The EMD FP7

The EMD FP7 was essentially a variant of the F7, and its intent was for use in passenger service. Internally and visually, the locomotive was virtually identical to its counterpart save for its extra length to accommodate a steam generator. Railroads found that Fs, with their better tractive effort performed much better than Es in passenger service on routes with stiff grades.  However, as a freight model lacking steam generators it was not a possible unless a separate heating car was used or Es  were in the consist.  EMD corrected the issue with its FP7, released in the late 1940s, built at the same time as the F7.  Surprisingly, for a variant model the locomotive sold quite well with nearly 400 examples manufactured (including those constructed by General Motors Diesel of London, Ontario). Today, numerous FP7s remain preserved and in operation around the country.

Soo Line FP7 #504 and a GP9 layover at the yard and terminal in Stevens Point, Wisconsin on August 23, 1966. The Soo acquired eight of these units between 1949 and 1952.

The FP7 began production in the early summer of 1949 as a means for railroads to have a streamlined diesel pull passenger trains over stiff grades, a task for which Es were not well suited given their A1A-A1A truck setup that provided relatively poor tractive effort.  Several lines attempted to retrofit their F3s to carry steam generators but the engine compartment did not have sufficient room for both the generator and water supply needed.  The Santa Fe attempted to get around this by placing a generator in an F3A and the water in the accompanying B unit.  Such a maneuver did work but always required the need for two units in every train consist thus increasing operating costs.

Painted in Armour yellow for hauling Union Pacific consists into Chicago, Milwaukee Road FP7 #95-A is seen here in the Windy City during September of 1965.

Realizing this problem and railroads' desire to use the four-axled freight model in passenger operations EMD cataloged the FP7.  The locomotive was 54-feet in length (four feet longer than the standard 50-foot carbody of standard Fs) thus enabling the engine compartment to hold both the needed water and generator.  Aside from these added components the FP7 was identical to the F7.  It featured GM's 16-cylinder model 567B prime mover that could produce 1,500 horsepower and carried the company's D27C traction motors which offered 40,000 pounds of continuous tractive effort (and a mighty 64,000 pounds starting, then the most of any F available in EMD's catalog).  It did, however, use a slightly upgraded main generator, the model D12D and featured dynamic braking a staple of Fs (multiple-unit control as also included).

A trio of freshly painted Richmond, Fredericksburg & Potomac FP7s (#1202, #1201, and #1203) are seen here in Richmond, Virginia on October 10, 1970.

Since the FP7 already housed all of the components needed for passenger service there was little need to produce cabless Bs (although some railroads did purchase F7Bs for extra horsepower and tractive effort to accommodate their FP7s). Compared to the success of the FT, F3, and F7 the FP7's sales numbers appear very low; only 324 were  produced by the time production ended on the model in late 1953. However, the FP7 solved a specific and very important need for railroads operating passenger trains in mountainous terrain.  Looking at the locomotive from this angle it was actually a resounding success. 

EMD FP7 Production Roster

Owner Road Number(s) Quantity Date Built
Alaska Railroad1510, 1512, 151431953
Atlanta & West Point Railroad551-55441949-1951
Atlantic Coast Line850-893441951-1952
Chesapeake & Ohio8000-8015161952
Chicago & Eastern Illinois1600-1609, 1609 (2nd)111949-1952
Chicago Great Western116A, 116C (1st), 116C (2nd)31950-1951
Cincinnati, New Orleans & Texas Pacific (Southern)6130-6149201950
Clinchfield Railroad20011952
Electro-Motive (Demo)7001, 905121949
Florida East Coast571-57551951
Georgia Railroad1002-100431949-1950
Louisville & Nashville600-634, 663-672451951-1952
Missouri-Kansas-Texas Railroad (Katy)121A-124A, 121C-124C81952
Milwaukee Road90A, 90C, 95A-105A, 95C-105C241950-1952
Northern Pacific6600-660121952
Pennsylvania9832A-9871A401952
Reading900-90781950-1952
Richmond, Fredericksburg & Potomac1201-120331950
Rock Island402-411101949
Soo Line500A-503A, 504-50561949-1952
Southern Pacific6446-6461161952-1953
St. Louis San Francisco Railway (Frisco)5040-5051121950-1951
St. Louis Southwestern Railway (Cotton Belt/SP)33011950
Union Pacific911-91221952
Western Railway Of Alabama502-50321949
Western Pacific804A-805A, 804C-805C41950
Wisconsin Central (Soo)2500A-2501A21949-1950



A trio of Rock Island units run light along the approach tracks to LaSalle Street Station during October of 1972. Pictured is FP7 #409, F7A #109, and C415 #417. Note the overall rundown appearance of the scene from the locomotives to the tracks and property. These were not good times within the industry.

A little more than two dozen railroads bought the FP7 along with foreign lines Arabian American Oil Company, Ferrocarriles Nacionales de México, and Ferrocarril Sonora-Baja California.   For General Motors Diesel, it sold another 57 to the Canadian National and Ontario Northland Railway (the CN also bought 29 F7Bs to go with its order). Interestingly today, numerous FP7s remain preserved, many that are still operable particularly in excursion service (so in a way, these are still used in their original capacity). Tourist railroads like the West Virginia Central, Stone Mountain Railroad, and Verde Canyon Railroad all use FP7s. Additionally, R.J. Corman operate a few on its dinner train and the Canadian Pacific uses a fleet to power the luxurious Royal Canadian Pacific train.

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