Chicago Burlington & Quincy (CBQ) 9906A - EMD AA

Taken in the late 1930s

Chicago Burlington & Quincy Railroad 9906A (named Silver King) and 9906B (named Silver Queen) at Denver, Colorado on October 23, 1936, photo by R. H. Kindig, Chuck Zeiler collection. Notes on the photograph indicate that this is the first run of the Denver Zephyr. I couldn't quite make out all the numbers on the switcher, but I believe it was a UP locomotive, and the last three of the numbers were 428.

Chicago Burlington & Quincy Railroad 9906A on the Denver Zephyr at Adams City, Colorado on an unknown day, photo by H. O'Hanlon, print by Gorgon C. Bassett, Chuck Zeiler collection. I roughed in the date as around late 1947 because of the trailing large numberboard E7, the last of which were delivered in 1949. However, in 1948 brake, signal and steam lines (and of course, an exposed coupler) were added to the A units 9904-9907 so they could be operated as trailing units, so I surmised that the trailing E7 was one of those delivered in 1947.

CB&Q 9906A "Silver King" and 9906B "Silver Queen" somewhere between Chicago and Aurora, around October 1936, Hedrich-Blessing Studio photo, Chuck Zeiler collection. First a couple of assumptions: Hedrich-Blessing is listed as the Author, this is a publicity photo for the new Denver Zephyr, Hedrich-Blessing took a lot of the CB&Q PR photos. Second assumption: because of the three main tracks, this LOOKS like the suburban territory between Chicago and Aurora. End of assumptions. With the success of the early all-articulated Zephyrs, the CB&Q decided to test the concept of a long-distance, full-service train between Chicago and Denver, to be named the Denver Zephyr. Formal orders were placed during December 1935 for six units (four cab units and two boosters, #'s 9904, 9905, 9906A, 9907A, 9906B, 9907B), ten months after GM announced plans to build a new locomotive facility at McCook (LaGrange) Illinois. The GM plant would not be ready for construction of the locomotives, so the bodies were built by Budd and prime movers and electrical equipment installed by EMC at the new GM plant. It was estimated that 3,000 horsepower would be required for the planned ten-car train. The A-units had two Winton V-12 201A prime movers coupled to GE GT-544 main generators, producing 900 horsepower each, the B-units introduced the Winton V-16 201A prime mover, coupled to a GE GT-536 main generator, producing 1,200 horsepower. On October 16, 1936, 9906A and B emerged from the new EMC plant followed a few days later by 9907A and B. These were the first multiple-unit locomotives on the Burlington, and due to crew concerns about the pay rate for operating two locomotives, the actual suffix letters were not displayed on either unit, and the B-unit did not display a number on the outside. The B-units were the first diesel locomotives in the US without an operating station or controls (although they did have hostler controls at the rear). The B-units carried two Clarkson CA4160 steam generators (there were no steam generators in the A-units). After the E5's were delivered, the 9904-9907 locomotives were re-assigned to the general passenger pool, with the A-units assigned to suburban service between 1949-50. During 1951 the A-units were converted to B-units at West Burlington (removal of headlights, pilots, installation of permanent front couplers and MU connections) and were placed back in the general passenger pool until the arrival of the final E9's. The first two units, 9905 and 9907A were dismantled during 1955 and the rest dismantled during 1957.