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EMD E9
EMD E9
EMD E9
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EMD E9
UP #949 leads an excursion through Clinton, Iowa in August 1995.
Type and origin
Power typeDiesel-electric
BuilderGeneral Motors Electro-Motive Division (EMD)
ModelE9
Build dateApril 1954 – January 1964
Total produced100 A units, 44 B units
Specifications
Configuration:
​
 • AARA1A-A1A
Gauge4 ft 8+1⁄2 in (1,435 mm)
Wheel diameter36 in (914 mm)
Minimum curve27° - 214.18 ft (65.28 m)
Length70 ft 3 in (21.41 m)
Width10 ft 7+1⁄2 in (3.239 m)
Height14 ft 7 in (4.45 m)
Loco weightA unit: 315,000 lb (143,000 kg),
B unit: 290,000 lb (130,000 kg)
Fuel typeDiesel
Prime mover(2) EMD 12-567C
RPM:​
 • Maximum RPM900
Engine typeV12 Two-stroke diesel
AspirationRoots-blower
Traction motors4 × GM D37
Cylinders12
Performance figures
Maximum speed117 mph (188 km/h)
Power output2,400 hp (1,790 kW)
Tractive effort56,500 lbf (251,000 N) starting,
31,000 lbf (140,000 N) continuous
Career
LocaleUnited States
Disposition42 preserved, none in revenue service though some used on special trains, remainder scrapped

The E9 is a 2,400-horsepower (1,790 kW), A1A-A1A passenger train-hauling diesel locomotive built by General Motors' Electro-Motive Division of La Grange, Illinois, between April 1954 and January 1964. 100 cab-equipped A units were produced and 44 cabless booster B units, all for service in the United States. The E9 was the tenth and last model of EMD E-unit and differed from the earlier E8 as built only by the newer engines and a different, flusher-fitting mounting for the headlight glass, the latter being the only visible difference. Since some E8s were fitted with this, it is not a reliable way to distinguish the two. The E9 has two 1,200 hp (895 kW), V12 model 567C engines, each engine driving one generator to power two traction motors.[1]

Engine and powertrain

[edit]

The E9 uses twin 12 cylinder 567C engines developing a total of 2,400 hp (1,800 kW) at 800 rpm. Designed specifically for railroad locomotives, this Roots-blown, mechanically aspirated 2-stroke 45-degree V-type, with an 8+1⁄2 by 10 in (216 by 254 mm), bore by stroke, giving 567 cubic inches (9.29 L) displacement per cylinder, remained in production until 1966. Two DC generators, one per engine, provide power to four motors, two on each truck, in an A1A-A1A arrangement. This truck design was used on all E units and on MP 7100 and CB&Q 9908 power cars. EMD has built all of its major components since 1939.[2][3]

Operation

[edit]

The E9 powered American passenger and mail trains from the 1950s into the late 1970s. Many of America's finest trains — such as Union Pacific Railroad's "City" fleet, Burlington's "Zephyr" fleet and Southern Pacific Railroad's Coast Daylight and Sunset Limited — had E9s pulling them. E9s and their E7 and E8 kin ran throughout the country on lesser-known passenger trains, Chicago's network of commuter trains and many mail and express trains. As America's passenger train network shrank due to unprofitability, Union Pacific, Rock Island and Illinois Central began using E9s on freight trains while Burlington Northern began upgrading their fleets of E9s with Head-end power and EMD 645 power assemblies for commuter operations in the Chicago metropolitan area into the early 1990s.

Amtrak, founded in 1971, bought 36 E9As and 23 E9Bs from the Union Pacific, Milwaukee Road, B&O and SCL. Amtrak used the E9s until 1979 and converted some E9B units to steam generator and head end power cars.[4][5]

Original owners

[edit]
Railroad Quantity
A units		 Quantity
B units		 Road numbers
A units		 Road numbers
B units		 Notes
Baltimore and Ohio Railroad 4 — 34, 36, 38, 40 — all bought by Amtrak
Chicago, Burlington and Quincy Railroad 16 — 9985A,B–9989A,B
9990–9995		 — Renumbered into 9900–9924 series (with 9 E8As).
Rebuilt by Morrison-Knudsen with 645 power assemblies and HEP around the mid-1970s.[6]
Used in Chicago suburban service by Burlington Northern into the 1990s.
Chicago and Eastern Illinois Railroad 1 — 1102 — E9m rebuilt from wrecked EMD E7A (same number).
to Missouri Pacific Railroad.[7]
Chicago, Milwaukee, St. Paul and Pacific Railroad 12 6 200A,C–205A,C 200B–205B Built to Union Pacific specifications for City train service. Renumbered 30ABC–35ABC
6 — 36A,C–38A,C — Built with Head end power for commuter service
Florida East Coast Railway 5 — 1031–1035 — to Illinois Central 2036–2040 in 1969 via Precision National
Illinois Central Railroad 10 4 4034–4043 4106–4109 4109 destroyed in 1971 Salem, IL derailment
Kansas City Southern Railway 1 — 25 — Model E9m
Seaboard Air Line Railroad 1 — 3060 — bought by Amtrak
Southern Pacific Railroad 9 — 6046–6054 —
Union Pacific Railroad 35 34 900–914,
943–962		 900B-904B, 910B–913B,
950B–974B		 Units 949, 951 and 963B are part of the Union Pacific Heritage Fleet.
Totals 100 44

Surviving examples

[edit]

As of 1997, 42 E9 locomotives survived.[note 1] Many of these have been donated to several museums and tourist railroads. A number of railroads keep a small number in service for hauling inspection specials, charter passenger trains, investor tours and other special trains.

See also

[edit]

Notes

[edit]

References

[edit]

Bibliography

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

EMD E9

View on Grokipedia
from Grokipedia
The is a cab-equipped, streamlined passenger diesel-electric locomotive produced by the Electro-Motive Division (EMD) of , featuring a classic "bulldog nose" front end and powered by two 12-cylinder 567C prime movers that deliver a combined output of 2,400 horsepower. Introduced in April 1954 as an evolution of the earlier E8 model, the E9 was designed primarily for high-speed passenger service, with A1A-A1A wheel arrangements on its six-axle trucks to provide smooth operation and reduced wear on high-speed runs. A total of 100 A-units (with cabs) and 44 B-units (cabless boosters) were manufactured between May 1954 and December 1963, making it the final entry in EMD's storied E-series of passenger locomotives. The E9's development addressed the need for greater power and reliability in the post-World War II era of expanding passenger rail networks, incorporating upgraded engines over the E8's 567B variants for improved performance and efficiency. Key specifications include a length of 70 feet 3 inches for A-units, a weight of approximately 315,000 pounds, and a top speed capability of up to 117 miles per hour depending on gearing, with starting rated at 56,500 pounds. These locomotives were acquired by ten railroads, including major operators like Union Pacific, Santa Fe, and Southern Pacific, often in matching sets to haul iconic trains such as the Union Pacific's City of and the Santa Fe's . Despite their technical advancements, E9 production was limited by the declining popularity of passenger rail travel in the United States during the 1950s and 1960s, as automobiles and airlines drew riders away from trains. Many E9s remained in service into the 1970s under Amtrak and were later repurposed for freight or excursion duties; notably, Union Pacific restored three E9s (Nos. 949, 951, and 963B) in the 1980s for heritage operations, preserving them as operational examples of mid-20th-century railroading. Today, a handful of E9s survive in museums and private collections, symbolizing the peak of diesel passenger power before the transition to more modern designs.

Development and Production

Background and Evolution

The EMD E9 represented the culmination of the E-unit series, serving as the last model in the series of passenger diesel locomotives produced by the Electro-Motive Division (EMD) of , with manufacturing spanning from April 1954 to January 1964. As the direct successor to the E8, the E9 was designed to refine and extend the capabilities of earlier E-series models amid the rapid dieselization of American railroads following . This evolution addressed the growing demand for reliable, high-speed motive power to haul streamlined passenger trains, competing with emerging automotive and options in the . Building on the E7 and E8, the E9 incorporated an upgraded powerplant consisting of two 12-cylinder 567C prime movers, boosting total output from the prior models' 2,250 horsepower to 2,400 horsepower for improved acceleration and sustained performance on long-distance routes. External modifications were subtle but notable, including a revised headlight housing with flush-mounted instead of the recessed design on the E8, and the optional inclusion of the Mars oscillating signal light, which had been common on earlier units. These changes enhanced and simplified maintenance without altering the iconic bulldog-nose aesthetic suited to passenger service. In comparison to the E8, the E9 featured refined for greater efficiency, expanded main generator capacity to handle the increased power, and optimizations in fuel consumption that extended operational range—critical for the era's extensive cross-country passenger networks. The first production units rolled out in April 1954 for the Illinois Central Railroad, followed closely by the initial order for the Union Pacific later that year, marking the start of widespread adoption. Overall, 100 cab-equipped A-units and 44 cabless B-units were built exclusively for U.S. railroads, reflecting the model's focused role in premium passenger operations before the shift toward more versatile FP-series locomotives.

Manufacturing Details

The EMD E9 locomotives were produced at ' Electro-Motive Division (EMD) plant in , from April 1954 through January 1964. This timeline reflected the final phase of EMD's passenger cab unit production, as demand for such locomotives declined amid falling passenger rail ridership in the post-World War II era. A total of 100 cab-equipped A-units (E9A) and 44 cabless booster B-units (E9B) were built, comprising the entirety of the model with no major sub-variants beyond this A/B distinction. EMD's process emphasized streamlined assembly, leveraging vertically integrated facilities that machined, fabricated, and welded standardized components such as the 567C prime movers and electrical systems shared across the "9 Line" models. The approximate cost per unit reached $260,000 in mid-1950s dollars, based on a 1955 Union Pacific order for 16 units totaling $4,159,000. During late production, adaptations included as a common option on units destined for challenging grades, featuring a distinctive 48-inch fan for cooling the resistor grids. The final E9s, including Union Pacific E9A No. 914, were completed and delivered in January 1964, signifying the close of EMD's passenger E-unit series.

Design and Specifications

Engine and Powertrain

The EMD E9 diesel locomotive is equipped with two 12-cylinder 567C diesel engines, each rated at 1,200 horsepower at 800 rpm, providing a combined output of 2,400 horsepower. Each engine features a bore of 8.5 inches and a of 10 inches, with two gear-driven Roots-type blowers supplying supercharging and scavenging air to the cylinders via air boxes. The 567C design incorporated enhancements over the preceding 567B variant used in the E8, including an improved water manifold system in the air box to reduce leaks and better configurations for enhanced reliability and oil control. Power from the engines is transmitted electrically through two main generators, one per engine, designated as type D27 by , which convert mechanical energy into DC current. This current powers four D37 traction motors—two per —arranged in an A1A-A1A configuration, enabling efficient across the locomotive's four powered s while the center on each remains unpowered for reduced weight and improved ride quality. The system supports via grids, which dissipate excess energy as heat to aid in speed control and reduce wear on mechanical brakes. The fuel system includes 1,200-gallon tanks, with motor-driven gear pumps delivering diesel through dual filters to the ; excess fuel recirculates for cooling. Cooling is managed by gear-driven centrifugal pumps circulating fluid through radiators, assisted by three axial fans per group that activate thermostatic control above 170°F to maintain optimal temperatures. Engine starting relies on a 64-volt battery system that cranks the main generator, temporarily converting it into a starting motor, with provisions for air-start capabilities in some configurations.

Structure and Performance

The EMD E9 featured a streamlined carbody measuring 70 feet 3 inches in length and 10 feet 7.5 inches in width, constructed with a steel frame sheathed in stainless steel for durability and corrosion resistance. The A-unit included a cab with a centered headlight placement, contributing to its iconic "bulldog nose" profile, while the B-unit lacked a cab and was slightly shorter at 70 feet overall. The rode on two Blomberg three-axle A1A trucks, each with a 9-foot-4-inch , 36-inch wheels, and roller bearings to support high-speed operations. These trucks provided stability with the middle axle unpowered as an idler, distributing the unit's weight effectively across routes demanding sustained velocities. Performance capabilities emphasized passenger service, with a top speed of 117 mph achievable using a 52:25 gear ratio, though many units operated at 85 mph with the standard 57:20 ratio. Starting reached 56,500 lbf at 25% , while continuous was rated at 31,000 lbf at 11 mph; the A-unit weighed 315,000 pounds, and the B-unit 290,000 pounds, optimizing for acceleration out of stations. The underframe was engineered for durability at speeds exceeding 100 mph, with the bulbous nose design minimizing aerodynamic drag on long-haul routes. Safety and comfort provisions included a Vapor-Clarkson producing 1,200 pounds per hour for passenger car heating, essential for cold-weather operations. Later production units incorporated cab for crew comfort during extended runs, and all supported multiple-unit (MU) control for consist operations of up to five or more units. Dynamic braking was standard on A-units to enhance control on descending grades.

Operational History

Original Owners and Deployment

The EMD E9 locomotives were acquired by 9 U.S. railroads between 1954 and early 1964, with a total production of 100 A-units and 44 B-units dedicated to high-speed passenger service. Orders varied in size, from single units to the largest fleet purchased by the Union Pacific Railroad, which ordered 35 A-units (numbered 943–962 and 900–914) and 34 B-units (numbered in the 900B–974B series) specifically to power its fleet of named "City" streamliners. Other notable buyers included the Chicago, Burlington & Quincy Railroad with 16 A-units (9980A–9995A) for Midwest passenger routes, the Atchison, Topeka and Santa Fe with 8 A-units for the Super Chief, the Milwaukee Road with 18 A-units and 6 B-units for Hiawatha service, and the Southern Pacific Railroad with 9 A-units (6051–6059) for coastal and mail services. Smaller orders went to railroads such as the Illinois Central (10 A-units and 4 B-units for City of New Orleans trains) and the Florida East Coast (5 A-units). Deployment emphasized premium long-distance passenger trains, where E9s excelled in multi-unit consists due to their 2,400 horsepower output and streamlined design suited for speeds up to 100 mph on electrified mainlines. The Union Pacific integrated its E9s into A-B-A or A-B-B-A configurations for trains like the City of , hauling consists of up to 16 cars across Western routes from to . Similarly, the Chicago, Burlington & Quincy deployed its units on the and , often paired with mail and express cars to support postal contracts on Midwest corridors. First units entered in April 1954 with the Illinois Central on routes from to New Orleans, marking the E9's debut in operational fleets across the Midwest and West. Owners customized E9s to align with corporate identities and operational needs, enhancing reliability in daily service. Union Pacific painted its units in a distinctive yellow-and-gray scheme with polished aluminum accents on the nose and skirting, while adding snow shields to A-units between 1955 and 1959 to mitigate intake issues in harsh weather. The Southern Pacific applied its red-and-orange "Daylight" to its A-units for visibility on coastal runs, and some fleets, including the Chicago, Burlington & Quincy, later removed grids or adjusted skirting for easier trackside without compromising initial . These adaptations allowed E9s to handle both passenger and ancillary mail/express duties efficiently during their early years.

Later Service and Retirement

Following the formation of in 1971, the national passenger carrier acquired a total of 57 E9 units from various private railroads, including 23 cab-equipped A-units and 18 booster B-units from the Union Pacific alone, integrating them into service on long-distance routes such as the and . These locomotives continued to haul passenger trains through the mid-1970s, but their role diminished as Amtrak prioritized more efficient all-electric F-series units for better traction and compatibility with newer passenger cars that required (HEP) rather than the E9's steam generators. In secondary roles during the 1960s and 1970s, several E9s were repurposed for freight and mail services by original owners; for instance, Union Pacific assigned units to short-haul freight runs between Portland and Hinkle, , as late as September 1971, while others supported mail trains on routes like the Chicago & North Western. Amtrak further adapted some E9 B-units by removing generators and converting them to HEP cars to provide electrical supply for modern , extending their utility on mixed passenger operations until the late 1970s. High maintenance costs associated with the aging two 12-cylinder 567C prime movers, which demanded frequent overhauls due to wear from decades of service, accelerated their decline, compounded by the overall shift away from steam-heated passenger consists. Notable events in the E9's later years included Union Pacific's retention of select units for excursion service, such as the 1974 Preamble Express special, where they provided protection power alongside . Rebuild efforts by Morrison-Knudsen extended the life of some units; for example, Burlington Northern sent 16 E9 A-units for overhaul in 1973, receiving upgraded 12-cylinder 645-series engines and HEP capabilities for Chicago-area commuter runs. The bulk of the E9 fleet was withdrawn between 1971 and 1980, with retiring its remaining units by that year and selling the final group of 48 to Precision National Corporation in June 1980; stragglers persisted in revenue service into the mid-1990s on private and tourist lines, marking the end of their operational era.

Preservation and Legacy

Surviving Examples

As of 2020, preservation records indicate that 27 EMD E9 locomotives (both A and B units) remain extant, down from 42 documented in 1997, with the majority maintained as static displays at museums and rail sites across the United States. These survivors represent a mix of original configurations and some rebuilt for head-end power generation during their later service lives. No significant losses have been reported since 2020, though ongoing challenges with sourcing parts for the 16-567C prime movers limit full mechanical operations to a select few units. Over 20 E9 units are preserved statically, often cosmetically restored to reflect their original paint schemes and serving as educational exhibits. Notable examples include Southern Pacific 6051 at the California State Railroad Museum in , which retains its iconic "Daylight" orange and red livery; Milwaukee Road 38A at the in ; and Union Pacific 951 and 963B, stored as part of the Union Pacific Heritage Collection in . Chicago, Burlington & Quincy 9990 is displayed outdoors in , while New York Central 4096 (later Union Pacific 912A) resides at the Danbury Railway Museum in . Approximately 5 to 7 E9 units remain operational or semi-operational for excursion and charter service, primarily on tourist railroads. Union Pacific 949 leads this group, assigned to the UP Heritage Fleet for occasional pulls on the railroad's executive and special event trains, often in restored armor yellow and gray scheme, though currently under maintenance at Silvis, . At the Railway Museum in Union, , Chicago, Burlington & Quincy 9989A (ex-Burlington Northern 3) is operational following restorations. Milwaukee Road 33C is under restoration, with rewiring ongoing as of March 2025 to address deteriorated insulation. & Southern Railroad's sister unit 102 (an E9B, ex-Union Pacific 967B) was returned to the Railway Museum around 2025.
UnitOriginal Owner & NumberCurrent Location/OwnerStatusNotes
E9AUnion Pacific 949UP Heritage Collection, Omaha, NE (maintenance at Silvis, IL)Operational (excursions)Used on executive trains; restored to 1955 scheme.
E9AChicago, Burlington & Quincy 9989A, Union, ILOperationalEx-BN 3; cosmetically restored.
E9AMilwaukee Road 33C, Union, ILUnder restorationRewiring ongoing as of March 2025; paired with 37A for display/runs.
E9ASouthern Pacific 6051, Sacramento, CASemi-operational (occasional excursions)Last surviving SP E9; "Daylight" livery.
E9B (rebuilt)Chicago, Burlington & Quincy 9988BGold Coast Railroad Museum, , FLOperationalRenumbered BN/Metra 9913; returned to service December 2024.
E9A 202AWebb Asset Management (WAMX), Jacksonville, FLStored (unknown operational status)Ex-WSOR 101; previously used for charters.
E9BUnion Pacific 967B, Union, ILOperationalEx-Michigan Northern 671; excursion capable; returned from WSOR ~2025.
Many preserved E9s feature cosmetic restorations prioritizing exterior appearance and historical accuracy, but mechanical functionality is rare due to the scarcity of replacement components for the aging 567C engines, which require specialized to remain viable for or use.

Restorations and Modern Uses

In the 1990s, undertook significant efforts on select E9 locomotives to extend their for heritage operations. Three units—951 (A-unit), 949 (A-unit), and 963B (B-unit)—were sent to VMV Enterprises in , in June 1992 for complete overhauls, completed by April 1993; these included replacement with a single 16-cylinder EMD 645E prime mover rated at 2,000 horsepower, an AR10 alternator, and electrical systems compatible with contemporary and EMD locomotives. This modernization enabled their integration into special trains, though head-end power capabilities were not explicitly upgraded in these rebuilds. Another notable restoration occurred in 2022 when Railroading Heritage of Midwest America, through its affiliate Friends of the 261, acquired and returned E9A No. 32A (originally built as No. 202A in 1956) to operational status. The locomotive, previously rebuilt by as No. 434 and later serving the Alaska Railroad and Wisconsin & Southern Railroad, underwent mechanical adjustments and cosmetic work to prepare it for excursion service alongside No. 261. Several preserved E9s have been adapted for diesel-only power on tourist railroads, forgoing original systems in favor of simpler configurations suited to short-haul passenger runs. For instance, the Illinois Railway Museum operates Burlington Northern E9AM No. 3 (rebuilt from an E9A in 1970) on regular demonstration trains, leveraging its 2,000-horsepower output for pulling vintage consists without auxiliary electrical demands. A few units have appeared in period films, such as Union Pacific E9s in the 1959 safety short "," which depicted 1950s rail operations to highlight crossing hazards. The remains an enduring icon of mid-20th-century American passenger rail travel, symbolizing the streamlined elegance of postwar streamliners like the Union Pacific's City series. Its design influenced subsequent EMD passenger locomotives, including the FP45 "" series, by emphasizing reliable V12 prime movers and bulldog-nose aesthetics into the 1960s. In model railroading, the locomotive's popularity persists, with new N-scale releases in 2024 from Broadway Limited Imports featuring detailed UP and Santa Fe variants equipped with Paragon4 sound systems. As of November 2025, operational E9s continue to see use on heritage lines, including at the Railway Museum, where units like No. 37A participate in events such as Diesel Days for public rides and demonstrations. Union Pacific's heritage E9 set supports occasional specials, though full excursions are limited by ongoing maintenance work at Silvis, . Restoration efforts face challenges in sourcing obsolete components, often relying on donor parts from similar E8 locomotives due to shared 567-series engine architecture and electrical systems. Future extensions may involve further electrical upgrades, such as modern alternators, to enhance compatibility with digital signaling on excursion routes.

References

  1. https://www.american-rails.com/26654.html
  2. http://thedieselshop.us/Data%20EMD%20E9.HTML
  3. https://rapidotrains.com/emd-e8-e9-masterclass
  4. https://utahrails.net/up/up-e8-e9.php
  5. https://www.loco-info.com/view.aspx?id=-914
  6. https://www.up.com/about-us/history/heritage-fleet/streamliners
  7. https://utahrails.net/up/up-diesel-story-1934-1982.php
  8. https://digitaledition.assemblymag.com/november-2022/emd/
  9. https://utahrails.net/up/up-diesel-afe.php
  10. https://forum.trains.com/t/dynamic-braking-and-emd-e-units/300545
  11. http://www.alaskarails.org/pix/manuals/e9-operating-manual.pdf
  12. https://www.rypn.org/articles/layout/060301cook/default.htm
  13. https://www.curbsideclassic.com/trackside-classic/trackside-classic-1955-union-pacific-emd-e9-the-last-of-the-classic-diesel-streamliners/
  14. https://donsdepot.irm.org/dr093.htm
  15. http://espee.railfan.net/spe-09.html
  16. https://www.chicagorailfan.com/ros7bn.html
  17. https://www.thedieselshop.us/SurvivorsEmdE-units.HTML
  18. https://www.railpictures.net/photo/886345/
  19. https://www2.irm.org/blogs/archives/2164-Milwaukee-Road-33C-getting-rewired.html
  20. https://www2.irm.org/blogs/archives/2165-Milwaukee-Road-33C-rewiring-update.html
  21. https://www.irm.org/player/up967b/
  22. https://www.goldcoastrailroadmuseum.org/our-railcars
  23. https://www.facebook.com/GoldCoastRailroad/posts/engines-nasa-2-and-cbq-9913-have-both-returned-to-service-2-will-be-your-engine-/1003345601827503/
  24. https://www.thedieselshop.us/WAMX.HTML
  25. https://261.com/milw-32a/
  26. https://www.facebook.com/RailroadingHeritage/videos/one-of-rrhmas-most-recent-restorations-is-this-beautiful-emd-e9-the-milwaukee-ro/347714653623844/
  27. https://www.youtube.com/watch?v=GTUwbBpnbes
  28. https://moreobscuretrainmovies.movie.blog/2024/04/01/last-clear-chance-1959/
  29. https://broadway-limited.com/collections/all-emd-e8-e9-n-2024
  30. https://www2.irm.org/blogs/archives/2115-Milwaukee-Road-33C-update-3232020.html
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