Key Features

• Genesis driveline with dynamically balanced five pole skew wound motor and
  dual flywheels
• All-wheel drive and electrical pick-up
• Factory installed SoundTraxx Tsunami sound and DCC decoder
• Tsunami sounds are compatible with both DCC and DC operation
• Accurate "nub"-style walkway tread detail
• Wire grab irons installed
• Etched metal radiator intake grilles and fan grilles
• Many prototype-specific details applied
• Celcon handrails
• Equipped with McHenry scale knuckle spring couplers

Overview

In 1939, the Electro-Motive Division of General Motors introduced the FT, the
first road freight diesel locomotive. The success of the FT and the post-war
successors, the F2 and F3, made EMD the largest locomotive builder by 1949. But
in early 1949, there was a threat to EMDs lead. The other builders were all
offering a new type of locomotive, the road-switcher. As the name implies this
was a locomotive that combined the features of a switch engine with those of a
road freight engine. EMDs first attempt at a road switcher, the BL-2, was not
successful. The BL-2 was essentially an F3A with front and rear steps and
walkways and had the upper parts of the car body sloped inward to improve
visibility to the rear. EMD needed something better. In early 1949, the F3
series was upgraded to the F7 series. In October 1949, EMD introduced the GP7.
The GP7 was powered by a 16-cylinder, 1,500 horsepower 567B diesel engine
driving a D12 generator, which powered four D27 traction motors, exactly like
the F7. The basic design, like almost all road switchers, followed the design of
diesel switchers with the addition of a short hood instead of an end-cab. EMD
also made the hoods full height to better accommodate the diesel engine and all
of the mechanical and electrical components of a road engine.


The first versions of the GP7 were more switchers than road units as they came
with smaller fuel tanks and were not equipped with dynamic brakes. In 1951, the
second version was introduced with options like several sizes of fuel tanks,
dynamic brakes, and steam generators. Fuel tank sizes included 800 gallon, 1,200
gallon, and 1,600 gallon tanks. When water tanks to supply the steam generators
were added, there were options for tanks for 800 gallons of fuel and 800 gallons
of water or for 1,100 gallons of each. These larger tanks required moving the
air reservoirs to the roof to provide space for the tanks. These units became
known as torpedo boats. Early GP7s had taller engine doors. On the Phase 2
engines with dynamic brakes, the doors under the dynamic brakes were shortened
by four inches, leaving one tall door in front of the dynamic brakes. The Phase
3 engines used the shorter doors for all of the engine access doors regardless
of dynamic brakes. Another variation was the cabless GP7B built for Santa Fe.
GP7 production lasted from October 1949 until May 1954. There were 2,615 GP7s
built for U.S. railroads, 112 for Canada, and 2 for Mexico. Major buyers of the
GP7 were Santa Fe (244 and 5 GP7Bs), New York Central (218), Missouri Pacific
(208), Chesapeake & Ohio (180) and Atlantic Coast Line (154). Other roads buying
more than 100 units included Frisco (129), Seaboard Air Line (123), Chicago &
Northwestern (121) and Rock Island (113).


In January 1954 EMD upgraded its product line with the 567C engine, D12B
generator, and D37 traction motors. The GP7 became the 1,750 horsepower GP9. The
GP9 marked the end of the car body freight locomotive (there were 3,808 F7s
built). Externally, the first GP9s were little changed from the last GP7s. Later
versions would change the louver arrangements and the last versions would come
without the frame skirting. The GP9 came with all of the fuel tank, steam
generator, and dynamic brake options as the GP7 including torpedo boats. There
were also GP9Bs built for Pennsylvania (40) and Union Pacific (125). Production
lasted until December 1959, although 13 additional units were built in Canada
after 1959, the last one in August 1963. There were 3,444 GP9s built for U.S.
railroads, 646 for Canada, and 15 were exported to South America. Five railroads
purchased over 300 GP9s each. These were Chesapeake & Ohio (363), Canadian
National (349), Illinois Central (348), Southern Pacific (328), and Norfolk &
Western (306). Union Pacific and Pennsylvania also had over 300 GP9s when the
GP9Bs are included. Pennsy had 270 GP9s and 40 GP9Bs and UP had 219 GP9s and 125
GP9Bs. Other railroads who bought more than 100 GP9s include Canadian Pacific
(200), Baltimore & Ohio (194), Northern Pacific (176), New York Central (164),
Milwaukee Road (128), and Nickel Plate Road (107).

Specs