EMC E1

TheEMC E1was an early passenger-traindiesel locomotivedeveloping 1,800 hp, with anA1A-A1Awheel arrangement,and manufactured byElectro-Motive CorporationofLa Grange, Illinois.They were built during 1937 and 1938 for theAtchison, Topeka and Santa Fe Railwayfor a new generation ofdiesel-powered streamlined trains. 8 cab-equipped leadA unitsand three cabless boosterB unitswere built. The initial three locomotives were AB pairs built to haul the Santa Fe'sSuper Chiefdiesel streamliners, while the others were built as single A units to haul shorter trains. The locomotives werediesel-electricswith two 900hp(670 kW)Winton201-A engines each, with each engine driving its owngeneratorto power thetraction motors.The E1 was the second model in a long line of passenger diesels of similar design known asEMD E-units.All Winton 201A-engined Santa Fe passenger units, including the E1s, were extensively rebuilt into the 80-class E8M engines in 1952–53. These were similar to productionE8models, but derated to 2,000 hp so as not to burn out the early traction (axle) motors (which were reused).

EMC E1
A 1938 publicity photo of Santa Fe'sGolden Gatepassenger train pulled by ATSF E1 no. 8, which was used exclusively forGolden Gateservice
Type and origin Power type Diesel-electric Builder Electro-Motive Corporation(EMC) Build date 1937–1938 Total produced 8A units,3B units
Specifications Configuration: ​ •AAR A1A-A1A Gauge 4 ft8+1⁄2in(1,435 mm) Prime mover Winton201-A, 2 off
Performance figures Maximum speed up to 116 mph (186.6 km/h) Power output 1,800hp(1,300 kW)
Career Operators Atchison, Topeka and Santa Fe Railway Numbers 2–9 (A units), 2A–4A (B units) Disposition All scrapped

Significance and influence

The E1—along with the more-or-less simultaneousEA/EBfor theBaltimore and Ohio Railroad,theE2for theUnion Pacific Railroad,Chicago and North Western RailwayandSouthern Pacific Railroad,and theTAfor theChicago, Rock Island and Pacific Railroad—represented an important step in the evolution of the passenger diesel locomotive. While the EA, E1, E2 and TA were each built for a specific railroad, they were largely identical mechanically (though the TA used a single Winton 201-A diesel of sixteen cylinders, and produced only 1,200 horsepower), and were a step further away from the custom-built, integratedstreamlinerand towards mass-produced passenger locomotives—a step achieved with theE3,EMD's next model.

Styling

The EA/EB and E1 featured largely identical and innovative styling showing the influence of the Electro-Motive Corporation's new ownerGeneral Motors.While mechanically they had much in common with previous, experimental EMC locomotives, GM understood the importance of looking new and exciting, not merely being technically innovative. This basic "slant nose" style was continued in the subsequentE3,E4,E5andE6models, while a more "bulldog nose" style was tried in theE2and a style somewhere in between was used for theE7,E8andE9,as well as the freight dieselcab units.It could fairly be said that the overall styling influenced passenger locomotives around the world. The "shovelnose" styling was modified on later models because the streamlined headlight was found less satisfactory than more common types with vertical lenses, and the elegantly sloped nose had a bad habit of deflecting vehicles up toward the cab in a grade crossing collision. More enduring was the paint scheme—E1 number two and her booster #2A were the first locomotives to wear the world-famous Santa Fe "Warbonnet" red and silver colors. In fact, these units used stainless steel sides on the car body to better match the road's new stainless passenger cars. This decor was not developed by the Santa Fe, but by EMC—or rather, by GM's Art and Color section.

Numbers and assignments

Each E1 was initially ordered for and assigned to a particular train. The ATSF practice was to give all locomotive units in a set the same number, distinguished by letter. The lead unit was designated 'L', but this was not carried on its numberboards. The second unit was 'A'; subsequent units were 'B', 'C', if present. This numbering was part of the railroad's ultimately successful campaign to convince the railroad unions that a multiple-unit diesel locomotive should be considered one locomotive of several parts (and thus needing only one crew) rather than multiple locomotives requiring multiple crews under union agreements.

• 2and2A- for the original streamlinedSuper Chief.
• 3and3A- for the second streamlinedSuper Chieftrainset.
• 4and4A- "protection" (backup) power for theSuper Chief.
• 5- for theEl Capitan.
• 6- for theEl Capitan.
• 7- for theSan Diegan.
• 8- for theGolden Gate.
• 9- for theGolden Gate.

About a month before inauguratingGolden Gateservice, units 8 and 9 inaugurated theChicagoan/Kansas Cityanstreamlined coach trains. After the publicity photos and promotional runs had been done with these handsome units, these services were taken over by a strange-looking pair, the mechanically similar, heavily rebuiltnumbers 1 and 10(the latter being the former 1A) of 1935. Soon, additional equipment from theBudd Companyallowed the Santa Fe to enlarge the wildly successfulEl Capitanbeyond the original pair of five car consists. The 4/4A set, which originally sat around "protecting" theSuper Chief,was pressed into regular service, and units five and six were combined to form one lashup. This provided four 3,600 horsepower lashups to serve these four trainsets in transcontinental service, providing twice-weekly service for both trains.

With the delivery ofEMC E3,E6andALCO DL-107 and DL-108units in 1940–41, the E1 units were less often used on theSuper ChiefandEl Capitan.Instead they doubled up on the other trains as their consists were expanded, and occasionally handled the normally steam-poweredChief.In 1947, all the Santa Fe's E1 locomotives were pulled from transcontinental service, and used on a variety of other services where the grades were not as severe. These units and the similarly powered1 and 1Awere rebuilt by EMD asE8Mlocomotives, eliminating the unreliable 201-A diesels. The first few units rebuilt retained their original numbers for a time, but as unit 1 was rebuilt as a booster, the group was renumbered 80-87 (cab units) and 80A-84A (boosters). Unit 3, as unit 82, was destroyed in a wreck near Hardin, Missouri in August 1959 and scrapped. The other units were sold in 1971.

None survive into preservation.

See also

• List of GM-EMD locomotives
• List of GMD Locomotives

References

• Lamb, J. Parker (2007).Evolution of the American Diesel Locomotive.Railroads Past and Present. Bloomington, Indiana:Indiana University Press.ISBN978-0-253-34863-0.
• Marre, Louis A. (1995).Diesel Locomotives: The First 50 Years: A Guide to Diesels Built Before 1972.Railroad Reference Series. Waukesha, Wisconsin:Kalmbach Publishing.ISBN978-0-89024-258-2.
• Pinkepank, Jerry A. (1973).The Second Diesel Spotter's Guide.Milwaukee, Wisconsin:Kalmbach Publishing.ISBN978-0-89024-026-7.
• Schafer, Mike(1998).Vintage Diesel Locomotives.Enthusiast Color Series. Osceola, Wisconsin: MBI Publishing.ISBN978-0-7603-0507-2.
• Solomon, Brian (2000).The American Diesel Locomotive.Osceola, Wisconsin:MBI Publishing Company.pp. 53–56, 63, 65, 67, 68, 70.ISBN978-0-7603-0666-6.
• Solomon, Brian (2006).EMD Locomotives.St. Paul, Minnesota:Voyageur Press.ISBN978-0-7603-2396-0.
• Solomon, Brian (2010).Vintage Diesel Power.Minneapolis, Minnesota: MBI Publishing.ISBN978-0-7603-3795-0.
• Solomon, Brian (2011).Electro-Motive E-Units and F-Units: The Illustrated History of North America's Favorite Locomotives.Minneapolis, Minnesota: Voyageur Press.ISBN978-0-7603-4007-3.
• Solomon, Brian (2012).North American Locomotives: A Railroad-by-Railroad Photohistory.Minneapolis, Minnesota: Voyageur Press.ISBN978-0-7603-4370-8.
• Wilson, Jeff (2002).E Units: Electro-Motive's Classic Streamliners.Classic Trains / Golden Years of Railroading series. Waukesha, WI, USA: Kalmbach Publishing.ISBN0890246068.

External links

• Anderson, Norm.Santa Fe Passenger Diesels.Posting on Railfans.net forums, May 1, 2004. Retrieved fromRailfan.net Forumson December 22, 2004.
• Photos at North-East Rails,including a picture of the cab interior.