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American Locomotive Company

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American Locomotive Company
Headquarters
Schenectady, New York
,
United States
Area served
Worldwide
Products
SubsidiariesMontreal Locomotive Works
Rogers Locomotive Works

The American Locomotive Company (commonly known as ALCO) operated between 1901 and 1969, initially focusing on locomotive production before expanding into various sectors such as diesel power generators, automobiles, steel manufacturing, armored tanks, munitions, oil extraction equipment, and nuclear heat exchangers.

Created through the unification of seven locomotive manufacturers including Schenectady Locomotive Works, ALCO broadened its portfolio by launching a subsidiary that produced automobiles under the Alco name from 1905 until 1913. From 1954 to 1962, the firm also engaged in nuclear reactor production. Following World War II, ALCO streamlined its operations by shutting down all manufacturing facilities except those located in Schenectady and Montreal.

In 1955, the corporation adopted the name Alco Products, Incorporated. It was purchased by Worthington Corporation in 1964 and ultimately ceased its activities in 1969. However, its affiliate Montreal Locomotive Works continued producing locomotives based on ALCO designs.

Currently, the ALCO trademark is licensed by Fairbanks-Morse for their FM|ALCO engine series.

Formation

The enterprise was founded in 1901 through the consolidation of seven locomotive builders centered on Schenectady Locomotive Works in Schenectady, New York:

This merger was orchestrated by financier Pliny Fisk Sr. of Harvey Fisk & Sons to establish a strong competitor to Baldwin Locomotive Co., which at that time controlled roughly 40% of the market. The new company’s headquarters were set in Schenectady with Samuel R. Callaway—previously president of the New York Central Railroad—appointed as its inaugural president. After Callaway passed away in 1904, Albert J. Pitkin took over leadership.

To enhance its international presence, ALCO acquired the Montreal-based Locomotive and Machine Company in 1904, renaming it Montreal Locomotive Works. In 1905, it further solidified its market share by acquiring Rogers Locomotive Works of Paterson, New Jersey—the second-largest U.S. locomotive manufacturer after Baldwin.

Steam locomotive era

ALCO manufactured upwards of 75,000 locomotives, securing second place in U.S. steam locomotive production behind Baldwin Locomotive Works. The company outpaced Baldwin by transitioning more swiftly to diesel technology. Major railroad customers included the Delaware & Hudson Railway, New York, New Haven & Hartford Railroad, New York Central Railroad, Union Pacific Railroad, and Milwaukee Road. Prominent steam models comprised the 4-6-4 Hudson, 4-8-2 Mohawk, and 4-8-4 Niagara for New York Central; alongside Union Pacific’s 4-8-4 FEF and 4-6-6-4 Challenger locomotives.

Among the largest steam engines ever built were Union Pacific's Big Boy (4-8-8-4) units and some of the fastest American steam locomotives such as Milwaukee Road's Class A Atlantic and Class F7 Hudson streamliners designed for the Twin Cities Hiawatha service. These models demonstrated ALCO’s leadership in advanced steam technology during its later years.

ALCO was a pioneer in implementing roller bearings on North American steam locomotives with the Timken 1111—a 1930-built 4-8-4 commissioned by Timken Roller Bearing Company. This engine traveled over 100,000 miles across fifteen major U.S. railroads before being acquired by Northern Pacific in 1933 as No. 2626 and continued service on important routes until 1957.

During World War II, ALCO produced numerous 2-10-0 Decapod locomotives for the Soviet Union; several undelivered units were later sold to Finland after the war, with one preserved at the Finnish Railway Museum.

The last steam locomotives constructed at Schenectady were seven New York Central A-2a class 9400-series Pittsburgh & Lake Erie Railroad 2-8-4 "Berkshires" built in 1948. ALCO subcontracted tender construction to Lima Locomotive Works after closing its own tender shop. Subsequently, production shifted toward diesel locomotives to compete with General Motors' Electro-Motive Division.

Joseph Burroughs Ennis (1879–1955), who served as senior vice president from 1917 to 1947, played a crucial role in designing many of ALCO’s locomotives and significantly influenced the company’s product range and market standing during its prime years.

Alco automobiles (1906–1913)

In 1906, the company ventured into automobile manufacturing, initially producing vehicles based on French Berliet designs under license at its Rhode Island Locomotive Works located in Providence. By 1908, Alco transitioned to developing and producing its own original automobile models. Among its notable accomplishments, an Alco racing vehicle secured victories in the Vanderbilt Cup races of 1909 and 1910, and also participated in the first Indianapolis 500 race in 1911, with Harry Grant as the driver.

Despite these successes on the track, the automotive division failed to achieve profitability, resulting in the discontinuation of car production by 1913. This era is particularly important for marking the early career of Walter P. Chrysler, who was employed as plant manager before departing in 1911 to join Buick; he later established the Chrysler Corporation in 1925.

Production models

  • Alco Model 60
  • Alco Model 40
  • Alco Model 16
  • Alco Model 3t Truck

Electric locomotives

Between 1912 and the late 1920s, Alco manufactured 60-ton center-cab electric freight locomotives designed for electric railway networks, including those operating within Oregon.

Diesel–electric locomotives

Already recognized as a frontrunner in steam locomotive production, Alco introduced the first commercially viable diesel–electric switch engine in 1924 through a collaboration involving General Electric (providing electrical components) and Ingersoll-Rand (supplying diesel engines). The initial unit was delivered to the Central Railroad of New Jersey, followed by additional orders from the Long Island Rail Road and Chicago and North Western Railway.

In 1929, Alco expanded its capabilities by acquiring the McIntosh & Seymour Diesel Engine Company, which allowed it to manufacture diesel engines internally while continuing to procure electrical systems from GE. Leadership of the diesel locomotive division was under Perry T. Egbert, who served as vice president of diesel locomotive sales before becoming company president.

Throughout the 1930s, Alco dominated U.S. production of diesel–electric switch engines but fell behind rivals in creating dependable diesel power for mainline service. In 1935, it supplied power for the Gulf, Mobile and Northern Railroad's Rebel streamliners.

Alco entered the passenger diesel market in 1939 to challenge General Motors’ Electro-Motive Corporation (EMC). The strategic alliance formed in 1940 with GE (Alco-GE) enhanced its competitive edge. The following year saw the launch of the RS-1, recognized as the first road-switcher locomotive—a flexible design that gained popularity for short-haul operations and maintained a specialized market presence throughout the 1940s. Development of road diesel locomotives was interrupted by World War II.

During the war years, Alco concentrated on producing diesel switchers, road-switchers, select dual-service models (ALCO DL-109), and steam locomotives, while EMC focused on mainline road freight diesels due to War Production Board limitations. Alco ranked thirty-fourth among U.S. companies for wartime manufacturing contracts.

The U.S. Army selected Alco’s RS-1 road-switcher design for rebuilding and extending the Trans-Iranian Railway, a vital supply route to the Soviet Union amid wartime shipping constraints. The specific model utilized was the RSD-1, a six-axle adaptation of the RS-1. Importantly, Alco was prohibited from marketing these locomotives to domestic mainline railroads; existing RS-1 units were requisitioned and modified for service in Iran.

Post-war era

Following World War II, ALCo's steam locomotive production diminished as it faced stiff competition from EMD's established E and F series diesel road locomotives, supported by GM-EMC's extensive development and service infrastructure. By 1946, ALCo captured approximately 26% of the diesel locomotive market, primarily due to the success of its S series switchers (660 and 1000 horsepower) and the innovative RS series road-switchers (1000 and 1500 horsepower), which popularized the enduring hood-unit design. Nevertheless, its mainline PA and FA models trailed behind rival offerings.

ALCo's accelerated development of the 244 engine, intended to compete with EMD’s 567 engine, suffered from reliability problems, leading to a decline in mainline locomotive sales. In 1948, ALCo-GE collaborated on a gas-turbine–electric prototype for Union Pacific; however, by 1953 General Electric ended the partnership due to ALCo's sluggish progress in developing a successor to the 244 engine. The company introduced the enhanced 251 engine in 1956 alongside updated manufacturing processes, but demand was decreasing and EMD’s GP9, with superior after-sales support, dominated the market, resulting in poor sales figures and diminished profitability.

General Electric entered the export diesel market in 1956 and the domestic market by 1960, rapidly overtaking ALCo as the second-largest producer and eventually surpassing EMD. Despite technological advancements such as AC/DC transmission featured in its Century Series locomotives (models 630, 430, 636), ALCo’s third-place market standing proved untenable amid intensified competition and restricted financial resources.

During the 1960s, ALCo played a significant role in India’s shift from steam to diesel traction through the WDM series developed by Banaras Locomotive Works under ALCo’s guidance. Thousands of WDM-2, WDM-3A, and WDM-3D locomotives were manufactured, becoming Indian Railways’ most enduring models still operational today.

By the late 1960s, ALCo had ceased locomotive manufacturing; its final deliveries were two T-6 switchers completed in January 1969. The Schenectady plant closed that same year, with design rights sold to Montreal Locomotive Works. The original Schenectady facility was demolished by 2019 and replaced by an industrial complex.

Diversification

ALCo successfully expanded beyond automobile manufacturing, notably producing munitions during World War II and the Korean War alongside its locomotive operations. After the Korean War, it diversified into manufacturing oilfield equipment and heat exchangers for nuclear power facilities.

In 1955, the company was renamed Alco Products, Incorporated,, with locomotive production accounting for only about one-fifth of its overall business.

Alco also contributed to early nuclear energy projects by constructing the SM-1 reactor plant for the Army Nuclear Power Program at Fort Belvoir in 1957 and later building the PM-2A plant at Camp Century in Greenland.

Purchase and division

In 1964, Alco was acquired by Worthington Corporation, which merged with Studebaker in 1967 to form Studebaker-Worthington, making Alco a wholly owned subsidiary. By 1968, Alco's divisions functioned as semi-autonomous subsidiaries.

Locomotive production ended in 1969; design rights were transferred to Montreal Locomotive Works, which continued manufacturing locomotives. The diesel engine division was sold to White Motor Corporation in 1970 and later became White Industrial Power. In 1977, British firm General Electric Company (GEC) purchased it and renamed it Alco Power. Eventually, Fairbanks-Morse acquired this business segment and continues producing engines based on Alco designs alongside its own products.

The heat exchanger division remained under Alco Products. Certain items were manufactured by Smithco Engineering in Tulsa, Oklahoma. In 1983, Smithco sold specific heat exchanger assets branded as "Alco Twin" to Bos-Hatten (a subsidiary of Nitram Energy). Nitram assumed full ownership in 1985. In 2008, Nitram was acquired by Peerless Manufacturing Co, which subsequently sold the heat exchanger business to Koch Heat Transfer Co. in 2015.

Epilogue

Following the shutdown of Alco's Schenectady facility, production of locomotives based on Alco designs persisted through affiliates such as Montreal Locomotive Works in Canada and AE Goodwin in Australia.

Up until 2022, locomotives derived from Alco designs were predominant in diesel traction across the Indian Railways, with thousands manufactured by Diesel Locomotive Works (DLW) located in Varanasi. The Diesel Loco Modernisation Works (DMW) in Patiala undertakes refurbishment and enhancement of these units, improving models including the WDM-2 to higher performance levels.

Diesel–electric locomotives from Alco and MLW models (such as DL500C, DL532B, DL537, DL543, MX627, MX636) remain active in freight operations for Greece’s Hellenic Railways Organisation (OSE). The oldest examples trace back to deliveries made in 1962 to the predecessor Hellenic State Railways (SEK). The fleet also comprises 11 metre gauge Alco units primarily assigned to departmental services in the Peloponnese region. Significant rebuild programs for MX627 and MX636 locomotives take place at OSE’s Piraeus Central Factory, with ongoing modernization efforts on other classes.

The ALCO 251 diesel engine continues to be produced by Fairbanks-Morse in Beloit, Wisconsin, powering diverse applications including the NASA Crawler Transporter.

Alco locomotives still operate in countries such as Australia, Bangladesh, Pakistan, Sri Lanka (through Alco-Bombardier collaborations), and Argentina, where DL540 units serve both commuter and freight lines.

In New Zealand, the Glenbrook Vintage Railway safeguards a unique 2-4-4-2 articulated compound Mallet locomotive constructed by Alco in 1912—one of only four surviving worldwide—which is presently awaiting restoration.

During the 1970s, Romania’s UCMR Resita manufactured ALCo engines under license (6&12R251) for naval generator sets and locomotives (LDH 1500 CP) at the FAUR plant. These were exported to Iran and Greece (OSE), illustrating regional market penetration and underscoring Romania’s strategic role in locomotive production.

Operational Alco steam locomotives

A number of Alco mainline steam locomotives remain in operation today, including Union Pacific 844, Union Pacific Big Boy 4014, Milwaukee Road 261, Soo Line 1003, and Florida East Coast 148.

UP Challenger 3985 was active in Union Pacific excursion service until 2010 and is currently undergoing restoration by the Railroad Heritage of Midwest America museum.

Alco and MLW locomotives continue to see service on regional and heritage railroads throughout the United States and Canada. Examples include the Delaware-Lackawanna Railroad (Scranton, Pennsylvania), Catskill Mountain Railroad (Kingston, New York), Livonia, Avon and Lakeville Railroad (Lakeville, New York), Lake Whatcom Railway (Wickersham, Washington), and the Middletown & Hummelstown Railroad (Middletown, Pennsylvania). The latter operates one of the final Alco switchers produced, #1016 (T-6 class), alongside an Alco sister unit #151 (formerly Western Maryland Railway S-6). Additionally, two original Alco RS-2 locomotives remain active at the Nevada Northern Railway.

The ALCO-Cooke 2-8-0 #18 (built in 1920) provides passenger service on the Arcade & Attica Railroad in Arcade, New York. It returned to operation after a six-year overhaul completed in 2009 to comply with FRA standards.

Great Western 60, a 2-8-0 locomotive manufactured in Schenectady in 1937, runs passenger trains on the Black River & Western Railroad based in Ringoes, New Jersey.

The operational McCloud Railway 25, one of only four surviving ALCO-built 2-6-2 locomotives, is owned by the Oregon Coast Scenic Railroad in Garibaldi, Oregon. This engine operates daily for half the year and on weekends for an additional four months annually. It notably appeared in the film Stand by Me.

Static Exhibits of Preserved Alco Steam Locomotives

A number of Alco steam locomotives have been conserved and are exhibited as static displays at various sites, including the Nevada Northern Railway in Ely, Nevada, the Southern California Railway Museum, Lake Whatcom Railway in Washington, and the Durango and Silverton Narrow Gauge Railroad located in Colorado.

In Portugal, an Alco 2-8-2 locomotive built in 1945 (serial number 73480) is showcased at the National Railway Museum (Portugal) in Entroncamento.

The Zduńska Wola Railway Museum in Poland holds an Alco 2-10-0 model (serial number 75506 from 1947; designated Ty246).

Spain features a 1916 Alco 4-6-0 locomotive (construction number 57068) on display at the former railway station in Ceuta.

Static Exhibits of Preserved Alco Diesel Locomotives

Among the three remaining ALCO “Century” C-628 diesel locomotives, two are preserved at the Yucatán Railroad Museum. The third unit resides at 7 Mile Yard in Dampier, Western Australia. Nearby, the Pilbara Railways Historical Society Inc. maintains a collection of three ALCO locomotives, which includes the prototype C-415.

In India, the initial WDM-1 and WDM-2 diesel models have been preserved at the National Rail Museum located in New Delhi.

Representation in Popular Culture

In February 2014, an episode titled "The Locomotive Manipulation" from The Big Bang Theory featured a train powered by an "Alco FA-4," although the Napa Valley Wine Train operates four Alco FPA-4 locomotives rather than FA-4 models.

Railroad artist Howard L. Fogg began his professional journey with Alco in 1946 as their company artist, creating locomotive paintings aimed at potential clients. At an Alco event held at the Waldorf Astoria Hotel, journalist Lucius Beebe partnered with Fogg to commission artwork for his railroad publications. Beebe’s 1947 book Mixed Train Daily was among the earliest to display Fogg’s art on its cover. Over time, Fogg received numerous commissions from authors, publishers, and railroad companies. Although he concluded his formal contract with Alco in 1957, he continued to undertake occasional projects afterward.

See also

References

Further reading

External links

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