Early Electro-Motive Switcher Locomotives

Last revised: November 5, 2024

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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APSL Nears Acquisition Of B&O Depot In Paw Paw, WV
Jul 10, 26 11:44 AM
After decades of quiet abandonment, a dedicated preservation effort by the Allegany Preservation Society Limited (APSL) is racing to secure its future— having already raised approximately 90 percent o…
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Minnesota ~ Murder Mystery ~ Dinner Train Rides
Jul 10, 26 10:05 AM
Murder mystery dinner trains offer an enticing blend of suspense, culinary delight, and perpetual motion, where passengers become both detectives and dining companions on an unforgettable journey.
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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.