EMD "FP7" Locomotives: Specs, Roster, History

Last revised: December 18, 2024

The incredible success of Electro-Motive's F7, and earlier F3, led the builder to catalog a variant sporting a larger steam generator for passenger service, the FP7. Internally and visually, the locomotive was nearly identical to its counterpart save for its increased length.

Interestingly, despite already offering a standalone passenger series, some railroads found the B-B trucked F units more to their liking in passenger service as the locomotives offered better tractive effort in mountainous territory. The E models' A1A-A1A trucks, with an unpowered center axle, had trouble on stiff grades.

Surprisingly, for a variant, the FP7 sold quite well with nearly 400 examples manufactured (including those constructed by subsidiary General Motors Diesel for Canadian lines). Today, numerous FP7s remain preserved and in operation around the country.

Notable units include a pair of demonstrator units (#7001 and #9051), Clinchfield #200 at the West Virginia Central, Southern Railway #6133 at the North Carolina Transportation Museum, and Southern Railway #6141 and #6138 which pull RJ Corman's My Old Kentucky Dinner Train.

Photos

Milwaukee Road FP7 #103-C has one of Union Pacific's "City" streamliners at Davis Junction, Illinois in April, 1969. American-Rails.com collection.

Overview

The FP7 entered production in June, 1949 when Rock Island #402 rolled out of EMD's McCook plant that month. As the builder ramped up production of its "E" series catalog, some roads, like the previously-mentioned AT&SF and SP, realized the locomotives' A1A-A1A trucks provided relatively poor traction in mountainous environments.

In his book, "Southern Pacific Historic Diesels, Vol. 3," author Joseph A. Strapac notes the Southern Pacific considered the E7, for example, "...a frail device, better suited to the water-level New York Central than the harsh operating environment of the far West. Far too often, SP's combination of heavy trains and rugged profiles forced dispatchers to assign helpers to E7 consists."

To remedy this, SP took the somewhat unique approach of purchasing a large fleet of PAs, especially the later PA-2, which sported the more rugged and robust GE-built 752 traction motors. The Santa Fe took a somewhat different approach, deciding to equip its top trains with the sure-footed F3 and F7.

With their B-B trucks, the Fs placed their full weight on the rails. As a result, the FP7 could offer tractive efforts between 29,500 to 40,000 lbs (depending on gear settings) while the best an E7 could provide was 27,000 lbs at the lowest gear setting.

EMD already cataloged the F2, F3, F7, and later F9 with optional steam generators. However, the engine compartment did not have sufficient room for both the generator and needed water supply. To get around this, Louis A. Marre notes in his book, "Diesel Locomotives: The First 50 Years," EMD placed water tanks under the frames of these models. In addition, the steam generator exhaust stack was located at the rear of the locomotive's roof.

In the Santa Fe's case, it attempted to provide amble water supply by placing a generator in the F3's "A" unit and the water tank in the accompanying B unit. Such a maneuver did work but always required at least two units in every train consist, thus increasing operating costs.

The FP7 solved all of these issues. In his book, "Electro-Motive: E-Units and F-Units," author Brian Solomon notes the model provided a 970-gallon water tank for the steam generator with a total water capacity of 1,750 gallons, nearly twice as much as a comparable F3.

This allowed the locomotive to operate much longer between necessary water stops. It also carried an added benefit of doubling in freight assignments; such redundancy was always cherished by railroads.

Katy FP7 #81-C is seen here stopped at Parsons, Kansas with the company business train on October 4, 1968. Mac Owen photo. American-Rails.com collection.

To house the steam generator and water tank inside the cab, the FP7 was 54' 8" in length, four feet longer than a typical F7. In his book, "Diesel Locomotive Cyclopedia - Volume 2," author Bob Hayden notes the stretched out carbody can be seen between the first porthole (nearest the cab) and first set of louvers.

Aside from its steam generator components, the FP7 was nearly identical to the F7. It featured EMD's 16-cylinder, model 567B prime mover - that could produce 1,500 horsepower - and carried the company's D27C traction motors, which offered as much as 40,000 pounds of continuous tractive effort.

It did, however, use a slightly upgraded main generator, the model D12D. Since the FP7 already housed all of the components needed for passenger service, there was little need to offer a cabless "B" variant.

In comparison to the FT, F3, and F7's success, the FP7's sales numbers appear low; only 379 were produced by the time production ended on the model in late 1953.

However, as a variant, it solved a specific and very important need for railroads either after greater tractive effort in passenger assignments or wanting a dual-service locomotive.

Western Pacific FP7 #804-D and other power have just cut-off from the westbound "California Zephyr" and arrived at the Adeline Street Roundhouse in Oakland, California during October of 1963. Virgil Staff photo.

Data Sheet and Specifications

Entered Production	6/1949 (Rock Island #402)
Years Produced	6/1949 - 12/1953
Engine	567B
Engine Builder	GM
Horsepower	1500
RPM	800
Cylinders	16
Length	54' 8"
Height (Top Of Rail To Top Of Cab Horn)	15' 0"
Width	10' 8"
Weight	258,000 Lbs
Fuel Capacity	1,200 Gallons
Air Compressor	Gardner-Denver
Air Compressor Model	WBO
Air Brake Manufacturer	Westinghouse
Air Brake Schedule	24RL
Trucks	B-B
Truck Type	Blomberg
Truck Wheelbase	9'
Wheel Size	40"
Traction Motors	D27C (4), GM
Primary Generator	D12D, GM
Auxiliary Generator	Delco (A8102)
Alternator	D14
MU (Multiple-Unit)	Yes
Dynamic Brakes	Yes
Gear Ratio	62:15, 61:16, 60:17, 59:18, 58:19
Tractive Effort (Continuous, at 9.3 mph)	40,000 lbs; 37,000 lbs; 34,000 lbs; 32,000 lbs; 29,500 lbs
Top Speed	65 mph, 71 mph, 77 mph, 83 mph, 89 mph

* Despite intended use in general passenger service, steam generators were still optional in the FP7. They were produced by Vapor Clarkson; model OK4625 (2,000 Lbs/Hr).

Production Roster

Total Built = 299

Owner	Road Number(s)	Serial Number(s)	Order Number	Date Built
Chicago & Eastern Illinois	1600-1609	7535-7544	E1076	08-09/49
Georgia Railroad	1002	7605	E1091	11/1949
Western Railway of Alabama	502-503	8018-8019	E1131	11/1949
Atlanta & West Point	551-552	8020-8021	E1176	8/1949
Georgia Railroad	1003	8322	E1091	11/1949
Rock Island	402-411	8623-8632	E1199	6/1949-7/1949
Georgia Railroad	1004	8870	3003	2/1950
Western Pacific	804A, 804C-805A, 805C	9002-9005	6043	1/1950
Milwaukee Road	90A, 90C-95A, 90C	10323-10334	3050	6/1950-7/1950
Milwaukee Road	96A, 96C-97A, 97C	10361-10364	3073	1/1951
Soo Line (Minneapolis, St Paul & Sault Ste Marie)	501A	10897	6134	1/1950
Electro-Motive (Demonstrator)	7001 (became Soo Line/Wisconsin Central #2500A)	11012	6061 (sold on 6136)	11/1949
Electro-Motive (Demonstrator)	9051 (became Soo Line #500A)	11015	6062 (sold on 6136)	11/1949
Reading	900-905	11387-11392	6091	5/1950-6/1950
Southern (Cincinnati, New Orleans & Texas Pacific)	6130-6139	11507-11516	6113	4/1950-5/1950
St. Louis Southwestern Railway (Cotton Belt)	330	11628	3056	4/1950
St. Louis-San Francisco Railway (Frisco)	5040-5045	11637-11642	6127	12/1950
Soo Line (Wisconsin Central)	2501A	12211	6137	6/1950
Southern (Cincinnati, New Orleans & Texas Pacific)	6140-6149	12336-12345	6144	10/1950-12/1950
Pennsylvania	9832A-9866A	12410-12444	3066	4/1952-8/1952
Richmond, Fredericksburg & Potomac	1201-1203	12908-12910	6171	11/1950
Atlantic Coast Line	850-859	13051-13060	6179	4/1951
Louisville & Nashville	663-668	13430-13435	3075	12/1951-1/1952
Chicago Great Western	116A, 116C	13559-13560	6222	12/1950
Atlanta & West Point	553-554	13569-13570	6202	2/1951
Louisville & Nashville	600-621	13834-13855	6216	1/1951-3/1951
Atlantic Coast Line	860-869	13971-13980	6179	4/1951-5/1951
Soo Line	502A-503A	13997-13998	3080	3/1951
St Louis-San Francisco Railway (Frisco)	5046-5051	14087-14092	6235	2/1951
Louisville & Nashville	622-634	14465-14477	6271	6/1951-8/1951
Louisville & Nashville	669-672	14588-14591	3075	1/1952
Clinchfield	200	14804	6310	2/1952
Missouri-Kansas-Texas (Katy)	121A, 121C-124A, 124C	14805-14812	6318	1/1952-2/1952
Atlantic Coast Line	870-889	14839-14858	3083	8/1951-10/1951
Milwaukee Road	98A, 98C-103A, 103C	15227-15238	3111	10/1951-12/1951
Florida East Coast	571-575	15568-15572	3088	12/1951
Pennsylvania	9867A-9871A	15643-15647	3066	8/1952
Northern Pacific	6600-6601	15681-15682	3135	2/1952
Chesapeake & Ohio	8000-8013	16050-16063	3096	2/1952-4/1952
Soo Line	504-505	16472-16473	3136	9/1952
Reading	906-907	16681-16682	3150	9/1952
Milwaukee Road	104A, 104C-105A, 105C	16944-16947	3130	9/1952
Union Pacific	911-912	17231-17232	6444	4/1952
Atlantic Coast Line	890-893	17256-17259	6445	8/1952-9/1952
Chesapeake & Ohio	8014-8015	17490-17491	3163	12/1952
Southern Pacific	6446-6461	18130-18145	3160	2/1953-3/1953
Alaska Railroad	1510-1514 (Evens)	19064-19066	3169	12/1953

Rebuilds

Total Built = 2

Owner	Road Number	Serial Number	Order Number	Completion Date	Heritage
Chicago Great Western	116C	13560	8000	10/1951	Original #116C built in 12/1950
Chicago & Eastern Illinois	1609	7544	8003	1/1952	Original #1609 built in 9/1949

General Motors Diesel (GMD)

Total Built = 57

Owner	Road Number(s)	Serial Number(s)	Order Number	Date Built
Canadian Pacific	4028-4037	A100-A109	C100	9/1950-10/1950
Ontario Northland	1500-1505	A174-A179	C111	3/1951-4/1951
Canadian Pacific	4038-4041	A242-A245	C116	9/1951-10/1951
Canadian Pacific	4058-4063	A306-A311	C132	1/1952-4/1952
Canadian Pacific	4066-4075	A367-A376	C147	8/1952-10/1952
Ontario Northland	1506-1513	A377-A384	C121	6/1952
Canadian Pacific	4099-4103	A520-A524	C165	4/1953-6/1953
Ontario Northland	1514-1521	A525-A532	C166	7/1953-10/1953

Export

Total Built = 21

Owner	Road Number(s)	Serial Number(s)	Order Number	Date Built
Secretaría de Comunicaciones y Obras Públicas (Mexico)	9888-9889	23035-23036	E1313	9/1949
Ferrocarriles Nacionales de México	10888-10896	6300-6308	6052	12/1949-1/1950
Ferrocarriles Nacionales de México	11011	6309	6052	1/1950
Ferrocarriles Nacionales de México	15158-15164	6328A-6334A	6335	11/1951
Arabian-American Oil Company (Saudi Arabia)	17497-17498	1006-1007	7019	1/1953

St. Louis-San Francisco ("Frisco") FP7 #40 (built as #5040) is seen here at the engine terminal in Springfield, Missouri, circa 1968. American-Rails.com collection.

Preservation

A little more than two dozen railroads bought the FP7 along with foreign lines Arabian American Oil Company and Ferrocarriles Nacionales de México. For General Motors Diesel, it sold another 57 to the Canadian Pacific and Ontario Northland Railway.

Interestingly today, numerous FP7s remain preserved, many still operable in excursion service. 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.

Sources

Foster, Gerald. A Field Guide To Trains. New York: Houghton Mifflin, 1996.

Hayden, Bob. Diesel Locomotives: Cyclopedia, Volume 2 (Model Railroader). Milwaukee: Kalmbach Publishing Company, 1980.

Marre, Louis A. Diesel Locomotives: The First 50 Years, A Guide To Diesels Built Before 1972. Milwaukee: Kalmbach Publishing Company, 1995.

Pinkepank, Jerry A. Diesel Spotter's Guide. Milwaukee: Kalmbach Publishing Company, 1967.

Solomon, Brian. EMD Locomotives. Minneapolis: MBI Publishing Company, 2006.

Solomon, Brian. Electro-Motive E-Units and F-Units: The Illustrated History of North America's Favorite Locomotives. Minneapolis: Voyageur Press, 2011.