looks too small to handle the torque of the engine.
I remember seeing ads for Grande Motor Trieste in Nuclear News and being impressed with the 1MW per cylinder for the largest engines. The 6+MW from this beast makes that seem small by comparison.
That is for the turning gear. Engines this large when not running are rotated slowly so that they do not sag under their own weight. Surprised that it is an open gearr. The turbines that I work on have enclosed pump lubricated turning gears.