Importer Of The Finest Brass
Railroad Models.
Available In "O", "HO", & "N"
Scales.
* * * Celebrating 30 Years Of
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GENERAL MOTORS - ELECTRO MOTIVE DIVISION -
MODEL E9A & E9B In May 1954, EMD introduced the Model E9A (cab) and E9B (booster) passenger diesel-electric locomotive. The model was an evolutionary model from the previous E8 line, with which there was no obvious physical difference. The units ran on A1A-A1A trucks and were equipped with two V-12 567C engines. This engine, rated at 1200HP (for a total of 2400HP in the E9) was also used on the contemporary SW1200 Switcher. As with the previous E8, the E9 was distinguished by four widely spaced portholes on the side panels, Farr Air stainless steel grills along the top of the sides, a front number board that was indented into the nose of the unit and the well-known EMD "bulldog" nose. While many E9 locomotives were built new, a number were constructed from trade in components of pre-war EMD passenger locomotives which had reached the end of their economic life. Regardless of the financial arrangements that the trade in locomotives allowed, the new E9's were virtually new in all respects and any parts that were included from trade ins had been rebuilt to better than new specifications. On being delivered the new E9's took over as premier passenger power on the roads that purchased them. The units were equipped with two steam generators for use in cooling and heating the passenger cars that they hauled, a hold over from the use of steam locomotives on passenger trains. It was not recognized at the time, but the height of railway passenger service in the United States had peaked before the introduction of the E9 models. Had EMD and the owning railroads realized this, it is possible that many would not have been constructed. One hundred E9A's and 44 E9B's were eventually constructed before production of the model ended in December 1963. Introduction of better airliners, improvements in the public highways and large-scale growth in the use of the private automobile led to large reductions in rail passenger service in the 25 years following World War Two. In 1971 passenger service had declined to such an extent that it became a political issue and the Federal Government stepped in to preserve a small core of interstate passenger service. Much service was abandoned outright in that year, but some was taken over as of May 1, 1971 as the National Railway Passenger Corp., or Amtrak. As the newest passenger locomotives then in existence, the E9's were used for all primary service outside the electrified tracks in the Northeast Corridor, and were used even there on occasion. Most were refurbished and used well into the 1980's, although delivery of new SDP40F and F40PH units replaced the E-units as primary power on Amtrak runs. Many of the E9's were rebuilt extensively by Amtrak and other owners. Some units were modified for Chicago area push-pull commuter service. These and many Amtrak units had their steam generators removed and new Head End Power ("HEP") diesels and generators placed in them for the generation of train power for lighting, cooling and heating. While locomotives have been built since 1964 to pull passenger trains, in many respects they were built on designs originally developed to pull freight trains. It is doubtful that these, or the EMD F40 passenger models will ever have the aesthetic appeal of the older EMD E-units. EMD E-units were the locomotives used to power the most advanced streamlined trains of the 1938-1963 era, and as the high point of the design, the E9 models were the "best of the best" to many.
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