The EMD SW1 is a 600-horsepower (450 kW) diesel-electricswitcher locomotive built by General Motors' Electro-Motive Corporation (later Division) between December 1938 and November 1953. Final assembly was at EMD's plant at LaGrange (McCook) Illinois. The SW1 was the second generation of 3,402 cu in (55.75 L) switcher from EMD, succeeding the SC (cast frame) and SW (welded frame). The most significant change from those earlier models was the use of an engine of EMD's own design, the then-new 567 engine, here in 600 hp (450 kW) V6 form. 661 locomotives of this design were built,[1] with a gap in production between March 1943 and September 1945 due to World War II.
The SW1 was the start of a long line of SW series switchers produced by EMD. It was complemented by the SW7 in 1949 and the SW8 in 1950.[1] SW1 production ceased in November 1953, with its replacement, the equally powerful SW600, starting production in February 1954.[1]
Locomotive name
EMD arrived at the name SW1 based on the locomotive's power (S for 600 hp) and frame design (W for welded), and the number 1 was added to distinguish the new design from the previous EMD SW.[1] As new and more powerful SW designs emerged in the 1950s, the SW name evolved to instead stand for "switcher."[1]
Engine and powertrain
The SW1 introduced a 6-cylinder version of the 567 (later 567A) series engine to EMC/EMD switchers. Developing 600-horsepower (450 kW) at 800 rpm, this engine remained in production until 1966. Designed specifically for railroad locomotives, this was a mechanically-aspirated, two-stroke, 45 degree V type, with an 8+1⁄2 by 10 in (216 by 254 mm), bore by stroke, giving 567 cubic inches (9.29 L) displacement per cylinder. A direct current generator provides power to four traction motors, two on each truck, in a B-B arrangement. The SW1, like most EMD switchers, uses the AAR type A switcher truck. EMC/EMD had built all its components since 1939.[2][3]
Production changes
Several changes were made to the SW1 over its production life. Internally, the post-war locomotives used the 567A engine.
Externally, the two center cab windows over the hood, which were curved to follow the roofline originally, became flat-topped after mid-1950. Another external difference is the taper of the hood to the cab, which was a two-stage taper in earlier units but became a single taper in later production. Very early locomotives were delivered with a stubby exhaust stack, but this did not lift the diesel exhaust sufficiently clear of crew visibility. All later units were delivered with EMD's standard conical switcher stack, while early units were generally modified with taller stacks too. Early locomotives had a single large headlight, while later had twin sealed-beam headlights.[4]
Owego and Harford Railway was still operating one SW1 for switching duties in their yard as of 2010, sitting derelict in a railyard in Owego, NY, as of 2019
As of 2013, Amtrak still has one SW1 on their roster. #737 is used for switching chores at the Wilmington Delaware shops.
As of 2021, Metra commuter rail rosters one SW1. It is used for Yard Service and power on work trains on the Metra Electric and Rock Island lines. It was originally built in 1945 for the Rock Island. Metra used to operate a second SW1, built in 1939, but sold it in June 2021 via online auction for $45,000 due to an internal engine failure.[6] The unit built in 1939 was rumored to be one of the oldest operating diesels in Illinois and the oldest operating locomotive in the U.S. that was not preserved.
Billings Grain Terminal 84, built as Chicago, Burlington and Quincy 9139 in 1939, was purchased by railroad operator and leasing firm St Johns River Companies in 2022 with the goal of restoring the locomotive into operating condition. After the formation of the Burlington Northern in 1970, 9139 was renumbered to 84, where it served for 5 years before being sold to the Davenport, Rock Island and Northwestern. In 1984, the locomotive was sold to a grain elevator in Billings, MT where it remains today.
Cargill 6751, built in 1940 with construction number 1111, was one of the first SW1s that Electro-Motive built.[9] After buying the unit, the Baltimore and Ohio Railroad (B&O) initially numbered the locomotive as No. 213, but subsequently changed the number to 8413.[9] Leased by the Washington and Old Dominion Railroad in 1968, B&O 8413 was one of the last locomotives to operate on the W&OD before the railroad closed during the same year.[10] After several transfers of ownership, the locomotive was acquired by Cargill, becoming Cargill No. 6751.[9] Cargill moved the locomotive to Ogden, Utah in 1993 for use in the company's Globe Mill.[9] Following Cargill's donation of the locomotive in 2010, the Utah Central Railway and the Union Pacific Railroad delivered it on May 21, 2011, to the Utah State Railroad Museum for display at Union Station in Ogden.[9]
Monon Railroad 50, the first diesel locomotive owned by the Monon, is leased to the Hoosier Valley Railroad Museum. It was damaged in the move to the new home of the Indiana Transportation Museum in Logansport, Indiana. ITM also had Milwaukee Road 1613, but it was scrapped in July 2018. The locomotive was moved from Logansport, Indiana to the Hoosier Valley Railroad Museum in North Judson, Indiana in April 2021, where it will be repaired and will join the HVRM's fleet of vintage diesel locomotives.
Northern States Power 4 is preserved in operational condition at the Gopher State Railway Museum. It was originally built as CB&Q 9146 in May 1940.
Peabody Coal Company 470 (Former Delaware, Lackawanna and Western #436) is on static display at the Museum of the Coal Industry in Lynnville, Indiana.[12]
Portland Traction Company 100 is preserved in operational condition at the Oregon Rail Heritage Center, and is the only preserved former interurban diesel locomotive to retain the trolley poles.Sacramento Northern 402 at the California State Railroad Museum
Southern Pacific Lines 1006 is preserved in operational condition, restored to its as-built appearance. It resides at the Southern California Railway Museum, (formerly known as the Orange Empire Railway Museum) and frequently pulls passenger trains for museum visitors.[13]
Dura-Bond (former owner of Turtle Creek Industrial Railroad) operates 462 at its pipe mill in McKeesport, PA. It is well maintained and operates as a switcher on about 7 miles of private track.
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