Dr. Alfred Büchi, a Swiss engineer, was the father of Turbocharging as we know it. Buchi went on to license his designs to numerous American (and Foreign) engine companies, many of which are listed in the 1951 advertisement above. A note – these were vastly all 4 stroke engine designs. It was not until the 1950s when Turbocharging on 2 strokes was perfected.
While everyone knows the familiar sound of turbo whistle – The Alco-Buchi Turbosupercharger produced an unmistakable sound.
Check out this fantastic video on YouTube by fmnut, of Ashtabula, Carson & Jefferson Alco S-2 #107, and the distinct sound of a Buchi design turbo.
Turbocharging is a topic I hope to greatly expand upon in time.
A few month back, I was exploring a new store by my house called Rescued Metals & Equipment. Essentially, this is the “dumpster diving” division of a local scrapyard. They pull out any worthwhile metal, cool stuff, new steel/aluminum stock and anything else they might be able to sell. The ultimate in surplus stores. Browsing the racks, I stumbled on something I immediately recognized, an intake/exhaust valve. Without blinking, I bought it of course!
Yeah, its a big ass valve. Lets try that with something for reference..
On the left is your typical 6V battery, and on the right is a Cleveland 248/278/278A exhaust valve.
After tracking the part number stamped on it, it turns out this is for an Enterprise DSRV-16 engine. These were introduced in the 1950’s, and made up until the early 1980’s (by then it was a DeLaval Enterprise). Its a 17″ x 21″ 4 stroke engine running at 405RPM making 9,000HP with quad turbos. These were pretty common as standby generators at Nuclear plants, as well as ship propulsion engines.
If your ever in Southwest Michigan, be sure to stop by Rescued Metals. Its different every week, and they come up some some really cool stuff! Be sure to check out their Facebook page below.
Unfortunately due to travel, I have not had nearly the time I would like lately to sit down and type up another article. This week however, I will provide some interesting reading. This is a Fairbanks Morse bulletin from 1958, that details every diesel engine model they ever produced. The one downside, is that it only covers the model, and not the cylinder arrangements offered for each one.
F-M was another one of those companies that seemed to have a new “model of the week” engine. Its impressive that quite a number of these engines survived, both as museum pieces, as well as a fair bit still in service today, unlike Winton and many other early diesels.
Keep in mind, this is a 1958 list, and does not cover the later engines that popped up when Colt took over, such as the 38A20, or any of the Pielstick engines.
This week, we feature Kahlenberg Bros. The Kahlenberg Brothers started out in 1895, manufacturing various small steam, gasoline and diesel engines which became very common in Great Lakes fish tugs, as well as several small tugboats and work boats. To go with the engines, they also manufactured the specific propellers to go with them. Kahlenberg exited the engine business in the late 1950’s, however a handful are still in operation today. The line of propellers are still manufactured.
In 1930 Kahlenberg branched out into building horns, and would become the leading supplier of horns used on tugs, workboats, and literally every other type of maritime craft (and some land based) afloat, from single to 6 chime horns, and every combination in between.
Kahlenberg (now known as Kahlenberg Industries) is still in business in their original Two Rivers Wisconsin factory.
In 1948, the Lehigh Valley Railroad put in an order for a quartet of tugboats. The tugs, designed by TAMS Inc. Naval Architects under Richard Cook and Joseph Hack, were a typical 106’ harbor tug. I will get into this more in a future topic (or whenever I get my damn book finished!). The Diesel-Electric tugs were powered through a package put together by General Motors Diesel – Cleveland Diesel main engine, Detroit Diesel generators, Allis-Chalmers main generator, Westinghouse propulsion motor, and electrical gear provided by Lakeshore Electric. Construction of the tugs began in early 1949 at Jakobson Shipyard in Oyster Bay, Long Island. The tugs would be named the “Wilkes-Barre”, “Hazleton”, “Cornell”, and “Lehigh”. The 4 tugs were identical, with the exception that “Cornell” and “Lehigh” had wheelhouses slightly lower than the other pair for serving the isolated terminals on the Harlem River.
The tugs were powered by the typical Cleveland Diesel Navy Propulsion Package. A 16-278A engine, rated at 1655HP driving an Allis-Chalmers 1090kW DC generator, mounted on a common base. In turn, this powered a Westinghouse 1380HP propulsion motor, driving a 10’ propeller through a Farrel-Birmingham 4.132:1 reduction gear. At the time, WWII surplus equipment was vast. Cleveland Diesel was acquiring little used engines from various craft and giving them a complete rebuild to as new condition, complete with new serial numbers. The main generators and propulsion motors were both surplus Destroyer-Escort surplus equipment as well.
“Cornell” was launched on April 4th, 1950. After launching, diver Edward Christiansen went down to remove launching timbers. One of the large pieces of wood broke and not only pinned him against the tug, but also pinched off his airline. His son Norman led a rescue effort, and in 21 minutes were able to get him back up to the surface after using a yard crane to roll the tug slightly. Once on the surface, firefighters were able to revive Edward, and he was taken to the hospital.
Cleveland Diesel order #5782 consisted of the following engines:
“Wilkes Barre”– Original engine #55341, installed in US Navy “LSM-277”, shipped 9/5/1944. Engine removed upon decommissioning, factory rebuilt, and assigned new engine #55944 upon being shipped 5/13/1949 for use by LV.
“Hazleton”– Original engine #55342, installed in US Navy “LSM-277”, shipped 9/5/1944. Engine removed upon decommissioning, factory rebuilt, and assigned new engine #55945 upon being shipped 5/13/1949 for use by LV.
“Cornell”– Original engine #12001, installed in US Navy DE-526 “Inman”, shipped 10/15/1943. Engine removed upon decommissioning, factory rebuilt, and assigned new engine #55946 upon being shipped 8/29/1949 for use by LV. This engine was replaced 12/1950 with factory rebuilt engine #55956 (engine only, less base & generator, shipped 12/15/1950), originally from “LSM-184”, engine #55347, shipped 9/7/1944.
“Lehigh”– Original engine #55654, installed in US Navy “LSM-436”, shipped 1/23/1945. Engine removed upon decommissioning, factory rebuilt, and assigned new engine #55946 upon being shipped 3/21/1950 for use by LV. In the early 1990s, while owned by Moran Towing, the “Lehigh” (then called “Swan Point”) received the engine from the scrapped NY Cross Harbor tug “Brooklyn III”, the former New Haven tug “Cordelia”, which was a WWII surplus engine like all of the rest, originally in Navy DE-259 “William C. Miller”, which is ironic, as the Bethlehem below, also received one of her engines.
Lehigh Valley would return in 1951/53 for two more tugs of the same design, with some slight differences. These tugs were powered by the same propulsion package, of WWII surplus equipment.
Cleveland Diesel order #8112:
“Capmoore”– Original engine #11734, installed in US Navy DE-259 “Wm. C. Miller” , shipped 5/1/1943. Engine removed upon decommissioning, factory rebuilt, and assigned new engine #55964 upon being shipped 4/19/1951 for use by LV.
Cleveland Diesel order #314
“Bethlehem”– Original engine #11736, installed in US Navy DE-259 “Wm. C. Miller”, shipped 5/1/1943. Engine removed upon decommissioning, factory rebuilt, and assigned new engine #55966 upon being sold for commercial use. Original order canceled, reassigned engine #55991 upon being shipped 5/8/1953 for use by LV. “Bethlehem” was re-powered by an Alco 16-251 in the early 1990s, and is the only other surviving LVRR tug, now working in Guyana.
Naturally, with the downfall of the railroads maritime traffic, the railroad would start selling the tugs off starting in the early 1960s. “Cornell” would last until 1970, with Bethlehem being the final LV tug, sold off in 1976. As noted above, for an unknown reason, the engine in the “Cornell” failed almost immediately after delivery and the bare engine (no base or generator) was replaced by Cleveland.
The US Fleet Tug “USS Cabezon” – SS 334, slid down the ways of Electric Boat in Groton, CT on August 27th, 1944, sponsored by Mrs. T. Ross Cooley. “Cabezon” was on the tail end of WWII sub construction, specifically part of the 120 boat Balao class. Construction started with her keel laying on November 18th, 1943. She was placed into service on December 30th, 1944, and after training went on to Pearl Harbor in April of 1945, under the command of George W. Lautrup Jr., making this his 10 WWII patrol.
“Cabezon” was powered by 4 Cleveland Diesel, 1600HP 16-278A engines, driving 4 GE 1100kW DC generators, with 4 GE 1375HP propulsion motors, rated for 5400HP on the surface and 2740 submerged. She had a single Cleveland 8-268A 300kW auxiliary diesel, and 256 Exide VLA47B battery’s.
After arriving in Pearl, “Cabezon’s” crew underwent more training. During which an accident occurred. The 4 outer rear torpedo tube doors were opened, while 2 of the inner doors were open. The sub immediately began to flood. Reid Harrison Peach Jr., TM1c, William Cliffard Markland, TM1c and Brownie Walter Szozygiel, TM1c were each awarded the Navy Marine Corps medal for their action in saving the sub.
“Cabezon” went on her first WWII patrol starting May 25th, 1945, in the Okhotsk Sea and Kurile Islands, operating in attack task group 17.15 with subs “USS Apogon”, “USS Dace” and “USS Manta”. “Cabezon’s” war patrol report is fairly tame, being so late into the war. On June 1st, they spotted a floating mine, which they sunk with the .50 caliber machine gun. A second was spotted June 6th, which exploded after they hit it with the .50 cal. On June 18th, “Apogon” made contact with a Japanese convoy, attacked and sunk 3 ships by midnight. At 0130, another contact was made, in range of “Cabezon”. After 30 minutes of pursuit, she launched 3 Mk. 18-2 torpedoes from 2250 yards. Two hits were observed from the bridge, as well as 3 timed explosions, and the contact was reported sinking at 0223. June 29th – Another contact made at 2145, lasting until 0025, when it was discovered a shorting out heater was the cause. “Cabezon’s” war patrol ended July 10th, when she arrived at Midway.
“Cabezon” would be credited with sinking one unidentified Japanese escort (Later identified as the “Zaosan Maru”), rated at 4000 tons. 103,485 gallons of fuel were used during the trip, which covered 10,275 miles. She had 21 torpedoes, 32,510 gallons of fuel and provisions left for 15 days. “Cabezon” went on to Pearl for her refit period and left for Saipan on August 4th. Hours before leaving for her 2nd patrol, WWII ended. “Cabezon” stayed in the area, providing targeting practice for surface ships, before leaving for the Philippine Islands in early September to become part of the new Submarine Squadron 5, with subs “USS Chub”, “USS Brill”, “USS Bugara”, “USS Bumper”, “USS Sea Dog”, “USS Sea Devil” and “USS Sea Fox”. In December, Squadron 5 returned to Manilla, and joined up with the “USS Chanticleer” and Destroyer Escorts “Earl K. Olsen” and “Slater” (Now a fantastic museum ship in Albany) for training exercises. “Cabezon” would go on to do a short stint in San Diego, and later Pearl Harbor, doing trips for the Naval Reserve. In 1947, she took part in Operation Blue Nose, exploring under the Polar Ice Caps along with subs “USS Boarfish”, “USS Caiman” and tender “USS USS Nereus”. “Cabezons” final trips would be in two reconnaissance patrols, one in March-July of 1950, and the 2nd April-October of 1952 between Hokkaido Japan, and Sakhalin, USSR.
“Cabezon” would set out for Mare Island in April of 1953 where she was laid up in the Pacific Reserve Fleet. She was recommissioned in April of 1960 as a Naval Reserve Training boat in Tacoma Washington, and reclassed in 1962 as an Auxiliary Research Submarine, until being decommissioned in 1970. She was struck from the roster on May 15th, 1970, and sold for scrap to Zidell Explorations, of Portland Oregon in December of 1971, for $69,230.
While on Patrol, “Cabezon” had a unique engine failure, as outlined in her war patrol report below. #4 main engine, is one of the Portside engines on the sub, on the after end (#2 and #4 are Port, #1 and #3 Starboard). The port engines are both left hand rotation engines.
In 1970, Lehigh Valley sold the tug to Ross Towboat, of Boston Massachusetts, keeping her original name in the process. Ross was actively engaged in Ship Docking, as well as barge towing in Boston, as well as all New England. Ross would do some slight modifications to the tug, including adding an internal staircase to access the pilothouse, as well as add a full galley and staterooms to have a full-time crew on board, whereas the tug did only 8-hour day work for LVRR. In early 1972 the tug had a catastrophic main engine failure. Thanks to my friend Douglas Della Porta of Eastern Towboat, he recounted the story of what happened.
While transiting the Cape Cod Canal, the tug lost oil pressure. Unfortunately, they needed to keep moving, and thus at the end of the day, the engine was destroyed. Ross found an engine out West – Engine 14974, and installed it in the tug as a replacement – The 3rd engine in the “Cornell” (same exact model every time). This is the engine still in the “Cornell” today. Several years ago, my good friend J. Boggess presented me with the Cleveland records above, which is when we found out the engine in the “Cornell”, was actually from the “Cabezon”. There is a 50/50 shot that this is the engine that was almost destroyed while in the “Cabezon” as noted above.
This past July I embarked on a project I have been planning for some time – To repaint the engine finally. “Cornell” was a working boat – And shes a leaker (like all 278’s…EMD learned from this mistake, and put a box around them all!), thus painting was never a huge priority. Since being retired from towing service this year, and with some downtime, I got to it. The project commenced on the Starboard side, with 2 gallons of de-greaser, and lots of rags. I opted to paint her in Aluminum, the original color Cleveland Diesel painted all of their engines. Ill tell you – it was bright. Many years ago, one of the first things I painted on “Cornell” was the fuel lines on the block. Tugs typically have a good portion of the pipelines color coded for easy spotting of what they do – thus yellow for fuel. After repainting the fuel lines yellow, and the over speed trip line brown, I painted the hand hole knobs black, just to help break it up a bit, and give it a bit of her own character.
Something on my wish list for several years has been a Cleveland Diesel issued 278A manual, specifically for a submarine. I was able to track one down earlier this year, and best of all, it is specific to the engine in the Cornell.
“Cornell” spent the better part of the 1970’s for Ross, doing all kinds of odd jobs, including a long trip up to Sturgeon Bay, Wisconsin to pick up the Boston Aquariums new barge. Not long after the engine was swapped, the main generator, quite literally let loose while towing a barge, and was also swapped out. She would go on to work for Boston Fuel Transport/Boston Towing until being sold privately in 2003, and ultimately to Lehigh Maritime Corp. in 2007.
Ill close this post out with a photo of the “Cornell” at work. Now I just need to paint the other side of the engine…and everything else down there…
This week, we have one of the many George Drake designed, Gulfport built 102’2″ tugs for the Navy. In the early 1940’s, Cleveland Diesel began building tugs on spec. for the upcoming war. The design was a simple harbor tug, with 4 state rooms, large crew fo’c’sle, central galley and a single head. Under the hood, the tugs had a Cleveland 12-278 engine driving an 800kW generator, powering a 1000HP propulsion motor. The design was later revised with a slightly different interior arrangement, and the wheelhouse raised up a bit. Quite a number of these tugs were built for the Navy as YT’s, and after the war, the design became one of Gulfport Shipbuildings “stock” designs. At some point TAMS Inc. acquired the design from George Drake, and kept it in the catalog so to speak. A large number of these tugs – essentially all the same, in cookie cutter fashion, were built for the commercial towing industry into the 1960’s.
The tug in the advertisement, is the YT 174 “Allaquippa”, built by Gulfport in 1941. She was struck from the Navy in 1969, and apparently sunk in the mid 1990s.
From “Diesel Electric Vessels Powered by Cleveland Diesel”
Ill start with a bit of prequel to this story with some history. The Tug Cornell is powered by a Cleveland Diesel “Navy Propulsion Package”, which consists of a Cleveland 16-278A and an Allis Chalmers 1090kW, 525V DC Generator, mounted on a common base. In turn, this provides power for a Westinghouse 1350HP electric propulsion motor, driving a Farrel-Birmingham single reduction gear. Except for the gear, all this equipment is reconditioned WWII surplus, Destroyer-Escort equipment. Lots more to come on this equipment in a future post.
Both ends of the main generator, as well as the forward end of the propulsion motor are supported by large, oil fed babbit pedestal bearings. The generator ones are fed by the main engine lube oil system, and the propulsion motor one is fed off the reduction gear oil system. The motor only has a single support bearing on the front, as the rear is supported by the reduction gear. In April of 2012, we burned up the aft support bearing on the generator; however, I will save that for later, as I documented this instance better.
In September of 2015, on a Sunday afternoon, we were just leaving with the tug to head down river, with another small tug (Pilot, Dave’s tug) alongside. The plan was to drop off the Pilot in Verplank, head to the city to pick up a barge, and then back to Kingston as we had training class days later in the week in Kingston. About 45 minutes out, just at the Esopus Meadows light just South of Kingston, I go down and do my engine room checks. I have my routine, I go down the stairs, around the front, back, around, back to the gear, and back up…so, coming around the front, I smell burning. The best way I can describe it is a burning electrical smell. I remembered the smell from when we burnt up the generator bearing. So, I kind of figured it was THAT bearing acting up again, I run around back looking for the thermal gun, and in the process put my hand on top of the motor bearing (part of my routine..), and yeah, at that point I knew what was really happening!
So, I get on the horn to the wheelhouse (we have a radio from
the engine room to the wheelhouse) to go all stop, GET THE PILOT RUNNING!, and
GET DOWN HERE!, I run for the hose to start getting water on the thing. (270
degrees on the shell right now). Dave starts steering, Don runs over and
gets Pilot running (This is after we drained the fuel tanks this week, leaving
only 50 gallons on the day tank…) Matt runs down and helps me start cooling
this thing down with just water and rags. By now, we are just hanging out
in one of the wider parts of the river. Pilot
is running and ready to go alongside and holding us. Me and Don start
tearing the oil lines apart to the bearing. We put air to it, and it shot
a solid slug of crap out…
Now, the forward support bearing, is pressure fed from the reduction gear. Its a very simple system. There is a suction line from the sump of the reduction gear with a check valve, this goes to the pump driven off the main pinion. From the pump, it goes through a cooler, strainer, then T’s off. One line goes up to the support bearing on the motor, and the other goes to the gearbox, for the top spray line, and the pinion and thrust bearings (which are SKF ROLLER BEARINGS!) in the gearbox. All the oil is crystal clear and looks fine. it was just that one slug of shit, in the lowest part of the system. The system is only supposed to run at 110 degrees, at 5-8 psi.
So, we get this thing cleaned out, Pilot is holding us so we don’t
drift all over the place ( Dave’s friend managed to see this from shore!) we
get it back together, but we can’t get the pump on the gearbox to reprime quick
enough to cool the bearing and get some oil to it. We thought we might
have caught it before it went nuclear, but when we turned the excitation on
(When you turn it on, the motor creeps sometimes), we got the nail on
Ok, Time to have Pilot turn us around, and tow us back to the dock. Nothing we are going to do out here now.
With the upper half of the pedestal removed, and the upper shell removed we saw the damage was done. All of the babbit melted out and then reset when it cooled off. What looks like scoring on the armature shaft, is actually just streaks of babbit.
In removing the lower half of the shell, we made the observation that this has happened once before. Notice on the upper lip where it has been built up with brazing from where the shaft dropped and wore out the shell. Note the two oil drain holes in the center. Also, note the heat distortion. This shell got to over 500 degrees to melt that babbit in that fashion. Luckily, the shell was not warped.
So, a few years ago our fellow engineer friend Tim Ivory built a centrifugal bearing machine, to re-pour the main bearings in the tug “Spooky Boat”s Fairbanks-Morse 35F10M engine. Well, it turned out we were the first to make use of it two years prior when we cooked that generator support bearing. Since then Tim has made several bearings for various projects.
The barge in the city can wait until next week, but the class days Wednesday, Thursday and Friday can’t be rescheduled. Sunday night we got the shell apart. It is only 4 cap bolts, 4 shell bolts, and a pipe fitting into the shell for the oil line. After we got the motor armature shaft supported, the lower shell just spins out.
We were not able to do anything Sunday night. It turned out, Tim already had the bearing machine off the storage rack, and had one of the small, 2″ bearings for Spooky boats 1 Cylinder FM generator mounted in it to re do. We took care of that on Sunday to get it out of the way.
Monday, Matt (Owner of Cornell), had to go to the city and take care of a few things. Great, we found a foundry down there that has the babbitt in stock (Belmont Metals), and we can pick it up. Next, we need gaskets, The bearing mounts to the table using 4 studs and a plate. The shell needs a gasket where it meets the mounting plate, or the hot liquid babbitt just pours out all over. It is a 4″, ring style flange gasket, rated for hi-temp, usually graphite based, 1/8th” thick. We can’t source them locally. I found a place in Brooklyn that has them, I call them, tell them exactly what I need. Ok, fine no problem, 6 in stock. While this is going on, we prep the shell. Simply, melting the old babbitt out.
The next issue at hand was that we needed a plug. On the after side of the bearing, the outer edge of the shell rides on the larger portion of the shaft forming a mechanical oil seal. Unlike the bearing on the generator which used a labyrinth cut into the babbit, this bearing just have a tight tolerance fit, and thus we need to keep this entire area clear of any babbit. Tim had the great idea to make a simple one out of the bottom of an old scuba tank!
After the bearing is cleaned out and tinned, the halves are bolted together with an aluminum shim plate, which is sealed with hi-temp silicone. The shims create a space so that the shell can be split apart after the babbit is cooled, and the babbit wont stick to the aluminum.
Now, Matt shows up with the gaskets Monday afternoon…totally wrong thing. Back to the drawing board. I managed to find a plumbing supply house about an hour away. We shoot down, and start telling them what we need, and comes the typical “What is the application..” Our response, “Can you just take us to where you keep them, and we will get what we need?” They take us to them, score! they had what we needed.
The shell itself is sandwiched into the machine using 4 studs attached to the bed plate, and a steel plate with the center cut out. After a few minutes getting the bearing centered and balanced, it is ready to go. Each of the 4 studs is wrapped in fiberglass insulation to help prevent the stud from stretching, and have stiff springs outside of the plate to take up and stretch while being heated, and even still they are periodically re-tightened. The gasket sits between the top plate and the shell.
Next up, rotating the assembly down 90 degrees and preheating the bearing using the roofing torch to around 500 degrees. In the background the babbit is being melted.
We melted 12 pounds of babbit and poured in about 9. After pouring, the shell is immediately hit with water to cool it. This is so the shell cools and shrinks from the outside, so the babbit does not crack.
With the new babbit poured, we went back and cleaned up the shaft. It had some very, very light scoring on it that we were able to polish out. We took a slew of measurements, and were now ready to machine it.
We put the thing back together about 11pm on Tuesday, figured out how to get the oil pump reprimed, cleaned all the lines out, and started the boat about 11:15. We spent the next hour running it, getting it scrapped in with a razor blade and bluing dye (run for 25m, take it out, scrape…repeat..). We used timesaver compound (an old timers trick for babbitt bearings, which alot of old manuals for big engines specifically say to use for this exact purpose), to help get it wore in.
The class days we took it easy, no more then 100 shaft rpm (so about 400 on the motor). We never seen more then 100 degrees on it. Here we are almost 4 years later, and the bearing runs perfectly fine, and stays right around that 110 degree mark. For all intensive purposes, we were able to turn this repair around in around 48 hours, completely in house.
Since this happened, not only have we managed to acquire a spare support bearing shell set, but I even managed to find an original Cleveland issue manual, that covered the Generators, Motor and the pedestal bearings for both, with complete spec sheets.
Farrel-Birmingham was yet another prominent WWII (and before) era manufacturer of reduction gears and the like. During WWII, Farrel-Birmingham would supply gears for hundreds of tugs, ships, ferrys and every many other pieces of floating plant. In the post war years, working with GM, thy would supply the reduction gears for almost every Diesel Electric tug powered by Cleveland Diesel right up until the 1960’s.
The setup shown above was originally used in the tug “Raymond Card”, a 95′ tug powered by a Cleveland 12-567, with a 615kW Generator. In turn, this powered the 750HP 600V DC propulsion motor, that fed the Farrel-Birmingham 3.75:1 reduction gear. This same setup would be used on other tugs of the same design later on.
Farrel-Birmingham would exit the gear market in the 1960’s. They still exist today as the Farrell Pomini company, specializing in plastic manufacturing equipment.
Something that I see quite often on various forums and the like, is misidentification of the early EMD 567 series engines. Like all engine manufactures of the day, the EMD 567 line was under constant revision throughout the years. This is not meant to be any sort of history of the engine, just a simple way to differentiate the different types of 567 engines.
The “Straight” 567
The first production model of the 567 was just that, the 567. Often people dont associate this engine, thinking the 567A was the original, but it was not. The first 567 engines used an interesting top deck design, with extended crab studs to hold down the covers, with a simple rectangular hatch over each injector. The first pair of production 567’s according to the EMD book “Diesel War Power”, were for the Moran Towing “Thomas E. Moran”, built by Defoe Shipbuilding in 1938. Ironically, an engine designed specifically for locomotives, would be first installed in a tug. The engines (one pictured above) were V8, 660HP/750 RPM engines that drove a 400kW generator, with a 24kW belt drive exciter above.
The first Railroad use of the 567 would follow in October of 1938, with a set of E4 Streamliners for the Seaboard Air Line railroad. Each E4 used a pair of 1000HP 12-567’s. The first and most obvious way to spot the straight 567, is the very wide housing for the blower drive gears, making the rear end of the engine rather wide. EMC/Cleveland would supply special versions of this engine to the USCG for use in a fleet of Icebreaking Tugs, with a narrowed version of this case, however all of the standard production engines used this wide case. By now, the engine also featured matching doors on both the crankcase and airbox, as well as a larger, removable cover that spanned the entire top deck.
Note the upper deck of the engine in the “U” (cast) or “V” (fabricated) upper portion where the exhaust coming out of the heads would mate up with the upper manifolds. The original EMC 567 design is well outlined in Eugene Kettering’s paper on the History and Development of the 567, which will be linked to at the end of this article.
With the onset of WWII, the 567 by now was being refined into the 567A starting around 1942. What would put the 567 line on the map, would be the advent of the Navy LST program. The majority of the LST program would in turn use a pair of 12-567A engines (dubbed ATLP/ATLS for Aux. Tank Landing Port or Starboard), driving a 2.48:1 reduction gear through an air clutch. On land the 567A was being used in all of EMD’s line of locomotives from switchers to road power.
The 567A would take the idea of the narrowed blower drive on the USCG 8-567’s, and make it even narrower, thus saving crucial space in the engine room. Midway through the LST program in 1943, the two piece floating piston and carrier design was adopted. Also to note, is the entire upper deck was modified, and now the exhaust from the heads ran inside of a water deck. Note the smooth cast ducts for the scavenging air from the blowers into the airbox.
The 567A package used in the LST would go on to be one of the most common repower package for tugboats in the 1950’s and 60’s, something we will get into more in the future.
The 567B was introduced after the end of WWII. The 567B was very similar to the 567A, with one main spotting difference on the outside. The 567B now used a ribbed air duct casting from the blowers into the airbox.
Mechanically the 567B was essentially the same as the 567B, with the difference being the attached oil strainer housing on the front end of the engine.
In 1953, EMD introduced the 567C. The C block engine was essentially an all new engine. The C blocks major change involved the elimination of the water deck liners, and the use of O rings to seal them. These O rings were prone to fail, and would thus cause water contamination of the lube oil system. The C liners used a bolted on water inlet type, completely eliminating the water deck.
The easiest way to spot a 567C – is that the block introduced a few new changes. First is the round inspection covers on both the airbox and crankcase. The fuel rails were moved to the inside of the upper deck, as well as an all new style of hinged upper deck cover, with snap latches. The thing about the 567C is that it is also identical to its replacement, the 645 series.
A short one here – the 567CR was only an 8 cylinder engine, that used a revised firing order, hence the “R”, to help with vibration issues. Externally it is exactly the same.
The final installment in the 567 lifespan development is the 567D of 1959. The D line of engines introduced the turbocharger. EMD, unlike Detroit and Cleveland would develop their own turbo, that was driven off of the gear train through a clutch at low speeds, and would freewheel when the exhaust pressure built up. The 567D was only offered as a 16 cylinder engine, and topped out at 2500HP. Later on they would take the turbo off for a few select applications, and squeezed 1800HP out of it.
The turbo versions of the 567D while overall successful engines and were a major stepping stone to the 645 development, they were plagued with turbo issues. Several railroads choose to pull the turbos off and replace them with the traditional roots blowers.
567AC and 567BC
The AC and BC engines, from the outside are identical to their original counterpart. Internally, the engines were upgraded to use “C” power liners. The only way to spot one of these, would be to remove an airbox cover and see if the water manifold is present.
Not to be confused with the above conversions, the 567CA engine is its own beast. While it was not any sort of a new development, the CA engine was an EMD designed direct replacement for the 567ATL LST engines that by now were in hundreds of commercial boats.
The CA engine used a new crankcase with “C” specs, however there were several recycled parts off of the original ATL engines. The smooth blower ducts, as well as the entire top deck assembly, complete with the external fuel lines and removable covers were recycled off the original engines.
Yes – the 645C is actually a 567. The 645C is a 567C that uses 645 power assembly’s. Again, like the AC and BC conversions, the 645C is not distinguishable from the outside.
Please note, I wrote this simple as a way to try and help to visually distinguish each model of 567. One thing to keep in mind, is the 567 was a very modular engine at the end of the day, and quite a few components are interchangeable throughout the entire production line, some easier then others.
As mentioned previously, the 567 was an EMC/EMD design, and was built in the LaGrange shop. Between 1938 and 1961, both marine and stationary versions of of the 567’s were marketed and sold under the Cleveland Diesel banner, having been converted for such uses in their Cleveland shops. These engines carry Cleveland Diesel builders plates, and numbers.
Preston Cook, one of the leading authority on EMD, has a fantastic write up at the following link which gets a bit more into the technical sides of the model development over the production spans.
Spencer Heads Inc., devised a way in the 1960’s to “recondition” Cleveland and Detroit cylinder heads (Unknown if they did anything else). I learned about these last year from one of Great Lakes Towing’s port engineers. The Spencer Head, took a standard 278A/71 cylinder head and machined out the bottom of it, and inserted a new base and valve seat assembly. The idea behind this was the help with heads cracking from around the valve seat – a common issue apparently with 278As when they are run hard for long periods or go through hard heat/cooling cycles.
It does not seem like this style of head caught on all that much. From what I gather, the original style heads are preferred over these.