Introduced late in 1946 by Electro-Motive Division of GM; it has been suggested that the NW5, given its 1000 horsepower and Bloomberg road trucks was in response to Alco's successful RS1 -- that's not the case at all. The model was an effort by the locomotive builder to improve on the very weak-selling 900-hp NW3 model that had entered the marketplace in 1939 -- two years prior to Alco's RS1.

Although both EMD models were geared for 65-mph running and showcased a steam generator, which afforded railroads greater flexibility, they barely moved the needle on the sales chart. With its offset cab and short forward hood, the NW5 models presented a distinctive profile. However, total production of the two light-weight road-switcher only netted 20 units, 13 of which were the larger-horsepower copy.

In a era of burgeoning passenger train numbers, Great Northern was the only class one railroad that attempted to capitalize on the potential merits of the NW3 / NW5; GN purchased seven NW3s and ten NW5s. Southern Railway had a token purchase that saw one NW5 added to its roster. The only other buyer was the Fort Street Union Depot in Detroit (aka Union Belt of Detroit) which signed a deal for two NW5s. Infrequently did any of these elongated units wander beyond their conventional passenger coach yard duties.

Interestingly, a few of these rare EMDs worked beyond the 1990s; three of which can be now seen at railroad museums, and one on displayed in Montana along the old "EMpire Builder" route.