Early Electro-Motive Switcher Locomotives
Last revised: November 5, 2024
By: Adam Burns
Often forgotten due to their short stint as an independent manufacturer was Electro-Motive Corporation's (EMC) brief catalog of switchers.
These critters, built in the latter 1930s in four configurations (NC, NW, SC, SW), grew in popularity during their brief production run.
In just four years (1935-1939), EMC sold some 130 examples in either 600 or 900 horsepower with cast or welded frames, to both Class Is and private industries.
Today, EMC's heritage survives as Electro-Motive Diesel, Inc. a division of Progress Rail Locomotives (a Caterpillar company).
While Electro-Motive products have long been recognized for their reliability and longevity, perhaps that was best exemplified in its switchers.
Incredibly, some SW1s survived on Class Is until the 1990's! Today, you can still find early variants like the NW2, SW7, SW8, and others at work on short lines or pulling leading tourist trains.
Pickens Railroad SW #3 at Pickens, South Carolina in February, 1968. This unit was built as Utah Central Railway #5 in 1938. It later became Missouri Pacific #6005. After its time on the Pickens it was sold to Duke Power as #117, and later to the Thermal Belt Railway. Rick Burn photo.History and Background
What is today known as Electro-Motive Diesel has a history dating back to the early 20th century. EMD began as the Electro-Motive Corporation, a privately owned company based out of Cleveland, Ohio that was founded on August 31, 1922.
During these early years EMC manufactured a successful line of inexpensive motorcars for the railroad industry.
Recognizing the company may be on to something, General Motors acquired EMC in 1930 and began development on light diesel switchers and testbed main line models.
To provide a power plant for these locomotives, GM acquired the Winton Engine Company on June 20, 1930.
EMC's basic switcher was emulated by all other manufacturers; an end-set cab followed by a short hood with the entire locomotive riding on four axles (B-B trucks).
EMC's first models were the "SC" and "NC": testbeds debuted between February and October, 1935 while production models began rolling out of the company's new LaGrange (McCook), Illinois facility in May, 1936.
The letter designation stood for the following:
- Six-hundred horsepower with a Cast frame
- Nine-hundred horsepower with a Cast frame
- Six-hundred horsepower with a Welded frame
- Nine-hundred horsepower with a Welded frame
As Brian Solomon notes in his book, "EMD Locomotives," while welded frames were readily available in the mid-1930s, some railroads still preferred cast frames and as such EMC offered the option until 1939.
This philosophy can be traced back to the steam era where most new locomotives were built with cast frames.
Despite the inherent advantages of welding, particularly in the areas of cost and decreased weight, much of the industry remained resistant to change.
As such, some railroads continued requesting cast frames in these early switchers. The original SC and NC variants sported frames of 44 feet, 4 5/8 inches and powered by Winton's 201-A prime mover.
This basic configuration became standard for all future Electro-Motive switchers through the SW1200, a model that remained in production until 1966.
Data Sheets
SC (Pre-Production)
| Entered Production | 2/1935 (Delaware, Lackawanna & Western #425) |
| Years Produced | 2/1935 - 3/1935 |
| EMC Class | SC |
| Engine | 201-A (8 Cylinder) |
| Engine Builder | Winton |
| Horsepower | 600 |
| RPM | 750 |
| Length | 44' 5" |
| Height (Top Of Rail To Top Of Cab) | 14' 4 5/8" |
| Width | 10' 0" |
| Weight | 180,000 Lbs |
| Fuel Capacity | 600 Gallons |
| Air Compressor | 3C2C (Westinghouse) |
| Air Brake Schedule | 6-BL (Westinghouse) |
| Trucks | B-B |
| Truck Type | Rigid Bolster, Drop-Side Equalizer (Pre-AAR) |
| Truck Wheelbase | 8' 0" |
| Wheel Size | 40" |
| Traction Motors | 287E (4), GE |
| Traction Generator | 480, Westinghouse |
| Auxiliary Generator | General Electric |
| MU (Multiple-Unit) | No |
| Dynamic Brakes | No |
| Gear Ratio | 68:15 |
| Tractive Effort/Starting | 50,000 Lbs |
| Tractive Effort/Continuous | 43,000 Lbs at 11.0 mph |
| Top Speed | 50 mph |
SC (Production)
| Entered Production | 5/1936 (Santa Fe #2301) |
| Years Produced | 5/1936 - 1/1939 |
| EMC Class | SC |
| Engine | 201-A (8 Cylinder) |
| Engine Builder | Winton |
| Horsepower | 600 |
| RPM | 750 |
| Length | 44' 5" |
| Height (Top Of Rail To Top Of Cab) | 14' 4 5/8" |
| Width | 10' 0" |
| Weight | 180,000 Lbs |
| Fuel Capacity | 600 Gallons |
| Air Compressor | 3C2C (Westinghouse) |
| Air Brake Schedule | 6-BL (Westinghouse) |
| Trucks | B-B |
| Truck Type | GRS Rigid Bolster, Drop-Side Equalizer (AAR Type-A) |
| Truck Wheelbase | 8' 0" |
| Wheel Size | 40" |
| Traction Motors | 287E (4), GE |
| Traction Generator | 480, Westinghouse |
| Auxiliary Generator | General Electric |
| MU (Multiple-Unit) | No |
| Dynamic Brakes | No |
| Gear Ratio | 68:15 |
| Tractive Effort/Starting | 50,000 Lbs |
| Tractive Effort/Continuous | 34,000 Lbs at 11.0 mph |
| Top Speed | 50 mph |
SW
| Entered Production | 12/1936 (Elgin Joliet & Eastern #204) |
| Years Produced | 12/1936 - 1/1939 |
| EMC Class | SW |
| Engine | 201-A (8 Cylinder) |
| Engine Builder | Winton |
| Horsepower | 600 |
| RPM | 750 |
| Length | 44' 5" |
| Height (Top Of Rail To Top Of Cab) | 14' 4 5/8" |
| Width | 10' 0" |
| Weight | 180,000 Lbs |
| Fuel Capacity | 600 Gallons |
| Air Compressor | 3C2C (Westinghouse) |
| Air Brake Schedule | 6-BL (Westinghouse) |
| Trucks | B-B |
| Truck Type | GRS Rigid Bolster, Drop-Side Equalizer (AAR Type-A) |
| Truck Wheelbase | 8' 0" |
| Wheel Size | 40" |
| Traction Motors | 287E (4), GE |
| Traction Generator | 480, Westinghouse |
| Auxiliary Generator | General Electric |
| MU (Multiple-Unit) | No |
| Dynamic Brakes | No |
| Gear Ratio | 68:15 |
| Tractive Effort/Starting | 50,000 Lbs |
| Tractive Effort/Continuous | 34,000 Lbs at 11.0 mph |
| Top Speed | 50 mph |
NC/1/2
| Entered Production | 10/1935 (Philadelphia, Bethlehem & New England #55) |
| Years Produced | 10/1935-9/1937 |
| EMC Class | NC/1/2 |
| Engine | 201-A (12 Cylinder) |
| Engine Builder | Winton |
| Horsepower | 900 |
| RPM | 750 |
| Length | 44' 5" |
| Height (Top Of Rail To Top Of Cab) | 14' 4 5/8" |
| Width | 10' 0" |
| Weight | 198,000 Lbs |
| Fuel Capacity | 600 Gallons |
| Air Compressor | 3C2C (Westinghouse) |
| Air Brake Schedule | 14EL (Westinghouse) |
| Trucks | B-B |
| Truck Type | GRS Rigid Bolster, Drop-Side Equalizer (AAR Type-A) |
| Truck Wheelbase | 8' 0" |
| Wheel Size | 40" |
| Traction Motors | 726C (4), GE |
| Traction Generator | 542, Westinghouse |
| Auxiliary Generator | General Electric |
| MU (Multiple-Unit) | NC: No, NC1/2: Yes |
| Dynamic Brakes | No |
| Gear Ratio | 68:15 |
| Tractive Effort/Starting | 60,000 Lbs |
| Tractive Effort/Continuous | 43,000 Lbs at 11.0 mph |
| Top Speed | 50 mph |
Philadelphia, Bethlehem & New England #55 was an early experimental NC unit and the only one of its type constructed. The switcher was completed at Pullman's plant in Chicago.
There were few differences between the NC1 and NC2 variants, largely in the area of wiring in addition to MU capability.
NW/1/1A
| Entered Production | 9/1937 (Santa Fe #2350-2352) |
| Years Produced | 9/1937-1/1939 |
| EMC Class | NW/1/1A |
| Engine | 201-A (12 Cylinder) |
| Engine Builder | Winton |
| Horsepower | 900 |
| RPM | 750 |
| Length | 44' 5" |
| Height (Top Of Rail To Top Of Cab) | 14' 4 5/8" |
| Width | 10' 0" |
| Weight | 198,000 Lbs |
| Fuel Capacity | 600 Gallons |
| Air Compressor | 3C2C (Westinghouse) |
| Air Brake Schedule | 14EL (Westinghouse) |
| Trucks | B-B |
| Truck Type | GRS Rigid Bolster, Drop-Side Equalizer (AAR Type-A) |
| Truck Wheelbase | 8' 0" |
| Wheel Size | 40" |
| Traction Motors (NW) | 362 (4), Westinghouse |
| Traction Motors (NW1) | 287D (4), GE |
| Traction Motors (NW1A) | D37 (4), GM/EMC |
| Traction Generator (NW) | 480, Westinghouse |
| Traction Generator (NW1/A) | General Electric |
| Auxiliary Generator | General Electric |
| MU (Multiple-Unit) | No |
| Dynamic Brakes | No |
| Gear Ratio | 68:15 |
| Tractive Effort/Starting | 60,000 Lbs |
| Tractive Effort/Continuous | 43,000 Lbs at 11.0 mph |
| Top Speed | 50 mph |
Production Rosters
SC (Pre-Production)
(Total Built = 2)
| Owner | Road Number | Serial Number | Order Number | Completion Date | Quantity |
|---|---|---|---|---|---|
| Delaware, Lackawanna & Western | 425 | 516 | E124 | 2/1935 | 1 |
| Delaware, Lackawanna & Western | 426 | 517 | E124 | 3/1935 | 1 |
Both units were sold to Patapsco & Back Rivers Railroad as #106 and #109. They were subsequently reengined by P&BR shop forces with an 8-cylinder, 600 horsepower 567B in 1962. #109 later became Bethlehem Mines #109.
SC
(Total Built = 43)
| Owner | Road Number | Serial Number | Order Number | Completion Date | Quantity |
|---|---|---|---|---|---|
| Atchison, Topeka & Santa Fe | 2301 | 601 | E136 | 5/1936 | 1 |
| Inland Steel Company | 40 | 602 | E140 | 6/1936 | 1 |
| Inland Steel Company | 42 | 603 | E150 | 6/1936 | 1 |
| Chicago River & Indiana (New York Central) | 567-573 | 604-610 | E139 | 7/1936 | 7 |
| Boston & Maine | 1103-1105 | 611-613 | E141 | 8/1936 | 3 |
| Chicago Great Western | 5-7 | 614-616 | E142 | 8/1936 | 3 |
| South Buffalo Railway | 51-52 | 617-618 | E149 | 11/1936 | 2 |
| River Terminal | 50 | 619 | E147 | 8/1936 | 1 |
| Canton Railroad | 20 | 620 | E156 | 1/1937 | 1 |
| Philadelphia, Bethlehem & New England (Bethlehem Steel) | 204-205 | 632-633 | E154 | 12/1936-1/1937 | 2 |
| Patapsco & Back Rivers Railroad | 51-53 | 634-636 | E155 | 1/1937 | 3 |
| Minneapolis & St. Louis | D-438 | 637 | E199 | 4/1938 | 1 |
| Inland Steel | 44 | 638 | E161 | 2/1937 | 1 |
| Atchison, Topeka & Santa Fe | 2151-2153 | 639-641 | E172 | 7/1937 | 3 |
| Missouri Pacific | 9000-9003 | 710-713 | E164 | 7/1937 | 4 |
| Grand Trunk Western | 7800-7801 | 756-757 | E196 | 4/1938 | 2 |
| Boston & Maine | 1106-1108 | 758-760 | E204 | 7/1938 | 3 |
| Central Railroad Of New Jersey | 1005-1008 | 761-764 | E228 | 1/1939 | 4 |
SW
(Total Built = 73)
| Owner | Road Number | Serial Number | Order Number | Completion Date | Quantity |
|---|---|---|---|---|---|
| Elgin, Joliet & Eastern | 204 | 627 | E153 | 1/1937 | 1 |
| Elgin, Joliet & Eastern | 200 | 628 | E153 | 12/1936 | 1 |
| Reading | 10 | 629 | E192 | 11/1937 | 1 |
| River Terminal | 51 | 630 | E159 | 2/1937 | 1 |
| Chicago & Eastern Illinois | 100 | 631 | E193 | 1/1938 | 1 |
| Elgin, Joliet & Eastern | 205 | 652 | E153 | 1/1937 | 1 |
| Baltimore & Ohio | 2 | 653 | E152 | 12/1936 | 1 |
| Philadelphia, Bethlehem & New England (Bethlehem Steel) | 206 | 654 | E154 | 1/1937 | 1 |
| Chicago & North Western | 1201 | 655 | E233 | 1/1939 | 1 |
| Chicago & Eastern Illinois | 101 | 656 | E193 | 1/1938 | 1 |
| Elgin, Joliet & Eastern | 203 | 657 | E153 | 12/1936 | 1 |
| Inland Steel | 43 | 658 | E161 | 2/1937 | 1 |
| Elgin, Joliet & Eastern | 201 | 659 | E153 | 12/1936 | 1 |
| Rock Island | 511 | 660 | E194 | 3/1938 | 1 |
| Elgin, Joliet & Eastern | 202 | 661 | E153 | 12/1936 | 1 |
| Rock Island | 512-513 | 664-665 | E194 | 3/1938 | 2 |
| Great Lakes Steel | 6-7 | 670-671 | E167 | 4/1937-5/1937 | 2 |
| Rock Island | 500-502 | 672-674 | E168 | 5/1937 | 3 |
| Chicago, Burlington & Quincy | 9130 | 675 | E184 | 5/1937 | 1 |
| Rock Island | 504-506 | 676-678 | E168 | 5/1937-6/1937 | 3 |
| Buffalo Creek Railroad | 40 | 679 | E231 | 1/1939 | 1 |
| Pennsylvania | 3908 | 680 | E170 | 6/1937 | 1 |
| Steelton & Highspire Railroad | 32 | 681 | E175 | 8/1937 | 1 |
| Chicago, Burlington & Quincy | 9133-9134, 9132 | 682-684 | E184 | 10/1937 | 3 |
| Rock Island | 503, 507-509 | 685-688 | E168 | 6/1937 | 4 |
| Inland Steel | 45-46 | 689-690 | E169 | 7/1937 | 2 |
| Rock Island | 510 | 691 | E176 | 8/1937 | 1 |
| Elgin, Joliet & Eastern | 206-208 | 692-694 | E177 | 9/1937 | 3 |
| Lehigh Valley | 106-107 | 695-696 | E179 | 8/1937 | 2 |
| Chicago, Burlington & Quincy | 9135 | 697 | E184 | 10/1937 | 1 |
| Patapsco & Back Rivers Railroad | 61-62 | 698-699 | E174 | 8/1937 | 2 |
| Chicago, Burlington & Quincy | 9131 | 700 | E184 | 10/1937 | 1 |
| Reading | 11-15 | 701-705 | E192 | 11/1937 | 5 |
| Rock Island | 514-517 | 706-709 | E194 | 3/1938 | 3 |
| Rock Island | 518 | 716 | E194 | 3/1938 | 1 |
| Rock Island | 520 | 717 | E205 | 7/1938 | 1 |
| Union Terminal Of St. Joseph | 5 | 718 | E209 | 7/1938 | 1 |
| Rock Island | 521-526 | 719-724 | E205 | 7/1938 | 6 |
| Rock Island | 527-528 | 733-734 | E205 | 7/1938 | 2 |
| Rock Island | 519 | 747 | E205 | 7/1938 | 1 |
| Lehigh Valley | 108 | 748 | E207 | 7/1938 | 1 |
| Minneapolis & St. Louis | D-838 | 749 | E213 | 9/1938 | 1 |
| Buffalo Creek Railroad | 41 | 750 | E231 | 1/1939 | 1 |
| Union Terminal Of St. Joseph | 10 | 751 | E224 | 12/1938 | 1 |
| Lehigh Valley | 109-110 | 752-753 | E215 | 11/1938 | 2 |
| Lehigh Valley | 111 | 754 | E223 | 12/1938 | 1 |
NC/1/2
(Total Built = 12)
| Owner | Road Number | Serial Number | Order Number | Completion Date | Quantity |
|---|---|---|---|---|---|
| Great Northern | 5101 | 647 | E186 | 1/1938 | 1 |
| Philadelphia, Bethlehem & New England (Bethlehem Steel) | 208-209 | 648-649 | E171 | 7/1937 | 2 |
| Youngstown & Northern | 201-202 | 650-651 | E166 | 5/1937 | 2 |
| Birmingham Southern | 71-75 (NC1) | 642-646 | E148 | 3/1937 | 5 |
| Missouri Pacific | 4100-4101 (NC2) | 714-715 | E165 | 7/1937 | 2 |
NW
(Total Built = 8)
| Owner | Road Number | Serial Number | Order Number | Completion Date | Quantity |
|---|---|---|---|---|---|
| Atchison, Topeka & Santa Fe | 2350-2352 | 725-727 | E173 | 9/1937 | 3 |
| Philadelphia, Bethlehem & New England (Bethlehem Steel) | 210-211 | 728-729 | E171 | 9/1937 | 2 |
| Kansas City Terminal | 60-61 | 730-731 | E221 | 12/1938 | 2 |
| Northern Pacific | 100 | 732 | E222 | 12/1938 | 1 |
NW1
(Total Built = 27)
| Owner | Road Number | Serial Number | Order Number | Completion Date | Quantity |
|---|---|---|---|---|---|
| Elgin, Joliet & Eastern | 400-401 | 771-772 | E178 | 11/1937 | 2 |
| Lehigh Valley | 120-121 | 773-774 | E180 | 12/1937 | 2 |
| Chicago, Burlington & Quincy | 9200-9201 | 775-776 | E185 | 11/1937-12/1937 | 2 |
| Great Northern | 5102 | 777 | E187 | 1/1938 | 1 |
| Rock Island | 700 | 778 | E195 | 3/1938 | 1 |
| Chicago & North Western | 901 | 779 | E234 | 1/1939 | 1 |
| Rock Island | 701 | 780 | E195 | 3/1938 | 1 |
| Lehigh Valley | 126-127 | 781-782 | E198 | 5/1938 | 2 |
| Lehigh Valley | 124-125 | 783-784 | E197 | 5/1938 | 2 |
| Lehigh Valley | 122-123 | 785-786 | E180 | 4/1938 | 2 |
| Lehigh Valley | 128 | 787 | E208 | 7/1938 | 1 |
| Minneapolis & St. Louis | E-538 | 788 | E203 | 6/1938 | 1 |
| Rock Island | 703-704 | 789-790 | E206 | 7/1938 | 2 |
| Rock Island | 705-707 | 825-827 | E206 | 8/1938 | 3 |
| Rock Island | 702 | 828 | E206 | 8/1938 | 1 |
| Minneapolis & St. Louis | E-738 | 829 | E210 | 8/1938 | 1 |
| Lehigh Valley | 129-130 | 830-831 | E211 | 8/1938-9/1938 | 2 |
NW1A
(Total Built = 3)
| Owner | Road Number | Serial Number | Order Number | Completion Date | Quantity |
|---|---|---|---|---|---|
| Wisconsin Central (Soo Line) | 2100-2102 | 841-843 | E227 | 12/1938 | 3 |
Sources
- Foster, Gerald. A Field Guide To Trains. New York: Houghton Mifflin, 1996.
- Hayden, Bob. Diesel Locomotives: Cyclopedia, Volume 2 (Model Railroader). Milwaukee: Kalmbach Publishing Company, 1980.
- Marre, Louis A. Diesel Locomotives: The First 50 Years, A Guide To Diesels Built Before 1972. Milwaukee: Kalmbach Publishing Company, 1995.
- Pinkepank, Jerry A. Diesel Spotter's Guide. Milwaukee: Kalmbach Publishing Company, 1967.
- Solomon, Brian. EMD Locomotives. Minneapolis: MBI Publishing Company, 2006.
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There are a few locations in New Jersey celebrating dads with a train ride. Learn more about these unique trips here! -
Massachusetts "Father's Day" Train Rides
May 21, 26 12:16 PM
The Cape Cod Central is the one location in the state hosting an event just for dads, a special brunch train. Learn more here! -
Historic Steam Locomotive Heads To Charleston For America250 Exhibit
May 21, 26 11:58 AM
A rare piece of West Virginia industrial history, an 0-4-0F fireless steam locomotive by H.K. Porter in 1945, is being installed near the West Virginia State Capitol Complex in Charleston as part of a… -
Connecticut 'Dinner' Train Rides At Essex
May 20, 26 11:55 AM
Connecticut's rail heritage can be traced back to the industry's earliest days and a few organizations preserve this rich history by offering train rides. The Essex Steam Train also hosts dinner-theme… -
Arkansas 'Dinner 'Train Rides On The A&M
May 20, 26 11:54 AM
If you want a railroad experience that feels equal parts “working short line” and “time machine,” the Arkansas & Missouri Railroad delivers in a way few modern operations can. -
Illinois 'Dinner' Train Rides At The MRM
May 20, 26 11:52 AM
The Monticello Railway Museum (MRM) is one of those places that quietly does a lot: it preserves a sizable collection, maintains its own operating railroad, and—most importantly for visitors—puts hist… -
California 'Murder Mystery' Dinner Train Rides
May 20, 26 11:51 AM
When it comes to experiencing the allure of crime-solving sprinkled with delicious dining, California's murder mystery dinner train rides have carved a niche for themselves among both locals and touri…
As Gerald Foster notes in his book, "A Field Guide To Trains," Electro-Motive would drop the "NW" line entirely in 1949 with all future models manufactured as the "SW" series.
The meaning of S was subsequently changed and instead of referring to a horsepower rating now signified the locomotive as a Switcher.
Nearly all of EMC's early switchers featured electrical components (such as traction motors) outsourced from either General Electric or Westinghouse.
However, General Motors was sinking serious resources into its own line of such components and the final NW's (NW1A) built in late 1938 for Wisconsin Central/Soo Line boasted the company's all new D37 traction motor.
In addition, the following SW1 and NW2 not only featured all GM-produced electrical equipment but also the builder's original 567 and 567A prime mover, a power plant that took the industry by storm.