EMD and GE diesel locomotives in HO scale — GP38-2, SD70ACe, ES44AC, F7, and more. The backbone of modern railroading.
BL1
The EMD BL1 was a single prototype diesel-electric locomotive constructed by General Motors Electro-Motive Division in September 1947, assigned demonstrator number 499 and internally designated as EMD Project 89499. Its development came at a time when EMD's competitors, including Alco, Baldwin, and
BL2
The EMD BL2 emerged in the late 1940s as Electro-Motive Division's attempt to compete in the growing road switcher market without fully abandoning the carbody styling philosophy that had defined its successful F-unit and E-unit locomotives. By that period, rivals including Alco, Baldwin, and Fairban
DD35
The EMD DD35 emerged from a dialogue between Union Pacific Railroad and General Motors' Electro-Motive Division in the early 1960s, when Union Pacific expressed interest in extremely high-horsepower locomotive sets capable of replacing its gas turbine fleet. Union Pacific envisioned a three-unit com
DD35A
The EMD DD35A was a cab-equipped diesel-electric locomotive built by General Motors Electro-Motive Division exclusively for the Union Pacific Railroad in 1965. It represented a direct evolution of the earlier cabless DD35 booster unit, which Union Pacific had acquired to satisfy its appetite for con
DDA40X
The EMD DDA40X was developed by the Electro-Motive Division of General Motors exclusively for the Union Pacific Railroad, emerging from a long Union Pacific tradition of pursuing exceptionally high-powered motive power. Union Pacific had previously explored this territory with its gas turbine-electr
E1A/E1B
The EMD E1 was among the earliest passenger diesel locomotives produced by the Electro-Motive Division of General Motors, emerging in 1937 as a direct successor to the experimental EA units built for the Baltimore and Ohio Railroad. The E1 represented a formative step in EMD's effort to establish a
E2A/E2B
The EMD E2A and E2B were diesel-electric passenger locomotives built by the Electro-Motive Corporation in 1937, representing an evolution of the early streamliner power units that had begun to transform American passenger railroading in the mid-1930s. Only three units were constructed in total, comp
E3A/E3B
The EMD E3 emerged from Electro-Motive Corporation's La Grange, Illinois facility in September 1938 as the fourth model in the company's growing line of E-series passenger diesel locomotives. The demonstrator unit, numbered 822, departed La Grange on September 12, 1938, and was subsequently modified
E4A/E4B
The EMD E4 was a passenger locomotive produced by the Electro-Motive Division of General Motors between 1938 and 1939, representing a continuation of the successful E-unit lineage that EMD had been developing throughout the 1930s. The E4 emerged during a period of intense competition among American
E5A/E5B
The EMD E5 was a passenger locomotive produced by the Electro-Motive Division of General Motors between 1940 and 1941, representing a relatively brief but notable chapter in the development of streamlined diesel passenger power in the United States. The E5 emerged as part of EMD's evolving E-series
E6A/E6B
The EMD E6 emerged in late 1939 as the seventh generation of Electro-Motive's passenger diesel lineup, a series of locomotives that had been steadily refining the concept of high-speed diesel-powered passenger service since the mid-1930s. Production of the cab unit, designated E6A, began in November
E7A/E7B
The EMD E7 represented a pivotal moment in American railroad history, arriving at precisely the point when the nation's passenger railroads were emerging from the demands of wartime and looking to modernize their fleets in earnest. Electro-Motive Division introduced the E7 in 1945 as the successor t
E8A/E8B
The EMD E8 represented the mature culmination of Electro-Motive Division's long-running E series of passenger locomotives, which had defined American passenger train motive power since the mid-1930s. Introduced in 1949, the E8 emerged at a moment when American railroads were investing heavily in str
E9A/E9B
The EMD E9 was the tenth and final member of Electro-Motive Division's celebrated E-unit family, produced at the company's La Grange, Illinois facilities from April 1954 through January 1964. Over the course of that decade, EMD delivered 100 cab-equipped A units and 44 cabless booster B units, all d
EA/EB
The EA and EB were among the earliest passenger diesel locomotives produced by the Electro-Motive Corporation of La Grange, Illinois, entering production in May 1937 for the Baltimore and Ohio Railroad. The order comprised six complete two-unit sets, each pairing a cab-equipped EA A unit with a cabl
F125 Spirit
The EMD F125 Spirit is a passenger diesel locomotive developed by Electro-Motive Diesel for the North American commuter rail market, representing the manufacturer's first new passenger locomotive offering for that market in roughly fifteen years. The gap since EMD's previous passenger designs, the D
F2
The EMD F2 was a diesel-electric freight locomotive produced by General Motors' Electro-Motive Division over a remarkably short window, from July 1946 through November 1946. In total, 104 units were constructed, comprising 74 cab-equipped A units and 30 cabless booster B units. The model occupied a
F3
The EMD F3 emerged from General Motors' Electro-Motive Division as the third entry in the celebrated F-unit series of cab unit diesel locomotives, entering production in July 1945 and continuing through February 1949. Its development grew directly out of experience gained with the earlier FT and the
F40PH
The EMD F40PH emerged directly from Amtrak's dissatisfaction with its earlier motive power acquisitions. When Amtrak began operations in 1971 it inherited a collection of aging and mechanically mismatched diesel locomotives from the private railroads. To modernize its fleet, Amtrak ordered 150 EMD S
F40PH-2
The EMD F40PH-2 emerged in 1985 as a refined successor to the original F40PH, which had by that point already transformed American passenger rail operations. Where the original F40PH had been conceived primarily for Amtrak's shorter routes, the broader F40PH family had grown into the dominant diesel
F40PHM-2
The EMD F40PHM-2 represented the final production variant of the long-running F40PH family, with all 30 units built by General Motors Electro-Motive Division between 1991 and 1992. The entire production run was ordered by Metra, the commuter rail agency serving the Chicago metropolitan area, which h
F45
The EMD F45 emerged from a collaborative relationship between General Motors' Electro-Motive Division and the Atchison, Topeka and Santa Fe Railway in the late 1960s. Santa Fe had already worked with EMD to produce the FP45, a full-width cowl-bodied passenger locomotive based on the SDP45, and subse
F5
The designation F5 was never an officially released or widely marketed locomotive model from General Motors' Electro-Motive Division in the way that the F3 or F7 were. Rather, the F5 designation arose internally within EMD's Engineering Department to describe certain late-production examples of the
F50CM
I need to be straightforward here: I do not have confident, verified information about an EMD model specifically designated the F50CM. EMD produced numerous locomotive models over the decades, including various export and specialized variants, but I cannot reliably confirm the specific history, spec
F59PH
The EMD F59PH entered production in May 1988 as Electro-Motive Division's answer to growing demand for purpose-built passenger locomotives suited to commuter and regional rail operations. The locomotive was developed initially for GO Transit, the commuter railroad serving the greater Toronto region,
F59PHI
The EMD F59PHI emerged in 1994 as a refined, fully streamlined variant of the earlier F59PH commuter locomotive, developed by General Motors Electro-Motive Division to meet the demands of intercity passenger services on the West Coast of the United States. The first nine units entered service that y
F7
The EMD F7 entered production in February 1949 as the fourth generation of General Motors' Electro-Motive Division's highly successful F-unit cab locomotive series. It succeeded the F3 and would later be followed by the F9, with the numbering chosen to align with the contemporary E7 passenger locomo
F9
The EMD F9 emerged in February 1953 as the fifth and final major production variant in Electro-Motive Division's celebrated F-unit cab locomotive series. Built at EMD's La Grange, Illinois facility, with Canadian-bound examples assembled by General Motors Diesel at London, Ontario, the F9 represente
FP45
The EMD FP45 emerged in 1967 as a direct response to a request from the Atchison, Topeka and Santa Fe Railway, which operated some of the most celebrated passenger trains in the United States, including the Super Chief and El Capitan. Santa Fe's management was dissatisfied with the workmanlike appea
FP7
The EMD FP7 emerged in June 1949 as Electro-Motive Division's purpose-built answer to the practical challenges of diesel-powered passenger service. Although EMD's E-units had established a strong record in passenger operations, their A1A-A1A wheel arrangement posed difficulties on steep grades and i
FP9
The EMD FP9 emerged in early 1954 as a purpose-built passenger locomotive within General Motors Electro-Motive Division's established F-unit family. It represented a direct evolution of the earlier FP7, itself a stretched variant of the standard F7 freight locomotive. Production continued through De
FT
The EMD FT emerged from the Electro-Motive Corporation's ambition to prove that diesel-electric power could supplant steam on heavy freight assignments. The four-unit demonstrator set, completed in late 1939, toured railroads across the United States over the following year, accumulating thousands o
GP15-1
The EMD GP15-1 was introduced in June 1976 as a product of General Motors' Electro-Motive Division, developed as a new-build alternative to the rebuilding programs that many American railroads were undertaking on their aging first-generation road switchers. Rather than offering customers a rebuilt l
GP15AC
The EMD GP15AC was a specialized variant of the GP15 family of road switchers, produced by General Motors Electro-Motive Division during a brief production window in November and December of 1982. The locomotive emerged during a period when railroads were weighing the costs of rebuilding aging first
GP15T
The EMD GP15T was a specialized variant of the broader GP15 family of light road switchers produced by General Motors' Electro-Motive Division. EMD constructed 28 examples of the GP15T between October 1982 and April 1983, making it a relatively rare model compared to the more widely adopted GP15-1.
GP18
The EMD GP18 was a road switcher diesel-electric locomotive produced by General Motors' Electro-Motive Division between December 1959 and November 1963. It entered production as a replacement for the GP9 in EMD's catalog, representing a modest but deliberate step forward in the company's general-pur
GP20
The EMD GP20 emerged from a period of experimentation and competitive pressure within the American diesel locomotive market of the late 1950s. Electro-Motive Division had been cautious about applying turbocharging to its 567-series engines, but Union Pacific's independent trials with turbocharged GP
GP28
The EMD GP28 was a diesel-electric road switcher produced by General Motors' Electro-Motive Division between March 1964 and November 1965. With a total production run of only 26 units, the model was among the more uncommon offerings in EMD's catalog during the mid-1960s. The relatively modest produc
GP30
The EMD GP30 emerged in the early 1960s as General Motors' Electro-Motive Division responded to serious competitive pressure from a resurgent General Electric. GE's U25B, which offered 2,500 horsepower and a modern sealed-hood design engineered with maintenance accessibility in mind, was drawing fav
GP35
The EMD GP35 emerged in 1963 as General Motors Electro-Motive Division's entry into the 2,500 horsepower road switcher market, a segment where competition among locomotive builders was intensifying during the early 1960s. Production began in July 1963 and continued through December 1965 at EMD's La
GP38
The EMD GP38 was a four-axle road switcher diesel-electric locomotive produced by General Motors' Electro-Motive Division from January 1966 through December 1971. Positioned within EMD's broad GP series lineup, the GP38 offered railroads a 2,000 horsepower option that occupied a middle ground betwee
GP38-2
The EMD GP38-2 entered production in 1972 as part of General Motors Electro-Motive Division's updated Dash 2 series, which modernized the earlier generation of GP locomotives with improved electrical systems and more reliable components. The GP38-2 was a direct successor to the GP38, retaining the s
GP38-3
The GP38-3 designation was applied by CSX Transportation to a series of rebuilt GP38-2 locomotives that underwent cab replacement and modernization work beginning in the 1990s. Rather than representing a new production model from Electro-Motive Division, the GP38-3 emerged as an internally designate
GP38AC
The EMD GP38AC was a diesel-electric road switcher produced by General Motors Electro-Motive Division between February 1970 and December 1971. A total of 261 units were constructed during this relatively brief production window, making it a moderately successful variant within EMD's expanding GP38 f
GP39
The EMD GP39 was a diesel-electric road switcher produced by General Motors' Electro-Motive Division between June 1969 and July 1970. Only 23 units were constructed during this brief production run, making the GP39 one of the less commercially successful entries in EMD's GP family of locomotives. Th
GP39-2
The EMD GP39-2 was introduced in 1974 as part of Electro-Motive Division's broader Dash 2 series, which represented a significant refinement of the builder's earlier locomotive designs through improved electrical systems, modular components, and enhanced reliability. The GP39-2 was essentially an up
GP39X
The EMD GP39X was a specialized variant of the GP39 family produced by General Motors Electro-Motive Division exclusively for the Southern Railway. All six units were built to Southern Railway's specifications, which included the railroad's characteristic high short hood configuration, a design pref
GP40
The EMD GP40 entered production in November 1965 as General Motors' Electro-Motive Division responded to railroad demand for a higher-horsepower four-axle road switcher. It succeeded the GP35, which had been powered by the older 567D3A engine, and represented EMD's first application of the new 645 s
GP40-2
The EMD GP40-2 entered production in April 1972 as part of Electro-Motive Division's revised Dash 2 series, which represented a comprehensive updating of EMD's road switcher line through improved electrical components, modular electronics, and enhanced reliability features. The Dash 2 designation si
GP40-2L(W)
The GP40-2L(W) emerged as a Canadian variant within EMD's broader Dash 2 locomotive family, which the Electro-Motive Division introduced in the early 1970s as a significantly upgraded generation of road switchers featuring modular electrical components designed to simplify maintenance and improve re
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