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The EMD SW9 is a model of diesel switcher locomotives built by General Motors Electro-Motive Division between November 1950 and December 1953. Additional SW9s were built by General Motors Diesel in Ontario Canada from December 1950 to March 1953. Power was provided by an EMD 567B 12-cylinder engine, producing 1,200 horsepower (895 kW). [1]
786 examples of this model were built for American railroads and 29 were built for Canadian railroads. [2]
The SW9 was EMD's successor to the SW7. Like the SW7, the SW9 retained a power output of 1,200 hp and the same general design. It differed in lacking the upper hood vents found on the SW7, and with the installation of a 567B engine to replace the 567A found in the SW7. [1]
Starting in October 1953 a number of SW9s were built with the 567BC engine. In December 1953, one locomotive, Weyerhaeuser 305, was built with a 567C engine. The 567C was subsequently installed on the SW9's successor, the SW1200. [1]
In addition to the single units produced, ten TR5 cow-calf paired sets were produced (eight for the Union Pacific Railroad, and two for the Union Railroad of Pittsburgh). The Union Railroad also bought an additional two TR5B "calves". [1]
Railroad | Quantity | Road numbers | Notes |
---|---|---|---|
Canadian National Railways | 10 | 7000–7009 | |
Canadian Pacific Railway | 6 | 7400–7405 | |
Chesapeake and Ohio Railway | 5 | 5240–5244 | |
Great Northern Railway | 3 | 14–16 | to Burlington Northern 146-148 |
Steel Company of Canada | 1 | 70 | |
Toronto, Hamilton and Buffalo Railway | 4 | 55–58 | |
Total | 29 | ||
Railroad | Quantity A units | Quantity B units | Road numbers A units | Road numbers B units | Notes |
---|---|---|---|---|---|
Union Pacific Railroad | 8 | 8 | 1870A–1877A | 1870B–1877B | Dynamic brakes were added to TR5As by UP shortly after delivery |
Union Railroad | 2 | 4 | 701–702 | 701C–704C | |
Total | 10 | 12 | |||
In 1994 Amtrak acquired nine SW9s from various railroads and had them rebuilt by the National Railway Equipment Company. These switchers were reclassified as EMD SW1000R. [3]
The EMD E8 is a 2,250-horsepower (1,678 kW), A1A-A1A passenger-train locomotive built by General Motors' Electro-Motive Division (EMD) of La Grange, Illinois. A total of 450 cab versions, or E8As, were built from August 1949 to January 1954, 447 for the U.S. and 3 for Canada. 46 E8Bs were built from December 1949 to January 1954, all for the U.S. The 2,250 hp came from two 12 cylinder model 567B engines, each driving a generator to power the two traction motors on one truck. The E8 was the ninth model in the line of passenger diesels of similar design known as EMD E-units. Starting in September 1953, a total of 21 E8As were built which used either the 567BC or 567C engines.
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.
EMD E-units were a line of passenger train streamliner diesel locomotives built by the General Motors Electro-Motive Division (EMD) and its predecessor the Electro-Motive Corporation (EMC). Final assembly for all E-units was in La Grange, Illinois. Production ran from May 1937, to December, 1963. The name E-units refers to the model numbers given to each successive type, which all began with E. The E originally stood for eighteen hundred horsepower, the power of the earliest model, but the letter was kept for later models of higher power.
EMD F-units are a line of diesel-electric locomotives produced between November 1939 and November 1960 by General Motors Electro-Motive Division and General Motors-Diesel Division. Final assembly for all F-units was at the GM-EMD plant at La Grange, Illinois, and the GMDD plant in London, Ontario. They were sold to railroads throughout the United States, Canada and Mexico, and a few were exported to Saudi Arabia. The term F-unit refers to the model numbers given to each successive type, all of which began with the letter F. The F originally meant "fourteen", as in 1,400 horsepower (1,000 kW), not "freight". Longer EMD E-units for passenger service had twin 900-horsepower (670 kW) diesel engines. The E meant "eighteen" as in 1,800 horsepower (1,300 kW). Similarly, for early model EMD switchers, S meant "six hundred" and N meant "nine hundred horsepower".
The EMD F7 is a model of 1,500-horsepower (1,100 kW) diesel-electric locomotive produced between February 1949 and December 1953 by the Electro-Motive Division of General Motors (EMD) and General Motors Diesel (GMD).
The EMD F9 is a 1,750 horsepower (1,300 kW) Diesel-electric locomotive produced between February 1953 and May 1960 by the Electro-Motive Division of General Motors (EMD) and General Motors Diesel (GMD). It succeeded the F7 model in GM-EMD's F-unit sequence. Final assembly was at GM-EMD's La Grange, Illinois plant. The F9 was also built in Canada by General Motors Diesel at their London, Ontario plant. A total of 101 cab-equipped lead A units and 156 cabless booster B units were built. The F9 was the fifth model in GM-EMD's highly successful "F" series of cab unit diesel locomotives.
The EMD FP7 is a 1,500 horsepower (1,100 kW), B-B dual-service passenger and freight-hauling diesel locomotive produced between June 1949 and December 1953 by General Motors' Electro-Motive Division and General Motors Diesel. Final assembly was at GM-EMD's La Grange, Illinois plant, excepting locomotives destined for Canada, in which case final assembly was at GMD's plant in London, Ontario. The FP7 was essentially EMD's F7A locomotive extended by four feet to give greater water capacity for the steam generator for heating passenger trains.
The EMD SW1 is a 600-horsepower (450 kW) diesel-electric switcher locomotive built by General Motors' Electro-Motive Corporation between December 1938 and November 1953. Final assembly was at EMD's plant at LaGrange (McCook) Illinois. The SW1 was the second generation of 3,402 cu in (55.75 L) switcher from EMD, succeeding the SC and SW. The most significant change from those earlier models was the use of an engine of EMD's own design, the then-new 567 engine, here in 600 hp (450 kW) V6 form. 661 locomotives of this design were built, with a gap in production between March 1943 and September 1945 due to World War II.
The EMD SW7 was a diesel switcher locomotive built by General Motors Electro-Motive Division between October 1949 and January 1951. It was powered by a 1,200 horsepower (895 kW)12-567A engine. The SW7 replaced the earlier 1,000 horsepower NW2 switcher in EMD's catalog. A total of 489 SW7 locomotives were produced. The majority of the SW7s were built by EMD Plant #3 in Cleveland, Ohio. In addition, 15 TR4 cow-calf paired sets were produced.
The EMD SW8 is a diesel switcher locomotive manufactured by General Motors Electro-Motive Division and General Motors Diesel between September 1950 and February 1954. Power is supplied by an EMD 567B 8-cylinder engine, for a total of 800 hp (600 kW). A total of 309 of this model were built for United States railroads and 65 for Canadian railroads. Starting in October 1953 a number of SW8s were built with either the 567BC or 567C engine.
The EMD SW600 is a diesel switcher locomotive built by General Motors Electro-Motive Division between February 1954 and January 1962. Power was provided by an EMD 567C 6-cylinder engine, which generated 600 horsepower (450 kW).
The EMD SW900 is a diesel switcher locomotive built by General Motors Electro-Motive Division and General Motors Diesel (GMD) between December 1953 and March 1969. Power was provided by an EMD 567C 8-cylinder engine that generated 900 horsepower (670 kW). Built concurrently with the SW1200, the eight-cylinder units had a single exhaust stack. The last two SW900s built by GMD for British Columbia Hydro were built with 8 cylinder 645E engines rated at 1,000 horsepower (750 kW).
An EMD SW1200 is a four-axle diesel switcher locomotive built by General Motors Electro-Motive Division between January 1954 and May 1966. Power is provided by an EMD 567C 12-cylinder engine, which generates 1,200 horsepower (890 kW). Additional SW1200 production was completed by General Motors Diesel in Ontario, Canada, between September 1955 and June 1964.
The EMD GP7 is a four-axle (B-B) diesel-electric locomotive built by General Motors Electro-Motive Division and General Motors Diesel between October 1949 and May 1954.
The EMD GP9 is a four-axle diesel-electric locomotive built by General Motors' Electro-Motive Division between 1954 and 1959. The GP9 succeeded the GP7 as the second model of EMD's General Purpose (GP) line, incorporating a new sixteen-cylinder engine which generated 1,750 horsepower (1.30 MW). This locomotive type was offered both with and without control cabs; locomotives built without control cabs were called GP9B locomotives.
The SD7 is a model of 6-axle diesel locomotive built by General Motors Electro-Motive Division between May 1951 and November 1953. It had an EMD 567B 16-cylinder engine producing 1,500 horsepower (1.12 MW) for its six traction motors. United States railroads bought 188 units.
The EMD SD9 is a model of diesel locomotive built by General Motors Electro-Motive Division between January 1954 and June 1959. An EMD 567C 16-cylinder engine generated 1,750 horsepower (1.30 MW). Externally similar to its predecessor, the SD7, the SD9 was built with the improved and much more maintainable 567C engine.
The Baldwin VO-1000 is a diesel-electric switcher locomotive built by the Baldwin Locomotive Works between January 1939 and December 1946. These units were powered by a naturally aspirated eight-cylinder diesel engine rated at 1,000 horsepower (746 kW), and rode on a pair of two-axle trucks in a B-B wheel arrangement. These were either the AAR Type-A switcher trucks, or the Batz truck originally developed by the Atchison, Topeka and Santa Fe Railway as a leading truck for steam locomotives. 548 examples of this model were built for American railroads, including examples for the Army and Navy.
The EMD 567 is a line of large medium-speed diesel engines built by General Motors' Electro-Motive Division. This engine, which succeeded Winton's 201A, was used in EMD's locomotives from 1938 until its replacement in 1966 by the EMD 645. It has a bore of 8+1⁄2 in (216 mm), a stroke of 10 in (254 mm) and a displacement of 567 cu in (9.29 L) per cylinder. Like the Winton 201A, the EMD 645 and the EMD 710, the EMD 567 is a two-stroke engine.