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Total Categories: 6
EMD E-units were exclusively manufactured for freight train service.
Answer: False
EMD E-units were specifically designed and manufactured for passenger streamliner trains, not freight service.
The caption 'Southern Pacific EMD E7s on the Shasta Daylight in 1949' refers to a freight train.
Answer: False
The caption explicitly mentions the 'Shasta Daylight,' which was a passenger train service, indicating the EMD E7s were operating in passenger service at that time.
What was the primary function of the EMD E-units?
Answer: Pulling passenger streamliner trains.
EMD E-units were specifically designed and manufactured to serve as the primary motive power for passenger streamliner trains, marking a significant transition in rail transportation.
EMC B-B locomotives built in 1935 were direct predecessors to the EMD E-units.
Answer: True
The EMC 1800 hp B-B locomotives constructed in 1935, featuring similar power configurations but distinct carbody styles and trucks, are considered direct predecessors to the EMD E-unit series.
The EMD E7 model was the best-selling E-unit, with 428 A units and 82 B units produced.
Answer: True
The EMD E7, introduced in 1945, achieved the highest production numbers within the E-unit series, with 428 A units and 82 B units manufactured, making it the best-selling model.
The 'Notes' section in the EMD E-unit table provides details on engine specifications.
Answer: False
The 'Notes' section typically details specific railroad orders and delivery configurations for E-unit models, rather than providing technical engine specifications.
EMD E-units were produced continuously from 1937 until 1963.
Answer: True
The production run for EMD E-units spanned a significant period, commencing in May 1937 and concluding in December 1963, representing a continuous manufacturing effort over 26 years.
A total of 1,171 EMD E-unit A units were produced.
Answer: True
Across all EMD E-unit models, a total of 1,171 cab-equipped 'A units' were manufactured.
Which EMD E-unit model became the best seller in the series?
Answer: E7
The EMD E7 model, introduced in 1945, achieved the highest production figures and became the most successful and best-selling unit in the E-unit series.
What information is typically found in the 'Notes' section related to the EMD E-unit models table?
Answer: Specific railroads that ordered the models and delivery configurations.
The 'Notes' section typically provides context on customer orders, specifying which railroads purchased particular E-unit models and in what configurations (e.g., number of A/B units).
What was the total number of EMD E-units produced, including both A and B units?
Answer: 1,425
Across all models, EMD manufactured a total of 1,425 E-units, comprising 1,171 'A units' and 254 'B units'.
Which EMD E-unit model was the most produced?
Answer: E7
The EMD E7 model holds the distinction of being the most produced E-unit, with 428 A units and 82 B units manufactured.
The 'E' designation in EMD E-units originally referred to the locomotive's engine type.
Answer: False
The 'E' designation originally signified the locomotive's nominal horsepower rating, specifically eighteen hundred horsepower (1800 hp), not the engine type.
The earliest EMD E-unit models (EA/EB through E2) used the EMD 567 series engine.
Answer: False
The earliest EMD E-unit models, such as the EA/EB, E1, and E2, were powered by twin Winton 201-A V-12 engines, not the later EMD 567 series.
The Winton 201-A engine was perfectly suited for the sustained full-throttle demands of railroad service.
Answer: False
The Winton 201-A engine, while innovative, was not ideally suited for the sustained full-throttle operation characteristic of railroad service, leading to reliability issues. The EMD 567 series was developed to address these limitations.
The EMD 567 series engine, introduced with the E3 model, was specifically designed for locomotive applications.
Answer: True
The EMD 567 series engine, first utilized in the E3 model, represented a significant advancement as it was purpose-built by EMD for locomotive applications, offering superior reliability and performance compared to earlier engines like the Winton 201-A.
The EMD 567 engine was named after its total displacement in cubic inches.
Answer: False
The EMD 567 engine was named after its displacement per cylinder, which was 567 cubic inches, not its total displacement.
The 12V-567 engine used in E3-E6 models produced 1,800 horsepower per engine.
Answer: False
The 12V-567 engine used in the E3 through E6 models was rated at 1,000 horsepower per engine, not 1,800.
The EMD E8 models featured an engine that produced 1,125 horsepower per engine.
Answer: True
The EMD E8 models utilized the 12V-567B engine, which was rated at 1,125 horsepower per engine.
The EMD E9 models had a lower horsepower output than the E8 models.
Answer: False
The EMD E9 models featured an upgraded engine (12V-567C) producing 1,200 horsepower per engine, resulting in a total of 2,400 horsepower per unit, which was higher than the 2,250 horsepower of the E8 models.
The EMD 567 engine was a four-stroke diesel engine.
Answer: False
The EMD 567 engine series was a two-stroke diesel engine, characterized by its V-type configuration and mechanical aspiration.
What did the 'E' in the EMD E-unit designation originally signify?
Answer: Eighteen hundred horsepower (1800 hp)
The 'E' designation in EMD E-units historically represented the nominal horsepower rating of the earliest models, which was 1,800 horsepower (1800 hp).
Which of the following was a key mechanical difference between the EMC TA model and the EMD E-units?
Answer: The TA was single-engined producing 1,200 hp, while E-units were twin-engined.
A significant mechanical distinction was that the EMC TA was a single-engined locomotive producing 1,200 hp, whereas the EMD E-units featured a twin-engine setup for greater power and redundancy.
Which engines powered the earliest EMD E-unit models like the EA/EB and E1?
Answer: Winton 201-A V-12 engines
The initial EMD E-unit models, including the EA/EB and E1, were powered by twin Winton 201-A V-12 engines, each producing 900 horsepower.
What was a major drawback of the Winton 201-A engine in railroad applications?
Answer: It was not well-suited for sustained full-throttle operation.
A significant limitation of the Winton 201-A engine was its unsuitability for the continuous, high-load demands of railroad service, which often required sustained full-throttle operation.
The EMD 567 engine series, introduced in the E3 model, was significant because it:
Answer: Was specifically designed for locomotives and offered improved reliability.
The EMD 567 engine series marked a pivotal development as it was purpose-built for locomotive applications, providing substantially improved reliability and durability over its predecessors.
How was the EMD 567 engine named?
Answer: According to its displacement of 567 cubic inches per cylinder
The EMD 567 engine received its designation from the displacement of 567 cubic inches per cylinder.
What was the horsepower rating per engine for the 12V-567B used in the EMD E8 models?
Answer: 1,125 hp
The 12V-567B engine, employed in the EMD E8 locomotives, was rated at 1,125 horsepower per engine.
What was the total horsepower output of an EMD E8 locomotive unit?
Answer: 2,250 hp
Each EMD E8 locomotive unit, powered by two 12V-567B engines, had a total output of 2,250 horsepower (1,125 hp per engine).
Which of the following EMD E-unit models had the highest horsepower rating per unit?
Answer: E9 (1,200 hp per engine)
The EMD E9 models, equipped with the 12V-567C engine rated at 1,200 hp per engine, possessed the highest horsepower output per unit among the listed E-unit models.
The twin-engine configuration in EMD E-units was primarily intended to increase maximum speed.
Answer: False
While twin engines contributed to overall power, their primary operational advantage was ensuring reliability through redundancy. If one engine failed, the other could maintain motive power, preventing a complete service interruption, rather than solely increasing maximum speed.
An 'A unit' in the EMD E-unit series was a cabless booster unit.
Answer: False
An 'A unit' in the EMD E-unit series was the lead unit, equipped with a cab for the crew. 'B units' were the cabless booster units designed for remote operation.
Multiple EMD E-unit locomotives in a consist were controlled independently by separate crews.
Answer: False
Multiple EMD E-unit locomotives operating together in a consist were controlled synchronously by the crew in the lead 'A unit' via connecting cables, not independently.
Railroads commonly purchased EMD E-units in 'AA' configurations, meaning two A units coupled together.
Answer: False
While 'AA' configurations existed, railroads more commonly purchased EMD E-units in 'ABA' (two A units with a B unit between) or 'ABB' (one A unit with two B units) configurations to provide flexibility and operational efficiency.
The ABA configuration allowed trains to reverse direction without needing to turn the locomotive consist.
Answer: True
The 'ABA' configuration, featuring a cab-equipped 'A unit' at each end of a cabless 'B unit', provided operational flexibility by allowing the train to reverse direction without the logistical challenge of turning the entire locomotive consist.
All EMD E-units were equipped with standard B-B trucks.
Answer: False
EMD E-units were equipped with specialized Blomberg A1A-A1A trucks, not standard B-B trucks. This configuration featured two powered outer axles and an unpowered center axle for load distribution.
The center axle on Blomberg A1A-A1A trucks was equipped with traction motors.
Answer: False
The center axle on the Blomberg A1A-A1A trucks was unpowered and served primarily a load-bearing and stability function, while traction motors were located on the outer axles.
Dynamic braking was a standard feature on all EMD E-unit models.
Answer: False
Dynamic braking was introduced as an optional feature on later EMD E-unit models, such as the E8, rather than being a standard feature across all models.
The center axle on the Blomberg A1A-A1A trucks was primarily for load-bearing and stability.
Answer: True
The unpowered center axle on the Blomberg A1A-A1A trucks served a crucial role in distributing the locomotive's weight and enhancing stability, without being equipped with traction motors.
What was the primary advantage of the twin-engine setup in EMD E-units?
Answer: It ensured redundancy; one engine could fail without stopping the train.
The twin-engine configuration provided crucial operational redundancy, ensuring that the train could continue service, albeit at reduced speed, even if one engine experienced a failure.
In an EMD E-unit consist, what distinguished an 'A unit' from a 'B unit'?
Answer: A units were lead units with a cab; B units were cabless booster units.
'A units' served as the lead locomotives and were equipped with a crew cab for operation, while 'B units' were cabless booster units designed to be controlled remotely.
How did the crew in the lead 'A unit' control multiple EMD E-units operating together in a train consist?
Answer: Using cables linking the units for synchronized operation.
Multiple EMD E-units within a consist were operated in unison through a system of cables that transmitted control signals from the lead 'A unit' to the trailing locomotives.
What was a significant operational benefit of the 'ABA' configuration for EMD E-units?
Answer: It eliminated the need to turn the locomotive consist to change direction.
The 'ABA' configuration, with a cab-equipped 'A unit' at each end, provided the operational advantage of reversing direction without requiring the locomotive consist to be turned.
What type of truck arrangement was standard on EMD E-units?
Answer: A1A-A1A
EMD E-units were consistently equipped with the Blomberg A1A-A1A truck configuration, designed specifically for passenger locomotive service.
What was the primary purpose of the unpowered center axle on the Blomberg A1A-A1A trucks?
Answer: To help support the locomotive's weight and improve stability.
The unpowered center axle on the Blomberg A1A-A1A trucks was integral to distributing the locomotive's weight and enhancing its stability on the rails.
The EMC TA model is considered part of the EMD E-unit series due to its similar carbody styling.
Answer: False
Although the EMC TA shared carbody styling elements with the E-units, it was mechanically distinct, being a single-engined 1,200 hp unit with B-B trucks, unlike the twin-engined E-units with A1A-A1A trucks. Therefore, it is not classified as part of the E-unit series.
The EMD E5 units were clad in stainless steel to match the Burlington Zephyr trains.
Answer: True
The EMD E5 models were uniquely clad in stainless steel with fluted sides, specifically designed to complement the aesthetic of the Chicago, Burlington and Quincy Railroad's Zephyr streamliner trains.
The side windows on EMD E7 units were typically round portholes.
Answer: False
While later E-units (E8-E9) featured rounded porthole-style windows, the EMD E7 units typically had square side windows.
Which EMD E-unit model featured a distinctive stainless steel carbody designed to match the Burlington Zephyr trains?
Answer: E5
The EMD E5 model was uniquely constructed with a stainless steel carbody, featuring fluted sides, to aesthetically complement the Burlington Railroad's iconic Zephyr streamliner trains.
The 'bulldog nose' headlight style was first introduced on which EMD E-unit model?
Answer: E2
The distinctive 'bulldog nose' headlight configuration, characterized by its bulbous shape, was first implemented on the EMD E2 model.
The EMD E5 units were specifically built for which railroad?
Answer: Chicago, Burlington and Quincy
The EMD E5 locomotives, notable for their stainless steel construction, were exclusively built for the Chicago, Burlington and Quincy Railroad.
How did the side window design evolve on EMD E-units from the E1 to the E9 models?
Answer: They evolved from square (E1) to round (E2), then square again (E3-E7), and finally rounded portholes (E8-E9).
The side window design underwent several changes: square on E1, round on E2, square on E3-E7, and rounded portholes on E8-E9, reflecting evolving aesthetic and functional considerations.
The 'More Footnotes Needed' template suggests the article lacks sufficient inline citations.
Answer: True
The 'More Footnotes Needed' template is a standard indicator that an article requires additional inline citations to substantiate its factual claims and improve its overall reliability.
The EMD E5 locomotive number 9911A is preserved at the Illinois Railway Museum.
Answer: True
The Chicago, Burlington and Quincy (CB&Q) EMD E5 locomotive, number 9911A, is indeed preserved and operational at the Illinois Railway Museum.
EMD E-units helped establish diesel power's viability for large passenger services.
Answer: True
Through their standardized production and demonstrated reliability in hauling passenger streamliners, EMD E-units were instrumental in proving the viability and superiority of diesel power over steam for large-scale passenger operations.
The image caption 'CB&Q 9911A, an EMD E5...' indicates that this locomotive is:
Answer: Operational and preserved at a museum.
The caption specifies that CB&Q 9911A, an EMD E5, was operating at the Illinois Railway Museum, indicating it is preserved and maintained in operational condition.
What does the 'navbox' template usually provide in a Wikipedia article about locomotives?
Answer: Links to related articles, such as other locomotive models or categories.
A 'navbox' template serves as a navigational aid, consolidating links to related articles, categories, and other relevant content within the same subject area, facilitating further exploration.
How did the EMD E-units contribute to the shift from steam to diesel power in passenger service?
Answer: Their standardized production proved diesel power was reliable and capable for large passenger trains.
The consistent performance and widespread adoption of standardized EMD E-units demonstrated the reliability and capability of diesel power for heavy passenger service, significantly accelerating the transition away from steam locomotives.
What does the presence of the 'More Footnotes Needed' template signify?
Answer: The article needs more inline citations to verify specific claims.
The 'More Footnotes Needed' template indicates a deficiency in inline citations, signaling that specific assertions within the article require verifiable sources to support their accuracy.