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| Electro-Motive Division (EMD) | |
|---|---|
| Name | Electro-Motive Division |
| Founded | 1922 |
| Founder | William H. Reynolds; Ralph Budd |
| Headquarters | La Grange, Illinois |
| Products | Diesel-electric locomotives, prime movers, traction motors |
| Parent | General Motors (former), EMD (Progress Rail subsidiary) (current) |
Electro-Motive Division (EMD) is an American manufacturer of diesel-electric locomotives and related prime movers, traction systems, and components that played a central role in the dieselization of North American and international railroads. Founded in the early 20th century and associated with major industrial names, EMD influenced locomotive design for Union Pacific Railroad, Santa Fe Railway, Pennsylvania Railroad, Canadian National Railway, and numerous other operators across North America, South America, Africa, and Asia.
EMD traces roots to the Electro-Motive Corporation era and the interwar transition from steam locomotive designs to diesel-electric motive power, interacting with firms such as General Motors, Winton Engine Company, and Cleveland Diesel during the 1920s and 1930s. During the Great Depression, EMD and partners supplied demonstrator locomotives to roads including Chicago, Burlington and Quincy Railroad and Baltimore and Ohio Railroad, and wartime production tied EMD to World War II logistics and the War Production Board. Postwar expansion saw EMD models adopted by Atchison, Topeka and Santa Fe Railway, New York Central Railroad, Southern Pacific Railroad, and Illinois Central Railroad as dieselization accelerated through the 1950s and 1960s, while corporate decisions connected EMD to General Motors corporate strategy and later to General Electric competitors. In the late 20th and early 21st centuries, ownership changes involved GM divestiture, acquisition by Progress Rail, and ties to Caterpillar Inc. subsidiaries and RailAmerica-era market shifts, affecting relationships with national carriers like Amtrak and Canadian Pacific Railway.
EMD developed signature product lines including the E-units and F-units used by New York Central Railroad and Santa Fe Railway, the GP ("General Purpose") series used by Union Pacific Railroad and Southern Pacific Railroad, and the SD ("Special Duty") series adopted by Union Pacific Railroad and Canadian National Railway for heavy freight. Powerplants such as the EMD 567, EMD 645, and EMD 710 two-stroke diesel engines powered locomotives for Class I railroad operations, commuter services like Metra and New Jersey Transit, and export markets for Indian Railways and South African Railways. Traction innovations included DC traction motors, later AC traction drives, and control systems integrated with signaling from suppliers like Westinghouse Electric Corporation and General Electric. EMD also produced switchers, passenger locomotives, and road switchers that interfaced with braking systems by Westinghouse Air Brake Company and cab ergonomics influenced by Federal Railroad Administration regulations and railroad unions such as the Brotherhood of Locomotive Engineers and Trainmen.
Primary manufacturing and assembly historically occurred at plants in La Grange, Illinois, with earlier operations in Gainesville, Texas and engineering work at locations tied to General Motors research centers. Export and component production involved partnerships with Electro-Motive Canada and licensees in Brazil, India, and South Africa, while overhauls and rebuilds were performed at repair shops for Union Pacific Railroad and BNSF Railway facilities. Test tracks and proving grounds were used in collaboration with railroads such as Southern Pacific Railroad and Illinois Central Railroad for endurance trials and emissions testing in coordination with agencies like the Environmental Protection Agency.
EMD's corporate trajectory included incorporation within General Motors' GM division structure, later divestiture and sale to entities connected to Greenbriar Capital and ultimately acquisition by Progress Rail Services Corporation, a subsidiary of Caterpillar Inc.. Throughout changes, EMD maintained relationships with major suppliers like Cummins, Siemens (for electronics), and legacy competitors such as General Electric and Alstom. Labor relations involved unions including the International Association of Machinists and Aerospace Workers and influenced production agreements with governmental bodies such as the U.S. Department of Transportation.
EMD's diesel-electric designs accelerated the retirement of steam fleets on roads including Pennsylvania Railroad and New York Central Railroad, reshaping freight and passenger operations for carriers like Amtrak and Conrail. Technological legacies include the two-stroke V-type prime mover concept embodied in the EMD 645 and industry standards for reliability adopted by Canadian National Railway and Canadian Pacific Railway. EMD locomotives feature in rail preservation at institutions like the California State Railroad Museum and in cultural representations involving Rock Island Railroad and Santa Fe Railway passenger services. Competition with General Electric and later multinational manufacturers such as Siemens Mobility and Bombardier Transportation influenced global market dynamics and locomotive export policies tied to trade agreements like those negotiated by the United States Trade Representative.
Preservation efforts by museums and heritage railroads, including the California State Railroad Museum, Illinois Railway Museum, National Railroad Museum (Green Bay, Wisconsin), and the National Museum of Transportation (St. Louis), maintain EMD units like E-units and GP/SD series for excursion service and static display. Model railroad manufacturers such as Athearn, Bachmann Industries, Kato USA, Bowser Manufacturing, and Walthers produce scale models of EMD designs for National Model Railroad Association layouts, and preservation societies coordinate restorations with organizations like Historic Rail and funding from state arts councils and heritage grants. Category:Locomotive manufacturers of the United States