Electro-Motive Diesel, Today's EMD


What is today known as Electro-Motive Diesel, now a division of Progressive Rail (owned by Caterpillar) has a history dating back to the early 20th century. EMD originally began as the Electro-Motive Corporation, a privately owned company being based out of Cleveland, Ohio that built inexpensive motorcars beginning in 1922. With the purchase of the company in 1930 by General Motors, and more resources at its disposal the company began developing the precursor of the modern-day diesel-electric road unit (cabs and road-switchers), the streamlined trainset, which consisted of a powered car permanently attached to a few coaches (usually two or three cars).  The most famous of these streamlined trainsets was the Burlington Zephyrs, a beautiful streamlined stainless steel creation (originally powered by Winton engines, which would also become a subsidiary of GM) that was extremely lightweight and fast. The original trainset, the Zephyr 9900, made headlines in 1934 when it completed a non-stop journey from Denver to Chicago in a little over 13 hours.   

A pair of Santa Fe GP30s led by #1203, as well as another EMD unit, roll past Joliet Union Station with a westbound freight during early September of 1962.

However, before this development and new technology was introduced, EMC had already become part of General Motors, having been purchased by the company in 1930 and branded GM's Electro-Motive Division, a name it would hold for 75 years.  Because the power cars with these trainsets were permanently attached to the coaches EMD sought to design a locomotive free of this articulated setup but designed in such a manner that a railroad could still attach it to any passenger train and obtain the same, smooth streamlined look. This it did with the unveiling of the EA model in 1937, the first in a long line of passenger diesel locomotive designs that would come to be known as the E series.  Not surprisingly, soon after the EA unveiling the company decided to take things a step further and develop the first true diesel road unit, capable of pulling long freights in main line service.  

In 1939 it introduced the FT model (perhaps the key difference between the E and F series was that Fs rode on B-B trucks whereas Es rode on C-Cs and carried a noticeably longer carbody), the first in EMD’s F series and one of the most success diesel-electric designs of all time. The F series would go on to define American railroading for years and you can still see it in regular use today, over 60 years after it first debuted! The FT (which stood for Freight, Twenty-seven hundred horsepower) was a superb locomotive and although its 2,700 horsepower came from an A-B setup of a cab (A) and booster (B) units rated at 1,350 horsepower each, it was quickly loved by many for the efficiencies it held over steam such as its ruggedness and ease of maintenance.  The FT was a serious locomotive and although its 2,700 horsepower came from an A-B setup of cab (A) and booster (B) units rated at 1,350 horsepower each it would become embraced by the rail industry for the efficiencies it held over steam power as well as being rugged and easy to maintain.

Following the success of its cab units, EMD realized that there was a market to be made in the road-switchers, which at the time was mostly dominated by Alco with its RS series. Its first attempt at this type of locomotive, which gave the train crews both excellent vision all around the locomotive for switching and local service as well as enough horsepower to be used in main line operations, was the BL2. Although unsuccessful from a sales standpoint the BL2 was really a mere stepping-stone for its next model, the GP series (meaning General Purpose).

The BL2 was certainly unmistakable with its longer nose and recessed carbody, which allowed the cab to be much more “open” and train crews could see behind the locomotive as well as to the front. Built only between 1948 and 1949, the model came in the standard GP configuration of four-axles and it carried 1,500 horsepower. A total of 59 BL2s were built, naturally making them very rare today! Having said that, a number of them survive and at least two are still operational; one, on the West Virginia Central in West Virginia and the other on The Stourbridge Line in Pennsylvania.

The first of the GP series was the four-axle, GP7, which began production in 1949. Still commonly found today on several regionals and shortlines the GP7 is the classic image of the road switcher with its high, short hood and cab set off to one end leaving for a long hood trailing. The model was most commonly built with the high hood but some requested a lowered version in the later standard cab design, which included front windshields (GP7s would also be rebuilt with shortened hoods).

Two Burlington SD24s with #509 in the lead navigate through the weed-filled yard at St. Paul on June 19, 1964. The CB&Q went on to purchase sixteen examples of this early second-generation EMD design.

Through 1954 the model sold an astounding 2,600+ units and is widely credited with completing main line dieselization, relegating most remaining steam locomotives to branch line, yard and short line work (an exception would be the Norfolk & Western, which held out on scrapping its steam fleet until the late 1950s).  Following the GP7 was the GP9, which saw an increase of 250 horsepower from 1,500 to 1,750. The model also blew away the GP7's staggering sales numbers, selling more than 6,000 units. Aside from the model's increased horsepower perhaps it's biggest improvement over the GP7 was the addition of dynamic brakes.

By the 1950s EMD was the unquestionable leader of diesel locomotive manufacturing, making up the vast majority of all diesel sales during that time. The company originally introduced a six-axle model of its popular GP series a few years after the GP7, in 1952. Known as the SD7 ("SD" stood for Special Duty), high-hooded models were standard through the following SD9 and SD18 but these three types never sold nearly as well as their four-axled brethren.  However, that would change with the second-generation power as EMD's SD24 and subsequent models far outsold their four-axle counterparts.   This was especially true when the company debuted its SD40 series. Along with its "Dash 2" sister the SD40 series have become icons, even in their own time!

So successful was the series that one can spot them virtually any place on practically any given train (Class Is included), even today, over 20 years after the last SD40-2 rolled off of the assembly line!  The SD40 series began production in 1966 with the SD40, which was built through 1972 and ended production in 1986 when the last SD40-2 rolled off of the assembly line. By the time production ended an astronomical 5,200+ units had been built! Most of these were SD40-2s as just under 4,000 were produced during its fourteen years of production while the SD40 chipped in another 1,200+.

CSX SD70MAC #786 and a mate lead freight Q138 through McKeesport, Pennsylvania on April 10, 2005.

When the series debuted it was just what railroads were after. Looking for a more powerful, reliable and gritty locomotive that could be counted on to work properly in almost any type of weather conditions the SD40 and SD40-2 were it. Rated at 3,000 hp, equipped with EMD’s standard cab design, and a C-C layout (meaning they had six axles) the units carried their builder’s 16-cylinder 645E3 diesel engine and high-traction truck. Extremely reliable the prime mover was loved by maintenance and shop crews and even many engineers have said the locomotive itself is a joy to operate as it experiences very little problems when in service.  This reliability, ruggedness, and ease of maintenance have been so fantastic with the SD40 series that the units continue to not only remain in common use on Class Is but also the big carriers have liked them so well that many are rebuilding the locomotives to keep them in active service for years to come!

However, following the SD40 series EMD's tight grip as the number one manufacturer began to loosen. General Electric, which had entered the market in the 1950s with its Universal series, following its breakup with Alco (before this the two companies had worked together building diesels), had slowly been gaining market share. When EMD introduced its trouble-prone SD50 in 1980 it was already receiving increased competition from GE, who had already put Alco out of business more than a decade earlier, and the SD50 fallout only made things worse.  By the mid-1980s GE had taken over the number one spot and has retained it ever since. However, EMD found its footing again with its SD70 and SD80 models.  To read more about Electro-Motive's different models it manufactured over the years, production totals, technical data, and other information please click here.

The SD70ACe became the builder's primary road-switcher model for domestic customers in 2004/2005 as  a low-emissions, high-horsepower main line locomotive.  It sold well for a decade, meeting EPA's Tier II and Tier III standards.  One of EMD's biggest changes occurred when the company was spun-off by General Motors in 2005, remained independent for a few years, and then was acquired by Caterpillar in 2010. Perhaps its biggest selling feature was the HTCR Radial trucks, which steer into curves instead of simply following the track. They greatly reduce wear to both locomotive and rail.  To visit Electro-Motive's official website please click here

Electro-Motive Diesel Locomotive Models

Switchers

Model Type Units Built Date Built Horsepower
NW21,1451939-19491,000
NW371939-19421,000
NW5131946-19471,000
SW16611939-1953600
RS1325219601,325
SW600151954-1962600
SW74891949-19511,200
SW83741950-1954800
SW98151950-19531,200
SW9003711953-1969900
SW10001191966-19721,000
SW10012301968-19861,000
SW12001,0561954-19661,200
SW15008081966-19741,500
SW15046019731,500
MP15/DC/AC/T6401974-19871,500

Cab Units/Passenger Locomotives

Model Type Units Built Date Built Horsepower
EA6 A Units/6 B Units1937-19381,800
E1 (Built for AT&SF)8 A Units/3 B Units1937-19381,800
E2 (Built for UP)2 A-B-B Sets19371,800
E317 A Units/2 B Units1939-19402,000
E414 A Units/5 B Units19392,000
E511 A Units/5 B Units1940-19412,000
E691 A Units/26 B Units1939-19422,000
E7428 A Units/82 B Units1945-19492,000
E8449 A Units/46 B Units1949-19542,250
E9100 A Units/44 B Units1954-19642,400
FT555 A Units/541 B Units1939-19451,350
F274 A Units/30 B Units19461,350
F31,111 A Units/696 B Units1945-19491,500
F72,366 A Units/1,483 B Units1949-19531,500
FP73241949-19531,500
F9100 A Units/154 B Units1954-19601,750
FP9901954-19591,750
FL9601956-19571,750-1,800
F40C1519743,200
F40PH3981976-19923,000-3,200
SDP40F1501973-19743,000
F45861968-19713,600
FP45141967-19683,600
F59PH831988-19943,000
F59PHIStill In Production1994-Present3,200
F69PH-AC219893,000

Road Switchers

Model Type Units Built Date Built Horsepower
BL2581948-19491,500
GP72,7291949-19541,500
GP94,115 A Units/165 B Units (Calfs)1954-19631,750
GP15-13101976-19821,500
GP15T281982-19831,500
GP184051959-19631,800
GP202601959-19622,000
GP309481961-19632,250
GP351,3331963-19662,500
GP387061966-19712,000
GP38-22,2151972-19862,000
GP38-2W51 (Built For CN)1973-19742,000
GP39231969-19702,300
GP39-22391974-19842,300
GP401,2431965-19713,000
GP40P13 (Built For NJ Transit)19683,000
GP40X231977-19783,000
GP40-21,1211972-19863,000
GP40-2W275 (Built For CN)1972-19863,000
GP502781980-19853,500
GP59361985-19893,000
GP603801985-19923,800
CF72331970-19781,500
SD71881952-19531,500
SD94711954-19591,750
SD18541960-19631,800
SD24179 A Units/45 B Units (Calfs)1958-19632,400
SD28619651,800
SDP28519661,800
SD353601964-19662,500
SDP35351964-19652,500
SD38531967-19712,000
SDP384019672,000
SD38-2811972-19792,000
SD39541968-19702,300
SDL3910 (Built For The Milwaukee Road)1969-19722,300
SD401,2751966-19723,000
SD40-2SS519783,000
SD40X419793,500
SDP40201966-19703,000
SD40-23,9571972-19863,600
SD40T-23101974-19803,600
SD451,2601965-19713,600
SD45X71970-19714,200
SDP45521967-19703,600
SD45-21361972-19743,600
SD45T-22471972-19753,600
SD503611981-19853,500
SD50F601985-19873,500
SD60/F/I/M/MAC1,1381984-19953,800
SD701201992-20034,000
SD70M1,6461992-20034,300
SD70I261995-20034,000
SD70MAC1,1241995-20034,000
SD70ACe1,0072003-Today4,300
SD70M-21302003-Today4,300
SD75M2071994-19964,300
SD75I2071994-19994,300
SD80MAC301995-19965,000
SD90MAC401995-19966,250
SD90MAC-H701995-19966,250
SD90-43MAC4101995-19964,300


UP's Chicago & North Western heritage unit, SD70ACe #1995, leads the business train through Pajaro, California on March 27, 2009.

As the EPA increased its regulations on ever-cleaner diesel emissions it seemed the SD70ACe and its 710 prime mover were safe as the engine met later Tier III standards.  However, when Tier IV standards went into effect on January 1, 2015 Caterpillar/Progressive Rail was unable to make the prime mover compliant and it appears there is no way to do so according to Bill Badurksi,  a former EMD employee in his article "Closing A Chapter In History," from the January, 2015 issue of Trains Magazine.  It remains to be seen if new ownership of the locomotive builder can somehow come up with a prime mover design both reliable enough and environmentally compliant to satisfy domestic railroads, as well as compete against General Electric.

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› Electro-Motive Diesel

Popular SummerTime Events




Thomas The Train Rides





A History Of General Motors Diesel


Notable EMD Switcher Models



NW2




SW7




SW1200




SW1500




MP15DC/AC/T


Notable EMD E Series Models



EA/E1/E2




E6




E7




E8


Notable EMD F Series Models



FT




F3




F7




FP7




F9


Notable EMD Four-Axle/General Purpose (GP) Models



GP7




GP9




GP30




GP38/-2




GP40/-2


Notable EMD Six-Axle/Special Duty (SD) Models



SD7




SD9




SD40/-2




SD45 Series




SD70 Series




SD70ACe