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70-413: In the early 1990s MK Rail, a long time locomotive remanufacturer, announced its plan to compete directly with Electro-Motive Diesel and GE Transportation by beginning its own high-horsepower locomotive program, starting with a 5,000 hp (3.7 MW) DC drive locomotive and continuing with 5,500 hp (4.1 MW) and 6,000 hp (4.5 MW) AC drive locomotives in later years. In response to

140-480: A 280 mm (11.0 in) bore with a 300 mm (11.8 in) stroke and has a 1,121 cu in (18.37 L) displacement per cylinder, 13,456 cu in (220.50 L) total. The 3612 has dual turbochargers that are liquid aftercooled. The 3612 idles at 300 rpm and has a maximum speed of 1000 rpm. The Caterpillar 3612 drove a Kato 16P12-27000 main alternator which was capable of handling 8400 amperes at 1315 V DC at 1000 rpm . The power generated by

210-988: A collaboration (early 2000s) with Lyudinovsky Locomotive Plant (Russia) (Людиновский тепловозостроительный завод), (now part of Sinara Group ) creating a single-body eight axle 3MW (Bo'Bo')'(Bo'Bo')' diesel locomotive ТЭРА1 , powered by an EMD 710 16-cylinder engine. In the early 2010s the company began a collaboration with Croatian rolling stock company TŽV Gredelj . Locomotives were also assembled by General Motors Industria Argentina, General Motors South Africa, and under license by Delta Motor Corporation (South Africa), Equipamentos Villares (Brazil), and Hyundai (Korea). Bombardier Transportation has also acted as subcontractor, manufacturing units at its plant in Ciudad Sahagún , Mexico since 1998, with over 1,000 locomotives completed by 2007. The manufacturing agreement continued under Progress Rail ownership. EMD 645 Too Many Requests If you report this error to

280-720: A fireman, then locomotive engineer, on the Southern Pacific Railroad , then became a manager with the Florida East Coast Railway before he left railroading for a marketing position with the White Motor Company , an early manufacturer of trucks and buses, in Denver. Training and service agreements were part of White's marketing package that Hamilton would carry over to EMC. Aware of the needs of branch line services of railroads and

350-560: A foothold in the industry with their opposed piston marine powerplant, left the locomotive field in 1963. General Electric dissolved the ALCO-GE partnership in the wake of ALCO's lackluster efforts at developing reliable higher-powered engines, and took over the ALCO-GE gas-turbine-electric venture in 1953. In 1956 GE was marketing its own Universal series Cooper-Bessemer powered diesel-electrics as export locomotives. ALCO's belated introduction of improved locomotive power in 1956 provided

420-728: A fuel tank and long hood that appear very similar to EMD designs; however mechanically the MK5000C shares very little in common with any EMD product. Six were built, three in August 1994 for demonstration on the Southern Pacific numbered 501 to 503, and another three in August 1995 for demonstration on the Union Pacific numbered 9901 to 9903. Due to termination of the MK Rail high horsepower program, neither railroad purchased

490-593: A locomotive test track on a 75-acre (0.30 km ) site located in Muncie, Indiana . The Muncie facility allows EMD to supply locomotives to publicly funded passenger rail agencies that require their rail equipment be assembled in the United States exclusively. (see Buy America Act ) On July 25, 2011, it was announced that production at the facility was planned to begin by the end of the year, with 125 workers having been hired and plans to add more. On October 28,

560-731: A locomotive test track. Following reorganization under the Diesel Division of General Motors of Canada in 1969, the facility was at times used to produce a variety of products in the General Motors family, including transit buses (until 1979) and military vehicles. Following passage of the US-Canada Free Trade Agreement in 1989, EMD London became the location where all of the construction, finishing, and testing of EMD locomotives in North America

630-450: A more attractive option. The War Production Board stopped production of new passenger equipment between September 1942 and December 1944. Later in the war, diesel locomotive production for freight service was picking up as more locomotives were needed to haul wartime supplies. By the time the FT model was replaced in 1945, 555 cab units and 541 booster units had been produced. EMD emerged from

700-466: A time of rapidly rising demand. EMD London's Canadian location was useful for General Motors' when attempting to procure Canadian federal contracts and serve Canadian rail customers. Situated on a 100-acre (0.40 km ) site, the EMD London facility included two main buildings and multiple ancillary buildings with over 500,000 square feet (46,000 m ) of office and manufacturing space, as well as

770-641: A turbocharged 3,600 hp (2,700 kW) V20 for the EMD SD45 . The final variant of the sixteen cylinder 645 (the 16-645F) produced 3,500 hp (2,600 kW). In 1972, EMD introduced modular control systems with the Dash-2 line; the EMD SD40-2 became one of the most successful diesel locomotive designs in history, both in terms of sales and service longevity. A total of 3,945 SD40-2 units were built. EMD introduced their new 710 engine in 1984 with

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840-678: Is ISO 9001:2008 Certified for Quality and ISO 14001 Certified for Environmental Management. A large part of the property's land has been sold off including the land where the original factory building stood. With the sale of the land, the large sign of "Electro Motive Division" that stood at the corner of 55th St. and East Ave. was removed but is preserved at the Illinois Railway Museum . The EMD London plant, in London, Ontario , Canada , opened in 1949 under EMD's Canadian subsidiary General Motors Diesel , to produce locomotives during

910-592: Is still in service as MPEX 5000, and can be found in lease service on various railroads in North America. The other six were leased briefly to BC Rail . In 2001 the Utah Railway tested and later acquired all six from Wabtec , the owner of Motive Power. However, after one year of operation, all units were out of service due to problems with the main bearings on the Caterpillar 3612 diesel engine and Kato main alternator. The units were returned to Wabtec and had

980-836: The Canada-United States Free Trade Agreement came into effect in 1989, EMD decided to consolidate all locomotive production at the Diesel Division of General Motors of Canada (formerly GMD) plant in London, Ontario , a development which ended locomotive production at the La Grange, Illinois plant in 1991, although the Illinois facility continued to produce engines and generators. In the late 1980s and 1990s EMD introduced AC induction motor drive in EMD locomotives using Siemens technology. In

1050-558: The Kyle Railroad , a few months after Utah Railway's coal train contracts expired. A BNSF train picked up the four units and left with them on March 14, 2017. A fifth unit, left the Utah Railway in late March/April, and the final unit departed on April 6, 2017. Electro-Motive Diesel Electro-Motive Diesel (abbreviated EMD ) is a brand of diesel-electric locomotives , locomotive products and diesel engines for

1120-462: The tariffs encumbering trade with non-Commonwealth nations, gaining the same market access as ALCO and Baldwin through their subsidiaries Montreal Locomotive Works and Canadian Locomotive Company . EMD's road-switcher locomotives with power and reliability sufficient for mainline use overturned the market for freight locomotives, soon displacing their competitors' road-switchers, then later their own F-series carbody locomotives. The GP9 became

1190-492: The 1930s that the future of mainline service remained with steam, and by financial difficulties that effectively froze their diesel development while EMC and ALCO continued theirs. Baldwin started producing diesel-electric switch engines in 1939. Passenger trains made little money for the railroads, but replacement of steam engines with reliable diesel units could provide railroads with a crucial difference for profitability. With standardized production of locomotives, EMC simplified

1260-536: The 1950s-70s, and after NOHAB's closure Kalmar Verkstad (KVAB) (Sweden) in the 1980s. When the KVAB and Henschel factories were acquired by ABB in 1990, EMD-licensed manufacture ended. In Belgium, EMD-engined locomotives were manufactured by Société Franco-Belge , and then by La Brugeoise et Nivelles in the 1950s and 60s. In Spain, MACOSA and its successors assembled and manufactured EMD locomotives, including standard EMD export designs as well as variants for

1330-581: The 60 Series locomotives ( EMD SD60 and EMD GP60 ), the EMD 645 engine continued to be offered in certain models (such as the 50 Series) until 1988. The 710 is produced as an eight-, twelve-, sixteen-, and twenty-cylinder engine for locomotive, marine and stationary applications. Concurrently with the introduction of the 710, EMD's control systems on locomotives changed to microprocessors, with computer-controlled wheel slip prevention, among other systems. EMD's North American market share dropped below that of its main competitor General Electric in 1987. After

1400-450: The ALCO-GE partnership developed a prototype gas-turbine-electric locomotive; series production began in 1952. Latecomers to the diesel locomotive business Baldwin, Fairbanks-Morse , and Lima-Hamilton struggled in the market as their products failed to gain a solid reputation. By 1950 it was clear that EMD's competitors could not crack their position in mainline road diesels and in 1949 their new EMD GP7 road switcher locomotive invaded

1470-454: The Caterpillar 3612 and Kato main alternator removed and replaced with an EMD AR11 main alternator. At the same time, the engine blocks were replaced by EMD 3500 Horsepower 16-645F3B diesel engines from five retired Union Pacific EMD SD50 and one retired Union Pacific EMD GP50 locomotives. The six were reclassed with the designation MK50-3 and put back in service with the Utah Railway. In March 2017, four units were prepared to be shipped to

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1540-602: The EMD London facility, after refusing to ratify EMD's proposed new contract which included a pay cut of 50% for some workers - labour costs at the Canadian plant were much greater than in some of the company's US plants. In February 2012 Progress Rail announced the closure of the plant; Caterpillar's actions were criticised in Canada; the company stated it would relocate production to other sites in North and South America, including

1610-576: The H-engine was concurrently produced alongside EMD's two stroke engines, although mainly for export. Acceptance of the 265H was limited over reliability issues. The 265H, at 6,300 hp (4,700 kW), was the most powerful engine ever produced by EMD and the first four-stroke engine offered to the market by EMD or its ancestral companies since the Winton 201A introduced their breakthrough in two-stroke diesel power in 1934. In 1999, Union Pacific placed

1680-493: The MKRail program, GE announced the 6000 hp AC drive GE AC6000CW , and EMD announced the 5,000 hp (3.7 MW) EMD SD80MAC , and later the 6,000 hp (4.5 MW) EMD SD90MAC , both which were AC drive locomotives. The MK5000C was powered by the 5000 hp Caterpillar V12 3612 diesel engine. This diesel engine remains one of the largest engine blocks used in rail service in North America. The Cat 3612 features

1750-547: The SD70M-2 meets the United States EPA Tier 2 diesel emissions requirements using the same engine. And like the "ACe", the "M-2" is certified to be in conformance with ISO 9001:2000 and ISO 14001:2004 . In June 2004, The Wall Street Journal published an article indicating EMD was being put up for sale. On January 11, 2005, Reuters published a story indicating a sale to "two private U.S. equity groups"

1820-510: The Winton acquisition, renaming it Electro-Motive Corporation (EMC), a subsidiary of GM. Supported by the GM Research Division headed by Charles F. Kettering , GM's Winton Engine Corporation focused on developing diesel engines with improved power-to-weight ratios and output flexibility suitable for mobile use. Eugene W. Kettering, son of Charles Kettering, led Winton's side of the development project. In 1933 EMC designed

1890-611: The biggest growth market was for freight locomotives. To meet post-war demands, EMD opened another locomotive production facility in Cleveland, Ohio, in 1948. Alco-GE was EMD's strongest competitor during the dieselization era, having produced the first road-switcher diesel locomotives in 1941 and gained about a 26% market share of diesel locomotives, mostly for switching and short-haul applications, as of 1946. ALCO's higher-powered locomotives for mainline service were less successful, as they were plagued by reliability problems. In 1948

1960-487: The body construction to St Louis Car Company , electrical components to General Electric, and the prime mover to the Winton Engine Company of Cleveland, Ohio . The motorcars were delivered in 1924 and worked well, fortunate for the fledgling company, because the sales were conditional on satisfactory performance. In 1925 EMC entered full-scale production, selling 27 railcars. In 1930 General Motors (GM)

2030-436: The chain of locomotive production by transitioning from General Electric equipment to in-house produced generators and traction motors. With Eugene Kettering moving to EMC that year, EMC moved into a leading role in further development of GM's locomotive engines. GM-Winton-EMC's long development efforts put the company in an advantageous position relative to other developers of diesel-electric locomotion. Their nearest competitor

2100-613: The company little benefit; they no longer had the marketing, financing, or service support of GE and the GP9 was a formidable competitor in the saturated domestic market. In 1960 the U25B was the first of GE's road locomotives powered by their FDL-16 diesel engine, which would rapidly displace ALCO's position and eventually displace EMD's position in the domestic market. Competition from the two giants with large capital resources overwhelmed ALCO until they went out of business in 1969. The 567 engine

2170-401: The contiguous United States (i.e. Canada, Alaska, Mexico, and overseas). EMD had originally thought the 710 engine could be modified or "tuned-up" to meet Tier-4 standards, but it was not able to meet those requirements while maintaining optimum performance and reliability during rigorous "real world conditions" tests. Development of a Tier-4-compliant locomotive shifted from its original focus on

MK5000C - Misplaced Pages Continue

2240-480: The corporation's administrative offices, La Grange houses design engineering, emissions testing, rebuild operations, and manufacturing of major components, including prime mover engines, traction alternators, electrical cabinets, and turbochargers. The La Grange facility includes three main buildings, with over 1,200,000 square feet (110,000 m ) of office and manufacturing space. Ancillary buildings are used to provide maintenance and testing capabilities. EMD La Grange

2310-482: The critical postwar years. New model passenger locomotives were delivered starting in February 1945. New models of their freight locomotive followed later in 1945 and 1946 . By the late 1940s the vast majority of American railroads had decided to dieselize their locomotive fleets. Passenger services facing increasing competition from air and automotive travel rapidly replaced steam for image and cost reasons, but

2380-821: The domestic market, as of 2011 EMD-engined diesels are still manufactured in Spain as the Vossloh Euro series. Đuro Đaković of Croatia (Yugoslavia) also held a license from EMD and manufactured locomotives for the Yugoslav Railways . By 2000, EMD had produced with its collaborators around 300 locomotives using EMD technology in Scandinavia, 500 in western Europe, and 400 in eastern Europe. Approximately 75% of EMD's European locomotives sold by 2000 were license-built in Europe. The company also entered into

2450-462: The early 1990s, EMD introduced the radial steering truck , which reduced wheel and track wear. In 1995 EMD replaced mechanical unit injectors with electronically controlled unit injectors on its 710 engines. In 1998 EMD introduced the four-stroke sixteen cylinder 265H-Engine , used as the prime mover in the EMD SD90MAC-H locomotive. Instead of completely replacing the 710 series engine,

2520-568: The first SD70ACe units, which were advertised by EMD as more reliable, fuel efficient, and easier to maintain than predecessor model SD70MAC . The model meets the EPA Tier 2 emission requirements using the two-stroke 710 diesel engine. The following year Norfolk Southern became the first carrier to receive the new SD70M-2 - successor to the SD70M . Like its sister road switcher, the SD70ACe,

2590-476: The first FT unit to the Atchison, Topeka & Santa Fe Railway , numbered Unit 100, and through that year they were in full-stride production of road and switch locomotives, becoming the world's biggest producer. America's entry into World War II temporarily slowed EMD's locomotive production; United States Navy ships gained priority for diesel power and the petroleum crisis of 1942-43 made coal-fired steam

2660-544: The hiatus of locomotive production for the domestic market. EMD maintains major facilities in McCook, Illinois , and Muncie, Indiana in the United States , Sete Lagoas, Brazil and San Luis Potosí, Mexico . The company operated a manufacturing facility in London, Ontario , Canada until its closure in 2012. Since its ground breaking in 1935, the La Grange facility has been the headquarters for EMD. In addition to

2730-596: The largest single order for diesel locomotives in North American railroad history when they ordered 1,000 units of the EMD SD70M . Union Pacific's fleet of SD70Ms has since been expanded by more than 450 additional units. In addition, Union Pacific also owns nearly 500 EMD SD70ACe locomotives, six of which have been painted in "Fallen Flags" (acquired/merged railroads) commemorative liveries. All of these locomotives are 710G-powered. In 2004, CSX took delivery of

2800-463: The last three were 73 ft 4 in (22.35 m) in length, all six were 15 ft 11 + 1 ⁄ 2  in (4.864 m) tall and 10 ft (3.0 m) wide. The MK5000C weighed 396,000 lb (180 t). Like most modern locomotives, the MK5000C was microprocessor controlled, using an in-house designed system called the MK-LOC. This system monitored the performance of all aspects of

2870-458: The locomotive and controlled the power output as well as the traction control/adhesion of the locomotive. The MK5000C also had electro-pneumatic braking, provided by the EPIC 3102 air brake system which can be found on locomotives of other builders. The MK5000C carried 5300 US gallons (20,100 L) of diesel, 246 US gal (931 L) of lubricating oil, and 320 gallons (1,210 L) of coolant. This coolant system

MK5000C - Misplaced Pages Continue

2940-422: The main alternator drove 6 MK1000 traction motors , each with a gear ratio of 83:20 and connected to 40-inch (1,016 mm) wheels which allowed the MK5000C a maximum speed of 70 mph (110 km/h). The MK5000C rode on two 3 axle Dofasco designed bolster-less trucks, the same that many Canadian MLW and GE designed locomotives ride on. The first 3 MK5000C were 71 ft 2 in (21.69 m) long, while

3010-743: The market for diesel-electric locomotives in North America. The only other significant competitor is Wabtec -owned GE Transportation , holding an approximate 70% market share of the North American market. Harold L. Hamilton and Paul Turner founded the Electro-Motive Engineering Corporation in Cleveland, Ohio , in 1922, soon renaming it to Electro-Motive Company (EMC). The company developed and marketed self-propelled railcars using General Electric 's newly developed internal combustion-electric propulsion and control systems. Hamilton started his railroading career as

3080-409: The market niche previously held by ALCO and Baldwin. In 1950, EMD's new plant in London, Ontario , Canada, began production. The plant was operated by the Canadian subsidiary General Motors Diesel (GMD), producing existing EMD as well as unique GMD designs for the Canadian domestic and export markets. GMD were, as a Canadian concern, able to sell products to other British Commonwealth nations without

3150-441: The mid-1930s, building on experience with the Winton 201A, to develop diesel engines to better meet the specific needs of locomotive use. The fruit of that effort was GM's new 567 engine , introduced by their renamed Cleveland Diesel Engine Division in 1938. The new engine upgraded the horsepower of EMC's E series locomotives to 2000 per locomotive unit and increased reliability substantially. Also in 1938, EMC increased its reach up

3220-739: The mid-1980s. In 1962 GM moved their remaining production of large non-locomotive diesel engines from Cleveland to the EMD facility in McCook, ending the existence of the Cleveland Diesel Engine Division. In late 1965, EMD introduced the enlarged 645 engine . Power ratings were 1,500 hp (1,100 kW) V-12 nonturbocharged, 1,500 hp (1,100 kW) V-8 turbocharged, 2,300 hp (1,700 kW) V-12 turbocharged, 2,000 hp (1,500 kW) V-16 nonturbocharged, and 3,000 hp (2,200 kW) V-16 turbocharged. In late 1965 EMD built their first twenty-cylinder engine,

3290-406: The model, and the units were returned after one year of demonstrations. Production was stopped after the sale of MK Rail in 1996, and three more partially built units sat in storage until 2001, when their frames were scrapped by MK Rail successor Motive Power . One of the MK5000C cabs was used on Dakota, Minnesota & Eastern Railroad 5000, a former ATSF SD45B rebuilt into a SD50M-3. This unit

3360-455: The most-produced EMD model ever, with 4,112 A units and 165 B units sold between 1954 and 1963. Owing to their ease of maintenance and versatility, most locomotives sold in North America since the introduction of the GP9 have been road-switcher, or hood , units. Flush-sided locomotives based on a road-switcher chassis, or cowl units, would later be produced for passenger service. During the mid-1950s, more difficult market conditions followed

3430-548: The new freight locomotive. General Motors moved production of locomotive engines under the authority of EMC to create the GM Electro-Motive Division (EMD) on January 1, 1941. With that move, EMD became a fully self-contained development, production, marketing, and service entity. Nonlocomotive products (large marine and stationary diesel engines) continued under GM's Cleveland Diesel Engine Division for another twenty years. In January 1941 EMD delivered

3500-576: The non-unionised plant in Muncie, Indiana . At the time of closure the plant employed approximately 775 people directly. On April 14, 2010, Electro-Motive opened a facility in San Luis Potosí, Mexico for the maintenance, rebuild, and overhaul of traction motors and other electrical equipment. In October 2010, Caterpillar announced it was investing US$ 50 million to acquire and to renovate an existing 740,000-square-foot (69,000 m ) building for assembly of EMD brand locomotives and to build

3570-557: The opportunities provided with GE's new internal combustion-electric propulsion and control technology, he quit his position with White and set up shop in a Chicago hotel with his partner and a designer to develop and market a new generation of self-propelled railcars. In 1923 EMC sold two gasoline-powered rail motor cars, one to the Chicago Great Western and the other to the Northern Pacific . EMC subcontracted

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3640-524: The peak demand of the dieselization era. The 1950s saw collapse in the positions of all of EMD's established competitors and the strong emergence of a new one, the General Electric Company . Lima-Hamilton failed first, in 1951 merging with Baldwin to form Baldwin-Lima-Hamilton. Baldwin's own position was precarious, with their market share dwindling until they left the locomotive business in 1956. Fairbanks-Morse, after struggling to maintain

3710-537: The plant was officially opened, and the first locomotive produced at the plant, a Ferromex SD70ACe #4092, was rolled out. The company also entered into subcontracting and licensing arrangements, both for whole locomotives, and diesel and electrical drivetrains ( genset plus traction motors and control electronics). In Europe, licensees included Henschel (Germany) from the 1950s-80s which manufactured locomotives for export to African, South Asian, and Scandinavian countries, as well as Austria; NOHAB (Sweden) from

3780-774: The power setups for the Zephyr and M-10000 streamliners , a breakthrough in the power and speed available with their propulsion systems. The Zephyr used the first major product of the new GM-Winton venture, a 600 hp, eight cylinder version of the Winton 201A Roots blown , uniflow scavenged , unit injected , 2-stroke diesel engine . As the Budd and Pullman Standard companies entered contracts to build more diesel-powered streamliners, they became major customers for EMC. Diesel power had been shown suitable for small, lightweight, high speed trains, in addition to its more established role in yard service. Seeing opportunities to broaden

3850-431: The processes for ordering, manufacturing, and servicing locomotives and introduced economies of scale that would lower unit costs. EMC offered support services including financing, training, and field maintenance that would ease the transition from steam to diesel and boost their market in the last years before US entry into World War II. The performance of the new 567 engine in passenger locomotives also built confidence in

3920-522: The rail industry. Formerly a division of General Motors , EMD has been owned by Progress Rail since 2010. Electro-Motive Diesel traces its roots to the Electro-Motive Engineering Corporation, founded in 1922 and purchased by General Motors in 1930. After purchase by GM, the company was known as GM's Electro-Motive Division . In 2005, GM sold EMD to Greenbriar Equity Group and Berkshire Partners , and in 2010, EMD

3990-426: The role of diesel in railroading, EMC invested in a new locomotive factory and started development work on the locomotives that it would produce. The factory headquarters on 55th Street in McCook, Illinois , west of Chicago, remains the corporate headquarters. The 1935 EMC 1800 hp B-B development design locomotives featured the multiple-unit control systems that became the basis of cab/booster locomotive sets, and

4060-485: The transaction on August 2, 2010. Although Caterpillar announced that John S. Hamilton would continue in his roles of president and CEO of EMD after the close of the transaction, Hamilton left EMD for unspecified reasons in late August 2010. The U.S. Environmental Protection Agency's Tier-4 locomotive emissions regulations on new locomotives went into effect on January 1, 2015. As of that date, EMD's 710-engined locomotives (e.g. SD70ACe's) could be built only for use outside

4130-478: The twin engine format that would be adopted for the newest Zephyr power units in 1936 and EMC's E series streamlined passenger locomotives that their new factory began producing in 1937. Prior to their introduction of the E units EMC was in production of switch engines, which remained the mainstay of their production until dieselization of freight and passenger service hit full stride in the mid-1940s. The GM-Winton research and development effort continued through

4200-847: The two-stroke 710 to the four-stroke 1010J engine, derived from the 265H engine. The first (pre-production) locomotive using the 1010J engine, the SD70ACe-T4, using a 4,600 horsepower (3,400 kW) (4,400 traction hp) 12 cylinder engine was unveiled in late 2015. Testing of the new locomotives began in the Spring of 2016. The first two units of a 65 unit order for the new locomotive were delivered to Union Pacific in December 2016. In 2022, Progress Rail celebrated 100 years EMD. Progress Rail continues to offer 710-powered EMD locomotives for export as well as "ECO" upgrade packages for modernizing of older locomotives, which sustained their business during

4270-459: The viability of diesel power for freight service. In 1939 the company built a four-unit freight locomotive demonstrator, the FT , and began a tour of the continent's railroads. The tour was a success. Western railroads in particular saw that the diesels could free them from dependence on scarce water supplies for steam locomotives. In 1940, after incorporating dynamic braking at the suggestion of customers, they were receiving their first orders for

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4340-656: The war years with major advantages over its competitors in diesel locomotive production, having entered them with fully developed lines of mainline road diesel locomotives while war production allocations restricted their competitors, principally the American Locomotive Company (ALCO) and the Baldwin Locomotive Works , to selling mainly diesel switchers and steam locomotives of pre-existing designs. That gave an advantage to EMD's state of technical development with higher powered diesels in

4410-458: Was compelled to respond to the challenge offered by GE's U25B, upgrading the features of their GP (General Purpose) and SD (Special Duty/Standard Duty) series locomotives, boosting the power of their 567 engines, then developing the more powerful 645 engines. Those endeavors as well as the feature upgrades introduced with the SD40-2 were sufficient to maintain EMD's competitive advantage over GE until

4480-501: Was continuously improved and upgraded. The original six-cylinder 567 produced 600 hp (450 kW), the V-12 1,000 hp (750 kW), and the V-16 1,350 hp (1,010 kW). EMD began turbocharging the 567 around 1958; the final version, the 567D3A (built from October, 1963, to about January, 1966) produced 2,500 hp (1,900 kW) in its V-16 form. As the 1960s opened EMD

4550-584: Was likely to be announced "this week". Confirmation came the following day, with a press release issued by General Motors, stating it had agreed to sell EMD to a partnership led by Greenbriar Equity Group and Berkshire Partners . The newly spun-off company was called Electro-Motive Diesel, Inc. , thus retaining the famous "EMD" initials. The sale closed on April 4, 2005. On June 1, 2010, Caterpillar announced it had agreed to buy Electro-Motive Diesel from Greenbriar, Berkshire et al. for $ 820 million. Caterpillar's wholly owned subsidiary, Progress Rail , completed

4620-417: Was performed. The facility also manufactured components such as locomotive underframes, traction motors, truck assemblies, and locomotive equipment racks. The rate of production was approximately one locomotive completed per day. EMD London was ISO 9001:2000 Certified for Quality and ISO 14001 Certified for Environmental Management. In January 2012, 450 Canadian Auto Workers union workers were locked out of

4690-405: Was seeking to enter production of diesel engines and broaden their range of applications. They purchased the Winton Engine Company , who had in their product line a variety of stationary and marine diesel engines and spark-ignition engines for heavy vehicles. GM saw EMC's role in developing and marketing Winton-engined heavy vehicles as fitting their objectives and purchased the company shortly after

4760-531: Was sold to Progress Rail , a subsidiary of the heavy equipment manufacturer Caterpillar . Upon the 2005 sale, the company was renamed to Electro-Motive Diesel. EMD's headquarters and engineering facilities are based in McCook, Illinois , while its final locomotive assembly line is located in Muncie, Indiana . EMD also operates a traction motor maintenance, rebuild, and overhaul facility in San Luis Potosí, Mexico . As of 2008, EMD employed approximately 3,260 people, and in 2010 it held approximately 30 percent of

4830-518: Was the American Locomotive Company (ALCO), who had produced diesel-electric switch engines since the mid-1920s, provided motive power for the Rebel streamliner trainsets in 1935, and started production of development design locomotives to compete with the E-units in 1939. EMC's other main competitor, the Baldwin Locomotive Works , had their development work with diesel delayed by their belief through

4900-504: Was unlike that of most other North American locomotives, using a water/antifreeze mix; only a few Caterpillar-repowered switchers and the Electro Motive Division SD90MAC share this trait. The MK5000C generated 118,000 lbf (525 kN) of continuous tractive effort, and produced around 35% adhesion on dry rail. The MK5000C at first look appears similar to many 1990s era EMD locomotives. The MK5000C has

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