EMC/EMD Boxcabs Page
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Updated:  26 Aug 2003, 10:40  ET
(Created 19 Dec 2002)
[Ref:  This is boxcbemd.html   (URL http://home.att.net/~Berliner-Ultrasonics/boxcbemd.html )]

S. Berliner, III's

Boxcabs Page

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EMD Mod. 60 #463


Electro-Motive Corporation's
first boxcab,
1930 Model 60
(later Lehigh Valley #463)



Oil-Electric ("Diesel")

(Electro-Motive Corporation - EMC/
Electro-Motive Division - EMD)

There are now more than fifty (50) BOXCAB pages;
see the main Boxcabs page and the Boxcabs INDEX.


Unindexed, except as noted; please scroll away.

There will now be separate pages for each surviving boxcab.

On the Survivor Boxcabs page:



On the B&O #50 page:

B&O #50 Info.

B&O #50 Notes.

On this EMC/EMD Boxcabs page:

Other EMC/EMD Boxcabs
    (moved from the B&O #50 page)

The AT&SF Twins (1935 #1 and #1A)

E6 Boxcabs!
    (moved from the B&O #50 page)

This site has now been visited times since the counter was installed.

Electro-Motive, as such, is covered on its own page, where there is a short history of the corporation and the GM division it later became.

Electro-Motive Corporation was an early builder of gas-electric railcars, later adding locomotives.  General Motors Corporation got the diesel bug in 1929 and bought Winton Engine Co., which made most of EMC's engines, the following year.  Later that year (1930), GM also bought out EMC, changing it's name to Electro-Motive Division.

[Somehow, this is patently wrong!  In my reprint of the 1941
Locomotive Cyclopedia, the name is quite clearly and definitely still
Electro-Motive Corporation, "a Division of General Motors"!]

EMC's early, and very interesting, boxcabs are also rather heavily covered on my various ALCo-GE-IR boxcab pages, q.v., and especially on my Other Boxcabs page.

The story of B&O #50 (later Alton, then GM&O), the world's first production main-line passenger diesel, and its two sisters, EMC demo units #511 and #512, is quite fascinating (to me, at any rate) and is covered on its own Survivors page.

EMD also built some boxcabs for the SF in 1935 and two 1,000hp E6 boxcabs (yes, Virginia, E6 boxcabs!) - see my Other Boxcabs page.

As far as I can tell, only one EMC/EMD boxcab survived; the B&O #50 at the National Museum of Transport in St. Louis.

Other EMC/EMD Boxcabs

    (some material moved from Boxcabs Continuation page 2
and from the B&O #50 page.)

An early EMD boxcab designed for freight operation was their Model 60; this boxcab is very close in shape and appearance to the ALCos.  The locomotive is a 400hp boxcab ca. 1930-31 and was equipped with a Winton 148 gasoline engine.  Two units, #463 and #464, went to the Lehigh Valley in 1930 and a third to the Steelton & Highspire Railroad {that's the steel mill immediately south of Harrisburg, Pennsylvania - SBIII} in 1931.  This info. supplied by my Web ami à Québec.

EMD Mod. 60 #463
Although this image of #463 was cropped, the chassis is symmetrical; however, the body is shown as symmetrical on the photo, with two doors on this side and "F" and the builder's plate to the right and the radiator set slightly to the rear (left) with the bell forward, yet a drawing and a photo of #464 shows only one door at the engineer's end on the side.  Also the drawing and #464 photo show the radiators having a diagonal collector pipe on the right side (with "F" and the builder's plate at the front and the radiator toward the front with the bell behind it).  Eh?  These appealing little boxcabs were built by Bethlehem Steel Company and measure 40' 2¼" between coupler pulling faces, 20' 10" between truck centers, and 8' 10" from truck centers to pulling faces, are 15' 0½" high overall and 10' 2" wide, and ride on 7' 6" w.b. trucks with 38" diameter wheels.

According to Louis A. Marre, in "Diesel locomotives: The First 50 Years" (see Boxcabs Bibliography), 1995, page 363, EMD built the mechanism and Bethlehem built the carbody (in 1930) and the S&H unit was delivered with a Winton 400-hp diesel but soon re-engined with a gasoline engine.  Marre includes a photograph of one of the LV units, but it is numbered 76 (Class BB-2) and the side is asymmetrical, with only an engineer's door to the right.

EMC built two other 1,800-hp passenger boxcabs in 1935, their demonstrators #511 and #512 were virtually identical to #50 but were scrapped in 1938*. Then they built nine boxy-cab units for SF and CB&Q in 1935-36 (see Pinkepank/Marre).

* - When #511 and #512 were scrapped, their trucks were used for NW4 builder's numbers 823 and 834, MP #4102 and #4103, that same year.

[Thanks to Mark Laundry for this information.]

Marre and others show them on test (see the dynamometer car behind #511) - I hope to get permission to show that photo here.

There was also a similar loco-cum-car (with early shovelnose) for the Rock Island, 600-hp mail-baggage rail motor car #2027:

(Image from Train Shed Cyclopedia #20)

How odd!  A pair of similar units was built (also with early semi-shovelnoses) for the Seaboard Air Line and were numbered 2026 and 2027!

St. Louis Car Co. and EMC also teamed up to build one or more 800HP straight boxcab locos for the Rock Island:

StLCC/EMC RI 800HP 9014{?}

StLCC/EMC RI 800HP 9612{?}
(Images from Train Shed Cyclopedia #20)

The road numbers appear to be #9014 and #9612, respectively; are these different units or just a renumbering?

The AT&SF Twins

I seem to have overlooked the appearance in Train Shed Cyclopedia #20 of AT&SF #1a and #1b:

StLCC/EMC SF 512/511
(Image from Train Shed Cyclopedia #20)

EMC built these boxcabs for the SF in 1935; they originally had the beetle brows (semi-streamlined radiator housings) over the cabs,as pictured above, and were later rebuilt in 1938 from B-B to rather-weird 1-A-A - 1-A-A locos, having a leading idler wheelset added to the front end of each front truck.  #1A was renumbered to #1 and #1B to #10.  To further confuse things, both units were then modified with semi-turret cabs and by fitting that odd extra axle to the rear trucks, as well, and then, in a fiendish move clearly intended to totally demoralize railfans, #1B-cum-#10 was redesignated a booster unit and renumbered to 2nd #1A!  As if THAT weren't bad enough, in 1948 #1B-cum-#10-cum-#1A was again rebuilt, with a mild shovelnose and Blomberg trucks, and renumbered to #2611!  Finally, in 1953, both units were rebuilt into E8Bs!  All this is from Marre (1995) and he allows that the most significant result of all this "was the Accounting Department record"; I couldn't agree more.!

However, Pinkepank/Marre disgree a bit with what follows and I think you'll agree that what follows is far more comprehensive and probably far more accurate!

There is a fantastic history and photo gallery of "The Twins", and a superb HO model of one of them, by Werner Schneider, at ATSF_Class_1.

I now present here the story of the EMC/EMD AT&SF boxcabs from Werner Schneider's history and illustrations (with his kind permission).

[I have edited and amended this to suit my purposes;
for those who wish the unexpurgated version,
I have included links to Werner's pages.]

History {http://www.mypage.bluewin.ch/ATSF_Class_1/html/history.html}

The Class 1 locomotives were Atchison, Topeka and Santa Fé's first mainline diesels.  Introduced in 1935 (delivered 30 Aug 1935), they underwent various modifications until they were scrapped in 1953.

Michael W. Blaszak's ATSF History: Santa Fe: A Chronology gives a brief but succinct introduction to ATSF's history (scroll down to the year 1935 and explore the story of the Class 1 engines).

Originally introduced as Class 1 and 1A*, they were rebuilt and renamed a number of times.  Gregg Fuhriman's ATSF: All-Time Diesel Roster gives you all the details; scroll down to the General Motors (EMC, EMD, GMDD) tabulation and watch for "boxcab"**.  Then scroll to the bottom and check the "Santa Fe rebuilds" table. No other prototype went through as many modifications in such a short period of time as the Class 1.

note-rt.gif * - we seem to have a discrepancy over whether the twins started life as #1 and #1A or as #1A and #1B - oog!

note-rt.gif ** - It is interesting to see that the SF leased a third unit, #1C, from EMC that year!

Wonder what unit that was?

Family tree of the Class 1

First introduction of The Twins (built by EMC and St. Louis Car Company)


#1 and #1A

Minor rebuild: Minor rebuild:
Extended stacks, second Cab windows blanked,
headlight, extra air horn, side-windows covered, roof rebuilt,
roof mounted bells, appearance as Booster


#1 and #1A

“Pug-nose”-design, separate units with single end cab raised {semi-turret cab},
front truck 1-B configuration
(rebuilt by ATSF´s Topeka shops)


#1 as 1B-B    #10 as 1B-B

Minor rebuild:  #1 and #10 got their rear trucks replaced by a 1B configuration


#1 as 1B-1B    #10 as 1B-1B

                Minor rebuild:  Cab removed, Booster design



                Road Switcher design                 (rebuilt by AT&SF´s Topeka shops)



Both units were dismantled (by EMD)


#1 as 1B-1B    #1A/10/2611

Prototype Phase I {http://www.mypage.bluewin.ch/ATSF_Class_1/html/prototype.html}

Built in 1935 by EMC (Electro-Motive Corporation, a subsidiary of General Motors), La Grange, Illinois, and St. Louis Car Company, St. Louis, Missouri, generally known and frequently referred to as “The Quality Shops”.  The company built all types of Rail Motor Cars, Streamlined Articulated Trains, and Motor Locomotives.  Among those were the diesel electric locomotive twins for the Super Chief heavy consist.  Some interesting details can be found in the Specification section (below).

The twins were initially named Diesel Electric Locomotive Class 1, numbers 1 and 1A {or possibly 1A and 1B}.  Through their life cycle they changed those numbers a couple of times.

Twins 01

These delivery photographs, taken before or on August 30, 1935, show the 2 units in their initial colors: coach green, scarlet, cobalt blue and saratoga blue. As unusual as the new diesels was the color scheme. The type B road trucks were masked by individual skirting. The shrouds were almost immediately removed when the units went into service.

Twins 13 Twins 08 Twins 14

A drawing of the twin units gives certain details:

Twins Dwg

Still test-running the 2 units months after delivery.  A serious problem was overheating of the trailing unit.  A picture from April, 1936, showing the heavyweight consist Super Chief the brand new twins were intended for.

Twins 05

The picture below, taken in Spring 1937, depicts the twins after one of the various modifications showing the trailing unit (#1A) as a booster with the cabs eliminated (cab windows blanked), the side windows covered and the roof rebuilt. The lead unit got an additional air horn, roof-mounted bells, a second head light and extended exhaust stacks.

Twins 12

Prototype Phase II {http://www.mypage.bluewin.ch/ATSF_Class_1/html/phase_ii.html}

The most visible rebuild happened in 1938 at AT&SF's Topeka shops when the two units (#1 remained #1 and #1A became #10) got their very unique design. The only cab left per unit was raised in an (for that time) unusual way, giving the locomotive that distinctive look {the semi-turret cab}.

The lead truck was exchanged for a drop-equalizer 1B, 3-axle, roller-bearing truck with the first axle being an idler.  The rear truck remained in the original configuration but got roller-bearings as well, instead of solid-bearings.

A few years later (early 1940) the trailing truck was replaced in the same manner.

Twins 06

This is unit #1A around 1940, after it had served as trailing unit with #1, was modified to become a booster unit and again rebuilt to serve as a sister unit to #1. Here with the number 10 which served as prototype for the Model. See the next picture for a further stage.

Twins 10

Between her service as #10 and the final appearance as #2611 the above unit went through another rebuild at the Topeka shops in early 1941. Since there are no pictures available the drawing of the Booster unit has to suffice. Unit #1 as she looked in March 1947. The rear truck was also replaced with a 3-axle truck similar to the front truck. Despite the leading axle being an idler, the classification of the wheel arrangement was 1B-1B (better maybe B1-B1). This unit remained in this configuration until it was finally scrap{p}ed in 1953.

Twins 01

Prototype Phase III {http://www.mypage.bluewin.ch/ATSF_Class_1/html/phase_iii.html}

#1 and the booster unit (ex #10, ex #1A) were supposed to be members of the AT&SF 2610 class but only the latter got the honor to be rebuilt into #2611 in 1948.  The new configuration is shown in the pictures below.  #2611 served in branch line service as a transfer switcher and local freight unit on EMD-FT-type freight trucks (B-B arrangement).  It was the first high-horsepower road switcher on the Santa Fe Railroad.

Twins 17
(As she looked around 1948)

Some other pictures of the same unit but with further modifications, below in 1951:

Twins 18

One of the very last pictures of #2611 with even further modifications at EMD in 1953 - prior to dismantling.

Twins 19

Specifications {verbatim from Werner Schneider}:

Since the twin units #1 and #1A are considered to be one locomotive, most of the detailed specifications in drawings and articles are given for the two units together.  Here, all the information is shown per unit:

Main engines: 2 diesel engines (EMC-Winton) @ 900 hp,
total per unit: 1800 hp;
12 cyls., bore 8”, stroke 10”;
code: 201-A (this engine was also available as
8 cyls. w/600 hp and 16 cyls. w/1200 hp).
Auxiliary engine: 1 diesel engine w/90 hp;
6 cyls., bore 5.25”, stroke 7”.
Main generator: 1 Type: GT-535-B2, GE, 600 V, 750kW.
Aux. generator: 1 Type: GT-1127-K1, GE, 76 V, 10 kW.
Traction motors: 4 Type: GE-716-C2, gear ratio 2.5 to 1.
Wheels: Rolled steel, diameter 36”
Maximum speed: 98 Mph

On 12 Aug 2003, I received eBay Item #2184146168 which I'd won, a tearsheet from a 1938 British encyclop(e)(æ)dia with the beginning of an article on "The Fastest Train in the World".  That title belonged (then) to the Santa Fé's Super Chief, running 202.4 miles from La Junta to Dodge City in145 minutes for an average speed of over 83½; mph.  The record had been held by Germany's Flying Cologner running 157 miles between Berlin and Hanover at an average 82½.  This AT&SF run reduced the coast-to-coast time to under forty hours.  That Super Chief was drawn by (no fair - you guessed) none other than the AT&SF Twins and there is a photo of the train, apparently on its maiden run or some such, as well as one of the Flying Cologner's competitor, the Flying Hamburger, running between (no fair - you guessed again!) Berlin and Hamburg:   new.gif (26 Aug 03)

Twins on Super Chief   Flying Hamburger
[Thumbnailed images; click on the pictures for larger images (without moiré patterning)]

EMC also made four other units in this series but they were the Burlington's 600HP (later 900HP) Budd-bodied stainless steel streamlined Zephyrs, not by any stretch boxcabs.

E6 Boxcabs

E6 boxcabs (yes, Virginia, 1,000hp E6 boxcabs!), #751 and 752, built by EMC in 1940 for the Rock Island for the Rocky Mountain Rocket and later reclassified AB6.  They were the second units on the train, with squared cabs, and would cut out at Limon with the Colorado Springs section (and v-v.).  Sometime ca. 1960 they were upgraded to 2,000hp and reassigned to Chicago push-pull service.  As originally built, they were basically an E6b but with only one prime mover and a boxcab control stand and baggage area where the second engine would have otherwise been installed.  Weeee-ird!

There are seven (7) ALCo-GE-IR (and just GE-IR or GE alone) boxcab units surviving and four (4) B-W (or B-W-style) units, one EMC unit, plus two (2) "home-grown" Anglo-Canadian and English units and two (2) electric boxcab survivors, for a total of sixteen(16) known North American and British survivors.

Roster of surviving ALCo-GE-IR (and just GE-IR or GE alone) boxcabs on Survivor Boxcabs page.

Other surviving gas/oil-electric/diesel boxcabs (including +, @, and *, on map on main Survivors page) are noted on the Other Boxcabs continuation page.

Other surviving electric (and any other odd) boxcabs (including e, on map on main Survivors page) are noted on the Electric Boxcabs page, et seq., and on the Odd Boxcabs continuation page.

There are now more than fifty (50) BOXCAB pages;
see the main Boxcabs page and the Boxcabs INDEX.

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