The EMD F2

The EMD F2 was built directly after production was completed on the FT model in the mid-1940s, soon after World War II had ended. The F2 looked very similar externally to the FT although the carbody did receive an upgrade and with a closer inspection of both models one can tell the varying differences (notably the different number of portholes). Internally, the F2 was virtually identical to the FT although there were some upgrades, most notably how EMD designed the engine compartment, which became standard among all future F models. Although not nearly as successful as the FT and with rather poor sales compared to most F models, the F2 did sell more than 100 A and B units combined (these poor sales number can almost wholly be attributed to the model's short production time of just six months and the fact that another model was already in production at the time). Likely due to the few number of F2s produced, none are known to be preserved today.

Just out of the shop, a pair of Burlington F2As gleam in the sunlight at Electro-Motive's La Grange plant during 1946. The CB&Q picked up 9 examples of this model that year, numbered 150A-154A and 156C-159C.

The EMD F2 was essentially an extension of the FT. It still featured GM's 16-cylinder model 567B prime mover, which could produce 1,350 horsepower. The design did feature an upgraded traction motor, the model D27 although its continuous tractive effort rating remained at 40,000 pounds (with a starting tractive rating of 55,000 pounds). The locomotive's gearing was also changed to allow for a higher top speed rating of 70 mph. Again, the most noticeable internal difference, for crews anyway, was how EMD designed the layout of its engine compartment. Overall, it is interesting that the company even elected to release an F2 model when it had already cataloged the F3 directly after the war in 1945, which was selling in the thousands.

Externally, the EMD F2 still carried the classic "bulldog" nose and streamlined carbody (although it slightly changed the steel sheathing around the front truck). However, Electro-Motive made some slight changes including spacing out the port holes and only designing three into the carbody (whereas the FT had featured four, quite close together). The builder also employed four exhaust fan housings on the roof and made the fuel tank more streamlined with the rest of the carbody. Aside from these changes the F2 varied little from the FT using the same frame and remained at around 50-feet in length. Additionally, its weight of 115 remained the same as the former model.

Rock Island F2A #43 is seen here in 1946. The CRI&P purchased 12 of these locomotives that year numbered 38-49.

Perhaps because the F3 was already in production at the time the F2 was developed (and was one of the most successful in the series with upwards of 2,000 built), few railroads purchased the model (74 A units and 30 B units were ultimately built). However, seven Class Is did try the F2 including the Atlantic & East Carolina Railway (2), Atlantic Coast Line (24 A/B units), Boston & Maine (21 A/B units), Burlington (10), Rock Island (12), Minneapolis & St. Louis (2 As, 1 B), New York Central (2), and Southern (2). Additionally, Mexican carrier Ferrocarriles Nacionales de México also purchased 14 A and B units, the only foreign railroad to purchase the model.

Remember that because the Electro-Motive Division did not establish its General Motors Diesel division, located in London, Ontario until 1949 Canadian lines never had the opportunity to purchase early F models. This changed, however, when the F7 was released in 1959 giving both the Canadian National and Canadian Pacific a chance to purchase EMD's cab units. Many F2s remained in service for many years but today, as mentioned above, all were scrapped before any could be preserved for posterity. For technical data regarding the EMD F2 please click here. Also, for information about EMD's F series please refer to the chart below.

Electro-Motive Division F-Series Locomotives

Aged Rock Island F2A #38 and an Alco FA appear to have a passenger consist at the South Chicago Yard during April of 1965.

For more information on the EMD F series consider Mike Schafer’s Vintage Diesel Locomotives which looks at virtually all of the classic builders and models from Alco PAs to early EMD Geeps. If you’re interested in classic EMDs, or diesels in general, this book gives an excellent general history of both.  You might want to also consider the book EMD Locomotives from author Brian Solomon. Solomon's book highlights the history of EMD from its earliest beginnings in the 1920s, to its phenomenal successes in the mid-20th century, and finally its decline into second spot behind General Electric in the late 20th century and eventual sale by General Motors in 2005. The book features 176 pages of EMD history and is filled with excellent photography and illustrations. If you're interested in perhaps purchasing either (or both) of these books please visit the links below which will take you to ordering information through Amazon.com, the trusted online shopping network.