(This page printed from UtahRails.net, Copyright 2000-2011 Don Strack)

EMD History

Compiled by Don Strack

This page was last updated on November 17, 2011.

(Return to EMD Index page)

Timeline

(The early history of EMC/EMD comes from "On Time, The History of Electro-Motive Division of General Motors Corporation," by Frankline M. Reck, 1948)

August 31, 1922
Electro-Motive Engineering Corporation was incorporated, with offices in Cleveland, Ohio.

October 1923
Work started on the first two electric-transmission rail motor cars, using General Electric electrical gear and Winton distillate engines, installed in bodies built by St. Louis Car Company. At about this same time, the company name was changed to Electro-Motive Corporation, removing the word "Engineering."

July 1924
The first EMC rail motor car, No. M-300 for Chicago Great Western, was completed and delivered.

January 1, 1926
Richard Dilworth became Chief Engineer of EMC. (The Dilworth Story, by Franklin M. Reck, 1954)

December 31, 1930
EMC was purchased by General Motors Corporation, which had purchased the Winton Engine Company on June 20, 1930.

March 27, 1935
Ground was broken for a new locomotive factory in LaGrange, Illinois.

September 1, 1935
Martin P. Blomberg started at EMC; his work as a design engineer included designing locomotive wheel assemblies, known as "trucks."

Blomberg was responsible from the beginning for the construction of carbody, underframe, and trucks. In 1939 he developed the four-wheel truck for the new FT freight diesel locomotive. This truck and/or derivatives of it were built as part of over 15,000 locomotives by General Motors. Blomberg held altogether over 100 patents, including 32 at EMC/EMD alone. In 1947 he became a leading engineer under the chief engineer of EMD. (Letter from Dick Blomberg, Blomberg's son and only child, dated October 8, 2007; also mentioned in the letter was that all of his friends and co-workers knew Blomberg as "Peter," for his Swedish middle name of Petrus)

May 20, 1936
The first locomotive was completed by the LaGrange factory.

January 1, 1941
Electro-Motive Corporation became Electro-Motive Division of General Motors Corporation. (This is the date most commonly used in multiple publications for the change over from EMC to EMD.)

January 5, 1942
The obituary for Harold L. Hamilton showed January 5, 1942 for the date that EMC became EMD.

"Hamilton was president of Electro-Motive Corporation from 1935 to January 5, 1942. On the latter date the subsidiary was dissolved and the company made a full division of General Motors." The source for this information added, "This is a printed notice complete with his picture. I think it is from the in-house EMD newsletter, the STREAMLINER. Anyway, it confirms EMC was formed in 1935 and disbanded in January 1942. I can't think of any reason to doubt these dates."

One indicator of the change from EMC to EMD could be the wording used on the company's builder plates applied to their finished locomotives as they exited the factory. At the time of the change, EMD stopped using the cast bronze plate used by EMC, and started using its now famous oval stainless steel builder plate. The January 1942 date mentioned above is supported by the stainless steel plate with the oldest date as January 14, 1942. The last cast plate identified so far with the EMC name, is February 14, 1942. The first batch of EMD letterhead was apparently printed in March 1942.

(more research is needed to fill in between the 1940s and 1988)

April 1955
EMD opened its new repair shop and warehouse in North Salt Lake, Utah, to allow service contracts with area railroads, including Union Pacific, Denver & Rio Grande Western, Southern Pacific, Western Pacific, and Kennecott Copper Corporation in both Utah and Nevada. (click here for more information about EMD's North Salt Lake shop and warehouse)

1985-1986
The following brief history of EMD completed in about 1985-1986 was included in their sale brochures and locomotive specification books.

Electro-Motive began in 1922 as the Electro-Motive Engineering Co. engaged in the design and development of gasoline-electric rail cars. On December 31, 1930, the Electro-Motive Engineering Co. became a division of General Motors and was assigned the responsibility of developing a new diesel engine. The first prototype General Motors two-cycle diesel engine was produced in 1933 and the following year this engine powered the Burlington Railroad's famed "Pioneer Zephyr." The outstanding success of the Zephyr led to the decision to build a new plant for ElectroMotive at LaGrange, Illinois. Ground was broken for this plant on March 27, 1935, and the first locomotive was subsequently completed on May 20, 1936. Since then, over 50,000 locomotives have been powered with Electro-Motive engines in 61 countries around the world. Due to the outstanding performance of our product, Electro-Motive has sold the American railroads approxitely 8 out of every 10 locomotives they have purchased. For locomotives exported from North America, we have attained better than a 50% market share over the past several years. Additionally, General Motors has manufactured over 3000 locomotives for 2 Canadian customers and have maintained over 90% of this market during the last 8 years. General Motors delivered its first export locomotive in 1946 and since has been the choice of railroads in 61 countries. With this number of customers selecting our locomotives, Electro-Motive has become the world's foremost builder of diesel-electric locomotives. In addition, Electro-Motive has 8 Associate locomotive builders in 8 countries including Australia, Brazil, Germany, Korea, Spain, Sweden, the United Kingdom and Yugoslavia. In all cases, our customers are the final judge and if we did not have a superior product in design, performance, availability, and quality of workmanship, General Motors would not have been able to attain the world market position we now have.

The heart of the diesel-electric locomotive, of course, is the engine. From 1938 until 1966, we designed and built a progression of models in our original 567 cubic inch displacement series diesel engine. Introduction of the successor 645 cubic inch cylinder displacement series engines in 1966 brought us to a new plateau from which further advances in power can be expected. We offer the 645 series engine in 8, 12 and 16 cylinder models, either normally aspirated or turbocharged, and a 20 cylinder model turbocharged only. Also, we are manufacturing a 12- and 16-cylinder 645F engine which develops 3000 and 3800 horsepower, respectively. Our engines are also used for power in marine applications, drill rigs, industrial and stationary stand-by power sites and off highway truck applications. Electro-Motive produced over 120 million horsepower which is quite a milestone and tribute to the outstanding design, performance and customer acceptance of our two cycle diesel engine.

In addition to the engine, Electro-Motive also designs and manufactures all major components of the locomotive including the main generator, traction motors and control apparatus. From the very beginning, each component has been subjected to vigorous and continuing research and development programs which have been available to the outstanding performance of our locomotives and other products. These research and development programs continue to be a very important part of our philosophy today. Our Engineering Staff is continually striving to improve existing designs to the most advanced technology available. In addition, Electro-Motive provides perpetual service coverage to all of our customers for the life of the locomotive with our U.S. based field service group. We are not content with resting on our past accomplishments and it is this dedication to excellence of design and manufacture that has enabled us to reach and maintain a position of leadership in the locomotive industry.

January 1988
EMD announced that they would move locomotive assembly from La Grange, Illinois, to their plant in London, Ontario. (Chicago Tribune, Chicago Tribune, January 17, 1988, page C1) (click here for the full text)

January 1993
EMD built its last locomotive at La Grange, Illinois (Chicago Tribune, January 24, 1993, page C1) (click here for the full text)

January 1998
EMD began assembling locomotives in Mexico, under contract to Bombardier-Concarril at Sahagun, Mexico. The first group to be assembled in Mexico were BNSF SD70MAC 9866-9942 and 9995-9999, after GM-EMD completed BNSF 9865 at London as a prototype for Bombardier personnel. BNSF 9865 was then sent to Mexico as a further training aid. (part from Patrick Monahan, email to LocoNotes discussion group, January 31, 2008)

March 2000
EMD began the demolition of its plant at La Grange, Illinois. (Chicago Tribune, March 24, 2000, page 1; includes an interview with Jack Wheelihan) (click here for the full text)

The administration building and engine manufacturing building were retained. (Trains, June 2000, page 17, with photo)

April 2000
To fulfill the delivery schedule for the 1,000 SD70Ms for Union Pacific in 2000, EMD spread the workload among several locations.

Of the units assembled in Canada, some units were sent for final painting to VMV Enterprises, Paducah, Ky., and to Coast Engine & Equipment (CEECO), Tacoma, Wash. Units shipped to CEECO were in gray primer paint and were identified with GMDX 1000 series road numbers.

GMLG = General Motors Locomotive Group.

Formal name of EMD's assembly contractor in Mexico is: Bombardier Inc. Domicilio Conocido s/n CD Sahagun, Mexico (BTM).

April 4, 2005
General Motors sold its Electro-Motive Division to a new company to be called Electro-Motive Diesel, Inc. (source)

The following locomotives were assembled at Bombardier-Concarril, Sahagun, Mexico, through 2007:

(work continues to document the sale of EMD to Progress Rail, a subsidiary of Caterpillar...)

February 2012
Progress Rail Services Corp. announced Feb. 3 that is closing the Electro-Motive Canada locomotive plant in London, Ontario. “The cost of the structure of the operation was not sustainable and efforts to negotiate a new, competitive collective agreement were not successful,” Progress Rail officials said in a prepared statement. The company had been involved in a labor dispute with plant workers, who are represented by the Canadian Auto Workers. (Progressive Railroading Daily News, February 6, 2012)

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