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31-699: 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

62-404: 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

93-437: A look of speed. The units were delivered with shrouding around their trucks, which was soon removed because the bearings on the trucks tended to run hot. Engine cooling was another problem that needed to be addressed during the testing period. The second unit in particular had trouble getting enough air to cool the radiators; likely the stylish hood over the air intake contributed to this problem. A number of vents were added to

124-504: A rounded snub nose. The locomotives were painted in the Warbonnet paint scheme similar to the E1s. The trucks were replaced with three axle drop-equalizer trucks of unusual AAR wheel arrangement 1B configuration; the lead axle was unpowered, while the two rear axles were powered. The three-axle trucks were more stable at speed and lighter on the track with a lower axle loading . Roller bearings on

155-509: 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, integrated streamliner and towards mass-produced passenger locomotives—a step achieved with the E3 , EMD's next model. The EA/EB and E1 featured largely identical and innovative styling showing

186-1306: 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. EMC EA Look for EMC EA on one of Misplaced Pages's sister projects : [REDACTED] Wiktionary (dictionary) [REDACTED] Wikibooks (textbooks) [REDACTED] Wikiquote (quotations) [REDACTED] Wikisource (library) [REDACTED] Wikiversity (learning resources) [REDACTED] Commons (media) [REDACTED] Wikivoyage (travel guide) [REDACTED] Wikinews (news source) [REDACTED] Wikidata (linked database) [REDACTED] Wikispecies (species directory) Misplaced Pages does not have an article with this exact name. Please search for EMC EA in Misplaced Pages to check for alternative titles or spellings. You need to log in or create an account and be autoconfirmed to create new articles. Alternatively, you can use

217-598: The Super 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 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

248-705: The Baltimore and Ohio Railroad 's #50 , and two units for the Atchison, Topeka and Santa Fe Railway , Diesel Locomotive #1 . The twin engine power unit layout and multiple unit control systems developed with the B-B locomotives were soon adopted for other locomotives such as the Burlington Route 's Zephyr locomotives built by the Budd Company in 1936 and EMC's own EMD E-units introduced in 1937. The B-B locomotives worked as proof-of-concept demonstrators for diesel power with

279-461: 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

310-461: The article wizard to submit a draft for review, or request a new article . Search for " EMC EA " in existing articles. Look for pages within Misplaced Pages that link to this title . Other reasons this message may be displayed: If a page was recently created here, it may not be visible yet because of a delay in updating the database; wait a few minutes or try the purge function . Titles on Misplaced Pages are case sensitive except for

341-660: The B&;O-owned Chicago and Alton Railroad to haul the Abraham Lincoln . When the Alton left B&O control in the merger that created the Gulf, Mobile and Ohio Railroad , #50 entered the GM&;O roster as #1200. After the 2nd world war, the shovel-nose treatment was removed, restoring the unit to its prior boxcab appearance. The locomotive was placed into local freight and passenger service until it

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372-455: The Santa Fe, but by EMC—or rather, by GM's Art and Color section. 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

403-558: The first character; please check alternative capitalizations and consider adding a redirect here to the correct title. If the page has been deleted, check the deletion log , and see Why was the page I created deleted? Retrieved from " https://en.wikipedia.org/wiki/EMC_EA " EMC 1800 hp B-B Electro-Motive Corporation (later Electro-Motive Division, General Motors) produced five 1800 hp B-B experimental passenger train -hauling diesel locomotives in 1935; two company-owned demonstrators, #511 and #512 ,

434-476: 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

465-477: The latter for shorter trains for local and less busy services, the former to replace larger steam locomotives on heavier trains. These units were highly significant in pioneering multiple unit connections which could be quickly connected and disconnected in the field, allowing units to be "lashed up" into more powerful combinations (operated by a single crew) at will, and allowing malfunctioning units to be replaced with fresh units with ease. EMC #512, painted silver,

496-436: The lightweight, streamlined trains they would haul were ready. The 2226.6 mile route that these units were intended to run, covering mountain and desert, was completely unprecedented, and exposed weaknesses in the design. Their working up period extended for about eight months before they were introduced into service, during which time modifications were continually made to them. Santa Fe asked for some cosmetic "dressing up" of

527-426: The locomotives, since they would be hauling a prestige passenger train, and EMC obliged with a treatment by Sterling McDonald's GM styling department, which included large hooded air intakes at the front of the units and a striking paint scheme: Olive Green with Cobalt Blue and Sarasota Blue stripes separated by pinstripes of Crimson and Tuscan Red. This livery reduced the boxiness of the locomotives and gave them more of

558-515: The most power that could be attained with a single engine at that time. The added "headroom" in power extended the life of mechanical parts, which was a critical issue with early diesel engines in locomotives. The units were built with AAR type B two-axle trucks . As development design locomotives, modifications were frequently made to them to overcome various teething problems; the EMC demonstrators spent considerable time in aluminum paint substituting for

589-404: The new trucks alleviated the overheating problem. "Unit A" retained road number 1 and "Unit B" was renumbered number 10, since it was now regarded as a separate locomotive. The revamped locomotives pulled the new Chicagoan (ATSF train) and Kansas Cityan named trainsets between Chicago and Wichita, KS, with the run soon extended to Oklahoma City. In 1941, No. 10 had its cab removed, and became

620-475: 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. These 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

651-410: The pair substituted for a Super Chief E1 set with burned-out traction motors in 1937, the company leased EMC demonstrator #512 as a third unit called "Unit C". After new EMC E1s replaced the proof-of-concept #1 in 1937, the Santa Fe began to further modify the two locomotive units. The two units were rebuilt as single-ended locomotives in 1938 with a "bulldog" front end — a very high, raised cab above

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682-465: 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"

713-517: The roofs in their first year of existence. Both units required larger steam generators, and a greater fuel and water supply. Because they were always run coupled together, Santa Fe employees nicknamed the two units the "One Spot Twins" and " Amos & Andy " (after the popular radio situation comedy ). Both units shared a common road number and the operating department considered them a single locomotive. The mechanical department referred to them as "Unit A" (lead unit) and "Unit B" (trailing unit). While

744-419: The service loads of full size trains, breaking out of its niche powering the smaller custom Streamliners . In 1935 EMC was starting its transition from a design and marketing company to a locomotive building company; development of regular production model locomotives was occurring before they had the capability to build locomotives. Construction of carbodies for EMC demonstrators #511 and #512, and B&O #50

775-518: The two EMC NW4 switchers built for the Missouri Pacific Railroad . Baltimore and Ohio Railroad #50 was fundamentally identical to demonstrators 511 and 512 when delivered. In this form, it hauled the first Diesel-powered Royal Blue until the introduction of the EMC EA/EB units in 1937. Following that, it had a semi-streamlined "shovel nose" applied to one end, and transferred to

806-413: The units under modification. The two EMC demonstrators, numbered 511 and 512, were built in August 1935 to demonstrate the future of passenger diesel power to potential customers. The boxy bodywork was not what EMC intended to sell, but it was an easy way to demonstrate the power units and hauling capacity, which would not be changed in the future E-units. They were demonstrated both together and singly;

837-525: Was added to the ATSF locomotive #1 cab/booster pair to help pull the first regular run of the streamlined, Budd Company -built Super Chief on May 18, 1937, after the EMC E1 pair 2/2A built for the train burned out some of their traction motors on a record-breaking exhibition run days before. In 1938, having outlived their usefulness, the two demonstrators were scrapped. Trucks and some other components were re-used for

868-507: Was an ideal railroad to be a dieselization pioneer; its long desert runs in the Southwest made the provision of water supplies for steam locomotives problematic. Santa Fe saw the potential for rapid dieselization of its southwestern passenger service so the railroad asked for two locomotives like the EMC demonstrators as proof of concept, letting the railroad gain some experience with diesel operation before production model diesel locomotives and

899-453: Was contracted to General Electric 's Erie, Pennsylvania works, and AT&SF #1 was contracted to St. Louis Car Company . Like most boxcabs , they initially had control cabs at both ends, a feature that would only rarely be repeated in future North American locomotives, although it would become common elsewhere. Power was provided by twin 900 hp (670 kW) 12 cylinder Winton 201-A diesel engines in each power unit, exceeding by 50%

930-512: 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. About a month before inaugurating Golden Gate service, units 8 and 9 inaugurated the Chicagoan/Kansas Cityan streamlined coach trains. After

961-461: Was retired, upon which it was donated to the National Museum of Transportation , St. Louis, Missouri , where it remains. Atchison, Topeka and Santa Fe Railway #1 was a twin-unit set built by St. Louis Car Company in August 1935 to haul the Santa Fe's new train, the Super Chief , for its first year of operation from May 12, 1936, until May 18 of the following year. The Santa Fe Railway

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#28971