EMD "FT" Locomotives: Specs, Roster, History

Last revised: February 28, 2025

After dabbling in early diesel-electric boxcabs in 1935, and then introducing the first streamlined versions in 1937/1938 for the Baltimore & Ohio and Santa Fe (EA/E1), Electro-Motive forever changed railroading with the FT of 1939.

This four-unit set of streamlined cab locomotives made a quiet introduction to the industry in November, 1939 when Electro-Motive released the now-famous demonstrator set, #103, for testing without fanfare.

However, during the course of its 11-month, nationwide parade it wowed time and time again, proving diesels were more than capable of permanently retiring the steam locomotive in main line freight service.

The reason for EMC's success? Years of research in diesel locomotive development via motorcars, boxcabs, small switchers, and an early line of streamlined passenger diesels; a reliable power plant; studying historical applications of the most successful steam locomotives; months of fine tuning the #103 demonstrator set; and finally, excellent customer service.

In fact, Electro-Motive proved so successful that it not only retired the steam engine but would also eventually put the builders of these locomotives out of business.

Today, half of the original #103 demonstrator set is preserved; the lead "A" unit is on display at the Museum of Transportation in St. Louis while one of the "B" units is owned by the Virginia Museum of Transportation in Roanoke.

Photos

A handsome, A-B set of Santa Fe FT's, led by #168-L, have arrived at San Diego, California with what appears to be a mail/express train, circa 1950. American-Rails.com collection.

History

After witnessing the early streamliner's success in the mid-1930s, notable Union Pacific's M-10000 and Burlington's Pioneer Zephyr, Brian Solomon notes in his book, "The American Diesel Locomotive," Electro-Motive parent General Motors became convinced that the diesel locomotive could displace steam as standard power in main line service.

And there was great monetary potential in such a market as it was estimated the conversion from steam to diesel would cost the industry $4 billion. This belief led to the early boxcab's development and then the first "E" series streamlined models, designed by Electro-Motive's chief engineer Richard "Dick" Dilworth.

As Mike Schafer points out in, "Vintage Diesel Locomotives," Dilworth was also heavily involved in the FT project. Dilworth was a self-taught mechanical and electrical engineer who knew diesel engines very well, dating back to his days at General Electric when the company was involved in early diesel-electric switchers.

In developing the FT he was after a design not only capable of withstanding the everyday beating and pounding required in standard road service but also powerful enough to handle a heavy freight train.

Using General Motors' then-relatively new 12-cylinder model 567/567A prime mover, capable of producing 1,350 horsepower, Dilworth experimented with a locomotive concept that featured two engines on a single frame. Next, he equipped each locomotive with a pair of two-axle trucks powered with GM's model D7b traction motors.

Southern Railway/CNO&TP FTA #6100, part of the famous #103 demonstrator set that toured the country in 1939, is seen here on display for Electro-Motive's 50th Anniversary celebration open house at La Grange, Illinois; September 9, 1972. American-Rails.com collection.

The two units were semi-permanently coupled using a drawbar instead of a standard knuckle coupler, which officially gave the set a 2,700 horsepower rating. By adding another A-B pair, creating an A-B-B-A lashup, a four-unit set could produce an eye-popping 5,400 horsepower.

Such power rivaled nearly any steam locomotive of the era, albeit via four units instead of one. It was this A-B-B-A set that General Motors sent to market in 1939 as the FT. The new locomotive was given a beautiful streamlined carbody designed by the company's new styling department, then headed by legendary industrial designer Leland Knickerbocker.

- Knickerbocker created many of the colorful paint schemes from the early diesel era, including Santa Fe's classic "Warbonnet" livery. -

The FT was the first to sport the now-classic "bull dog" nose that was applied to all of EMD's future cab models. The decision to wrap the locomotive in a streamlined carbody was interesting, considering it was primarily intended to handle freight assignments (although could be optionally equipped for passenger service).

As Brian Solomon notes in his book, "Electro-Motive: E Units And F Units," the reasoning was multifaceted and included redundancy (as an outgrowth of the early streamlined "Es"), advertising GM's new product, and even safety as the frame was designed to fracture behind the cab in the event of a collision thus offering the crew a level of protection (the locomotive also featured front end plows and anti climbers).

Santa Fe FT's sporting their Warbonnet livery, led by #164-L, near Los Angeles Union Passenger Terminal in March, 1947. Russ Cole photo. American-Rails.com collection.

Demonstration Tour (1939)

Officially, the FT stood for Freight, Twenty-seven hundred horsepower (two units). The demonstrator set embarked on a cross-country tour in November, 1939 featuring A units #103 and #103A and B units #103(b) and #103A(b). Interestingly, while General Motors had heavily advertised its early "Es" and diesel switchers, the demonstrator set was released quietly from La Grange with little fanfare.

During the following eleven months the four-unit set operated on 20 Class I railroads, covering some 83,764 miles in 35 different states. In the process, it convinced the industry of diesels' superiority in main line service. Its efficiency, turnaround times, reliability, and speed was simply unmatched.

The "Railway Mechanical Engineer" from April, 1941, which was reprinted in the "Train Shed Cyclopedia: No. 58" from June, 1977, details this supremacy when the Santa Fe sent its A-B-B-A set #100 on a demonstration run from Argentine Yard in Kansas City to Los Angeles between February 8 - February 15, 1941.

In addition to freight cars, the train included a dynamometer car and five business cars so that AT&SF officers could see the railroad's first main line diesel-electrics in action. The "Railway Mechanical Engineer" articles notes the following:

"No particular attempt was made for a speed record either by means of unusually high operating speeds or reduced delays on the road and at terminals. As a matter of fact, the running time for this trip of 1,761.8 miles was 54 hr., 35½ min., which gives an average running speed of 32.3 mph.

The locomotive demonstrated ample reserve capacity to handle heavier trains than the one used in the test and at substantially higher speeds. For example, the test train, with a maximum of 68 cars and 3,150 tons, was handled successfully over ascending grades up to 1.6 per cent westbound, without a helper, and at a speed generally of about 30 mph. The maximum speed attained during the run was 68 mph between Amarillo, Tex., and Clovis, NM, this portion of the road being predominantly a 0.6 per cent ascending grade.

On descending grades, the locomotive gave an excellent account of itself due to the dynamic brake. This feature was used at four places during the run for a total of 83 miles; namely, from Mountainair, NM, to Belen, 17.5 miles; Supai, Ariz., to Ash Fork, 20.0 miles; Louise, Ariz., to Yucca, 23.0 miles; and Summit, Cal., to San Bernardino, 22.5 miles. Maximum grades on these four mountains ranged from 1.27 to 3 per cent. At a speed of 20 mph, the retarding effect exerted behind the locomotive was 48,000 lb., and the horsepower 2,560. At 29 mph, the corresponding figures were 35,200 lb., and the horsepower 2,730.

In negotiating the 3 per cent descending grade westward from Summit, the train length was limited to 50 cars in accordance with customary Santa Fe practice and the retaining valves were set up as an added safety measure.

Where the dynamic retarding brake was used, it was necessary to set the train air brake only about one-fourth as much as usual. There was no evidence of excessive wheel heating throughout the run and when stops were made after descending heavy grades, the wheels never much exceeded bare hand temperature.

The total energy absorbed by the dynamic brake during its use on this run is estimated at 19,700 million foot pounds, or approximately 10 per cent of the entire energy that was used to move the train throughout the test run.

The next most significant thing about this Diesel freight locomotive test run was the fact that a total of seven steam locomotives would ordinarily have been required to take the same train from Argentine to Los Angeles, with not less than 28 stops for water, on 12 of which fuel would also have been taken.

The Diesel locomotive made the entire trip with only four stops for fuel and the addition of a little engine cooling water; namely, at Wellington, Kan., Clovis, NM, Winslow, Ariz., and San Bernardino, Cal. The locomotive was serviced at Los Angeles and could have started the return trip, if necessary, with practically no delay."

Another reason for the FT's success was its application of dynamic braking, as noted in the previous "Railway Mechanical Engineer" excerpt; it was the first diesel locomotive to employ the technology. Although this technology was not featured on the original #103 demonstrator set it was included on the first production set completed in December, 1940; Santa Fe #100 previously highlighted.

Just as electric locomotives were efficient in using the overhead catenary for regenerative braking by returning voltage back into the system, dynamic brakes worked by using the traction motors to retard the train's progress.

The March, 1945 issue of Diesel Railway Traction highlighted the FT's dynamic brakes:

"The main generator is used to furnish excitation for the traction motors, which become separately excited generators. The main generator fields are controlled in turn by a hand-operated rheostat in the driver's cab.

The traction motor armatures are connected to the air-cooled grids mounted in the roof of the locomotive; motor-driven blowers which supply cooling air to the grids are connected electrically with the grids and so act as part of the load."

To prevent engineers from overloading the grids, or traction motors, a red mark on the dial of the transition meter, as well as an accompanying flashing light, warned of the maximum intensity of braking that was permitted.

This feature not only prolonged the life of both the wheels and brake shoes but also allowed the locomotive to hold back very heavy trains on steep grades for an increased level of safety (and it is still used in modern day diesels).

Santa Fe FTA #115-L lays over at Colorado & Southern's Rice Yard in Denver, circa 1954. American-Rails.com collection.

Specifications

One of the FT's key selling points was its tremendous starting tractive effort; on average this figure was 228,000 pounds, higher than practically any steam locomotive type ever developed. Whereas a steam engine produces its greatest tractive effort at-speed, diesels generate their highest rating when starting.

The #103 set was so powerful it often pulled apart trains as crews were unfamiliar with the new technology and knowing just how much initial exertion to apply. The FT's four-axle, B-B trucks were a primary reason for this high adhesion; these trucks were not only equipped with traction motors on each axle (unlike the early "E's" A1A-A1A trucks whose center axle was unpowered) but also enabled the locomotives to place their entire weight on the driving wheels. The trucks were designed by Martin Blomberg, who adapted them from his successful A1A trucks used on the early "Es."

Rio Grande FTs, including #550 closest to the photographer, are seen here at the Burnham Shops in Denver, Colorado on February 15, 1948. Richard Kindig photo.

Reception

The FT's ability to not only demonstrate its superiority in main line service but also change more than a century of deep-rooted culture is a testament to the product General Motors introduced in 1939. The fact that the builder also accomplished this feat in such a short period of time is equally as impressive.

Another issue facing GM was illustrating how a four-unit FT set was actually a single locomotive and not individual units. Otherwise, unions would require each to be fully crewed, thus eliminating many of the FT's cost savings. To accomplish this, Electro-Motive constructed a cabless "B" unit that was semipermanently coupled to an "A" unit. This pair was then semipermanently coupled to another A-B pair for a complete 5,400 horsepower set.

Yet another significant hurdle was convincing railroads to completely change how they acquired new motive power by purchasing mass-produced locomotives that were practically identical except for paint schemes and other minor variations.

This was almost unheard of up until that time when railroads typically custom-designed steam engines to fit their specific needs, working in conjunction with the manufacturer(s). In other cases, company steam shops simply designed and built locomotives from the ground up. However, GM was so confident in its product it believed it could win over the skeptics and this belief proved correct, not only with the FT but also future models like the F3 and F7.

A handsome set of well-maintained Chicago, Burlington & Quincy FT's are seen here at Galesburg, Illinois on July 1, 1956. Although new in appearance, these locomotives were 12 years old by the date of this photo.

Data Sheet

Entered Production	3/1939 (Demonstrator Set #103)
Years Produced	3/1939 - 11/1945
Engine	567, 567A
Engine Builder	GM
Horsepower	1350
RPM	800
Cylinders	16
Length (FTA)	48' 3"
Length (FTB)	47' 6"
Total Length (A-B-B-A set)	193'
Height (Top Of Rail To Top Of Cab)	14' ½"
Width	9' 10"
Weight (FTA)	230,000 Lbs
Weight (FTB)	228,000 Lbs
Weight (A-B-B-A set)	923,600 Lbs
Fuel Capacity	1,200 Gallons
Air Compressor	Gardner-Denver
Air Compressor Model	WBO
Air Brake Manufacturer	Westinghouse
Air Brake Schedule	8EL
Trucks	B-B
Truck Type	Blomberg
Truck Wheelbase	9'
Wheel Size	40"
Traction Motors	D7b (4), GM
Primary Generator	D8, GM
Auxiliary Generator	Delco (A8102)
Alternator	D14
MU (Multiple-Unit)	Yes
Dynamic Brakes	Yes
Gear Ratio	62:15
Tractive Effort (Starting)	228,000 Lbs (Four Unit Set)
Tractive Effort (Continuous)	32,500 Lbs (Four Unit Set)
Top Speed	65 mph

An A-B set of Seaboard Air Line FT's lead a mixed freight near Hamlet, North Carolina circa 1962. Wiley Bryan photo/Warren Calloway collection.

Production Rosters

FTA

Total Built = 555

Owner	Road Number	Serial Number	Order Number	Completion Date
Electro-Motive (Demonstrator, became Southern [Cincinnati, New Orleans & Texas Pacific] 6100A)	1030, renumbered 103	1030a	E390	3/1939
Electro-Motive (Demonstrator, became Southern [Cincinnati, New Orleans & Texas Pacific] 6100D)	1031, renumbered 103A	1031a	E390	3/1939
Santa Fe	100-101	1198-1199	E351	12/1940
Santa Fe	101, 101C	1200-1201	E351	3/1941
Great Northern	5700A-5701A	1221a-1222a	E360	4/1941, 6/1941
Southern (Cincinnati, New Orleans & Texas Pacific)	6101A, 6101D	1336a-1337a	E391	7/1941
Milwaukee Road	40A, 40D	1365-1366	E397	10/1941
Great Northern	5900A, 5900B, 5600A	1383-1385	E401	10/1941
Santa Fe	104	1406	E409	11/1941
Western Pacific	901, 901C - 903, 903C	1410-1415	E411	11/1941 - 1/1942
Denver & Rio Grande Western	540, 540C - 542, 542C	1435-1440	E422	1/1942 - 2/1942
Santa Fe	105-112	1477-1484	E439	3/1942 - 5/1942
Santa Fe	113-118	1485-1490	E439 cont'd	10/1942 - 2/1943
Santa Fe	119	1491	E439	5/1943
Seaboard Air Line	4000-4005	1570-1575	E451	6/1942
Great Northern	400A, 400D	1585-1586	E453	12/1943
Baltimore & Ohio	1(a), 1(d) - 5(a), 5(d) [Odds]	1633-1638	E470	8/1942 - 9/1942
Baltimore & Ohio	7(a), 7(d) - 11(a), 11(d) [Odds]	1639-1644	E470	8/1943 - 10/1943
Southern (New Orleans & North Eastern)	6800A-6803A	1657-1660	E485	7/1942
Great Northern	402A, 402D, 404A, 404D	1721-1724	E481	1/1944
Great Northern	406A, 406D - 410A, 410D (Evens)	1756-1761	E495	3/1944 - 5/1944
Milwaukee ROad	41A, 41D	1774-1775	E498	7/1943
Santa Fe	120-129	1779-1788	E501	6/1943 - 10/1943
Southern	4100A, 4100D - 4101A, 4101D	1819-1822	E503	10/1943 - 11/1943
Rock Island	99-94 (Reversed)	1840-1845	E510	4/1944
Seaboard Air Line	4006-4009	1865-1868	E518	8/1943 - 10/1943
New York Central	1600-1603	1888-1891	E522	6/1944
Denver & Rio Grande Western	543 - 545 (1st and 4th Units in A-B-B-A set)	1892-1897	E524	5/1943 - 6/1943
Denver & Rio Grande Western	546 - 547 (1st and 4th Units in A-B-B-A set)	1898-1901	E524	12/1943
Denver & Rio Grande Western	548 (1st and 4th Units in A-B-B-A set)	1902-1903	E524	3/1944
Boston & Maine	4200A-4205A	1916-1921	E523	09-12/43
Great Northern	412A, 412D - 424A, 424D (Evens)	1938-1951	E529	06-10/44
Boston & Maine	4206A-4207A	1975-1976	E541	2/1944
Boston & Maine	4208A	1977	E541	10/1944
Northern Pacific	6000A, 6000D - 6002A, 6000D	1978-1983	E531	2/1944 - 5/1944
Boston & Maine	4209A-4211A	1991-1993	E541	10/1944
Southern	4102A, 4102D	2010-2011	E503	11/1943
Atlantic Coast Line	300-305	2013-2018	E549	9/1943 - 11/1943
Santa Fe	130-142	2024-2036	E551	10/43-04/44
Missouri Pacific	501-504	2072-2075	E554	11/1943 - 12/1943
Missouri Pacific	505-508	2076-2079	E554	9/1944 - 10/1944
Southern (Cincinnati, New Orleans & Texas Pacific)	6102A, 6102D	2089-2090	E503	12/1943
Western Pacific	904, 904C - 906, 906C	2096-2101	E559	6/1943 - 9/1943
Chicago, Burlington & Quincy	100A, 100D - 102A, 102D	2108-2113	E561	12/1943 - 2/1944
Chicago, Burlington & Quincy	103A, 103D - 111A, 111D	2114-2131	E561	5/1944 - 7/1944
Seaboard Air Line	4010-4011	2156-2157	E563	11/1943
Chicago, Burlington & Quincy	112A, 112D - 114A, 114D	2187-2192	E561	8/1944 - 9/1944
Atlantic Coast Line	306-311	2202-2207	E567	12/1943 - 1/1944
Atlantic Coast Line	312-314	2214-2216	E569	2/1944 - 4/1944
Santa Fe	143-151	2224-2232	E572	4/1944 - 7/1944
Santa Fe	120C-121C, 152, 152C, 122C-123C	2233-2238	E572	10/1944
Santa Fe	153, 153C, 124C-125C, 154, 154C, 126C-127C, 155, 155C, 128C-129C, 156, 156C, 130C-131C, 157, 157C	2266-2283	E572	10/1944 - 12/1944
St Louis Southwestern Railway (Cotton Belt)	900A, 900D, 905A, 905D, 910A, 910D	2306-2311	E581	6/1944 - 7/1944
Seaboard Air Line	4012-4015	2318-2321	E583	1/1944 - 2/1944
Seaboard Air Line	4016-4021	2322-2327	E583	9/1944 - 10/1944
Rock Island	93-90 (Reversed)	2387-2390	E597	5/1944 - 6/1944
Rock Island	89, 88	2391-2392	E597	9/1944
Atlantic Coast Line	315-317	2401-2403	E569	4/1944 - 5/1944
Boston & Maine	4212A-4223A	2404-2415	E600	10/1944 - 11/1944
Erie	700A, 700D - 705A, 705D	2533-2544	E609	10/1944 - 11/1944
Northern Pacific	6003A-6006A, 6003D-6006D	2557-2564	E611	7/1944 - 10/1944
Santa Fe	132C-133C, 158, 158C, 134C-135C, 159, 159C, 136C-137C, 160, 160C, 138C-139C, 161, 161C, 140C-141C, 162, 162C, 142C-143C, 163, 163C, 144C-145C, 164, 164C, 146C-147C, 165, 165C, 148C-149C, 166, 166C-167, 167C	2573-2610	E613	12/1944 - 2/1945
Milwaukee Road	42A, 42D - 47A, 47D	2613-2624	E615	7/1944 - 9/1944
Atlantic Coast Line	318-323	2652-2657	E620	12/1944
Southern	4103A, 4103D - 4104A, 4104D, 4105A - 4105D, 4106A, 4106D	2664-2673	E622	12/1944
Lehigh Valley	500-503	2695-2698	E625	1/1945
Delaware, Lackawanna & Western	651A-654A	2703-2706	E627	5/1945
Delaware, Lackawanna & Western	601A, 601C - 604A, 604C	2711-2718	E628	4/1945 - 5/1945
Chicago, Burlington & Quincy	115A, 115D	2725-2726	E561	9/1944
Denver & Rio Grande Western	549 - 551 (1st and 4th Units in A-B-B-A set)	2771-2776	E632	8/1944 - 10/1944
Western Pacific	907, 907C - 911, 911C	2783-2792	E633	7/1944 - 8/1944
Western Pacific	912, 912C	2793-2794	E633	11/1944
Reading	250A-259A	2807-2816	E634	1/1945 - 2/1945
Northern Pacific	6007A-6010A, 6007-6010D	2836-2843	E636	12/1944 - 1/1945
Southern	4107A, 4107D - 4108A, 4108D	2885-2888	E644	2/1945 - 3/1945
Great Northern	301A, 301C - 305A, 305C	2915-2924	E645	3/1945 - 4/1945
Great Northern	426A, 426D, 428A, 428D	2930-2933	E645	3/1945
Minneapolis & St Louis	445A, 445C, 545A, 545C	3100-3103	E651	4/1945
Chicago & North Western	5400A, 5400D - 5401A, 5401D	3115-3118	E653	5/1945
New York, Ontario & Western	801-808	3123-3130	E654	5/1945
New York Ontario & Western	601	3139	E654	5/1945
St Louis Southwestern Railway (Cotton Belt)	915A, 915D, 920A, 920D	3227-3230	E663	6/1945
Milwaukee Road	35A, 35D - 39A, 39D	3245-3254	E665	7/1945
Santa Fe	168,C, 150C-151C, 169, 169C, 119C, 118C, 177, 177C, 176, 176C, 105C, 170, 170C, 117C, 116C, 171, 171C, 115C, 114C, 172, 172C, 113C, 112C, 173, 173C, 111C, 110C, 174, 174C, 109C, 108C, 175, 175C, 107C, 106C	3299-3335	E669	5/1945 - 8/1945
Missouri Pacific	509-512	3358-3361	E672	7/1945
Southern	4120, 4123-4125, 4121, 4126, 4122, 4127	3396-3403	E678	8/1945
Great Northern	252A, 300A, 300C, 256A-258A	3492-3497	E689	10/1945 - 11/1945
Santa Fe	178, 178C - 179, 179C	3709-3712	E709	8/1945
Rock Island	70, 70A - 73, 73A	3745-3752	E713	11/1945

FTB

Total Built = 541

Owner	Road Number	Serial Number	Order Number	Completion Date
Electro-Motive (Demonstrator, became Southern [Cincinnati, New Orleans & Texas Pacific] 6100B)	1030(B), renumbered 103(B)	1030	E390	5/1939
Electro-Motive (Demonstrator, became Southern [Cincinnati, New Orleans & Texas Pacific] 6100C)	1031(B), renumbered 103A(B)	1031	E390	5/1939
Santa Fe	100A-101A	1202-1203	E352	12/1940
Santa Fe	100B-101B	1204-1205	E352	3/1941
Great Northern	5700B-5701B	1221-1222	E360	4/1941 - 6/1941
Southern (Cincinnati, New Orleans & Texas Pacific)	6101B, 6101C	1336-1337	E391	7/1941
Santa Fe	100C-101C, 102A, 102B, 102C - 103A, 103B, 103C	1340-1347	E393	8/1941 - 9/1941
Milwaukee Road	40B, 40C	1367-1368	E398	10/1941
Great Northern	5900C	1386	E402	10/1941
Great Northern	5600B	1387	E417	10/1941
Santa Fe	104A-104C	1407-1409	E410	11/1941
Western Pacific	901A, 901B - 903A, 903B	1416-1421	E412	11/1941 - 1/1942
Denver & Rio Grande Western	540A, 540B - 542A, 542B	1441-1446	E423	1/1942 - 2/1942
Santa Fe	105A, 105B, 105C - 112A, 112B, 112C	1492-1515	E440	3/1942 - 5/1942
Santa Fe	113A, 113B, 113C - 118A, 118B, 118C	1516-1533	E440	10/1942 - 2/1943
Santa Fe	119A-119C	1534-1536	E440	5/1943
Seaboard Air Line	4100-4105	1576-1581	E452	6/1942
Great Northern	400B	1587	E454	12/1943
Baltimore & Ohio	1(b), 1(c) - 5(b), 5(c) [Odds]	1645-1650	E471	8/1942 - 9/1942
Baltimore & Ohio	7(b), 7(c) - 11(b), 11(c) [Odds]	1651-1656	E471	8/1943 - 10/1943
Southern (New Orleans & North Eastern)	6800B-6803B	1661-1664	E486	7/1942
Great Northern	402B, 402C, 404B, 404C	1725-1728	E482	1/1944
Great Northern	400C	1762	E454	12/1943
Great Northern	406B, 406C - 410B, 410C (Evens)	1763-1768	E496	3/1944 - 5/1944
Milwaukee Road	41B, 41C	1776-1777	E499	7/1943
Santa Fe	120A, 120B, 120C - 129A, 129B, 129C	1789-1818	E502	6/1943 - 10/1943
Southern	4100B, 4100C - 4101B, 4101C	1823-1826	E504	10/1943 - 11/1943
Rock Island	99A-94A (Reversed)	1846-1851	E511	4/1944
Seaboard Air Line	4106-4109	1869-1872	E519	8/1943 - 10/1943
Denver & Rio Grande Western	543 - 545 (2nd and 3rd Units in A-B-B-A set)	1904-1909	E525	5/1943 - 6/1943
Denver & Rio Grande Western	546 - 547 (2nd and 3rd Units in A-B-B-A set)	1910-1913	E525	12/1943
Denver & Rio Grande Western	548 (2nd and 3rd Units in A-B-B-A set)	1914-1915	E525	3/1944
Great Northern	412B, 412C - 424B, 424C (Evens)	1952-1965	E530	6/1944 - 10/1944
Boston & Maine	4200B-4205B	1969-1974	E540	9/1943 - 12/1943
Northern Pacific	6000B, 6000C - 6002B, 6002C	1984-1989	E532	2/1944 - 5/1944
Boston & Maine	4206B-4207B	1994-1995	E542	2/1944
Boston & Maine	4208B-4211B	1996-1999	E542	10/1944
Atlantic Coast Line	300B-302B	2019-2021	E550	9/1943 - 11/1943
Southern	4102B, 4102C	2022-2023	E504	11/1943
Santa Fe	130A/130B/130C - 137A/137B/137C, 138A, 138B	2037-2062	E585	10/1943 - 3/1944
Missouri Pacific	501B-504B	2080-2083	E555	11/1943 - 12/1943
Missouri Pacific	505B-508B	2084-2087	E555	9/1944 - 10/1944
Southern (Cincinnati, New Orleans & Texas Pacific)	6102B, 6102C	2091-2092	E504	12/1943
Western Pacific	904A, 904B - 906A, 906B	2102-2107	E560	6/1943 - 9/1943
Chicago, Burlington & Quincy	100B, 100C - 102B, 102C	2132-2137	E562	12/1943-2/1944
Chicago, Burlington & Quincy	103B, 103C - 111B, 111C	2138-2155	E562	5/1944 - 7/1944
Seaboard Air Line	4110-4111	2158-2159	E564	11/1943
New York Central	2400-2403	2183-2186	E522	6/1944
Chicago, Burlington & Quincy	112B, 112C - 114B, 114C	2193-2198	E562	8/1944 - 9/1944
Atlantic Coast Line	303B-305B	2199-2201	E550	11/1943
Atlantic Coast Line	306B-311B	2208-2213	E568	12/1943 - 1/1944
Atlantic Coast Line	312B-317B	2217-2222	E570	2/1944 - 5/1944
Santa Fe	143A/143B/143C - 151A/151B/151C	2239-2265	E573	4/1944 - 7/1944
St Louis Southwestern Railway (Cotton Belt)	900B, 900C, 905B, 905C, 910B, 910C	2312-2317	E582	6/1944 - 7/1944
Seaboard Air Line	4112-4115	2328-2331	E584	1/1944 - 2/1944
Seaboard Air Line	4116-4121	2332-2337	E584	9/1944 - 10/1944
Santa Fe	138C, 139A/139B/139C - 142A/142B/142C	2338-2350	E585	3/1944 - 4/1944
Rock Island	93A-90A (Reversed)	2393-2396	E598	5/1944 - 6/1944
Rock Island	89A, 88A	2397-2398	E598	9/1944
Boston & Maine	4212B-4223B	2416-2427	E601	10/1944 - 11/1944
Erie Railroad	700B, 700C - 705B, 705C	2545-2556	E610	10/1944 - 11/1944
Northern Pacific	6003B-6006B, 6003C-6006C	2565-2572	E612	7/1944 - 10/1944
Santa Fe	167A, 167B	2611-2612	E613	2/1945
Milwaukee ROad	42B, 42C - 47B, 47C	2625-2636	E616	7/1944 - 9/1944
Atlantic Coast Line	318B-323B	2658-2663	E621	12/1944
Southern	4103B/4103C - 4104B/4104C, 4106B, 4106C	2674-2679	E623	12/1944
Lehigh Valley	500B-503B	2699-2702	E626	1/1945
Delaware, Lackawanna & Western	651B-654B	2707-2710	E627	5/1945
Delaware, Lackawanna & Western	601B-604B	2719-2722	E628	4/1945 - 5/1945
Chicago Burlington & Quincy	115B, 115C	2727-2728	E562	9/1944
Denver & Rio Grande Western	549 - 551 (2nd and 3rd Units in A-B-B-A set)	2777-2782	E632	8/1944 - 10/1944
Western Pacific	907A, 907B - 911A, 911B	2795-2804	E633	8/1944 - 9/1944
Western Pacific	912A, 912B	2805-2806	E633	11/1944
Reading	250B-259B	2817-2826	E634	1/1945 - 2/1945
Northern Pacific	6007B-6010B, 6007C-6010C	2844-2851	E636	12/1944 - 1/1945
Southern	4107B, 4107C - 4108B, 4108C	2889-2892	E644	2/1945 - 3/1945
Great Northern	301B-305B	2925-2929	E645	3/1945 - 4/1945
Great Northern	426B, 426C, 428B, 428C	2934-2937	E645	3/1945
Minneapolis & St Louis	445B, 545B	3108-3109	E651	4/1945
Chicago & North Western	5400B, 5400C - 5401B, 5401C	3119-3122	E653	5/1945
New York, Ontario & Western	801B-808B	3131-3138	E654	5/1945
New York, Ontario & Western	601B	3141	E654	5/1945
St Louis Southwestern Railway (Cotton Belt)	915B, 915C, 920B, 920C	3231-3234	E663	6/1945
Milwaukee Road	35B, 35C - 39B, 39C	3255-3264	E665	7/1945
Santa Fe	177A, 177B, 176B	3336-3338	E669	6/1945
Missouri Pacific	509B-512B	3362-3365	E672	7/1945
Southern	4116-4119	3404-3407	E678	8/1945
Great Northern	252B, 254B-258B	3498-3503	E689	10/1945 - 11/1945
Santa Fe	178A, 178B - 179A, 179B	3713-3716	E709	8/1945
Rock Island	70B	3753	E713	11/1945
Rock Island	71B-73B	3755-3757	E713	11/1945

An A-B-B-A set of Santa Fe FT's are westbound as they cross the Arroyo Seco Bridge, spanning the Arroyo Seco Parkway in Los Angeles; March, 1947. Russ Cole photo. American-Rails.com collection.

In the end several Class 1s, from the Missouri Pacific and Milwaukee Road to the Baltimore & Ohio and Boston & Maine purchased the FT. None were more enamored, however, than the Santa Fe, which acquired an impressive 32o examples between December, 1940 and August, 1945.

By the time production had ended in November, 1945, Electro-Motive had sold 1,096 units. It led to the later F3 and F7, models which saw even greater sales.

Today, five FT units are preserved:

Demonstrator A unit #103 at the National Museum of Transportation (St. Louis)

Demonstrator B unit #103(b) at the Virginia Museum of Transportation (Roanoke)

Northern Pacific FTA #5401D at the Puebla Museum in Mexico

Southern Railway FTB #4100C at the National Museum of Transportation (St. Louis)

Southern Railway FTB #4103B at the Southeastern Railway Museum (Duluth, Georgia)

Sources

Boyd, Jim. American Freight Train, The. Osceola: MBI Publishing, 2001.

Foster, Gerald. A Field Guide To Trains. New York: Houghton Mifflin, 1996.

Gregg, Newton K. Train Shed Cyclopedia, No. 58: Locos Of The 40's & 50's (Diesel) Part 7, from the 1941 Loc Cyc and Railway Mechanical Engineer. Novato: Simmons-Boardman Publishing Company, 1977.

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. American Diesel Locomotive, The. Osceola: MBI Publishing, 2000.

Solomon, Brian. EMD Locomotives. Minneapolis: MBI Publishing Company, 2006.

Solomon, Brian. Electro-Motive E-Units and F-Units: The Illustrated History of North America's Favorite Locomotives. Minneapolis: Voyageur Press, 2011.