I am sorry about that sound mishap at the end there with the Class 27 overpowering my own voice, I don't know how that happened. Nor do I know why the Southern Pacific E7's visuals suddenly jittered! Life, truly, is full of mysteries.
As an Australian, I can attest to the success of the E and F class locos, as the Land Down Under may well be the most prominent stomping ground for car-body diesels outside of North America; as a matter of fact, my local miniature train club has a replica of one in its roster, and even uses it as its training vehicle.
I live in the USA and I’ve seen several E-Units in Preservation and Union Pacific is the only Class 1 Railroad in the country to own and operate a set of EMD E9s two E9 A-Units and one E9 B-Unit. It’s a shame we never got any E1 in preservation today including the E2s and E4s with B-Units.
EMC had a habit of using one (or two) letters for a series and running with it regardless of power output. That said, one reason the 2,000 HP E3’s weren’t “TA’s” is because that designation already existed for another type of B-B locomotive, with “Twelve Hundred” horsepower. They were basically “Pocket E’s,” and were exclusive to the Rock Island for use on their early Rock Island Rockets
I much prefer the earlier E-units for their shovel noses (which are far more stylish than bulldog designs IMHO), but the later Es were near equals to the advanced Deltics. I hope you also cover the most successful steam rival of the Es, the N&W Js, which were the only steam locomotives that beat diesels for economy, and I just so happen to live not too far from Norfolk.
For who those who's non-american E stands for: eighteen And the F unit stand for: Freight yeah, the F unit is for a freight or passangers idk And the a also a B unit the unit and the A are like this The A unit -having cab -have the control systems -and others The B unit -have no cab -acting as booster -and also for tge smooth streamline look with two A unit and B Unit (Also i just search up Google and they said, that the F unit originally for a freight service, but the fact back in the days like the 50s, 60s America still use steam heating passangers cars, they can pull short distance, mainly daytime passangers train but some small numbers of the F unit is equipped with steam generator for long haul/distance passangers train)
A common sentiment is that "F" stands for "Freight" but American-Rails.com says "F" stands for "Thirteen", as indeed EMD classified their diesel types by their horsepower output, E for Eighteen, T for Twelve, so forth.
@@FlyingScott That website doesn't always get it correct and should not be relied on. I"m using Vintage Diesel Locomotives by Mike Schafer and The Great Book of Trains by Hollingsworth and Cook for my sources. They list the original FT as standing for Freight, Twenty-seven hundred horsepower. The reason it lists 2700 horsepower instead of the 1350 of each individual A or B unit is because the FT was originally marketed with A and B units in semi-permanently coupled pairs, with a draw-bar in between. This was an attempt to mollify unions, who were understandably worried that the diesel's ability to MU would result in job loss. By having A and B units attached to each other, the railroads could claim that they were a single locomotive. EMD also offered the FT as two AB pairs back to back (although with a coupler between pairs) as a single 5400 horsepower locomotive. A 4050 horsepower ABA setup was added later. The reason that the EA, E1, and E2 were given different model designations was because they were essentially individual custom orders, hand-built. There were minor mechanical and cosmetic differences between each (the EA and E1 noses have slightly different profiles, and the E2's bulbous nose is completely unique). These were amongst the very first road diesels anywhere, and were not in any kind of catalogue. They were individually negotiated and designed in conjunction with their respective railroads. As individual custom orders, they were each given their own model designation. They represented a combination of the power cars built for special streamlined trains and a small series of semi-experimental box-cab locomotives. By the time the E3 rolled around, EMD had started to standardize, and develop a single production model. The E4 (ironically produced just prior to the E3) was a modified version of the E3 equipped with a retractable gangway concealed in its nose. The E6 was a close cousin to the E3-slightly heavier, but with slightly less height (and a slightly increased turning radius). The E5 (again coming slightly after the E6) also had slightly different dimensions and weight (aside from being sheathed in stainless steel). The reason for the E5's delay may have been due to a change in plans-it was originally supposed to have a shovel-nose like the earlier Burlington Zephyr streamliners. As you progress from EA to E6, you can see an evolution from hand-built one-offs to a more assembly-line format. A good comparison would be transitioning from the Space Shuttle (each one hand-crafted) to old-style Rolls Royce circa 1960, where things are still hand-crafted with ample room for personalization and customization, but there is a standard model range. And there WAS a considerable amount of hand-crafting in ALL early diesels-most notably the wiring, which had to be done by hand each time and could have slight variations form engine to engine. Even after WWII, this was still present to some degree. I wouldn't say that it got to a FULLY mass-market scale until the "Dash 2" improvements around 1970 that incorporated modular electronics.
And, yes, by the time the E3/E6 rolled around, the "E" designation was really an artifact that didn't officially stand for anything, but the "E" brand was just REALLY strong. After the war, it was officially designated "Express".
Also, also, (sorry for the constant returning like this, I'm not feeling so good atm), the E7 incorporated some refinements to its machinery and systems in addition to the new bulldog nose. And the E8 and E9 had horsepower bumps to 2250 and 2400 horsepower, respectively, in addition to various improvements to systems.
@@00Zy99 I happen to have the exact same book by Hollingsworth and Cook in my lap and I cannot seem to find any reference to the FT being used as the designation due to the F standing for freight. Might just be my slightly older version.
I always thought the "E" in E-unit stood for "Express" as the "F" in F-unit stood for "Freight". Es were almost always used on passenger trains while the Fs were typically freight engines, though due to better adhesion several Fs were used in passenger service (it turns out E units didn't handle mountain grades as well as F units).
You can also make a video about a successful Diesel(a GM -type). Wich did his duties by,the Belgian NMBS,Norwegian NSB,Danish DSB,Luxembourgian CFL and Hungarian MAV.
Those were license build cousins (EMD F7) of the E units altered for the European market / marshall plan loco's Europe had no A and B units but the on each end a cab A2 units . Sofar i know only in Australia they have A, B (US style) units and European style A2 EMD F7 's .
My first proper electric model train was an Australian version of these, sadly it is in pieces and because it's out of scale with my nowadays British stuff it's kinda sat. But damn is it distinctive to look at
As an autistic, former Baltimorean, and as American. I used to went a B&O Museum once as a kid. Even if I seen a ex-EMD locomotives in the 40s or sometimes 1950s period.🤔
Given almost a quarter-century of technical development in diesel engines (and everything else), its really not fair to compare an early E unit to a Deltic. If EMD had overcome its reluctance to install turbochargers earlier (as railroads requested), the E9 would have produced 2880 horsepower in 1954, compared to the Deltic's 3300 in 1961. Further improvements likely could have allowed it to match power for power at the same date.
I am sorry about that sound mishap at the end there with the Class 27 overpowering my own voice, I don't know how that happened. Nor do I know why the Southern Pacific E7's visuals suddenly jittered! Life, truly, is full of mysteries.
As an Australian, I can attest to the success of the E and F class locos, as the Land Down Under may well be the most prominent stomping ground for car-body diesels outside of North America; as a matter of fact, my local miniature train club has a replica of one in its roster, and even uses it as its training vehicle.
Santa fe's e-units were chef's kiss
I live in the USA and I’ve seen several E-Units in Preservation and Union Pacific is the only Class 1 Railroad in the country to own and operate a set of EMD E9s two E9 A-Units and one E9 B-Unit. It’s a shame we never got any E1 in preservation today including the E2s and E4s with B-Units.
0:08 that transition was cool as hell
EMC had a habit of using one (or two) letters for a series and running with it regardless of power output. That said, one reason the 2,000 HP E3’s weren’t “TA’s” is because that designation already existed for another type of B-B locomotive, with “Twelve Hundred” horsepower. They were basically “Pocket E’s,” and were exclusive to the Rock Island for use on their early Rock Island Rockets
I much prefer the earlier E-units for their shovel noses (which are far more stylish than bulldog designs IMHO), but the later Es were near equals to the advanced Deltics. I hope you also cover the most successful steam rival of the Es, the N&W Js, which were the only steam locomotives that beat diesels for economy, and I just so happen to live not too far from Norfolk.
2:39 that "ah s here we go again" moment
For who those who's non-american
E stands for: eighteen
And the F unit stand for: Freight yeah, the F unit is for a freight or passangers idk
And the a also a B unit the unit and the A are like this
The A unit
-having cab
-have the control systems
-and others
The B unit
-have no cab
-acting as booster
-and also for tge smooth streamline look with two A unit and B Unit
(Also i just search up Google and they said, that the F unit originally for a freight service, but the fact back in the days like the 50s, 60s America still use steam heating passangers cars, they can pull short distance, mainly daytime passangers train but some small numbers of the F unit is equipped with steam generator for long haul/distance passangers train)
A common sentiment is that "F" stands for "Freight" but American-Rails.com says "F" stands for "Thirteen", as indeed EMD classified their diesel types by their horsepower output, E for Eighteen, T for Twelve, so forth.
@@FlyingScott That website doesn't always get it correct and should not be relied on. I"m using Vintage Diesel Locomotives by Mike Schafer and The Great Book of Trains by Hollingsworth and Cook for my sources.
They list the original FT as standing for Freight, Twenty-seven hundred horsepower. The reason it lists 2700 horsepower instead of the 1350 of each individual A or B unit is because the FT was originally marketed with A and B units in semi-permanently coupled pairs, with a draw-bar in between.
This was an attempt to mollify unions, who were understandably worried that the diesel's ability to MU would result in job loss. By having A and B units attached to each other, the railroads could claim that they were a single locomotive. EMD also offered the FT as two AB pairs back to back (although with a coupler between pairs) as a single 5400 horsepower locomotive. A 4050 horsepower ABA setup was added later.
The reason that the EA, E1, and E2 were given different model designations was because they were essentially individual custom orders, hand-built. There were minor mechanical and cosmetic differences between each (the EA and E1 noses have slightly different profiles, and the E2's bulbous nose is completely unique). These were amongst the very first road diesels anywhere, and were not in any kind of catalogue. They were individually negotiated and designed in conjunction with their respective railroads. As individual custom orders, they were each given their own model designation. They represented a combination of the power cars built for special streamlined trains and a small series of semi-experimental box-cab locomotives.
By the time the E3 rolled around, EMD had started to standardize, and develop a single production model. The E4 (ironically produced just prior to the E3) was a modified version of the E3 equipped with a retractable gangway concealed in its nose. The E6 was a close cousin to the E3-slightly heavier, but with slightly less height (and a slightly increased turning radius). The E5 (again coming slightly after the E6) also had slightly different dimensions and weight (aside from being sheathed in stainless steel). The reason for the E5's delay may have been due to a change in plans-it was originally supposed to have a shovel-nose like the earlier Burlington Zephyr streamliners.
As you progress from EA to E6, you can see an evolution from hand-built one-offs to a more assembly-line format. A good comparison would be transitioning from the Space Shuttle (each one hand-crafted) to old-style Rolls Royce circa 1960, where things are still hand-crafted with ample room for personalization and customization, but there is a standard model range.
And there WAS a considerable amount of hand-crafting in ALL early diesels-most notably the wiring, which had to be done by hand each time and could have slight variations form engine to engine. Even after WWII, this was still present to some degree. I wouldn't say that it got to a FULLY mass-market scale until the "Dash 2" improvements around 1970 that incorporated modular electronics.
And, yes, by the time the E3/E6 rolled around, the "E" designation was really an artifact that didn't officially stand for anything, but the "E" brand was just REALLY strong. After the war, it was officially designated "Express".
Also, also, (sorry for the constant returning like this, I'm not feeling so good atm), the E7 incorporated some refinements to its machinery and systems in addition to the new bulldog nose. And the E8 and E9 had horsepower bumps to 2250 and 2400 horsepower, respectively, in addition to various improvements to systems.
@@00Zy99 I happen to have the exact same book by Hollingsworth and Cook in my lap and I cannot seem to find any reference to the FT being used as the designation due to the F standing for freight. Might just be my slightly older version.
Fantastic video Flying Scott and those E units look pretty cool 2:37
I always thought the "E" in E-unit stood for "Express" as the "F" in F-unit stood for "Freight". Es were almost always used on passenger trains while the Fs were typically freight engines, though due to better adhesion several Fs were used in passenger service (it turns out E units didn't handle mountain grades as well as F units).
3:01 mainly because EMD us E to classified their express locomotives. You can notice the trend with their other classification.
The power to weight ratio has nothing to do with the number of powered axles. The tractive effort is affected as the power at rail is reduced.
I love the look of the first e unit (ea). It looks modern and fast, prettier than most diesel locomotives in my opinion👍
Well, you could do the class 31's.... That's a mixed bag if ever there was one!
You can also make a video about a successful Diesel(a GM -type).
Wich did his duties by,the Belgian NMBS,Norwegian NSB,Danish DSB,Luxembourgian CFL and Hungarian MAV.
Those were license build cousins (EMD F7) of the E units altered for the European market / marshall plan loco's
Europe had no A and B units but the on each end a cab A2 units .
Sofar i know only in Australia they have A, B (US style) units and European style A2 EMD F7 's
.
My first proper electric model train was an Australian version of these, sadly it is in pieces and because it's out of scale with my nowadays British stuff it's kinda sat. But damn is it distinctive to look at
As an autistic, former Baltimorean, and as American. I used to went a B&O Museum once as a kid. Even if I seen a ex-EMD locomotives in the 40s or sometimes 1950s period.🤔
Given almost a quarter-century of technical development in diesel engines (and everything else), its really not fair to compare an early E unit to a Deltic. If EMD had overcome its reluctance to install turbochargers earlier (as railroads requested), the E9 would have produced 2880 horsepower in 1954, compared to the Deltic's 3300 in 1961. Further improvements likely could have allowed it to match power for power at the same date.
They are in America where I live they are one of the famous diesel’s alive they are still around and they sometimes run with the big boy I think
They ran with 844, and 3985. However never with 4014.
@@gamerfan8445 ok
correction: Winton 201 not 210
I prefer the Baldwin shark noses
I know a more successful A1A type the South Australian Railways 900 class you should look into them
1 view in 20 seconds nice!
and 23 likes and a comment
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