The EMD F59PH series of locomotives comprises two variants of locomotives built by EMD, the original F59PH and the newer F59PHI. These modern diesel-electric locomotives are popular among North American commuter rail services.

The F59PH was the first in the "F59" Series of locomotives. Eighty-three locomotives were built from May 1988 to May 1994 for two commuter transit railroads, Metrolink of Los Angeles, California, USA and GO Transit of Toronto, Ontario, Canada. While Metrolink continues to use these locomotives today, in 2008, GO Transit began discontinuing operations using this locomotive in favour of the new MPI MP40PH-3C.

The locomotives featured a 12-cylinder EMD 710 prime mover producing 3,000 hp (2.24 MW), front and rear platforms, a full-width cab with a three-piece windshield. Earlier EMD cowl-type locomotives had used a two-piece windshield, while the Canadian comfort cab used a four-piece design.

The F59PH is still used today, mainly on commuter railroads:

Metrolink, Los Angeles, California NCDOT (Amtrak), North Carolina on Piedmont (acquired secondhand from GO Transit) Trinity Railway Express, Dallas-Fort Worth, Texas (acquired secondhand from GO

Transit) Agence métropolitaine de transport, Montreal, QC. (acquired secondhand from GO Transit

through CAD (Canadian Allied Diesel), Lachine, QC) Via Rail Canada (on lease from CAD (Canadian Allied Diesel), Lachine, QC, to replace

EMD F40PH-2's currently being rebuilt)

F59PHI

Trinity Railway Express F59PHI #569 pulls a train into the Fort Worth Intermodal Transit Center station in Fort Worth, Texas

The Electro-Motive Diesels F59PHI diesel-electric locomotive is a common locomotive on passenger trains in North America, built by General Motors Electro-Motive Division.

First built in 1994, the locomotive is a 3,200 hp (2.4 MW) B-B diesel-electric locomotive intended for service on North American mainlines. This locomotive is equipped with a turbocharged EMD 12-710E3, a 12 cylinder, 2 stroke water cooled "Vee" diesel engine (prime mover). The main (traction) alternator converts mechanical energy from the prime mover into electrical energy that is distributed through a high voltage cabinet and rectifier to direct current traction motors. Each of the four traction motors is directly geared to a pair of driving wheels. The gear ratio of the traction motors (model D87BTR) to wheel axle determines the maximum operating speed of the locomotive; a standard F59PHI has a gear ratio of 56:21 which provides a top speed of 110 mph (176 km/h).

The F59PHI has a fully enclosed carbody which provides protected walkways for easy access to the engine room and trailing units. This arrangement allows routine maintenance while the locomotive is in service. The noteworthy aspect of this locomotive's exterior is the use of composites to present a streamlined appearance.

To supply electrical power for passenger service, the F59PHI is equipped with a secondary electrical generator referred to as the Head End Power (HEP) unit. The head-end generator generates AC power at 480 V AC, 750 amps or about 500 kW to provide power to the passenger carriages for lighting, electric heating, and air conditioning. The head-end generator is powered by a second diesel engine dedicated to it. With this arrangement, the prime mover is not burdened by head-end power generation and consequently is used solely for supplying tractive efforts.

Examples of the F59PHI are currently operated by these companies:

AMT (Montreal) Amtrak (Amtrak Cascades, all Amtrak California routes, Coast Starlight, and Piedmont) Metrolink (Southern California) North County Transit District (with the San Diego Coaster) Sound Transit (Sounder Commuter Rail) Trinity Railway Express

Amtrak coast guard

Prototype Information: Amtrak's HHP-8's are the most powerful locomotives in the Amtrak fleet. Engine #655 was the first of its type to go into service when on September 6, 2000 it pulled a revenue train out of Boston. Amtrak purchased the HHP-8's to beef-up their motive power fleet.

These new locos are a joint venture between Amtrak, Alstrom and Bombardier. Unfortunately, they have experienced a number of problems involving the different electric voltages found on the Boston to Washington corridor. They were designed to automatically switch to accept the different voltages but this feature had malfunctioned in practice.

Amtrak has purchased 15 units at close to $2 million each which have been numbered in the 650 to 664 series. They are capable of operating at 125 mph in revenue service and are expected to be a key player in Amtrak's plans to offer reliable high speed rail service to the US market.

The double-ended HHP-8 (high horse power with 8000 hp) can haul lengthy runs of Amfleet cars at speeds up to 125 miles per hour. Sometimes referred to by train crews as the "Rhino," the powerful HHP-8 can be seen storming the rails along Amtrak's Northeast Corridor.

The EMD FT was a 1,350-horsepower (1,010 kW) diesel-electric locomotive produced between November 1939, and November 1945, by General Motors' Electro-Motive Division (the "F" stood for "freight" and the "T" for 2,700 horsepower (2,000 kW) with a two-unit set). All told 555 cab-equipped A units were built, along with 541 cables booster B units, for a grand total of 1,096 units. The locomotives were all sold to customers in the United States. It was the first model in EMD's very successful F-unit series of cab unit freight diesels, and was the locomotive that convinced many U.S. railroads that the diesel-electric freight locomotive was the future. Many rail historians consider the FT one of the most important locomotive models of all time.

FTs were generally marketed as semi-permanently coupled A-B sets (a lead unit and a cables booster connected by a solid drawbar) making a single locomotive of 2,700 hp (2,000 kW). Many railroads used pairs of these sets back to back to make up a four-unit A-B-B-A locomotive rated at 5,400 hp (4,000 kW). Some railroads purchased semi-permanently coupled A-B-A three-unit sets of 4,050 hp (3,020 kW), while a few, like the Santa Fe, ordered all their FTs with regular couplers on both ends of each unit for added flexibility. All units in a consist could be run from one cab; multiple unit (MU) control systems linked the units together.

The FT is very similar to the later F-units in appearance, but there are some differences which render it distinguishable from later EMD freight cab units. The side panels of the FT were different, but it was fairly common for railroads to alter them to make an earlier unit appear later. As built, FT units had four porthole windows spaced closely together along their sides, and B units with couplers on both ends had a fifth window on one side for the hostler position.

The roof is a more reliable indication; FTs had four exhaust stacks along the centerline (flanked by boxy structures if dynamic brakes were included). The radiator fans were recessed within the carbody, and arranged in two pairs, one near each end of the locomotive. Later units have the fans grouped together, and their shrouding extended atop the roof.

The overhangs of the body past the trucks differ in the FT compared to later units. The B-units of FTs ordered in semi-permanently coupled A-B sets, and those with couplers on both ends, have a large overhang on one end (the coupler-equipped end on the paired units) featured on no other EMD B-units. This is not present on the B-units in semi-permanently coupled A-B-A sets, which were called FTSB units (for Short Booster). At other locations, except the cab front, the FT units have less of an overhang than later units; the trucks appear to be right at the ends of the car bodies.

An EMD model FT of the Atchison, Topeka and Santa Fe Railway receives service during World War II.

During World War II, locomotive production was regulated by the War Production Board. The traditional locomotive builders were prohibited from building diesel road locomotives until early

1945. There were a few dual-service ALCO DL-109s for the New Haven. Steam locomotives could be built with fewer precious materials, and were the proven type of motive power at the time.

EMD however, was purely a diesel builder, and therefore was allowed to continue building diesel freight locomotives. The WPB assigned the FT's built to the railroads it deemed most able to benefit from the new locomotives. The Santa Fe received by far the largest allocation of them, given its heavy war traffic and the difficulty and expense of providing water for steam locomotives on its long desert stretches. The original A-B-B-A demonstrator set was sold to the Southern Railway.

Were it not for the wartime restrictions, many more FTs would have been built. Most railroads wanted diesels, but often had to settle for steam locomotives.

These wartime restrictions on other manufacturers' diesel programs helped ensure EMD's dominance of the postwar diesel market.

With its distinctive angular nose, wide cab, flat-sided fuel tanks, and wide cooling air intake "wings", the SD70ACe locomotive was noticeably different from previous SD70 diesels. It was also more environmentally friendly, having been updated to meet new EPA regulations for railroad locomotives.

There were a handful of original buyers of this impressive diesel locomotive, including Burlington Northern Santa Fe, Kansas City Southern, and Ferromex. For 2008, Lionel offers the Standard O SD70ACe in these three road names. BNSF SD70ACe is decorated in the new Heritage III orange and yellow paint scheme, featuring the company's newest "swoosh" logo on the sides and nose. The Kansas City Southern SD70ACe captures the railroad's recent switch on many of its locomotives to yellow, red, and brunswick green a paint scheme that once adorned its famous Southern Belle passengers cars. Ferromex, or "Mexican Railroad", is one of the country's largest railroad systems, which interconnects major Mexican cities including ones that border the United States. The Ferromex SD70ACe by Lionel is handsomely adorned in green, red, and white--the colors of the Mexican flag. Matching sets of Standard

The SD70ACe is similar to the SD70MAC; however, it has been updated to meet the latest EPA regulations for road locomotives. Several other changes were included as well. The radiator on the locomotive is nearly as wide as the cab, and looks similar to the radiator on the SD80 and SD90 series of locomotives. The nose has been modified, producing a much more angular nose than previous models. The cables and brake lines have been routed beneath the walkways, allowing for easy access by maintenance workers. SD70ACe models are rated at 4,300 horsepower (3,200 kW). As of 2005, 191 examples of this model locomotive have been produced. Purchasers include BNSF Railway, CSX Transportation, Ferromex, Kansas City Southern Railway, Montana RailLink, CVG Ferrominera Orinoco , Union Pacific Railroad and Quebec North Shore and Labrador Railway, BHP Billiton. Norfolk Southern has 40 units on order. NS engines #1000-1046, 1048-1049, 1051, 1053 have been delivered.

Burlignton Route AA E8

The California Zephyr is a 2,438 mi (3,924 km) long passenger train route operated by Amtrak in the midwestern and western United States. It runs from Chicago, Illinois, in the east to Emeryville, California, in the west, passing through the states of Illinois, Iowa, Nebraska, Colorado, Utah, Nevada, and California. This route is one of the longest and most scenic routes run by Amtrak, with views of both the upper Colorado River valley in the Rocky Mountains, and the Sierra Nevada.

Prior to the formation of Amtrak, the California Zephyr (the CZ, or "Silver Lady") was a passenger train operated jointly by the Chicago, Burlington and Quincy Railroad (CB&Q), Denver and Rio Grande Western Railroad (D&RGW) and Western Pacific Railroad (WP). The CB&Q, D&RGW and WP christened "The most talked about train in America" on March 19, 1949 with the first departure to happen the following day. It was purposefully scheduled so that the train passed through the most spectacular scenery in the daylight.

The original CZ ceased operations in 1970. However, the D&RGW continued to operate its own passenger train service, named the Rio Grande Zephyr, between Salt Lake City and Denver using the original equipment until 1983.

Since 1983, the California Zephyr name has been applied to a Chicago-San Francisco Amtrak service, which operates daily and is a hybrid route between the route of the original CZ and the route of its former rival, the City of San Francisco. Another former rival was the San Francisco Chief.

A small blurb in the July 2010 Trains magazine stated that this train is listed not only for route improvement, but also to host a second route, the discontinued Desert Wind route. The following is what is listed for the Zephyr route:

Possible Desert Wind extension, Salt Lake City-Los Angeles via Las Vegas, Nevada Possible equipment upgrades similar to that of the Empire Builder, possibly regardless if

the first change is successful or not.

During fiscal year 2010, the California Zephyr carried a total of 377,876 passengers, an increase of 9.4% over FY 2009's total of 345,558 passengers. The train had a total revenue of $43,754,763 during FY 2010, a 13.1% increase from FY 2009's total of $38,679,674.

The railroad operated a number of streamlined passenger trains known as the Zephyrs which were one of the most famous and largest fleets of streamliners in the United States. The Burlington Zephyr, the first American diesel-electric powered streamlined passenger train, made its noted "dawn-to-dusk" run from Denver, Colorado, to Chicago, Illinois, on May 26, 1934. On November 11, 1934, the train was put into regularly scheduled service between Lincoln, Nebraska, and Kansas City, Missouri. Although the distinctive, articulated stainless steel trains were well known, and the railroad adopted the "Way of the Zephyrs" advertising slogan, they did not attract passengers back to the rails en masse, and the last one was retired from revenue service with the advent of Amtrak.

The Pioneer Zephyr is a diesel-powered railroad train formed of railroad cars permanently articulated together with Jacobs bogies, built by the Budd Company in 1934 for the Chicago, Burlington and Quincy Railroad (CB&Q), commonly known as the Burlington. The train featured extensive use of stainless steel, was originally named the Zephyr, and was meant as a promotional tool to advertise passenger rail service in the United States. The construction included innovations such as shotwelding (a specialized type of spot welding) to join the stainless steel, and articulation to reduce its weight.

On May 26, 1934, it set a speed record for travel between Denver, Colorado, and Chicago, Illinois, when it made a 1,015-mile (1,633 km) non-stop "Dawn-to-Dusk" dash in 13 hours 5 minutes at an average speed of 77 mph (124 km/h). For one section of the run it reached a speed of 112.5 mph (181 km/h), just short of the then US land speed record of 115 mph (185 km/h). The historic dash inspired two films and the train's nickname, "Silver Streak".

The train entered regular revenue service on November 11, 1934, between Kansas City, Missouri, Omaha and Lincoln, Nebraska. It operated this and other routes until its retirement in 1960, when it was donated to Chicago's Museum of Science and Industry, where it remains on public display. The train is generally regarded as the first successful streamliner on American railroads.

The MP36PH-3C has the same prime mover as the "-3S" model, the MPI 645F3B diesel engine, but with its HEP generated by a separate Caterpillar C-18 diesel engine, thus the "C" in its model name. In this arrangement, when providing HEP, the full 3600 HP from the prime mover is available for traction, and the prime mover is allowed to idle at a lower RPM. Caltrain was the first to purchase the MP36PH-3C in 2003. SunRail's version will differ from the norm as in addition to being refurbished, it will have a switcher-like body unlike the fully enclosed body standard to the MPXpress locomotives. The streamlined cab will still remain in place though.[1]

MPXpress is a series of diesel-electric passenger train locomotives designed for commuter rail service. The manufacturer, Motive Power (Wabtec), offers the locomotives with a number of customizable options such as different prime movers and traction motors, head end power (HEP) generated by a separate engine or by the prime mover, and new or refurbished trucks. To date, MPI has offered three main variants: MP36PH-3S, MP36PH-3C, and MP40PH-3C.

The MPXpress line of locomotives were the first production passenger locomotives to meet EPA Tier 1 and Tier 2 emissions regulations, as well as FRA safety regulations regarding crashworthiness and fire safety. The line also meets APTA crashworthiness standards.

Numerous public transit agencies in Canada and the United States have ordered MPXpress locomotives for their commuter rail services.

Originally F40PH-2s; overhauled by Alstom in 1999 and HEP generators were converted to separate Caterpillar 6-cylinder engines.

Caltrain (reporting mark JPBX) is a California commuter rail line on the San Francisco Peninsula and in the Santa Clara Valley (Silicon Valley) in the United States. The northern terminus of the rail line is in San Francisco, at 4th and King streets; its southern terminus is in Gilroy. Trains operate out of San Francisco and San Jose on an approximately hourly basis every weekday, with more frequent service provided during commute hours and for special events (such as sporting events). Service between San Jose and Gilroy is limited to three daily commute-hour round trips. Average weekday ridership in February 2011 was 41,442 persons per day, up 12.7% from February, 2010.

Caltrain is governed by the Peninsula Corridor Joint Powers Board (PCJPB), which consists of three member agencies from the three counties in which Caltrain line serves. Each member agency sends three representatives to constitute a nine member Board of Directors. The member agencies are the City and County of San Francisco, SamTrans and the Santa Clara Valley Transportation Authority

Caltrain has 29 regular stops, one football-only stop (Stanford Stadium), and two weekend-only stops (Broadway and Atherton). As of January 2011, Caltrain runs 86 weekday trains (22 Baby Bullet and Limited), 36 Saturday (4 Baby Bullet), and 32 Sunday (4 Baby Bullet).

The EMD SD40-2 is a 3,000-horsepower (2,200 kW) C-C locomotive produced by EMD from 1972 to 1989.

The SD40-2 was first introduced in January 1972 as the mid-range offering in EMD's six-axle "Dash-2" series, competing against the GE U30C and the MLW M630. Although higher-horsepower locomotives were available, including EMD's own SD45-2, the reliability and versatility of the 3,000-horsepower SD40-2 made it the best-selling model in EMD's history and the standard of the industry for several decades after its introduction. The SD40-2 was a technological improvement over the previous SD40, incorporating modular electronic control systems similar to those of the experimental DDA40X.

Peak production of the SD40-2 occurred in the mid 1970s. Sales of the SD40-2 began to diminish after 1981 due to the oil crisis, increased competition from GE's Dash-7 series and the introduction of the EMD SD50, which was available concurrently to late SD40-2 production. The last SD40-2 delivered to a United States railroad was built in August 1984, with production continuing for railroads in Canada until July 1985, Mexico until February 1986, and Brazil until 1989.

The SD40-2 has seen service in Canada, Mexico, Brazil and Guinea. To suit export country specifications, General Motors designed the JT26CW-SS (British Rail Class 59) for Great Britain, the GT26CW-2 for Yugoslavia, Korea, Iran, Morocco, Peru and Pakistan, while the GT26CU-2 went to Zimbabwe and Brazil. Various customizations led Algeria to receive their version of a SD40-2, known as GT26HCW-2.

Just as the SD38, SD39, SD40, and SD45 shared a common frame, so too did the SD38-2, SD40-2, and SD45-2. It was 3 ft (0.91 m) longer than the previous models, giving an overall locomotive length of 68 ft 10 in (20.98 m) over the coupler pulling faces. The SD38-2 and SD40-2 shared the same basic superstructure, since they both used the same 16-645E3 engine (in naturally aspirated and turbocharged form respectively); the long hood was 18 inches (46 cm) longer than the SD38 and SD40, but since the increase in frame length was even greater, the SD38-2 and SD40-2 were left with even larger front and rear "porches" than the earlier models. These empty areas at front and rear are distinctive spotting features to identify the Dash 2 models of both units. The SD40-2 can be distinguished from the SD38-2 by having three roof-mounted radiator fans instead of two, and a single large exhaust stack instead of two smaller stacks.

The increase in the frame length over the preceding SD40 was made to accommodate the new HT-C truck design, in which the traction motors all face the same direction, creating an overhang on the inner ends of the trucks. However, after a series of derailments involving Amtrak SDP40F units that were equipped with HT-C trucks, Conrail ordered the SD40-2 units and several orders of SD50s with the older Flexicoil trucks.

As of 2008, some SD45 units have been modified by replacing their 20 cylinder engine with the 16 cylinder removed from otherwise scrapped SD40-2 units. This was common practice for units owned by Union Pacific and possibly other owners. In many cases these are identified by the owner as SD40-2, SD40M-2 or some other such means. Confusion is created when what appears to be an SD45 is labeled as an SD40-2. Additionally, some older SD40-2 units used in low-power modes such as yard switching or hump service have been de-turbocharged, resulting in the mechanical equivalent of a SD38-2. Units so modified may or may not be re-labeled.

There are several variations of the SD40-2. Such as the SD40T-2's (T for tunnel motor) bought by fallen flags: Southern Pacific, and Denver and Rio Grande Western; now operated by the Union Pacific Railroad. There is the SD40-2(W) (W for the 4-Window Safety Cab) bought and operated by the Canadian National railway. There were high-nosed versions of the SD40-2 bought by fallen flags: Norfolk & Western, & Southern Railway. These units are now operated by the Norfolk Southern Railway (Resulting merger of N&W and The Southern Railway). There are even some narrow gauge versions around the world called BB40-2's.

Three cabless SD40-2Bs were also rebuilt from standard SD40-2s by the Burlington Northern Railroad in the early 1980s. The units had been in collisions and it was decided that it would be more economical to rebuild them without cabs. Canadian Pacific also owns a few SD40-2Bs. These were created by welding metal plates over the cab windows of many of its ex-Norfolk Southern and some of its original SD40-2s.

The EMD GP30 was a 2,250 hp (1,680 kW) four-axle B-B diesel locomotive built by General Motors Electro-Motive Division of La Grange, Illinois between July, 1961 and November, 1963. 948 examples were built for railroads in the United States and Canada (2 only), including 40 cabless B units for the Union Pacific Railroad.

It was the first so-called "second generation" EMD diesel locomotive, and was produced in response to increased competition by a new entrant, General Electric's U25B, which was released roughly at the same time as the GP30. The GP30 is easily recognizable due to its high profile and stepped cab roof, unique among American locomotives. A number are still in service today in original or rebuilt form.

The GP30 was conceived out of the necessity of matching new competitor GE's U25B. The U25B offered 2,500 hp (1,900 kW) while EMD's GP20 and its 567D2 prime mover was only rated at 2,000 hp (1,500 kW). It also featured a sealed, airtight long hood with a single inertial air intake for electrical cooling, with a pressurized cooling system which kept dust out of the engine and equipment area. Finally, the entire design was optimized for ease of access and maintenance. The U25B demonstrators were receiving much praise—and orders—from the railroads that tested them. Meanwhile, ALCO had been producing the 2,400 hp (1,800 kW) RS-27 since 1959, though it had not sold well.

EMD's engine department managed to get an extra 250 hp (186 kW) out of the V16 EMD 567-series engine; the new engine was designated the EMD 567D3. 2,250 hp (1,680 kW) wasn't quite equivalent to the GE and ALCO offerings, but EMD hoped the railroads' familiarity with EMD equipment would improve their chances. The locomotive in which it would be fitted was improved along the lines of the U25B; sealed long hood, central air intake, and engineered for easier maintenance access. The frame and trucks of the GP20 were carried across; the extra equipment for the centralized air system required more space behind the cab, and since the locomotive was not going to be lengthened, extra space was achieved vertically by raising the height of the locomotive, giving room for the central air system, turbocharger and electrical cabinet all behind the cab. This extra height behind the cab meant that the body style used for previous GP units was not suitable.

Since EMD needed the new locomotive to be visibly modern and updated, they turned to the GM Automotive Styling Center at Troy, Michigan for help. The automobile stylists created the GP30's trademark "hump" and cab roof profile. The hump-like bulge started at the front of the cab and enveloped the air intakes for the central air system and the dynamic brake blister. Units ordered without dynamic brakes were the same shape, but lacked the intakes to cool the dynamic brake resistor grids.

For the first time on an EMD hood unit, a low short hood was the default. A high short hood could be ordered, but only holdouts Norfolk and Western Railway and Southern Railway received such units. EMD originally planned to name the locomotive the GP22, and the first demonstrators were put out under that number, but EMD's marketing department decided to leapfrog GE's numbering to make the new locomotive seem more advanced. Marketing literature claimed 30 distinct improvements from the GP20 and that this was the reason for the number.

The GP30 successfully countered the GE threat and kept EMD in the dominant position in the North American diesel market. While losing a little power to the GE and ALCO competition, the solidity and reliability of the GP30—and the familiarity of railroad mechanical departments with EMD products—ultimately won many more orders for EMD. 948 were sold, in comparison to 478 U25Bs. In addition, the GP30 was only sold until the end of 1963, while the U25B was available until 1966.

An EMD GP30 originally owned by the Louisville and Nashville Railroad -- Oak Ridge, TN.

Most major railroads ordered GP30s, and many smaller ones did too. The largest orders were from the SOU (120), UP (111), ATSF (85), and the B&O (77).

The sole purchaser of B units (by the mid 1960s generally an outdated concept) was the UP, who kept the practice of running its locomotives in matched sets much longer than others. Eight of those 40 B units were fitted with steam generators for heating passenger trains, the only GP30s to receive them. Prior to Amtrak, UP would use a GP30 and two boiler equipped GP30Bs on passenger trains when no E8s or E9s were available.

Some units for the GM&O, MILW and SOO were built from ALCO trade-ins and ride on ARR type B trucks instead of the standard Blomberg Bs. An indisputable tribute to the quality of the GP30 design is the fact that a good number are still in service as of 2007, which is a service lifespan of over 40 years and well in excess of the design life of 25–30 years for the average diesel locomotive. Furthermore, when life-expired, some railroads chose to give them major rebuilds instead of scrapping them.

Specifically, the Burlington Northern rebuilt GP30 (and GP35) units to the specifications of the later GP39. These rebuilds (known as GP39Es, GP39Ms and GP39Vs[1]) came not only from the ranks of the units the BN inherited from its own merger, but from the Union Pacific, Southern Pacific, SAL, and others.

The EMD E6 was a 2,000-horsepower (1,500 kW), A1A-A1A, passenger train locomotive manufactured by Electro-Motive Corporation, and its corporate successor, General Motors Electro-Motive Division, of La Grange, Illinois. The cab version, or E6A, was manufactured from November, 1939 to September, 1942, and 91 were produced. The booster version, or E6B, was manufactured from April, 1940 to February, 1942, and 26 were produced. The 2,000 hp was achieved by putting two 1,000 hp, 12-cylinder, model 567 engines in the engine compartment. Each engine drove its own electrical generator to power the traction motors. The E6 was the seventh model in a long line of passenger diesels of similar design known as EMD E-units.

Compared with other passenger locomotives made by EMD before and after these models, the noses of the E3, E4, E5, and E6 cab units had pronounced slants when viewed from the side. Therefore, these four models have been nicknamed “slant nose” units. Some units made before these models were called “shovel nose” units because of their appearance. Some units made during and after these models were called “bulldog nose” units, because of their appearance.

Two E6s survive today. One was operated by the Midland Railway, in Baldwin City, Kansas but has since been sold and may become part of a future museum in Manly, Iowa or possibly be restored to operation. It is ex-Chicago, Rock Island & Pacific Railroad E6A #630.

The other E6 is located at the Kentucky Railway Museum, in New Haven, Kentucky. It is ex-Louisville and Nashville E6A #770. This unit is for display only, as it came to the museum without a majority of its internal parts.

Chessie System, Inc. was a holding company that owned the Chesapeake and Ohio Railway (C&O), the Baltimore and Ohio Railroad (B&O), the Western Maryland Railway (WM), and several smaller carriers. It was incorporated in Virginia on February 26, 1973, and it acquired the C&O (which controlled the other companies) on June 15. On November 1, 1980, Chessie System merged with Seaboard Coast Line Industries to form CSX Corporation. However, the Chessie image continued to be applied to new and re-painted equipment until mid-1986, when CSX introduced its own paint scheme. The B&O and C&O were not legally merged out of existence until 1987, when the company's official successor, CSX Transportation was founded.

Headquartered in Cleveland, Ohio, the Chessie System was the creation of Cyrus S. Eaton and his protégé Hays T. Watkins, Jr., then president and chief executive officer of the C&O. A chief source of revenue for the Chessie System was transportation of coal mined in West Virginia. Another was the transport of auto parts and finished motor vehicles.

The signature symbol of the Chessie System was its "Ches-C", a large emblem incorporating the outline of the C&O's famous "Chessie" the kitten logo. The Ches-C was emblazoned on the front of all Chessie System locomotives, and also served as the "C" in "Chessie System" on the locomotive's flanks, and on other rolling stock. The Chessie System itself did not own any locomotives or other rolling stock; rather, equipment would be placed on the roster of one of the three component railroads. While all three companies shared a common paint scheme of yellow, vermillion, and blue, actual ownership of the equipment was denoted by the reporting marks: C&O, B&O, or WM.

Chessie had four famous diesel-electric locomotives in its fleet: B&O 1977 (an EMD GP40-2) was meant to celebrate the B&O's 150th anniversary (this locomotive became B&O 4100 and B&O 4163; for a short time there were two B&O locomotives numbered 1977), B&O GM50 (another EMD GP40-2) was painted gold to celebrate GM-EMD's 50th anniversary as a diesel locomotive manufacturer (GM50 got repainted in 1984 and became B&O 4164), B&O #3802: An EMD GP38 named the All American Locomotive by Trains in 1982, and B&O 4444 (3rd to last GP40-2 owned by Chessie, last unit was B&O 4447) was the locomotive that pulled Ronald Reagan's 1984 presidential train through Ohio.

The Chessie System operated and exhibited a former Reading Railroad 4-8-4 steam locomotive (#2101) on a national tour as the "Chessie Steam Special," beginning in 1977 in celebration of the

B&O's 150th anniversary. The 4-8-4 had previously been used as one of three locomotives pulling the American Freedom Train. The train was painted in the Chessie System motif and consisted of the locomotive, two tenders, and eighteen to twenty passenger and baggage cars. The locomotive was severely damaged in a fire in March, 1979 while stored in a Chessie System roundhouse. It has since been cosmetically restored, and is on display at the B&O Railroad Museum, in Baltimore, MD.

The Chicago & North Western was a road of contrasts — serving Chicago commuters, Michigan iron mines and Illinois coal fields. It amassed a sprawling network of branch lines throughout the Midwest and established the industry’s first safety campaign by coining the phrase "Safety First."

The line also was a key link between Chicago and the West. Chicago & North Western was the first railroad to connect with Union Pacific at Council Bluffs in 1867, and in 1984, partnered with UP to open a connector line to the coal fields in Wyoming’s Powder River Basin – enabling the region to become a major U.S. energy source. The Chicago & North Western and Union Pacific merged in 1995.

The Chicago & North Western locomotive is the fifth unit in the heritage fleet and was unveiled at the Ogilvie Transportation Center in Chicago on July 15, 2006.

The EMD SD70 is a series of diesel-electric locomotives produced by the Electro-Motive Division of General Motors beginning in 1992. Over 4000 locomotives in this series have been produced, mostly of the SD70M and SD70MAC models. All locomotives of this series are hood units with C-C trucks. All SD70 models up to the SD70ACe and SD70M-2 have the HTCR Radial truck, rather than the HT-C truck; the self-steering radial truck was designed to allow the axles to steer in curves, reducing wear on the wheels and railhead. With the introduction of the SD70ACe and SD70M-2, in an effort to reduce cost EMD introduced a new bolsterless non-radial HTSC truck as the standard truck for these models. The radial truck, now the HTCR-4, is still an option.

The SD70ACe is similar to the SD70MAC; however, it has been updated to meet the latest EPA regulations for road locomotives. Several other changes were included as well. The radiator on the locomotive is nearly as wide as the cab, and looks similar to the radiator on the SD80 and SD90 series of locomotives. The nose has been modified, producing a much more angular nose than previous models. The cables and brake lines have been routed beneath the walkways, allowing for easy access by maintenance workers. SD70ACe models are rated at 4,300 horsepower (3,200 kW). As of 2005, 191 examples of this model locomotive have been produced. Purchasers include BNSF Railway, CSX Transportation, Ferromex, Kansas City Southern Railway, Montana RailLink, CVG Ferrominera Orinoco , Union Pacific Railroad and Quebec North Shore and Labrador Railway, BHP Billiton. Norfolk Southern has 40 units on order. NS engines #1000-1046, 1048-1049, 1051, 1053 have been delivered.

The Truth about Coors

Coors invented the pollution free push tab can, however, so consumers disliked the top and it was discontinued soon afterward. The long and current slogan of  “Silver Bullet” to describe Coors Light is not for the beer but for the silver colored can in which the beer is packaged. Coors Light was once produced in the “yellow bellied” cans like Coors Banquet, however, when the yellow coloring was removed and the can was left mostly Silver, many dubbed the beer as “The Silver Bullet”.

How this train works?

Two big wheels chugging on a refrigerated chassis with sonic cold air intake that helps your imagination think a super fast train that has semi attractive people on it with Coors Light for FREE is on its way to pick you up after a long day at work…then bam it’s over and something about you kidneys….

Slugs/Power Mates are two locomotive units operating in tandem, both of which are equipped with traction motors. Only the locomotive is equipped with diesel engine and main generator, which provides the electric power for traction motors in both units. The crew can operate the train from the cab of either unit. The Power Unit ("MOTHER") can operate independently of the Power Mate ("SLUG"), but Power Mate cannot operate independently of the Power Unit. "The weight in the slug (usually steel plates or concrete blocks) is simply for better tractive effort.

They are generally used in yard duty where the switcher has enough horsepower, but not enough tractive force to push long strings of cars up a hump. However, a road slug is used in transfer service where the top speed rarely exceeds 30 mph. Some of the more sophisticated road slugs have cut out devices where the slug stops operating at higher speeds as it ceases to be useful and it is only draining useable power from the mother unit at that point. CSX just converted a number of GP30's and GP35's to road slugs (the units look like regular Geeps except for the lack of radiators and exhausts, and retain their cabs.) They are also creating Slug mothers by taking SD40-2 locomotives de-turbocharging them for slug capabilities with the recently acquired CR slugs: See CSX 2412

Long lines of intermodal well cars, double-stacked with an assortment of distinctive containers, are a common and striking sight on the modern rail lines. With over 22,000 miles of track connecting 23 states and two Canadian provinces, CSX operates one of the largest intermodal networks in the United States. Lionel embraces the intermodal age of railroad transportation with a consist of four All-Purpose Husky Stack cars pulled by a powerful CSX SD40-2 diesel locomotive.

Former CR locomotives can be spotted by recognizing phase differences in engine models and numbering. Other spotting details can be inconsistent, but can include a number of the following: Class lights, Leslie model RS3L air horns, former Conrail SD40-2s ride on Flexicoil "C" trucks and have anticlimbers, ditch lights mounted beneath the anticlimber, headlights above the cab (vs. CSX's standard practice of nose mounted headlights on all wide nose GE units), and modified "Bright Future" paint with battery box faces painted yellow versus black or blue.

Union Pacific 4141 is an EMD SD70ACe locomotive owned by Union Pacific. Its paint scheme is based on that of Air Force One and "George Bush 41" is painted on the sides in honor of George H. W. Bush, the 41st President of the United States.

The road number 4141 was previously occupied by an SD70M, which has since been renumbered.

The unit was removed from active service due to reduced traffic levels stemming from financial crisis of 2007–2010, and is currently stored at UP's North Little Rock shop. The unit is to have its unique paint scheme and number removed during its next overhaul. However, according to UP chief of engines Roger Mills this unit is now back in service as of 09/18/2011 on its first train to Chicago, Illinois and will be seen around the United States on the Union Pacific System.

The GE U30C was one of the earliest successes from General Electric in the diesel locomotive market. With 600 units sold, the U30C proved to be a choice for customers who weren't able to purchase SD40's or SD40-2's from EMD due to mass orders. Throughout its 9 year production span, the U30C was heavily deemed unreliable in service due to electrical and mechanical problems occurring almost all the time. However, most railroads were assured of the reliability of the GE Model 752DC traction motor, and began to place orders for U30Cs starting in 1966. When production ended, the last U30C's carried pre-Dash 7 specifications, which would be carried in its replacement, the GE C30-7.

The U30C served customers of all kinds. From mining, to general freights, coal trains, and even as a power source unit for the Department of Transportation's subway-car test tracks in Pueblo, Colorado before a connection from the commercial electric power grid could be established (Cudahy 1979).

Not to be outdone in the freight sector, GE produced a passenger version of the locomotive, the GE U30CG. Unfortunately, the U30CG only sold 6 units for the Atchison, Topeka & Santa Fe Railroad.

When most U30C's were being retired due to old age and mechanical/electrical problems, General Electric initiated a rebuild program where the old Universal Series locomotives would be upgraded with the latest technology and fuel saving systems. GE would then strip the locomotive down to its frame and engine, and completely rebuild the locomotive with new components. When completed, the unit would receive a new designation: GE C30-S7R (R for Rebuilt frame of traded-in locomotive). In the later years, the rebuild frame was discontinued, and a brand new frame would be used, re designating the locomotive as GE C30-S7N (N for Newly cast frame). The only external difference would be a large vent on the fireman's side ahead of the engine compartment. The final variation came with the discontinued frame of the Universal series and instead, using GE C40-8 kits. This new model also featured a microprocessor, officially designating this locomotive as GE C30-S7NMP.

After much speculation and rumor (Union Pacific officials kept things under a tight lid), the unit was formally unveiled on July 30, 2005 at Omaha Nebraska, along with UP 1983 (for the Western Pacific). More heritage units were announced to follow the first pair.

When designing the locomotive, the creative team concentrated on two particular time periods: the 1940s, when Mo-Pac introduced a blue, gray and white color scheme with a thin yellow accent stripe, and the 1960s, when the paint scheme was altered to a solid dark blue with the MP buzz saw logo.

The result for the MoPac heritage locomotive was a two-tone blue and white color scheme that harkens back to the streamliner days and combines the buzz saw logo and screaming eagle graphic introduced in the 1960s. The design implies both power and speed.

Union Pacific 1982 is an EMD SD70ACe locomotive owned by the Union Pacific Railroad. It is one of six SD70ACe locomotives referred to as the UP's Heritage units, units painted to pay tribute to predecessor railroads acquired by Union Pacific. UP 1982 is painted in Missouri Pacific colors. The locomotive was unveiled together with number 1983 (painted in honor of Western Pacific Railroad) in a private ceremony on July 30, 2005, in Omaha, Nebraska, after which it entered regular revenue service.

The SD70ACe is similar to the SD70MAC; however, it has been updated to meet the latest EPA regulations for road locomotives. Several other changes were included as well. The radiator on the locomotive is nearly as wide as the cab, and looks similar to the radiator on the SD80 and SD90 series of locomotives. The nose has been modified, producing a much more angular nose than previous models. The cables and brake lines have been routed beneath the walkways, allowing for easy access by maintenance workers. SD70ACe models are rated at 4,300 horsepower (3,200 kW). As of 2005, 191 examples of this model locomotive have been produced. Purchasers include BNSF Railway, CSX Transportation, Ferromex, Kansas City Southern Railway, Montana RailLink, CVG Ferrominera Orinoco , Union Pacific Railroad and Quebec North Shore and Labrador Railway, BHP Billiton. Norfolk Southern has 40 units on order. NS engines #1000-1046, 1048-1049, 1051, 1053 have been delivered.

The Missouri–Kansas–Texas Railroad (reporting mark MKT) was incorporated May 23, 1870. In its earliest days the MKT was commonly referred to as "the K-T", which was its stock exchange symbol; this common designation soon evolved into "the Katy".

The Katy was the first railroad to enter Texas from the north. Eventually the Katy's core system would grow to link Kansas City and St. Louis, Missouri; Tulsa and Oklahoma City, Oklahoma; Dallas, Fort Worth, Waco, Temple, Austin, San Antonio, Houston, and Galveston, Texas. An additional mainline between Fort Worth and Salina, Kansas, was added in the 1980s after the collapse of the Chicago, Rock Island and Pacific Railroad; this line was operated as the Oklahoma, Kansas and Texas Railroad (OKKT).

In July 2005, Union Pacific unveiled a brand new EMD SD70ACe locomotive, Union Pacific 1988, in MKT colors as part of a new heritage program.

The SD70ACe is similar to the SD70MAC; however, it has been updated to meet the latest EPA regulations for road locomotives. Several other changes were included as well. The radiator on the locomotive is nearly as wide as the cab, and looks similar to the radiator on the SD80 and SD90 series of locomotives. The nose has been modified, producing a much more angular nose than previous models. The cables and brake lines have been routed beneath the walkways, allowing for easy access by maintenance workers. SD70ACe models are rated at 4,300 horsepower (3,200 kW). As of 2005, 191 examples of this model locomotive have been produced. Purchasers include BNSF Railway, CSX Transportation, Ferromex, Kansas City Southern Railway, Montana RailLink, CVG Ferrominera Orinoco , Union Pacific Railroad and Quebec North Shore and Labrador Railway, BHP Billiton. Norfolk Southern has 40 units on order. NS engines #1000-1046, 1048-1049, 1051, 1053 have been delivered.

The Texas Special was a named passenger train operated jointly by the Missouri-Kansas-Texas Railroad (also known as the MKT or the Katy) and the St. Louis-San Francisco Railway (the Frisco), it was the flagship of both these lines. It ran between St. Louis, Missouri, and San Antonio, Texas, from 1915 until 1964.

In 1947 the Texas Special was upgraded to a diesel powered streamliner. Katy and Frisco outfitted two complete 14 car trains with EMD E7 locomotives and Pullman rolling stock. Each train had seven sleepers, three coaches, a coach-buffet-lounge car, a diner, a combination RPO-baggage car, and an observation car (sleeper-lounge-observation car or buffet-lounge-observation car). In the early years of the streamlined Texas Special all these cars were bright red with shining corrugated aluminum side panels. The locomotives were painted to match.

With two sets of equipment, the train could run daily from both St. Louis and San Antonio, departing one city in the afternoon and arriving in the other the following afternoon. Katy took the diesels off the train in Waco for servicing and again used a Pacific class 4-6-2 steam locomotive, usually their Pacific 383, to take the train into San Antonio.

The Texas Special proved to be so popular that the two railroads soon had to purchase additional equipment. Two ALCO PA-1 diesels were purchased by MKT in 1949. In some cases, older rail cars were repainted to match the distinctive Texas Special look. Soon it was not unusual for the Texas Special to run with 20 cars instead of the original 14. According to a historical pamphlet published by the MKT railroad in 1970, by 1950 the Texas Special was regarded as one of the most profitable streamliners in America.[1] At the height of its popularity the Texas Special also offered through passenger service to New York City with through 14-4 sleeping cars, via the Pennsylvania Railroad (PRR).

In the mid-1950s the Katy was taken over by a conglomerate whose focus was freight train profits; they showed little interest in properly maintaining the track and equipment to operate a comfortable passenger streamliner. Trains would run late and passengers soon were finding alternative transportation. By 1959 conditions had deteriorated so much on the Katy lines that Frisco pulled out of the venture. This meant Katy had to move the northern terminus of the Texas Special from St. Louis to Kansas City, Missouri. In 1964 Texas Special service was discontinued south of Dallas, Texas. The last Texas Special ran on July 1, 1965.[2]

Frisco purchased the E7 locomotives and Pullman cars for the Texas Special at the same time as they purchased ones for the Meteor, so the two trains shared the distinctive red and silver look. Frisco bought sets of named cars for each train.

The Napa Valley Wine Train's history is almost as long as the state of California's. The rail line upon which the train travels was built in 1864 by San Francisco's first millionaire, Samuel Brannan, in order to take visitors to his spa resort of 'Calistoga'. Shortly thereafter, Brannan was forced to sell many of his holdings in order to pay for his divorce, and the railroad became the property of California Pacific Railroad, then Southern Pacific bought the Napa Valley Railroad in 1885. During the late part of the 19th century and the early part of the 20th century, the railroad played a vital role in the economic and agricultural development of the Napa Valley, and provided regular passenger service to the communities of the valley.

With the birth of the automobile, however, the train began to lose much of its former importance. Passenger service was discontinued in the 1930s. Southern Pacific abandoned the right of way north of St. Helena in 1960. And by 1984 Southern Pacific ran only one freight train a week on the tracks. In an effort to make a profit on the faltering rail line, Southern Pacific chose to abandon the line and sell the property in 1984.

In 1987 a group of concerned citizens founded the Napa Valley Wine Train, with the goal of preserving the transportation corridor for future use and reducing traffic congestion in the valley. The Napa Valley Wine Train purchased the rail line from Southern Pacific, restored vintage 1910's era Pullman rail cars, and hired a team of food service experts to provide visitors with an unmatched luxury rail experience. Over the last 22 years, we at the Napa Valley Wine Train have been improving the right of way, and has made modern improvements to some of our antique equipment.

The EMD SD40-2 is a 3,000-horsepower (2,200 kW) C-C locomotive produced by EMD from 1972 to 1989.

The SD40-2 was first introduced in January 1972 as the mid-range offering in EMD's six-axle "Dash-2" series, competing against the GE U30C and the MLW M630. Although higher-horsepower locomotives were available, including EMD's own SD45-2, the reliability and versatility of the 3,000-horsepower SD40-2 made it the best-selling model in EMD's history and the standard of the industry for several decades after its introduction. The SD40-2 was a technological improvement over the previous SD40, incorporating modular electronic control systems similar to those of the experimental DDA40X.

Peak production of the SD40-2 occurred in the mid 1970s. Sales of the SD40-2 began to diminish after 1981 due to the oil crisis, increased competition from GE's Dash-7 series and the introduction of the EMD SD50, which was available concurrently to late SD40-2 production. The last SD40-2 delivered to a United States railroad was built in August 1984, with production continuing for railroads in Canada until July 1985, Mexico until February 1986, and Brazil until 1989.

The SD40-2 has seen service in Canada, Mexico, Brazil and Guinea. To suit export country specifications, General Motors designed the JT26CW-SS (British Rail Class 59) for Great Britain, the GT26CW-2 for Yugoslavia, Korea, Iran, Morocco, Peru and Pakistan, while the GT26CU-2 went to Zimbabwe and Brazil. Various customizations led Algeria to receive their version of a SD40-2, known as GT26HCW-2.

Just as the SD38, SD39, SD40, and SD45 shared a common frame, so too did the SD38-2, SD40-2, and SD45-2. It was 3 ft (0.91 m) longer than the previous models, giving an overall locomotive length of 68 ft 10 in (20.98 m) over the coupler pulling faces. The SD38-2 and SD40-2 shared the same basic superstructure, since they both used the same 16-645E3 engine (in naturally aspirated and turbocharged form respectively); the long hood was 18 inches (46 cm) longer than the SD38 and SD40, but since the increase in frame length was even greater, the SD38-2 and SD40-2 were left with even larger front and rear "porches" than the earlier models. These empty areas at front and rear are distinctive spotting features to identify the Dash 2 models of both units. The SD40-2 can be distinguished from the SD38-2 by having three roof-mounted radiator fans instead of two, and a single large exhaust stack instead of two smaller stacks.

The increase in the frame length over the preceding SD40 was made to accommodate the new HT-C truck design, in which the traction motors all face the same direction, creating an overhang on the inner ends of the trucks. However, after a series of derailments involving Amtrak SDP40F units that were equipped with HT-C trucks, Conrail ordered the SD40-2 units and several orders of SD50s with the older Flexicoil trucks.

As of 2008, some SD45 units have been modified by replacing their 20 cylinder engine with the 16 cylinder removed from otherwise scrapped SD40-2 units. This was common practice for units owned by Union Pacific and possibly other owners. In many cases these are identified by the owner as SD40-2, SD40M-2 or some other such means. Confusion is created when what appears to be an SD45 is labeled as an SD40-2. Additionally, some older SD40-2 units used in low-power modes such as yard switching or hump service have been de-turbocharged, resulting in the mechanical equivalent of a SD38-2. Units so modified may or may not be re-labeled.

There are several variations of the SD40-2. Such as the SD40T-2's (T for tunnel motor) bought by fallen flags: Southern Pacific, and Denver and Rio Grande Western; now operated by the Union Pacific Railroad. There is the SD40-2(W) (W for the 4-Window Safety Cab) bought and operated by the Canadian National railway. There were high-nosed versions of the SD40-2 bought by fallen flags: Norfolk & Western, & Southern Railway. These units are now operated by the Norfolk Southern Railway (Resulting merger of N&W and The Southern Railway). There are even some narrow gauge versions around the world called BB40-2's.

Three cabless SD40-2Bs were also rebuilt from standard SD40-2s by the Burlington Northern Railroad in the early 1980s. The units had been in collisions and it was decided that it would be more economical to rebuild them without cabs. Canadian Pacific also owns a few SD40-2Bs. These were created by welding metal plates over the cab windows of many of its ex-Norfolk Southern and some of its original SD40-2s.

An EMD GP9 is a four-axle diesel locomotive built by General Motors' Electro-Motive Division in the United States, and General Motors Diesel in Canada between January, 1954, and August, 1963. US production ended in December, 1959, while an additional thirteen units were built in Canada, including the last two in August, 1963. Power was provided by an EMD 567C sixteen-cylinder engine which generated 1,750 horsepower (1.30 MW). This locomotive type was offered both with and without control cabs; locomotives built without control cabs were called GP9B locomotives. All GP9B locomotives were built in the United States between February, 1954, and December, 1959.

A total of 3,444 units of this locomotive model were built for American railroads, with an additional 646 for Canadian railroads and ten for Mexican railroads. Five units were built for a railroad in Brazil, four units were built for a railroad in Peru and six units were built for a railroad in Venezuela. Of the GP9B, 165 examples were built for American railroads.

There were 40 GP9M units built that are included in the 3,444 units built for United States railroads. A GP9M was built with parts from another older EMD locomotive, either an F unit or a damaged GP7. The use of parts from these older locomotives caused the GP9Ms to have a lower power rating than a GP9. This would be either 1,350 horsepower (1.01 MW) if the donor locomotive was an FT/F2 or 1,500 horsepower (1.12 MW) from F3/F7/GP7 locomotives.

Many rebuilt GP9s remain in service today with shortline railroads and industrial operators. Some remain in rebuilt form on some major Class I railroads, as switcher locomotives. Canadian Pacific Railway and Canadian National Railway still have many in their fleets in 2007 as switcher locomotives.

Several GP9s were rebuilt with a 1,500 horsepower (1.12 MW) CAT 3512 and re-classified as GP15C.

The Electroliners were a pair of electric passenger train sets operated by the Chicago North Shore and Milwaukee Railroad, which ran between Chicago, Illinois, and Milwaukee, Wisconsin. These streamlined electric multiple unit interurban trains were built by St. Louis Car Company in 1941. Each train set carried two numbers, 801-802 and 803-804. Although the Electroliners were equipped with retractable couplers, the couplers were only used for towing purposes.

Each trainset is made up of four sections: two end units and two center units. The sections are united with Jacobs bogies. Each end unit is divided at the side doors into a Luxury Coach, which seats 30, and a Smoking Coach section, which seats 10 and also has a restroom. Each door had steps and a trap door for boarding from street level, low-level and high-level platforms. One center unit is a coach unit that seats 40, and the other center unit is a Tavern Lounge which seats 26.

The Electroliners were cleverly designed to operate with the high platforms, sharp curves, and narrow clearances of the Chicago Loop and the Chicago 'L', to run at speeds of 80 miles per hour (130 km/h) or more on the North Shore's main line, and to make their way up Milwaukee city streets to the North Shore Milwaukee Terminal in downtown Milwaukee. The Electroliners' styling resembled that of the Pioneer Zephyr and influenced the styling of future electric trainsets, notably the Odakyū 3000 series SE Romance Cars. Although they were streamlined, the Electroliners were not permitted to run faster than the conventional equipment operated by the North Shore Line. When the Electroliners were first received in 1941, during one test run the traction motors were allowed full field shunt to determine absolute maximum speed. The Electroliner reached just over 110 mph (180 km/h), and North Shore personnel noted that at that speed, the train would reach highway crossings before the crossing gates could fully close, a dangerous situation. Thereafter, the Electroliners were limited to 90 mph (140 km/h).

North Shore Line-Silver liner 739-738

The PRR GG1 is a class of electric locomotives that was built for the Pennsylvania Railroad for use in the northeastern United States. A total of 140 GG1s were constructed by its designer General Electric and the Pennsylvania's Altoona Works from 1934 to 1943.

Initially introduced into service by the Pennsylvania in 1935, the GG1 was operated by its successor companies — Penn Central, Conrail and Amtrak. The last GG1 was retired from service by New Jersey Transit in 1983. Most of the GG1s were scrapped, but several were preserved by various museums around the United States.

A GG1-class locomotive is 79 feet 6 inches (24.23 m) long and weighs 475,000 pounds (215,000 kg). The frame of the locomotive was formed from two bridge-like trusses joined together with ball and socket joints. The body rested on the frame and was clad in welded steel plates. The two cabs are in the middle of the locomotive, situated for greater crew safety in the event of a collision. A pantograph mounted on each end of the locomotive body was used to collect the 25 Hz, 11,000 V alternating current (AC) from the overhead lines. Transformers located between the two cabs stepped down the 11,000 V to the voltages needed for the traction motors and other electrical equipment on the engine.

Penn Central 4801 and 4800 hauling freight through Elizabeth, New Jersey in December 1975.

Twelve 385-horsepower (287 kW) GEA-627-A1 traction motors drove the GG1's six 57-inch (140 cm) diameter driving wheels on three axles using a quill drive. Four unpowered leading/trailing wheels were mounted on each end of the locomotive. Using Whyte notation for steam locomotives, each frame is a 4-6-0 locomotive, which in the Pennsylvania Railroad classification system is a "G". The GG1 is composed of two such frames mounted back to back, 4-6-0+0-6-4. The AAR wheel arrangement is 2-C+C-2 meaning two sets of three powered axles that are hinged together, with two unpowered axles on either side.

The mechanical design of the GG1 was based largely on the New Haven EP3, which had been borrowed earlier from the New Haven Railroad by the Pennsylvania to compare it to its current standard electric locomotive, the P5a. In 1933, the Pennsylvania decided the replace its P5a locomotives and instructed both General Electric and Westinghouse to design a prototype locomotive with the following specifications: a lighter axle load and more power than the P5a, be capable of at least 100 miles per hour (160 km/h), a streamlined body design and a central cab.

Both companies delivered their prototypes to the Pennsylvania in August 1934. General Electric submitted the GG1 and Westinghouse submitted the R1. The R1 was essentially "little more than an elongated and more powerful version of the P5a" with an AAR wheel arrangement of 2-D-2. Both locomotives were tested for ten weeks in regular service between New York and Philadelphia and on a test track in Claymont, Delaware. Because the R1's rigid wheelbase prevented it from negotiating sharp curves and some railroad switches, the Pennsylvania chose the GG1 and ordered 57 additional locomotives on November 10, 1934. Of the 57, 14 were to be built entirely by General Electric in Erie and 18 at the Altoona Works. The remaining locomotives were to be assembled in Altoona with electrical components from Westinghouse in East Pittsburgh and chassis from the Baldwin Locomotive Works in Eddystone.

On January 28, 1935, to mark the completion of the electric line from Washington, D.C to New York City, the Pennsylvania ran a special train pulled by PRR 4800 before it opened the line for revenue service on February 10. It made a round trip from D.C. to Philadelphia and, on its return trip, set a speed record by arriving back in D.C. 1 hour and 50 minutes after its departure from Philadelphia.

A Pennsylvania GG-1 was used to pull the funeral train of President Franklin D. Roosevelt from Washington D.C.'s Union Station to New York City's Pennsylvania Station in 1945.

Styling of the prototype body shell is attributed to Westinghouse industrial designer Donald Roscoe Dohner. Subsequently the Pennsylvania hired Raymond Loewy to "enhance the GG1's aesthetics". Loewy recommended the use of a smooth, welded body instead of riveted one used in the prototype. Loewy also added five gold pinstripes and a Brunswick green paint scheme. The paint scheme was changed to Tuscan red in 1952 and the pinstripes were simplified to single stripe and large red keystones were added in 1955.

Timetable speed limit for the GG1 was 80 mph until 1967-68 when it was raised to 100 mph for a year or two; when the Metroliner cars were being overhauled in the late 1970s GG1s were again allowed 100 mph when pulling Amfleet cars on trains scheduled to run 224.6 miles from New York to Washington in 3 hrs 20-25 minutes.

The PRR GG1 is a class of electric locomotives that was built for the Pennsylvania Railroad for use in the northeastern United States. A total of 140 GG1s were constructed by its designer General Electric and the Pennsylvania's Altoona Works from 1934 to 1943.

Initially introduced into service by the Pennsylvania in 1935, the GG1 was operated by its successor companies — Penn Central, Conrail and Amtrak. The last GG1 was retired from service by New Jersey Transit in 1983. Most of the GG1s were scrapped, but several were preserved by various museums around the United States.

A GG1-class locomotive is 79 feet 6 inches (24.23 m) long and weighs 475,000 pounds (215,000 kg). The frame of the locomotive was formed from two bridge-like trusses joined together with ball and socket joints. The body rested on the frame and was clad in welded steel plates. The two cabs are in the middle of the locomotive, situated for greater crew safety in the event of a collision. A pantograph mounted on each end of the locomotive body was used to collect the 25 Hz, 11,000 V alternating current (AC) from the overhead lines. Transformers located between the two cabs stepped down the 11,000 V to the voltages needed for the traction motors and other electrical equipment on the engine.

Penn Central 4801 and 4800 hauling freight through Elizabeth, New Jersey in December 1975.

Twelve 385-horsepower (287 kW) GEA-627-A1 traction motors drove the GG1's six 57-inch (140 cm) diameter driving wheels on three axles using a quill drive. Four unpowered leading/trailing wheels were mounted on each end of the locomotive. Using Whyte notation for steam locomotives, each frame is a 4-6-0 locomotive, which in the Pennsylvania Railroad classification system is a "G". The GG1 is composed of two such frames mounted back to back, 4-6-0+0-6-4. The AAR wheel arrangement is 2-C+C-2 meaning two sets of three powered axles that are hinged together, with two unpowered axles on either side.

The mechanical design of the GG1 was based largely on the New Haven EP3, which had been borrowed earlier from the New Haven Railroad by the Pennsylvania to compare it to its current standard electric locomotive, the P5a. In 1933, the Pennsylvania decided the replace its P5a locomotives and instructed both General Electric and Westinghouse to design a prototype locomotive with the following specifications: a lighter axle load and more power than the P5a, be capable of at least 100 miles per hour (160 km/h), a streamlined body design and a central cab.

Both companies delivered their prototypes to the Pennsylvania in August 1934. General Electric submitted the GG1 and Westinghouse submitted the R1. The R1 was essentially "little more than

an elongated and more powerful version of the P5a" with an AAR wheel arrangement of 2-D-2. Both locomotives were tested for ten weeks in regular service between New York and Philadelphia and on a test track in Claymont, Delaware. Because the R1's rigid wheelbase prevented it from negotiating sharp curves and some railroad switches, the Pennsylvania chose the GG1 and ordered 57 additional locomotives on November 10, 1934. Of the 57, 14 were to be built entirely by General Electric in Erie and 18 at the Altoona Works. The remaining locomotives were to be assembled in Altoona with electrical components from Westinghouse in East Pittsburgh and chassis from the Baldwin Locomotive Works in Eddystone.

On January 28, 1935, to mark the completion of the electric line from Washington, D.C to New York City, the Pennsylvania ran a special train pulled by PRR 4800 before it opened the line for revenue service on February 10. It made a round trip from D.C. to Philadelphia and, on its return trip, set a speed record by arriving back in D.C. 1 hour and 50 minutes after its departure from Philadelphia.

A Pennsylvania GG-1 was used to pull the funeral train of President Franklin D. Roosevelt from Washington D.C.'s Union Station to New York City's Pennsylvania Station in 1945.

Styling of the prototype body shell is attributed to Westinghouse industrial designer Donald Roscoe Dohner. Subsequently the Pennsylvania hired Raymond Loewy to "enhance the GG1's aesthetics". Loewy recommended the use of a smooth, welded body instead of riveted one used in the prototype. Loewy also added five gold pinstripes and a Brunswick green paint scheme. The paint scheme was changed to Tuscan red in 1952 and the pinstripes were simplified to single stripe and large red keystones were added in 1955.

Timetable speed limit for the GG1 was 80 mph until 1967-68 when it was raised to 100 mph for a year or two; when the Metroliner cars were being overhauled in the late 1970s GG1s were again allowed 100 mph when pulling Amfleet cars on trains scheduled to run 224.6 miles from New York to Washington in 3 hrs 20-25 minutes.

The Pennsylvania Railroad's class O1 comprised eight experimental boxcab electric locomotives built in 1930 and 1931. They had the wheel arrangement classified as 4-4-4 in the Whyte notation (UIC: 2'B2'; AAR: 2-B-2). Although successful, they were not powerful enough for the railroad's increasingly heavy trains. For production, the PRR chose to concentrate on the P5 class, effectively an enlarged and more powerful version of the O1 with an additional pair of driving wheels.

The eight locomotives were divided into four sub-classes — O1, O1a, O1b, and O1c. Each sub-class was fitted with a different combination of traction motor power output and drive gear ratio. In addition, three O1 locomotives were fitted with General Electric equipment, three with Westinghouse, and two with Brown Boveri. The O1b locomotives used a Buchli drive system to link the traction motors to the driving wheels.

They were generally employed in pairs by sub-class, generally on short-distance passenger trains between Newark, New Jersey and New York City's Pennsylvania Station. During World War II they were used on the "Susquehannock" between Harrisburg, Pennsylvania and New York City. Later in life, they were used for transfer work around Penn Station and Sunnyside Yard, mostly hauling empty passenger stock. They were all out of service and scrapped by the mid 1960s.

The Doodlebug was common in the early to mid  the 20th century.  On shortlines and branchlines where traffic densities where to heavy for use of the Railbus yet not heavy enough for the use of locomotive hauled trains, the Doodlebug was a practical solution to the needs of passenger operations.  Much like its smaller cousin the Railbus, the gasoline and later diesel powered Railbus was cheaper to maintain and faster to service and turn around then traditional steam locomotive hauled passenger trains. 

The “Doodlebug’ was the common name for a self-propelled railroad car.  Such a coach typically had a gasoline-powered engine which provided electricity to traction motors on the vehicle which drove the axles.

            The Doodlebug was an early solution to a thorny problem.  The railroads were legally required to provide passenger, mail, and express service, but on low-traffic branch lines, using a steam locomotive and regular heavy-weight equipment was a money losing proposition.  With the founding of the Electro-Motive Corporation in 1924, self propelled cars were produced featuring a body based on standard passenger cars, an electric transmission derived from proven streetcar technology, and a relatively powerful gasoline engine.

            Doodlebugs sometimes pulled an unpowered trailer car, but were more often used singly.  The design was quite adaptable to carry passengers or mail freight as the area required and these gas-electric cars became one of the main providers of branchline service.

Union Pacific 1989 is an EMD SD70ACe locomotive owned by Union Pacific Railroad (UP). It is one of UP's "Heritage Series" locomotives painted in the scheme of a predecessor railroad, in this case the Denver and Rio Grande Western Railroad. The locomotive was unveiled to the public on June 17, 2006, at a special UP employee event in Denver, Colorado.

The SD70ACe is similar to the SD70MAC; however, it has been updated to meet the latest EPA regulations for road locomotives. Several other changes were included as well. The radiator on the locomotive is nearly as wide as the cab, and looks similar to the radiator on the SD80 and SD90 series of locomotives. The nose has been modified, producing a much more angular nose than previous models. The cables and brake lines have been routed beneath the walkways, allowing for easy access by maintenance workers. SD70ACe models are rated at 4,300 horsepower (3,200 kW). As of 2005, 191 examples of this model locomotive have been produced. Purchasers include BNSF Railway, CSX Transportation, Ferromex, Kansas City Southern Railway, Montana RailLink, CVG Ferrominera Orinoco , Union Pacific Railroad and Quebec North Shore and Labrador Railway, BHP Billiton. Norfolk Southern has 40 units on order. NS engines #1000-1046, 1048-1049, 1051, 1053 have been delivered.

The EMD GP7 is a four-axle diesel-electric locomotive built by General Motors Electro-Motive Division and General Motors Diesel between October, 1949 and May, 1954. Power was provided by an EMD 567B 16-cylinder engine which generated 1,500 horsepower (1.12 MW). The GP7 was offered both with and without control cabs, and those built without control cabs were called a GP7B. The GP7B locomotives were built between March and April of 1953. They were the first EMD road locomotives to use a hood unit design instead of a car-body design. This proved to be more efficient than the cab unit design as the hood unit cost less, had easier and cheaper maintenance, and had slightly better vision.

Of the 2,729 GP7s built, 2,615 were for American railroads, 112 were for Canadian railroads, and 2 were for Mexican railroads. All 5 GP7Bs were built for the Atchison, Topeka and Santa Fe Railway.

ALCO, Fairbanks-Morse, and Baldwin had all introduced road switchers before EMD, whose first attempt at the road-switcher, the BL2 was unsuccessful in the market, selling only 58 units in the 14 months it was in production. Its replacement, the GP7, swapped the truss-framed stressed car body for the un-stressed body on a flatcar-like frame that EMD’s competitors had used on their road-switchers from the start. Unfortunately, in heavy service, the GP7’s frame would bow and sag over time. The GP7 proved very popular, and EMD was barely able to meet demand, even after opening a second assembly plant at Cleveland, Ohio. Later, locomotives in EMD's GP-series came to be nicknamed ‘Geeps’. Many GP7s can still be found in service today, although most Class 1 Rail carriers stopped using these locomotives by the early 1980s.

The GP7, GP9 and GP18 locomotives share a similar car-body that evolved over time. Most GP7s had three sets of ventilation grills under the cab (where the GP9 only had one), and two pair of grills at the end of the long hood (where only the pair nearest the end was retained on the GP9).[3] However, some late GP7s were built with car-bodies that were identical to early GP9s. Early GP7s had a solid skirt above the fuel tank, while late GP7s and early GP9s had access holes in the skirt (see photo of Illinois Terminal 1605, top left). Many railroads later removed most of the skirt to improve access and inspection.

Locomotives could be built with the engineer’s control stand installed for either the long hood, or the short hood designated as the front. Two control stands for either direction running was also an option, but one end would still be designated as the front for maintenance purposes. The GP7 was

also available with or without dynamic brakes, and a steam generator installed in the short hood was also an option. In the latter case the 1,600 US gallons (6,100 l; 1,300 imp gal) fuel tank was divided, with half for diesel fuel, and half for boiler water. One option available for locomotives without dynamic brakes, was to remove the two 22.5 × 102 in (0.57 × 2.59 m) air reservoir tanks from under the frame, and replace them with four 12 × 150.25 in (0.30 × 3.82 m) tanks that were installed on the roof of the locomotive, above the prime mover. These “torpedo tubes” as they were nicknamed, enabled the fuel and water tanks to be increased to 1,100 US gallons (4,200 l; 920 imp gal) each, although some railroads opted for roof-mounted air tanks and 2,200 US gallons (8,300 l; 1,800 imp gal) fuel tanks on their freight ‘Geeps’.

The EMD GP7 is a four-axle diesel-electric locomotive built by General Motors Electro-Motive Division and General Motors Diesel between October, 1949 and May, 1954. Power was provided by an EMD 567B 16-cylinder engine which generated 1,500 horsepower (1.12 MW). The GP7 was offered both with and without control cabs, and those built without control cabs were called a GP7B. The GP7B locomotives were built between March and April of 1953. They were the first EMD road locomotives to use a hood unit design instead of a car-body design. This proved to be more efficient than the cab unit design as the hood unit cost less, had easier and cheaper maintenance, and had slightly better vision.

Of the 2,729 GP7s built, 2,615 were for American railroads, 112 were for Canadian railroads, and 2 were for Mexican railroads. All 5 GP7Bs were built for the Atchison, Topeka and Santa Fe Railway.

ALCO, Fairbanks-Morse, and Baldwin had all introduced road switchers before EMD, whose first attempt at the road-switcher, the BL2 was unsuccessful in the market, selling only 58 units in the 14 months it was in production. Its replacement, the GP7, swapped the truss-framed stressed car body for the un-stressed body on a flatcar-like frame that EMD’s competitors had used on their road-switchers from the start. Unfortunately, in heavy service, the GP7’s frame would bow and sag over time. The GP7 proved very popular, and EMD was barely able to meet demand, even after opening a second assembly plant at Cleveland, Ohio. Later, locomotives in EMD's GP-series came to be nicknamed ‘Geeps’. Many GP7s can still be found in service today, although most Class 1 Rail carriers stopped using these locomotives by the early 1980s.

The GP7, GP9 and GP18 locomotives share a similar car-body that evolved over time. Most GP7s had three sets of ventilation grills under the cab (where the GP9 only had one), and two pair of grills at the end of the long hood (where only the pair nearest the end was retained on the GP9). However, some late GP7s were built with car-bodies that were identical to early GP9s. Early GP7s had a solid skirt above the fuel tank, while late GP7s and early GP9s had access holes in the skirt (see photo of Illinois Terminal 1605, top left). Many railroads later removed most of the skirt to improve access and inspection.

Locomotives could be built with the engineer’s control stand installed for either the long hood, or the short hood designated as the front. Two control stands for either direction running was also an option, but one end would still be designated as the front for maintenance purposes. The GP7 was

also available with or without dynamic brakes, and a steam generator installed in the short hood was also an option. In the latter case the 1,600 US gallons (6,100 l; 1,300 imp gal) fuel tank was divided, with half for diesel fuel, and half for boiler water. One option available for locomotives without dynamic brakes, was to remove the two 22.5 × 102 in (0.57 × 2.59 m) air reservoir tanks from under the frame, and replace them with four 12 × 150.25 in (0.30 × 3.82 m) tanks that were installed on the roof of the locomotive, above the prime mover. These “torpedo tubes” as they were nicknamed, enabled the fuel and water tanks to be increased to 1,100 US gallons (4,200 l; 920 imp gal) each, although some railroads opted for roof-mounted air tanks and 2,200 US gallons (8,300 l; 1,800 imp gal) fuel tanks on their freight ‘Geeps’.

The Dash 8-40BW, or B40-8W as some call it, is a four-axle road diesel locomotive built by GE Transportation Systems for the Atchison, Topeka and Santa Fe Railway (ATSF) in the early 1990s. ATSF was the only railroad to order it, and a B unit (cabless booster unit) was almost made with it, but because the price would have been the same for B40-8Ws with cabs or without, they decided to order units with cabs only.

The locomotive model designation is interpreted as follows: B (B type truck arrangement, 2 axles per truck) 40 (4000 horsepower) -8 (the generation when it was designed, in this case meaning the late 1980s) W (Widecab)

All of ATSF's B40-8Ws became part of BNSF Railway, and many of them were repainted into BNSF's orange, yellow, and green "Heritage 2" paint scheme.

Sell off by BNSF

In mid 2010, The BNSF Railway put 15 of the B40-8W's up for sale. These units were on Long Term lease and were returned to their leasor. These units are BNSF 560-583, the last batch of B40-8W's built for the Atchison, Topeka and Santa Fe Railway as ATSF 560-583. So far, Three have been sold, 561, 562, 583 were sold to the Providence and Worcester Railroad in Massachusetts.

Santa Fe 332-333The EMD F7 was a 1,500 horsepower (1,100 kW) Diesel-electric locomotive produced between February 1949 and December 1953 by the Electro-Motive Division of General Motors (EMD) and General Motors Diesel (GMD). It succeeded the F3 model in GM-EMD's F-unit sequence, and was replaced in turn by the F9. Final assembly was at GM-EMD's La Grange, Illinois plant or GMD's London, Ontario facility. Although originally promoted as a freight-hauling unit by EMD, the F7 was also used in passenger service hauling such trains as the Santa Fe's Super Chief and El Capitan.

A total of 2,366 cab-equipped lead A-units and 1,483 cabless booster or B-units were built. The F7 was the fourth model in GM-EMD's successful line of F-unit locomotives, and by far the best-selling cab unit of all time. (Note: the B-unit is often referred to as an "F7B", whereas the A-unit is merely an "F7".)

Many F7s remained in service for decades, as railroads found them economical to operate and maintain. However the locomotive was not very popular with the yard crews who operated them in switching service because they were difficult to mount and dismount, and it was also nearly impossible for the engineer to see hand signals from his ground crew without leaning way outside the window. As most of these engines were bought and operated before two-way radio became standard on most American railroads, this was a major point of contention. In later years, with the advent of the “GP” type “road switchers”, Fs were primarily used in “through freight” and “unit train” service where there was very little or no switching to be done on line of road. The F7 can be considered the zenith of the cab unit freight Diesel, as it was ubiquitous on North American railroads until the 1970s (even longer in Canada). It powered some of the most famous trains in North America.

The F7 replaced the F3, differing primarily in internal equipment (mostly electrical) and some external features. Its continuous tractive effort rating was 20% higher (e.g. 40000 lb for an F7 with 65 mph gearing, compared to 32500 lb for an F3 with the same gearing). The F7 was eventually succeeded by the more powerful but mechanically similar F9.

There are no easily identifiable differences between late F3 production and early F7 production; the major differences were all internal electrical system changes. However, no F7 had the “chicken wire” grilles of most F3s, and no F3s had the later F7 changes described below under Phases.

The EMD F9 is distinguishable from the late F7 by having five, rather than four, carbody center louver groups covering the carbody filters. The additional one is placed ahead of the first porthole, where F7s have no openings. The F9s greater power output, of course, cannot be seen from the outside.

The EMD E6 was a 2,000-horsepower (1,500 kW), A1A-A1A, passenger train locomotive manufactured by Electro-Motive Corporation, and its corporate successor, General Motors Electro-Motive Division, of La Grange, Illinois. The cab version, or E6A, was manufactured from November, 1939 to September, 1942, and 91 were produced. The booster version, or E6B, was manufactured from April, 1940 to February, 1942, and 26 were produced. The 2,000 hp was achieved by putting two 1,000 hp, 12-cylinder, model 567 engines in the engine compartment. Each engine drove its own electrical generator to power the traction motors. The E6 was the seventh model in a long line of passenger diesels of similar design known as EMD E-units.

Compared with other passenger locomotives made by EMD before and after these models, the noses of the E3, E4, E5, and E6 cab units had pronounced slants when viewed from the side. Therefore, these four models have been nicknamed “slant nose” units. Some units made before these models were called “shovel nose” units because of their appearance. Some units made during and after these models were called “bulldog nose” units, because of their appearance.

Two E6s survive today. One was operated by the Midland Railway, in Baldwin City, Kansas but has since been sold and may become part of a future museum in Manly, Iowa or possibly be restored to operation. It is ex-Chicago, Rock Island & Pacific Railroad E6A #630.

The other E6 is located at the Kentucky Railway Museum, in New Haven, Kentucky. It is ex-Louisville and Nashville E6A #770. This unit is for display only, as it came to the museum without a majority of its internal parts.

The EMD GP7 is a four-axle diesel-electric locomotive built by General Motors Electro-Motive Division and General Motors Diesel between October, 1949 and May, 1954. Power was provided by an EMD 567B 16-cylinder engine which generated 1,500 horsepower (1.12 MW). The GP7 was offered both with and without control cabs, and those built without control cabs were called a GP7B. The GP7B locomotives were built between March and April of 1953. They were the first EMD road locomotives to use a hood unit design instead of a car-body design. This proved to be more efficient than the cab unit design as the hood unit cost less, had easier and cheaper maintenance, and had slightly better vision.

Of the 2,729 GP7s built, 2,615 were for American railroads, 112 were for Canadian railroads, and 2 were for Mexican railroads. All 5 GP7Bs were built for the Atchison, Topeka and Santa Fe Railway.

ALCO, Fairbanks-Morse, and Baldwin had all introduced road switchers before EMD, whose first attempt at the road-switcher, the BL2 was unsuccessful in the market, selling only 58 units in the 14 months it was in production. Its replacement, the GP7, swapped the truss-framed stressed car body for the un-stressed body on a flatcar-like frame that EMD’s competitors had used on their road-switchers from the start. Unfortunately, in heavy service, the GP7’s frame would bow and sag over time. The GP7 proved very popular, and EMD was barely able to meet demand, even after opening a second assembly plant at Cleveland, Ohio. Later, locomotives in EMD's GP-series came to be nicknamed ‘Geeps’. Many GP7s can still be found in service today, although most Class 1 Rail carriers stopped using these locomotives by the early 1980s.

The GP7, GP9 and GP18 locomotives share a similar car-body that evolved over time. Most GP7s had three sets of ventilation grills under the cab (where the GP9 only had one), and two pair of grills at the end of the long hood (where only the pair nearest the end was retained on the GP9). However, some late GP7s were built with car-bodies that were identical to early GP9s. Early GP7s had a solid skirt above the fuel tank, while late GP7s and early GP9s had access holes in the skirt (see photo of Illinois Terminal 1605, top left). Many railroads later removed most of the skirt to improve access and inspection.

Locomotives could be built with the engineer’s control stand installed for either the long hood, or the short hood designated as the front. Two control stands for either direction running was also an

option, but one end would still be designated as the front for maintenance purposes. The GP7 was also available with or without dynamic brakes, and a steam generator installed in the short hood was also an option. In the latter case the 1,600 US gallons (6,100 l; 1,300 imp gal) fuel tank was divided, with half for diesel fuel, and half for boiler water. One option available for locomotives without dynamic brakes, was to remove the two 22.5 × 102 in (0.57 × 2.59 m) air reservoir tanks from under the frame, and replace them with four 12 × 150.25 in (0.30 × 3.82 m) tanks that were installed on the roof of the locomotive, above the prime mover. These “torpedo tubes” as they were nicknamed, enabled the fuel and water tanks to be increased to 1,100 US gallons (4,200 l; 920 imp gal) each, although some railroads opted for roof-mounted air tanks and 2,200 US gallons (8,300 l; 1,800 imp gal) fuel tanks on their freight ‘Geeps’.

An EMD SW9 is a diesel switcher locomotive built by General Motors Electro-Motive Division between December 1950 and December 1953. Power was provided by an EMD 567B 12-cylinder engine, producing 1,200 horsepower (895 kW).

In addition, ten TR5 cow-calf paired sets were produced (eight for the Union Pacific Railroad, and two for the Union Railroad of Pittsburgh, Pennsylvania. The Union Railroad also bought an additional two TR5B 'calves'.

786 examples of this model were built for American railroads and 29 were built for Canadian railroads.

Union Pacific 1996 is a SD70ACe locomotive owned by Union Pacific Railroad (UP). It is the sixth locomotive to receive a commemorative paint scheme in honor of UP's predecessor railroads as part of UP's "Heritage Series". It was unveiled on August 19, 2006, and is currently operating in regular revenue service. Its paint scheme is based on both the Daylight and "Black Widow" paint schemes of the Southern Pacific Railroad.

Southern Pacific 6051, a Daylight-painted EMD E9 locomotive that is preserved at the California State Railroad Museum was in attendance at UP 1996's unveiling.

This road number was previously held by an SD40-2, originally UP 3339, which was repainted and renumbered for the 1996 Olympics.

The SD70ACe is similar to the SD70MAC; however, it has been updated to meet the latest EPA regulations for road locomotives. Several other changes were included as well. The radiator on the locomotive is nearly as wide as the cab, and looks similar to the radiator on the SD80 and SD90 series of locomotives. The nose has been modified, producing a much more angular nose than previous models. The cables and brake lines have been routed beneath the walkways, allowing for easy access by maintenance workers. SD70ACe models are rated at 4,300 horsepower (3,200 kW). As of 2005, 191 examples of this model locomotive have been produced. Purchasers include BNSF Railway, CSX Transportation, Ferromex, Kansas City Southern Railway, Montana RailLink, CVG Ferrominera Orinoco , Union Pacific Railroad and Quebec North Shore and Labrador Railway, BHP Billiton. Norfolk Southern has 40 units on order. NS engines #1000-1046, 1048-1049, 1051, 1053 have been delivered.

The EMD SD45T-2 is a 6-axle diesel locomotive conceived in early 1972 by EMD at the request of the Southern Pacific Railroad. Like the similar SD40T-2, this locomotive model is nicknamed a "tunnel motor". 247 of this model were built from February 1972 to June 1975. Out of the total, 84 units were built for SP's subsidiary Cotton Belt. From April 1986 to December 1989, about half of the units were rebuilt and designated as SD45T-2R and 24 of the 126 rebuilds were built for Cotton Belt.

The SD45T-2 is a variation of the SD45-2, with cooling system modifications. Specifically, the intake for the radiator cooling air was moved to the walkway level, and the cooling fans themselves moved under the radiator cores, instead of on top. The tunnel motors were built to perform best in superheated tunnels in mountainous areas in the western United States. These locomotive models featured air intake grills at the lower rear of the locomotives' long hoods so the engines could obtain available cool and clean air into the radiator section.

The SD40T-2 is similar in appearance to the SD45T-2. One key spotting difference is that the hood is longer on the SD45T-2 to accommodate the V20 prime mover vs. the V16 used on the SD40T-2. The result is that the cab is further forward on the frame, so there is no "front porch" or "snoot" nose. This mimics the differences between the SD45-2 and the SD40-2. Another key spotting difference between the SD45T-2 and the SD40T-2 is that the SD45T-2 has three fan access doors above the cooling air intake, while the SD40T-2 has only two on each side.

Like the SD40T-2, some of SP's SD45T-2 tunnel motors were obtained by Kansas City Southern Railway, Bessemer and Lake Erie Railroad, Duluth, Missabe and Iron Range Railway and by the Union Pacific Railroad when it merged the SP in 1996.

Some SD45T-2s were rebuilt and designated to SD45T-3, SD40T-3 and SD40-2T, in addition, some locomotive leasing companies own the SD45 tunnel motor locomotives. They are found scattered all over the United States and are an increasingly rare sight.

As of January 2003, SD45T-2R tunnel motor, SP #6819 (formerly SP 9193) was donated to the California State Railroad Museum in Sacramento.

The EMD F3 was a 1,500-horsepower (1,100 kW), B-B freight- and passenger-hauling diesel locomotive produced between July 1945 and February 1949 by General Motors’ Electro-Motive Division. Final assembly was at GM-EMD's La Grange, Illinois plant. A total of 1,111 cab-equipped lead A units and 696 cabless booster B units were built.

The F3 was the third model in GM-EMD's highly successful F-unit series of cab unit diesel locomotives, and it was the second most produced of the series. The F3 essentially differed from the EMD F2 in that it used the “new” D12 generator to produce more power, and from the later EMD F7 in electrical equipment. Some late-model F3s had the same D27 traction motors used in the F7, and were nicknamed F5 models.

As built, the only way to distinguish between the F2 and F3 was the nose number panels on the A units, which were small on the F2 and large on the F3 and subsequent locomotives. However, these could and were often altered by the railroad. Few F2s were built, however.

Early versions of the F3 had the "chicken wire" grilles along the top edge of the carbody. Later production featured a distinctive stamped stainless steel grille.

All F-units introduced after the FT have twin exhaust stacks and four radiator fans arranged close together atop their roofs, unlike the FT's four stacks and separated pairs of fans.

Coast Daylight was a passenger train originally run by the Southern Pacific Railroad (SP) between the cities of Los Angeles and San Francisco, California, via SP's Coast Line. In the eyes of many the "most beautiful passenger train in the world," it featured a stunning red, orange, and black color scheme.

The streamlined Daylight began running in March, 1937, hauled by GS-2 steam locomotives. It was the first of the Daylight series that also included the San Joaquin Daylight, Shasta Daylight, Sacramento Daylight, and Sunbeam. The Coast Daylight continued to run behind steam until January 7, 1955, long after most streamliners had been powered by diesel. On May 1, 1971 Amtrak took over and rerouted their Coast Daylight to Oakland so it could continue north to Portland.

A second train known as the Noon Daylight ran on the same route between 1940 and 1949, with a suspension during World War II. The original Coast Daylight was informally known as the Morning Daylight during this time.

In 1949, the Noon Daylight was replaced by an overnight train known as the Starlight using the same equipment. In 1956, coaches from the Starlight were added to the all-Pullman Lark and the Starlight was discontinued in 1957. Amtrak later revived the train name for its Los Angeles to Seattle service known as the Coast Starlight.

On August 26, 1999: The United States Postal Service issued 33-cent All Aboard! 20th Century American Trains commemorative stamps featuring five celebrated American passenger trains from the 1930s and 1940s. One of the five stamps featured an image of a GS-4 steam locomotive pulling the red-and-orange train along the California Pacific Coast.

The train is also the subject of the railroad documentary, "Daylight: The Most Beautiful Train in the World." hosted by Michael Gross. The documentary features early color images and color films from within the train and as it travels along its route. Passengers fondly reminisce about their travels aboard the train, about the striking coastal scenery, and about the fine amenities available at the height of rail passenger era. The narrative is accompanied by large collection of contemporaneous photographs and films, including personal black-and-white films showing life aboard the train.

The documentary covers the time period from 1937 to 1971. This is the time period when the route and equipment were owned and operated as a business venture of the Southern Pacific Railroad. It begins with the train being ordered in 1935 in spite of the ongoing depression, entering service in 1937, operating through World War II, replacing steam locomotives with diesel power in the

1950s, and finally the demise of the train due to the declining rail passenger traffic. After World War II, declining revenues forced SP to cut costs through a series of austerity measures.

One significant change was that the train's layout was reconfigured to eliminate the dining cars. These were replaced in favor of Automat cars. The Automat cars offered prepared food from vending machines instead of fresh, made-to-order meals in the dining cars. These cars saved money by eliminating all of the train's culinary personnel. This was a utilitarian configuration which allowed for seating, for baggage, and for the Automat car. This configuration was used until the train was discontinued.

In 1971, Amtrak took over operation of the route along the Pacific coast, expanding the route northward to Portland and Seattle.

In 2008 it was announced that the "Coast Daylight" will resume service, allowing a flexible passenger itinerary, in 2011.

Coast Daylight was a passenger train originally run by the Southern Pacific Railroad (SP) between the cities of Los Angeles and San Francisco, California, via SP's Coast Line. In the eyes of many the "most beautiful passenger train in the world," it featured a stunning red, orange, and black color scheme.

The streamlined Daylight began running in March, 1937, hauled by GS-2 steam locomotives. It was the first of the Daylight series that also included the San Joaquin Daylight, Shasta Daylight, Sacramento Daylight, and Sunbeam. The Coast Daylight continued to run behind steam until January 7, 1955, long after most streamliners had been powered by diesel. On May 1, 1971 Amtrak took over and rerouted their Coast Daylight to Oakland so it could continue north to Portland.

A second train known as the Noon Daylight ran on the same route between 1940 and 1949, with a suspension during World War II. The original Coast Daylight was informally known as the Morning Daylight during this time.

In 1949, the Noon Daylight was replaced by an overnight train known as the Starlight using the same equipment. In 1956, coaches from the Starlight were added to the all-Pullman Lark and the Starlight was discontinued in 1957. Amtrak later revived the train name for its Los Angeles to Seattle service known as the Coast Starlight.

On August 26, 1999: The United States Postal Service issued 33-cent All Aboard! 20th Century American Trains commemorative stamps featuring five celebrated American passenger trains from the 1930s and 1940s. One of the five stamps featured an image of a GS-4 steam locomotive pulling the red-and-orange train along the California Pacific Coast.

The train is also the subject of the railroad documentary, "Daylight: The Most Beautiful Train in the World." hosted by Michael Gross. The documentary features early color images and color films from within the train and as it travels along its route. Passengers fondly reminisce about their travels aboard the train, about the striking coastal scenery, and about the fine amenities available at the height of rail passenger era. The narrative is accompanied by large collection of contemporaneous photographs and films, including personal black-and-white films showing life aboard the train.

The documentary covers the time period from 1937 to 1971. This is the time period when the route and equipment were owned and operated as a business venture of the Southern Pacific Railroad. It begins with the train being ordered in 1935 in spite of the ongoing depression, entering service in 1937, operating through World War II, replacing steam locomotives with diesel power in the

1950s, and finally the demise of the train due to the declining rail passenger traffic. After World War II, declining revenues forced SP to cut costs through a series of austerity measures.

One significant change was that the train's layout was reconfigured to eliminate the dining cars. These were replaced in favor of Automat cars. The Automat cars offered prepared food from vending machines instead of fresh, made-to-order meals in the dining cars. These cars saved money by eliminating all of the train's culinary personnel. This was a utilitarian configuration which allowed for seating, for baggage, and for the Automat car. This configuration was used until the train was discontinued.

In 1971, Amtrak took over operation of the route along the Pacific coast, expanding the route northward to Portland and Seattle.

In 2008 it was announced that the "Coast Daylight" will resume service, allowing a flexible passenger itinerary, in 2011.

The American Locomotive Company’s famous low hood switchers were built at the Schenectady Works from 1940 to 1960. They spent most of their careers classifying freight for Class I railroads, but occasionally ventured out onto the mainline to power locals or to switch passenger trains at stations. Though most of these switchers have met the scrapper’s torch, some still survive today after a half century of service, growling away on shortlines and industrial rails.

The ALCO S2 and S4 were 1,000 horsepower (746 kW) switcher diesel locomotives produced by ALCO and Canadian licensee Montreal Locomotive Works (MLW).  Basically, the two locomotives differed only in trucks, with the S-2 using ALCO's own Blunt trucks, and the S-4 riding on standard AAR type A switcher trucks. Both were powered by ALCO 539 turbocharged, 6 cylinder diesels. The S-2 was built between August 1940 and June 1950, with a total of 1502 completed, while the S-4 was constructed between June 1949 and August 1957 (MLW until 1957) with total sales of 797. Canadian production of the S-4 started more than a year before U S production of the S-4. ALCO did not start building the S-4 until August 1950. A modified version, the S-7, was built by MLW only; 29 were built between June and August 1957.

The S-2 and S-4 are distinguishable externally from the very similar S-1 and S-3 660 hp (490 kW) switchers in that they have a larger exhaust stack with an oblong base and a larger radiator shutter area on the nose sides.  The S-1/S-3 radiator shutter area is taller than it is wide, while the S-2/S-4 radiator area is wider.  The larger stack is due to turbocharging. The carbody and cab of late S-2s are nearly indistinguishable from those of S-4s. Hence, a truck swap can cause many to mis-identify a unit.

The EMD SD45T-2 is a 6-axle diesel locomotive conceived in early 1972 by EMD at the request of the Southern Pacific Railroad. Like the similar SD40T-2, this locomotive model is nicknamed a "tunnel motor". 247 of this model were built from February 1972 to June 1975. Out of the total, 84 units were built for SP's subsidiary Cotton Belt. From April 1986 to December 1989, about half of the units were rebuilt and designated as SD45T-2R and 24 of the 126 rebuilds were built for Cotton Belt.

The SD45T-2 is a variation of the SD45-2, with cooling system modifications. Specifically, the intake for the radiator cooling air was moved to the walkway level, and the cooling fans themselves moved under the radiator cores, instead of on top. The tunnel motors were built to perform best in superheated tunnels in mountainous areas in the western United States. These locomotive models featured air intake grills at the lower rear of the locomotives' long hoods so the engines could obtain available cool and clean air into the radiator section.

The SD40T-2 is similar in appearance to the SD45T-2. One key spotting difference is that the hood is longer on the SD45T-2 to accommodate the V20 prime mover vs. the V16 used on the SD40T-2. The result is that the cab is further forward on the frame, so there is no "front porch" or "snoot" nose. This mimics the differences between the SD45-2 and the SD40-2. Another key spotting difference between the SD45T-2 and the SD40T-2 is that the SD45T-2 has three fan access doors above the cooling air intake, while the SD40T-2 has only two on each side.

Like the SD40T-2, some of SP's SD45T-2 tunnel motors were obtained by Kansas City Southern Railway, Bessemer and Lake Erie Railroad, Duluth, Missabe and Iron Range Railway and by the Union Pacific Railroad when it merged the SP in 1996.

Some SD45T-2s were rebuilt and designated to SD45T-3, SD40T-3 and SD40-2T, in addition, some locomotive leasing companies own the SD45 tunnel motor locomotives. They are found scattered all over the United States and are an increasingly rare sight.

As of January 2003, SD45T-2R tunnel motor, SP #6819 (formerly SP 9193) was donated to the California State Railroad Museum in Sacramento.

Union Pacific 6936 is an EMD DDA40X locomotive owned by Union Pacific Railroad (UP). It is the sole example of the "Centennial" type that is still in operation, and thus is the largest operational diesel-electric locomotive in the world. It is occasionally used on both excursion trains and in revenue freight service.

In 2000 UP 6936 struck a vehicle at a grade crossing in Louisiana and suffered significant damage to its front end. An employee riding in the nose section was killed in the accident, as was the driver of the struck vehicle. After the damage was repaired, a winged UP shield logo was applied to the front. It was also repainted in the current Lightning Bolt paint scheme and had a rooftop air conditioning unit installed.

The EMD DDA40X was a 6,600 hp (4.9 MW) D-D diesel-electric locomotive built by the General Motors EMD division of La Grange, Illinois for the Union Pacific Railroad. Nicknamed "Centennial" and "Big Jack", it uses two diesel engines (each providing 3,300 hp (2.5 MW)), and although recent locomotive designs such as the AC6000CW, SD90MAC and the China Railway DF8C have come close, the DDA40X remains the most powerful single-unit diesel locomotive type ever built. It is also the longest single-unit diesel locomotive ever built.

The EMD SD90MAC is a 6,000 hp (4,470 kW)[1] C-C diesel-electric hood unit locomotive produced by General Motors Electro-Motive Division. It is, with the SD80MAC, one of the largest single-engined locomotives produced by that company, surpassed only by the dual-engined DD series. The SD90MACs feature radial steering trucks with AC traction motors and an isolated safety cab which is mounted on shock absorbers to lessen vibrations in the cab. The SD90MAC, like the SD80MAC, SD70ACe, and SD70M-2, has a wide radiator section, nearly the entire width of the locomotive, which along with their size makes them easy to spot.

The SD90MAC was introduced in 1995, along with the SD80MAC locomotives. The SD90MAC was designed to utilize the new 16-cylinder H-engine, while the SD80MAC was designed to use the 20 cylinder version of the existing 710G engine. However, technical problems with the 6,000 horsepower (4,500 kW) engine resulted in the first locomotives being shipped with 4,300 hp (3,210 kW) 16-cylinder 710G motors, making them similar to the SD70MACs. These locomotives were given the model designation SD9043MAC and railroads were given the option to re-engine them with 6,000 hp (4,470 kW) engines when they became available.[2] This upgrade program, however, was never taken advantage of by SD90MAC buyers due to reliability issues with the newer engine. Over 400 SD9043MAC locomotives were built.

In 1996, EMD entered full production on their 6,000 hp (4,470 kW), 16-cylinder H-engine, and all SD90MACs made from then on used that for its prime mover. Locomotives fitted with this engine are sometimes referred to as SD90MAC-H locomotives. Later versions of the SD90MAC-H feature a Phase II cab, with a new nose which offers higher visibility from the cab than the old nose. The SD90MAC-H did not prove popular with railroads and less than 70 were built, including EMD demonstrator units. Since the SD90MAC-H had such a large prime mover, it didn't offer the same operational flexibility as smaller units, limiting its possible customer base to only the largest railroads. Also, since the H-engine was a new design it hadn't reached the same level of reliability as EMD's previous engine. The low reliability on such a large engine was an especially bad combination since the loss of one engine in a train meant the loss of a larger percentage of pulling power than had a smaller engine failed. In the end the SD90MAC-H was only delivered to two railroads, the Union Pacific Railroad and the Canadian Pacific Railway.[2] The Canadian Pacific locomotives were part of an earlier order for SD9043MAC locomotives that was still in production when EMD switched over to the H-engine.

EMD also tried offering a lower-power version of the SD90MAC with a 12-cylinder engine called the SD89MAC, but none were produced other than the prototype.

UP 2010, an ES44AC Boy Scouts of America tribute unit, was unveiled on March 31, 2010 in Houston, Texas to commemorate 100 years of Boy Scouts.

The ES44AC (Evolution Series, 4400 HP, AC traction) replaces the AC4400CW model in GE's range. These locomotives have been ordered by Union Pacific Railroad (who refers to these locomotives as the C45ACCTE), BNSF Railway, Norfolk Southern Railway, Kansas City Southern Railway, Kansas City Southern de Mexico, Ferromex, and Canadian Pacific Railway. Iowa Interstate Railroad ordered 12 ES44ACs in April 2008 to be delivered by October 2008 to handle an expected traffic growth of 25%-30%, resulting from new ethanol plants coming on line. Iowa Interstate ordered two additional ES44ACs to be delivered in December 2009.

CSX began receiving an order of 200 ES44ACs (referred to by CSX as the ES44AH) in December 2007. The "H" in ES44AH stands for the heavier-than-standard configuration with "high tractive effort" software. The software is very similar to that used on Union Pacific units. Additionally, these units will be equipped with software to operate in DPU or "Distributed Power Unit Mode" as remote control helpers.

In September 2008, Norfolk Southern purchased 24 ES44ACs numbered 8000-8023, and began receiving the first of these units in October 2008. They are the first new AC locomotives ever purchased by NS. These new locomotives will be used in long haul coal trains. An additional 65 units have been ordered, numbered 8025-8090.

KCS's units are all painted in a Southern Belle paint scheme. The KCS units are being painted in Erie by GE, while some of KCSM's units have been delivered in primer to speed up delivery time.

Cemex took delivery of one ES44AC, number 81, in March 2008.

The SD70ACe is similar to the SD70MAC; however, it has been updated to meet the latest EPA regulations for road locomotives. Several other changes were included as well. The radiator on the locomotive is nearly as wide as the cab, and looks similar to the radiator on the SD80 and SD90 series of locomotives. The nose has been modified, producing a much more angular nose than previous models. The cables and brake lines have been routed beneath the walkways, allowing for easy access by maintenance workers. SD70ACe models are rated at 4,300 horsepower (3,200 kW). As of 2005, 191 examples of this model locomotive have been produced. Purchasers include BNSF Railway, CSX Transportation, Ferromex, Kansas City Southern Railway, Montana RailLink, CVG Ferrominera Orinoco , Union Pacific Railroad and Quebec North Shore and Labrador Railway, BHP Billiton. Norfolk Southern has 40 units on order. NS engines #1000-1046, 1048-1049, 1051, 1053 have been delivered.

The EMD SD90MAC is a 6,000 hp (4,470 kW)[1] C-C diesel-electric hood unit locomotive produced by General Motors Electro-Motive Division. It is, with the SD80MAC, one of the largest single-engined locomotives produced by that company, surpassed only by the dual-engined DD series. The SD90MACs feature radial steering trucks with AC traction motors and an isolated safety cab which is mounted on shock absorbers to lessen vibrations in the cab. The SD90MAC, like the SD80MAC, SD70ACe, and SD70M-2, has a wide radiator section, nearly the entire width of the locomotive, which along with their size makes them easy to spot.

The SD90MAC was introduced in 1995, along with the SD80MAC locomotives. The SD90MAC was designed to utilize the new 16-cylinder H-engine, while the SD80MAC was designed to use the 20 cylinder version of the existing 710G engine. However, technical problems with the 6,000 horsepower (4,500 kW) engine resulted in the first locomotives being shipped with 4,300 hp (3,210 kW) 16-cylinder 710G motors, making them similar to the SD70MACs. These locomotives were given the model designation SD9043MAC and railroads were given the option to re-engine them with 6,000 hp (4,470 kW) engines when they became available.[2] This upgrade program, however, was never taken advantage of by SD90MAC buyers due to reliability issues with the newer engine. Over 400 SD9043MAC locomotives were built.

In 1996, EMD entered full production on their 6,000 hp (4,470 kW), 16-cylinder H-engine, and all SD90MACs made from then on used that for its prime mover. Locomotives fitted with this engine are sometimes referred to as SD90MAC-H locomotives. Later versions of the SD90MAC-H feature a Phase II cab, with a new nose which offers higher visibility from the cab than the old nose. The SD90MAC-H did not prove popular with railroads and less than 70 were built, including EMD demonstrator units. Since the SD90MAC-H had such a large prime mover, it didn't offer the same operational flexibility as smaller units, limiting its possible customer base to only the largest railroads. Also, since the H-engine was a new design it hadn't reached the same level of reliability as EMD's previous engine. The low reliability on such a large engine was an especially bad combination since the loss of one engine in a train meant the loss of a larger percentage of pulling power than had a smaller engine failed. In the end the SD90MAC-H was only delivered to two railroads, the Union Pacific Railroad and the Canadian Pacific Railway.[2] The Canadian Pacific locomotives were part of an earlier order for SD9043MAC locomotives that was still in production when EMD switched over to the H-engine.

EMD also tried offering a lower-power version of the SD90MAC with a 12-cylinder engine called the SD89MAC, but none were produced other than the prototype.

UP's first GP7s were ordered in October 1952 as part of a larger order with EMD that included 22 E8 passenger locomotives (eight A units, to be numbered as UP 931-939, and 14 B units, to be numbered as UP 931B-944B, along with 22 1,200 horsepower SW9 switch locomotives, to be numbered as UP 1825-1846. (AFE 301, approved October 13, 1952)

These first 10 GP7s were originally to be numbered as D.S. 700-709, matching the earlier scheme of designating all switcher and road-switcher locomotives as Diesel Switch units. The decision to remove the D.S. designation was made in February 1953, the same month that the first GP7 was delivered. All ten units were delivered in February and March and may have been delivered with the D.S. prefix. A photo of UP 709 shows the unit with an obvious patch of fresh yellow paint under the 709 road number on the front angled hood end. This may indicate that the unit was renumbered from D.S. 709 to just 709 by UP after its delivery.

The EMD GP7 is a four-axle diesel-electric locomotive built by General Motors Electro-Motive Division and General Motors Diesel between October, 1949 and May, 1954. Power was provided by an EMD 567B 16-cylinder engine which generated 1,500 horsepower (1.12 MW). The GP7 was offered both with and without control cabs, and those built without control cabs were called a GP7B. The GP7B locomotives were built between March and April of 1953. They were the first EMD road locomotives to use a hood unit design instead of a car-body design. This proved to be more efficient than the cab unit design as the hood unit cost less, had easier and cheaper maintenance, and had slightly better vision.

Of the 2,729 GP7s built, 2,615 were for American railroads, 112 were for Canadian railroads, and 2 were for Mexican railroads. All 5 GP7Bs were built for the Atchison, Topeka and Santa Fe Railway

The EMD F3 was a 1,500-horsepower (1,100 kW), B-B freight- and passenger-hauling diesel locomotive produced between July 1945 and February 1949 by General Motors’ Electro-Motive Division. Final assembly was at GM-EMD's La Grange, Illinois plant. A total of 1,111 cab-equipped lead A units and 696 cabless booster B units were built.

The F3 was the third model in GM-EMD's highly successful F-unit series of cab unit diesel locomotives, and it was the second most produced of the series. The F3 essentially differed from the EMD F2 in that it used the “new” D12 generator to produce more power, and from the later EMD F7 in electrical equipment. Some late-model F3s had the same D27 traction motors used in the F7, and were nicknamed F5 models.

As built, the only way to distinguish between the F2 and F3 was the nose number panels on the A units, which were small on the F2 and large on the F3 and subsequent locomotives. However, these could and were often altered by the railroad. Few F2s were built, however.

Early versions of the F3 had the "chicken wire" grilles along the top edge of the carbody. Later production featured a distinctive stamped stainless steel grille.

All F-units introduced after the FT have twin exhaust stacks and four radiator fans arranged close together atop their roofs, unlike the FT's four stacks and separated pairs of fans.

The EMD F3 was a 1,500-horsepower (1,100 kW), B-B freight- and passenger-hauling diesel locomotive produced between July 1945 and February 1949 by General Motors’ Electro-Motive Division. Final assembly was at GM-EMD's La Grange, Illinois plant. A total of 1,111 cab-equipped lead A units and 696 cabless booster B units were built.

The F3 was the third model in GM-EMD's highly successful F-unit series of cab unit diesel locomotives, and it was the second most produced of the series. The F3 essentially differed from the EMD F2 in that it used the “new” D12 generator to produce more power, and from the later EMD F7 in electrical equipment. Some late-model F3s had the same D27 traction motors used in the F7, and were nicknamed F5 models.

As built, the only way to distinguish between the F2 and F3 was the nose number panels on the A units, which were small on the F2 and large on the F3 and subsequent locomotives. However, these could and were often altered by the railroad. Few F2s were built, however.

Early versions of the F3 had the "chicken wire" grilles along the top edge of the carbody. Later production featured a distinctive stamped stainless steel grille.

All F-units introduced after the FT have twin exhaust stacks and four radiator fans arranged close together atop their roofs, unlike the FT's four stacks and separated pairs of fans.

An EMD GP35 is a 4-axle diesel locomotive built by General Motors Electro-Motive Division between July 1963 and December 1965 and by General Motors Diesel between May 1964 and January 1966. Power was provided by an EMD 567D3A 16-cylinder engine which generated 2,500 horsepower (1,860 kW).

Many railroads traded in Alco and EMD F units for GP35s, reusing the trucks and traction motors. Some railroads had EMD reuse the Alco trucks on the GP35s. Notable examples include the Gulf, Mobile and Ohio Railroad, Southern Railway, and the Ann Arbor Railroad.

1251 examples of this locomotive model were built for American railroads, 26 were built for Canadian railroads and 57 were built for Mexican railroads.