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Trains Magazine 1965 July Monarch Branch before after Central's Commuters
Trains Magazine 1965 July
July 1965Volume 25 Number 9
NEWS - -3
RAILROAD NEWS PHOTOS12
STEAM NEWS PHOTOS -14
ALWAYS AN ENGLAND -18
2ND LOOK AT COMMUTERS-1 20
TRACTION CLASSICS - -28
PHOTO SECTION- -31
MONARCH, BEFORE AND AFTER 42 BOARDING THE CENTURY - 47
Railway post office 50Second section 53
Of books and trains 52Running extra 56
Interchange 57
COVER: Grand Central in rush hour, David Plow-den; D&RGW Monarch Branch, Jim Shaughnessy.
FROM EMD: BIGGEST NEWS SINCE 1939
THAT'S what the Electro-Motive man said - "We believe it's our most important announcement since 1939." And long-term observers of General Motors' locomotive division were obliged to conclude that the sweeping statement was indeed accurate. Sweeping because in 1939 the La Grange (Ill.) plant rounded out its product line by installing the year-old two-cycle 567-series engine in a 5400 h.p. freighter, thereby forecasting the demise of steam. Accurate because on June 3, 1965, EMD unwrapped a new engine, a new transmission, and nine new locomotive models to incorporate them. Moreover, the 1966 motive power catalog of EMD breaks with precedent by giving the builder the most powerful four-motor, six-motor, double-engined, and yard units on the market. Since 1939 La Grange has conservatively boosted the output of its 567-series engines in increments of 250 h.p., and across the past 15 years its unit ratings have seldom been much more than abreast of the competition's and frequently from 50 to 650 h.p. behind. But no more. For example, EMD's new Geep will put as much horsepower through four motors as the competition's highest rated six-motor unit.
What Electro-Motive terms as "really a story of horsepower" began with the decision that its famous 567 engine (so named for its cubic inches of displacement per cylinder) had reached an output plateau in its D3A turbocharged form. The 567 was introduced in 1938; in its V-16 configuration it had been raised in output available for traction purposes from an original 1350 h.p. to 1750 h.p. in normally aspirated versions by 1954, and subsequently beyond to 2500 h.p. through tur-bocharging - all without changing its 81/2-inch bore or 10-inch stroke.
The quest for more power was subsequently reduced to a thumbnail-size dimension: 9A.6 of an inch. EMD simply increased the 81h-inch cylinder bore of the 567 engine to 93/46 inches in the new 645; managed the feat without enlarging outer cylinder size; and thus retained the same cylinder spacing, stroke, and crankshaft. The new 645 not only looks like a 567 at a glance but will accommodate the famous predecessor's power assemblies. Such engine components as the crankcase, turbocharger, and water manifold and pump were redesigned to accommodate increased horsepower output, but such developments did not disturb the aim to extract more power from the same space. The 645 engine - 900 rpm on all models; 14.5:1 compression ratio on turbocharged models and 16:1 on normally aspirated versions-is available in 6-, 8-, 12-, 16-, and 20-cylinder models, producing 750, 1000, 1500, 2000, 3000, and 3600 h.p. for
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