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EMC E1
EMC E1
EMC E1
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EMC E1
A 1938 publicity photo of Santa Fe's Golden Gate passenger train pulled by ATSF E1 no. 8, which was used exclusively for Golden Gate service
Type and origin
Power typeDiesel-electric
BuilderElectro-Motive Corporation (EMC)
Serial number662 (2) 791-797(3-9) 663 (2A) 798-799 (3-4A)
Build dateJune 1937–April 1938
Total produced8 A units, 3 B units
Specifications
Configuration:
​
 • AARA1A-A1A
Gauge4 ft 8+1⁄2 in (1,435 mm)
Prime moverWinton 201-A, 2 off
Performance figures
Maximum speedup to 116 mph (186.6 km/h)
Power output1,800 hp (1,300 kW)
Career
OperatorsAtchison, Topeka and Santa Fe Railway
Numbers2–9 (A units), 2A–4A (B units)
DispositionAll scrapped

The EMC E1 was an early passenger-train diesel locomotive, developing 1,800 horsepower (1,300 kW), with an A1A-A1A wheel arrangement, and manufactured by Electro-Motive Corporation of La Grange, Illinois. They were built during 1937 and 1938 for the Atchison, Topeka and Santa Fe Railway for a new generation of diesel-powered streamlined trains. Eight cab-equipped lead A units and three cabless booster B units were built.

The initial three locomotives were AB pairs built to haul the Santa Fe's Super Chief diesel streamliners, while the others were built as single A units to haul shorter trains. The locomotives were diesel-electrics with two 900 hp (670 kW) Winton 201-A engines each, with each engine driving its own generator to power the traction motors. The E1 was the second model in a long line of passenger diesels of similar design known as EMD 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. They were similar to production E8 models, but derated to 2,000 hp (1,500 kW) so as not to burn out the early traction (axle) motors, which were reused.

Significance and influence

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The E1—along with the more-or-less simultaneous EA/EB for the Baltimore and Ohio Railroad, the E2 for the Union Pacific Railroad, Chicago and North Western Railway and Southern Pacific Railroad, and the TA for the Chicago, 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 hp (890 kW), and were a step further away from the custom-built, integrated streamliner and towards mass-produced passenger locomotives—a step achieved with the E3, EMD's next model.

Styling

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The EA/EB and E1 featured largely identical and innovative styling showing the influence of the Electro-Motive Corporation's new owner General 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 subsequent E3, E4, E5 and E6 models, while a more "bulldog nose" style was tried in the E2 and a style somewhere in between was used for the E7, E8 and E9, as well as the freight diesel cab 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

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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 number boards. 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.

  • 2 and 2A - for the original streamlined Super Chief.
  • 3 and 3A - for the second streamlined Super Chief trainset.
  • 4 and 4A - "protection" (backup) power for the Super Chief.
  • 5 - for the El Capitan.
  • 6 - for the El Capitan.
  • 7 - for the San Diegan.
  • 8 - for the Golden Gate.
  • 9 - for the Golden Gate.

About a month before inaugurating Golden Gate service, units 8 and 9 inaugurated the Chicagoan/Kansas Cityan streamlined 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 rebuilt numbers 1 and 10 (the latter being the former 1A) of 1935. Soon, additional equipment from the Budd Company allowed the Santa Fe to enlarge the wildly successful El Capitan beyond the original pair of five car consists. The 4/4A set, which originally sat around "protecting" the Super Chief, was pressed into regular service, and units five and six were combined to form one lashup. This provided four 3,600 hp (2,700 kW) lashups to serve the four trainsets in transcontinental service, providing twice-weekly service for both trains.

With the delivery of EMC E3, E6 and ALCO DL-107 and DL-108 units in 1940–41, the E1 units were less often used on the Super Chief and El Capitan. Instead they doubled up on the other trains as their consists were expanded, and occasionally handled the normally steam-powered Chief. 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. Those units, and the similarly powered 1 and 1A, were rebuilt by EMD as E8M locomotives, 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 survived into preservation.

See also

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References

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Revisions and contributorsEdit on WikipediaRead on Wikipedia

EMC E1

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from Grokipedia
The EMC E1 was an early streamlined passenger developed by the Electro-Motive Corporation (EMC) in 1937, producing 1,800 horsepower from two 900-hp Winton 201-A 12-cylinder diesel engines and employing an A1A-A1A wheel arrangement for high-speed service. It represented a key step in the standardization of diesel passenger power, transitioning from custom-built units to more mass-producible designs that influenced the broader adoption of diesel technology in American railroading. Built between May 1937 and June 1938, EMC produced a total of eight E1A cab units and three E1B booster units exclusively for the Atchison, Topeka and Santa Fe Railway (commonly known as the Santa Fe), where they powered the inaugural , one of the era's most prestigious all-streamlined train services between and . These locomotives measured 70 feet in length, weighed approximately 300,000 pounds per A unit, and were capable of speeds up to 116 mph, with a continuous of 31,000 pounds at 11 mph. The E1's design incorporated in the cab units for improved control on grades and featured six-wheel trucks to distribute weight effectively on lightweight streamlined passenger cars. As part of EMC's first-generation E-unit series—which included the related EA/EB models for the Baltimore & Ohio Railroad and E2 units for the Union Pacific—the E1 played a pivotal role in demonstrating the reliability and efficiency of diesel-electric propulsion for long-distance passenger trains, helping to phase out in this service by the late . Although only 11 units were ever constructed, their success on the underscored EMC's engineering advancements and paved the way for the more prolific F-unit and subsequent E-unit production lines after EMC became the Electro-Motive Division of in 1941.

Development and Design

Background and Origins

The Electro-Motive Corporation (EMC), established in 1922 and acquired by General Motors in 1930, initially focused on gas-electric railcars and experimental diesel prototypes before transitioning to production passenger diesel locomotives in the mid-1930s. This shift built on earlier efforts, such as the 1935 introduction of passenger boxcab diesels and the successful demonstrations of diesel technology in freight applications, culminating in the 1939 FT demonstrator that validated EMC's engineering for broader railroad use. By the late 1930s, EMC had evolved from these prototypes to deliver streamlined, standalone diesel units capable of powering high-speed passenger services, marking a pivotal advancement in American railroading. The Great Depression profoundly influenced this development, as U.S. railroads faced severe financial strain, with passenger traffic plummeting by over 35% in the decade and many lines entering receivership due to competition from automobiles and buses. Railroads like the Atchison, Topeka and Santa Fe Railway (AT&SF) sought cost-effective alternatives to steam locomotives to revitalize passenger services, emphasizing efficient, streamlined trains that could attract riders with speed and comfort while reducing operational expenses. This economic pressure accelerated the adoption of diesel power, which offered lower maintenance costs and cleaner operation compared to coal-fired steam, aligning with the broader industry push for modernization amid declining revenues. In response, AT&SF placed a landmark order with EMC in 1937 for eight A-units and three B-units to haul the inaugural streamliner between and , representing EMC's first major contract for passenger diesel locomotives and solidifying the company's position in the market. The foundational diesel technology for these E1 units came from the Winton Engine Corporation, a subsidiary acquired in 1930, which specialized in two-stroke diesel engines originally developed for marine and industrial applications before adapting them for railroad use. This collaboration between EMC and Winton enabled the rapid production of reliable powerplants, setting the stage for the E1's role in pioneering diesel-powered streamliners.

Key Engineering Innovations

The EMC E1 introduced a distinctive slant-nose cab design, crafted by stylists from ' design division, which significantly enhanced aerodynamic efficiency by reducing air resistance during high-speed operations. This forward-angled nose, featuring a streamlined profile with integrated headlamps, marked a departure from boxier earlier designs and contributed to smoother airflow over the body, allowing for sustained speeds exceeding 100 mph on passenger routes. The aesthetic and functional innovation reflected ' influence following its acquisition of Electro-Motive Corporation in 1930, emphasizing both visual appeal and performance optimization in diesel passenger power. A key material innovation in the E1 was the incorporation of stainless steel body panels, particularly on the sides, which provided exceptional durability against corrosion and weathering while requiring minimal maintenance compared to traditional painted steel. This choice was directly inspired by the stainless steel construction of contemporary passenger cars, such as those on the Atchison, Topeka and Santa Fe Railway's , ensuring a cohesive appearance and longevity in service. The corrosion-resistant properties of stainless steel proved advantageous in varied climates, extending the units' operational life without frequent repainting or repairs. The E1's modular configuration, consisting of cab-equipped A-units and cabless B-units, enabled flexible train consists tailored to specific route demands, with operators able to one A-unit to one or more B-units for increased power without redundant control cabs. This design promoted efficiency in multi-unit operation, as the B-units served as boosters to amplify and horsepower while maintaining a streamlined . Powered by twin Winton 201-A diesel engines, the modular setup allowed railroads to scale sets dynamically for varying loads. Safety was prioritized through features such as expanded cab visibility via large, slanted windshields in the slant-nose and rounded edges along the body to minimize injury risks in potential collisions or derailments. These elements improved crew and reduced sharp protrusions, aligning with emerging standards for passenger locomotive ergonomics.

Technical Specifications

Power and Propulsion System

The diesel-electric locomotive was powered by twin Winton 201-A two-stroke V12 diesel engines, each rated at 900 horsepower, providing a combined output of 1,800 horsepower (1,300 kW). These engines, with a bore of 8 inches and stroke of 10 inches, operated at a maximum speed of 800 rpm and a minimum of 275 rpm, driving individual main generators to supply electrical power to the traction motors. The two-stroke design emphasized reliability for long-haul passenger service, marking an early application of high-output diesels in streamlined trains. The power was transmitted through a electrical system, featuring main generators and optimized for high-speed operations. Each Winton engine powered its own GE generator, which in turn supplied current to the motors on separate bogies, enabling efficient diesel-electric without mechanical linkages. This setup, including mechanical-drive blowers, supported smooth acceleration and sustained performance on cross-country routes. The A1A-A1A further facilitated high-speed by distributing weight effectively across the electrical components. Fuel capacity was enlarged to 1,200 gallons in dedicated tanks, a notable increase over subsequent E-unit designs, allowing extended runs without frequent refueling on transcontinental services. Auxiliary systems included a Delco generator for onboard and controls, and a Vapor-Clarkson with a capacity of 1,200 pounds per hour for train heating, ensuring self-sufficiency for passenger amenities. Braking was managed by a Westinghouse HSC air brake system, powered by a Gardner-Denver WBO , which maintained reliable pneumatic operations under varying loads. These components collectively enhanced the E1's operational endurance and integration within early diesel passenger fleets.

Structure and Performance Characteristics

The EMC E1 employed an , utilizing two three-axle with the outer axles powered and the center axle unpowered in each , resulting in four powered axles overall. This setup distributed weight more evenly across the rails while enhancing stability at high speeds and facilitating smoother navigation through curved tracks by improving articulation and reducing . In terms of physical dimensions, the E1 measured 70 feet in length over the frame and 3 inches in width, with A-units weighing approximately 300,000 pounds. These proportions provided a robust yet streamlined capable of supporting the locomotive's dual-engine configuration and heavy passenger loads without excessive loading. Performance-wise, the E1 achieved a top speed of 116 mph (187 km/h), a capability tailored for the demands of transcontinental operations where maintaining high average speeds over long distances was critical. It had a starting of 56,500 pounds at 25% and a continuous of 31,000 pounds at 11 mph. The locomotive's braking system incorporated Westinghouse HSC (High Speed Control) air brakes, allowing for gradual and reliable stopping that minimized discomfort during high-speed descents or emergency halts. Complementing this, the suspension featured six-wheel trucks with a 14-foot-1-inch and spring-equalized design, which absorbed track irregularities and ensured a stable, smooth ride on curved sections common to routes.

Production and Deployment

Manufacturing Details

The EMC E1 locomotives were manufactured at Electro-Motive Corporation's (EMC) assembly plant in , with production spanning from June 1937 to April 1938. This facility marked EMC's shift toward standardized, assembly-line production of diesel locomotives, enabling more efficient construction compared to earlier custom-built models. A total of 8 cab-equipped A-units and 3 cabless B-units were built, all tailored for high-speed passenger service. The assembly process integrated key components from specialized suppliers: each unit featured two 900-horsepower Winton 201-A 12-cylinder diesel engines shipped from the Winton Engine Company plant in Cleveland, Ohio, paired with electrical systems including generators and traction motors sourced from . These units were exclusively supplied to the Atchison, Topeka and Santa Fe Railway to power its new generation of streamlined passenger trains.

Unit Numbers and Configurations

The EMC E1 series consisted of eight A-units (cab-equipped locomotives) and three B-units (cabless boosters), all built exclusively for the Atchison, Topeka and Santa Fe Railway (AT&SF) between June 1937 and April 1938. No other railroads acquired E1 units, making the AT&SF the sole operator of this model. The A-units were assigned road numbers 2 through 9, while the B-units received numbers 2A, 3A, and 4A, reflecting their intended pairings for specific trainsets. All units featured a matching streamlined design with the AT&SF's iconic "Warbonnet" , characterized by red, yellow, and silver coloring to align with the branding of the service. In operation, E1 units were typically configured in consists of two A-units and one B-unit, providing a combined output of 5,400 horsepower to power named passenger trains such as the . This arrangement optimized traction and power distribution for high-speed, long-distance runs while maintaining the aesthetic unity of the Warbonnet scheme across the locomotive set.

Operational History

Initial Service on the Santa Fe

The EMC E1 locomotives debuted in on the Atchison, Topeka and Santa Fe Railway in June 1937, powering the flagship streamliner along its 2,227-mile route between and . The first regular run featuring the E1s took place on June 15, 1937, with A-B pair units Nos. 2 and 2A leading the train, replacing earlier experimental power and establishing the E1 as a cornerstone of the railway's diesel transition. These locomotives, each producing 1,800 horsepower from twin Winton 201-A diesel engines, enabled consistent high-speed operation, with the maintaining a scheduled runtime of 39 hours and 45 minutes while achieving peak speeds exceeding 100 mph on upgraded track sections. During their initial years, the E1s demonstrated exceptional reliability on the , covering the full transcontinental distance with minimal downtime and contributing to the train's immediate commercial success amid the ongoing economic recovery from the . Passenger loads were routinely sold out, reflecting the appeal of the all-streamlined, diesel-hauled service that offered unprecedented comfort and speed compared to steam-powered rivals. The E1s' streamlined Warbonnet livery in red, silver, and yellow further enhanced the train's promotional allure, symbolizing modernity and luxury in railroad travel. Service expanded in 1938 with the E1s assigned to additional streamliners, including the all-coach , which inaugurated twice-weekly runs between and on February 22, 1938, using dedicated E1 A-B sets for its five-car consists. Later that year, single A-unit E1s entered service on shorter routes such as the between Oakland and Bakersfield, broadening the locomotives' role in the Santa Fe's network of premium passenger trains. These deployments underscored the E1's versatility, supporting increased ridership across multiple high-profile services without major interruptions during the pre-war peak.

Rebuilds, Withdrawals, and End of Service

During the early 1950s, the Atchison, Topeka and Santa Fe Railway (AT&SF) undertook significant rebuilds of its EMC E1 fleet at Electro-Motive Division (EMD) shops, converting the original 1,800 hp Winton 201-A powered units into an E8M configuration. These upgrades, completed between 1952 and 1953, replaced the Winton engines with two EMD 12-567B 12-cylinder diesels rated at 1,000 hp each, for a total of 2,000 hp, while retaining the original GE main generators, traction motors, and A1A-A1A trucks to accommodate the older components' limitations. The eight E1A cab units (originally numbered 2–9) and three E1B booster units were renumbered with the cab units as 80L–87L and the boosters as 80A–82A, extending their service life on passenger trains. By 1947, the E1 units were withdrawn from primary duty on the transcontinental due to the arrival of more powerful and heavier EMD and E6 locomotives, which better suited the train's growing demands. They were subsequently reassigned to secondary routes, including the San Diegan between and , where pairs of E1s continued to haul lighter consists effectively. This shift reflected broader operational changes on the AT&SF, as the railroad prioritized newer E-series units for flagship services. The rebuilt E8Ms remained in service through the 1960s, primarily on regional passenger runs in , , , and Kansas City, but faced increasing obsolescence amid post-World War II economic pressures. Declining rail passenger traffic, which dropped approximately 75% in services between 1945 and 1964 due to competition from automobiles and airlines, accelerated the phase-out of older units like the E8Ms. The last units were retired in 1970 and traded to EMD for credit toward new locomotives, with all eleven ultimately scrapped and none preserved. One early exception was E8M 82L, scrapped in 1959 after damage.

Significance and Legacy

Influence on Diesel Locomotive Evolution

The locomotive played a pivotal role in establishing the viability of twin-engine, high-horsepower diesel designs for service, directly paving the way for the subsequent series from the through E9. As the second production model following the EA and EB, the E1's 1,800 horsepower configuration, derived from two 900-horsepower Winton 201A engines, demonstrated the practicality of multi-unit diesels capable of hauling streamlined trains at high speeds. This success encouraged EMD to refine and expand the E-series, which became the dominant locomotive type across U.S. railroads, with over 1,000 units produced by the late . The E1's service also highlighted the reliability of the Winton 201A engine under demanding conditions, providing critical operational insights that informed the transition to EMD's in-house developed powerplants. Extensive testing and field data from the 201A, including its V-12 configuration and operation, addressed early mechanical issues like life and strength, serving as a foundational development tool for the revolutionary 567 series two-cycle engine introduced in 1938. This progression enabled locomotives, such as the E7 and later models, to achieve 2,000 horsepower with enhanced durability and modularity, powering the bulk of American passenger and freight services for decades. The A1A-A1A truck arrangement of the E1, which balanced high with reduced axle loading for passenger tracks, was carried forward into early E-units, influencing their widespread adoption. Beyond specific designs, the E1's proven performance on high-profile routes like the Santa Fe's accelerated the broader dieselization of U.S. passenger trains, shifting railroads away from by 1940 through demonstrated efficiency and reliability in operations. This transition saw diesel units outpace in passenger car-miles by the late 1940s, fundamentally reshaping railroad economics and operations.

Impact on Railroad Styling and Operations

The EMC E1's introduction marked the debut of the Atchison, Topeka and Santa Fe Railway's (AT&SF) iconic "Warbonnet" paint scheme, featuring a striking combination of red, silver, and yellow accents that emphasized the locomotive's streamlined form. This livery, designed by Leland Knickerbocker of ' Art and Color Department, was first applied to E1 units 2 and 2A in June 1937 for service on the . The Warbonnet quickly became AT&SF's visual signature for passenger equipment, adorning subsequent diesel locomotives and enduring as a symbol of the railroad's premium services through the mid-20th century. The E1's streamlined styling, including its distinctive slant-nose cab derived from earlier EMC passenger designs, played a pivotal role in rail travel as a modern, high-speed alternative to other modes of transportation. By projecting an image of sleek efficiency and luxury, the design enhanced public perceptions of speed and comfort, contributing to the 's reputation as the "Train of the Stars" and drawing celebrities and business travelers. This aesthetic appeal helped boost ridership on AT&SF's named streamliners during the late , with the operating as an all-Pullman service that saw expanded frequencies to twice weekly by in response to demand. Operationally, the E1 established key precedents for long-haul passenger service by demonstrating the viability of multi-unit diesel consists, typically configured as A-B pairs delivering 3,600 horsepower for sustained high speeds over transcontinental routes. These units integrated seamlessly with lightweight, streamlined passenger cars from builders like , setting standards for diesel-powered operations that reduced maintenance needs compared to and enabled reliable 39¾-hour Chicago-to-Los Angeles runs. The E1's success on trains like the and standardized such configurations across the industry, paving the way for broader adoption of diesel streamliners in the . Culturally, the E1 and its Warbonnet livery featured prominently in AT&SF's 1930s and 1940s promotional campaigns, including advertisements, brochures, and media coverage that highlighted American rail innovation and the romance of cross-country travel. The locomotives symbolized technological progress and national pride, appearing in promotional films, newsreels, and print media, with the Super Chief's celebrity passengers further cementing its status in popular culture. This legacy endured, influencing the retention of Warbonnet elements by successor and inspiring ongoing admiration for mid-century rail aesthetics.
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