Another great job by Kasey on giving the dissertation on the vessel!
For those wondering, I specifically stash a camera to record over on that side when I think they will be talking about the ships. Then edit the audio into the video.
This is the end of trip # 7 for the American Integrity. This is the 3rd time they have loaded up with coal. The other 3 trips were Iron ore at CN.
As per the norm, the coal is going to St Clair MI to feed the Edison Power Plant. The SMET terminal mainly is for the needs of Edison only. I say mainly because this year they have been feeding vessel with Petroleum Coke and a couple of times this season ships have loaded coat at SMET and delivered to Graymont.
Lets learn a little about the power plant on this and many other of the lakers!
All info found on Wikipedia:
The EMD 645 is a family of diesel engines that was designed and manufactured by the Electro-Motive Division of General Motors. While the 645 series was intended primarily for locomotive, marine and stationary engine use, one 16-cylinder version powered the 33-19 "Titan" prototype haul truck designed by GM's Terex division.
The 645 series was an evolution of the earlier 567 series and a precursor to the later 710 series. First introduced in 1965, the EMD 645 series remained in production on a by-request basis long after it was replaced by the 710, and most 645 service parts are still in production. The EMD 645 engine series is currently supported by Electro-Motive Diesel, Inc., which purchased the assets of the Electro-Motive Division from General Motors in 2005.
In 1951, E. W. Kettering wrote a paper for the ASME entitled, History and Development of the 567 Series General Motors Locomotive Engine,[1] which goes into great detail about the technical obstacles that were encountered during the development of the 567 engine. These same considerations apply to the 645 and 710, as these engines were a logical extension of the 567C, by applying a cylinder bore increase, 645, and a cylinder bore increase and a stroke increase, 710, to achieve a greater power output, without changing the external size of the engines, or their weight, thereby achieving significant improvements in horsepower per unit volume and horsepower per unit weight.
All 645 engines utilize either a Roots blower or a turbocharger for cylinder scavenging. For turbocharged engines, the turbocharger is gear-driven and has a centrifugal clutch that allows it to act as a centrifugal blower at low engine speeds (when exhaust gas flow and temperature alone are insufficient to drive the turbine) and a purely exhaust-driven turbocharger at higher speeds. The turbocharger can revert to acting as a supercharger during demands for large increases in engine output power. While more expensive to maintain than Roots blowers, EMD claims that this design allows "significantly" reduced fuel consumption and emissions, improved high-altitude performance, and even up to a 50 percent increase in maximum rated horsepower over Roots-blown engines for the same engine displacement.
Horsepower for naturally aspirated engines (including Roots-blown two-stroke engines) is usually derated 2.5 percent per 1,000 feet (300 m) above mean sea level, a tremendous penalty at the 10,000 feet (3,000 m) or greater elevations which several Western U.S. and Canada railroads operate, and this can amount to a 25 percent power loss. Turbocharging effectively eliminates this derating.
The 645 series has a maximum engine speed of between 900 and 950 revolutions per minute (rpm), an increase over the 800 to 900 rpm maximum speed for the 567 series. An engine speed of 900 rpm was essential for 60 Hz stationary power generator applications and certain passenger locomotives equipped with 60 Hz, 480-volt three-phase "head-end power" systems. When used solely for traction purposes, the engine speed varies depending on the throttle position. The 950 rpm maximum speed of the 645F engine proved to be too high, thereby compromising its reliability, and the replacement engine, the 710G, reverted to 900 rpm maximum speed.
Like most EMD engines, the 645 is also sold for stationary and marine applications.
Stationary and marine installations are available with either a left or right-hand rotating engine.
Marine engines differ from railroad and stationary engines mainly in the shape and depth of the engine's oil sump, which has been altered to accommodate the rolling and pitching motions encountered in marine applications.
Engine Speed
Full . . 900 RPM for 60 Hz power generation; 750 RPM for 50 Hz power generation; variable up to 900 RPM for marine applications
Idle . . 350 RPM
Compression Ratio . . 16:1
Brake Horsepower (ABS Rating)
Model 645E6 Engines - 900 RPM
8-cylinder . . . .1050
12-cylinder . . . 1500
16-cylinder . . . 1950
Model 645E7C/F7B Engines - 800 RPM / 900 RPM
8-cylinder . . . . ---- / 1525
12-cylinder . . . .2305 / 2550
16-cylinder . . . .3070 / 3400
20-cylinder . . . .3600 / 4000
For those wondering, I specifically stash a camera to record over on that side when I think they will be talking about the ships. Then edit the audio into the video.
This is the end of trip # 7 for the American Integrity. This is the 3rd time they have loaded up with coal. The other 3 trips were Iron ore at CN.
As per the norm, the coal is going to St Clair MI to feed the Edison Power Plant. The SMET terminal mainly is for the needs of Edison only. I say mainly because this year they have been feeding vessel with Petroleum Coke and a couple of times this season ships have loaded coat at SMET and delivered to Graymont.
Lets learn a little about the power plant on this and many other of the lakers!
All info found on Wikipedia:
The EMD 645 is a family of diesel engines that was designed and manufactured by the Electro-Motive Division of General Motors. While the 645 series was intended primarily for locomotive, marine and stationary engine use, one 16-cylinder version powered the 33-19 "Titan" prototype haul truck designed by GM's Terex division.
The 645 series was an evolution of the earlier 567 series and a precursor to the later 710 series. First introduced in 1965, the EMD 645 series remained in production on a by-request basis long after it was replaced by the 710, and most 645 service parts are still in production. The EMD 645 engine series is currently supported by Electro-Motive Diesel, Inc., which purchased the assets of the Electro-Motive Division from General Motors in 2005.
In 1951, E. W. Kettering wrote a paper for the ASME entitled, History and Development of the 567 Series General Motors Locomotive Engine,[1] which goes into great detail about the technical obstacles that were encountered during the development of the 567 engine. These same considerations apply to the 645 and 710, as these engines were a logical extension of the 567C, by applying a cylinder bore increase, 645, and a cylinder bore increase and a stroke increase, 710, to achieve a greater power output, without changing the external size of the engines, or their weight, thereby achieving significant improvements in horsepower per unit volume and horsepower per unit weight.
All 645 engines utilize either a Roots blower or a turbocharger for cylinder scavenging. For turbocharged engines, the turbocharger is gear-driven and has a centrifugal clutch that allows it to act as a centrifugal blower at low engine speeds (when exhaust gas flow and temperature alone are insufficient to drive the turbine) and a purely exhaust-driven turbocharger at higher speeds. The turbocharger can revert to acting as a supercharger during demands for large increases in engine output power. While more expensive to maintain than Roots blowers, EMD claims that this design allows "significantly" reduced fuel consumption and emissions, improved high-altitude performance, and even up to a 50 percent increase in maximum rated horsepower over Roots-blown engines for the same engine displacement.
Horsepower for naturally aspirated engines (including Roots-blown two-stroke engines) is usually derated 2.5 percent per 1,000 feet (300 m) above mean sea level, a tremendous penalty at the 10,000 feet (3,000 m) or greater elevations which several Western U.S. and Canada railroads operate, and this can amount to a 25 percent power loss. Turbocharging effectively eliminates this derating.
The 645 series has a maximum engine speed of between 900 and 950 revolutions per minute (rpm), an increase over the 800 to 900 rpm maximum speed for the 567 series. An engine speed of 900 rpm was essential for 60 Hz stationary power generator applications and certain passenger locomotives equipped with 60 Hz, 480-volt three-phase "head-end power" systems. When used solely for traction purposes, the engine speed varies depending on the throttle position. The 950 rpm maximum speed of the 645F engine proved to be too high, thereby compromising its reliability, and the replacement engine, the 710G, reverted to 900 rpm maximum speed.
Like most EMD engines, the 645 is also sold for stationary and marine applications.
Stationary and marine installations are available with either a left or right-hand rotating engine.
Marine engines differ from railroad and stationary engines mainly in the shape and depth of the engine's oil sump, which has been altered to accommodate the rolling and pitching motions encountered in marine applications.
Engine Speed
Full . . 900 RPM for 60 Hz power generation; 750 RPM for 50 Hz power generation; variable up to 900 RPM for marine applications
Idle . . 350 RPM
Compression Ratio . . 16:1
Brake Horsepower (ABS Rating)
Model 645E6 Engines - 900 RPM
8-cylinder . . . .1050
12-cylinder . . . 1500
16-cylinder . . . 1950
Model 645E7C/F7B Engines - 800 RPM / 900 RPM
8-cylinder . . . . ---- / 1525
12-cylinder . . . .2305 / 2550
16-cylinder . . . .3070 / 3400
20-cylinder . . . .3600 / 4000
