EMD "GP9" Locomotives

The General Motors’ Electro-Motive Division (EMD) GP9 series, like its sister GP7 model, would find enormous success and even eclipse the GP7 in terms of sales to become one of the most successful diesel locomotives ever built. Following the tremendous sales performance of the GP7, the series affectionately became known as “Geeps,” and the GP9 simply followed in that success. Until the release of the GP7 EMD was lagging far behind the other locomotive builders, particularly the American Locomotive Company (Alco) and its early RS models. 

However, the model instantly propelled EMD as the industry leader of road switchers (along with virtually every other model type) and it only reaffirmed its dominance with the GP9. In just five years of production the model amazingly sold more than 3,500 examples (including B units), nearly a 32% net increase in sales!  Together the two models, aside from the SD40 series, are likely the best selling of all time, combining for over 6,000 units built when production ended on the GP9 in 1959.

Southern Pacific GP9 #3778, wearing the still-born Southern Pacific-Santa Fe livery, leads a load of eastbound beets out of the siding at Gilroy, California during October of 1989. Drew Jacksich photo.

Today, hundreds of GP9s remain either in operation on shortlines or in use aboard a tourist railroad. Others remain preserved at various museums and historical societies.  The EMD GP9 began production in January, 1954 about five months before the GP7 was no longer offered in the builder's catalog. The GP9 looked almost identical to its predecessor but there were some key difference in the two. For EMD, the success of the GP7 had to surprise the company to some extent considering its lack of competing road switcher model at such a late date and more than eight years since the American Locomotive Company first released its RS1 model in 1941, just before the outbreak of World War I. In a sense, though, EMD was poised to be successful in the road switcher market, even despite the failed BL2 design of 1948.

A former New Haven GP9 has a Penn Central day service pointed westbound, just south of Canal Junction, Massachusetts in July, 1971. These trips left Boston in the morning and arrived in Hyannis on Cape Cod around noon. The train stayed for a few hours allowing folks to shop and visit the beach before returning back to the city. Roger Puta photo.

Its locomotives were reliable, easy to maintain, and efficient. Once again, it was EMD's chief engineer Richard "Dick" Dilworth who laid out the general design of the GP7, and the company's styling department headed by John Markestein put the finishing touches on the new model. As for the GP9 it carried the standard carbody appearance of the former but offered new features. First was the latest version of the company's prime mover, the 567C. This engine offered a slight increase in horsepower of 1,750 (250 more than the GP7). It also offered a new traction motor, the model D37 although tractive effort ratings remained the same; 65,000 pounds starting and 40,000 pounds continuous. The GP9 also weighed slightly less at just 120 tons while increasing its length to just over 56 feet..

A Norfolk & Western publicity photo of GP9 #502 (built as #764 in 1957) as it sits in Roanoke, Virginia during March of 1959.

Those differences aside the GP9 looked very similar to the GP7. Through 1959 the model sold an astonishing 3,449 units, which is even more surprising when one realizes that the GP7 sold 2,600+ itself! While the GP7 is credited with completing main line dieselization perhaps the GP9 is best credited with finishing off the remaining steam in America (an exception would be the Norfolk & Western, which held out on scrapping its steam fleet until the late 1950s). And this is one reason for the locomotive's astronomically high sales numbers. Not only was it a practical, useful, and reliable model like the GP7 but it also helped those lines that had to fully dieselize do so

Southern Pacific GP9 #3775 leads an outbound freight at Campbell, California in September, 1992. This trackage was originally built as South Pacific Coast Railroad, a narrow-gauge operation. Drew Jacksich photo.

Not surprisingly, with the success of the GP9 and GP7 series the units could be found on all types of railroads (both large and small) and in all types of service (main lines, spurs, branch lines, yards, etc.). Of course, the 3,400+ units listed above includes only those U.S. companies that bought the GP9. Since 1949 EMD had established its Canadian division, General Motors Diesel (GMD) that saw a few hundred sales of the GP7 just after opened although sales really took off for the GP9. Ten different Canadian lines purchased 646 examples of the locomotive including; Algoma Central Railway (2), Canadian National (349), Canadian Pacific (200), Quebec Cartier Mining (9), Midland Railway Company of Manitoba (1), New York Central for its Canadian operations (12), Northern Alberta Railways (10), Ontario Northland Railway (6), Quebec North Shore & Labrador Railway (54), and Toronto, Hamilton & Buffalo Railway (3). 

Boston & Maine GP9 #1723 between assignments at Mechanicville, New York on March 28, 1984. Warren Calloway collection.

EMD GP9 Production Roster

Owner Road Number(s) Quantity Date Built
Baltimore & Ohio675-696, 747-752, 3413-3425, 6447-65981931955-1958
Bangor & Aroostook76-8051954
Belt Railway Of Chicago471, 480-48131956-1958
Boston & Maine1700–1749501957
Butte, Anaconda & Pacific Railway104-10741957
Central Of Georgia160-170, 1040-1042141954-1957
Central Railroad Of New Jersey1531-153221959
Central Vermont Railway4923-4929, 4547-4557181957
Chesapeake & Ohio5901-62633631954-1957
Chicago & Eastern Illinois221, 229, 233-23881956-1958
Chicago & North Western1711-1720, 1725-1773591954-1959
Cleveland Union Terminal (NYC)5900-590341954
Clinchfield Railroad917-91821956
Denver & Rio Grande Western5901-5904, 5911-5914, 5921-5924, 5931-5934, 5941-5944, 5951-5954241955-1956
Detroit, Toledo & Ironton980-992131955-1957
Electro-Motive (Demo)725711955
Erie Railroad1260-126561956
Florida East Coast651-676261954-1957
Georgia Railroad1040-104231954
Grand Trunk Western1751-1767, 4134-4139, 4442-4450, 4539-4546, 4558-4559, 4902-4922, 4930-4933671954-1959
Great Northern656-734791954-1959
Illinois Central9000-9257, 9300-93893481954-1959
Kansas City Southern163-16531959
Lehigh Valley300-30121959
Louisville & Nashville437, 441-459, 515-522, 553-554301954-1958
Meridian & Bigbee Railroad10211957
Midland Valley Railroad152-15321958
Milwaukee Road280-331, 2368-24431281954-1959
Minneapolis & St. Louis Railway600-608, 700-713231956-1958
Mississippi Export Railroad6011957
Missouri Pacific1131-1144, 4332-4371541955-1959
New Haven1200-1229301956
New York Central5904-6028, 6041-60751601954-1957
Nickel Plate Road448-534, 800-8141021955-1959
Norfolk & Western10-13, 506-521, 620-699, 714-9143011955-1959
Northern Pacific200-3751761954-1958
Pennsylvania7175B-7204B, 7230B-7239B (GP9B)401957-1959
Phelps Dodge Corporation21-23, 30-43171955-1957
Rock Island1312-1332211957-1959
Santa Fe700-751521956-1957
Seaboard Air Line1900-1929, 1954-1979561955-1959
Soo Line400-414, 550-558, 2400-2413 (Wisconsin Central), 2550-2556 (Wisconsin Central)451954-1957
Southern Pacific240-249 (Texas & New Orleans), 280-283 (T&NO), 400-458 (T&NO), 5600-5719, 5730-5844, 5872-58913181954-1959
Southern Railway (Including Subsidiaries)302-303, 2500-2501, 6245-6249, 6898-6899, 8214-8215131955-1956
Spokane, Portland & Seattle150-15561956
St. Louis Southwestern Railway (Cotton Belt/SP)820-831121957-1959
Texas & Pacific (MP)1131-1144141957-1959
Texas-Mexican Railway (Tex-Mex)85311958
Union Pacific130-248, 250-3492191954-1957
Union Pacific130B-204B, 300B-349B (GP9B)1251954-1957
Wabash Railroad484-495121954-1956
Western Pacific725-73281955
Western Maryland25-45211954-1957
Western Railway Of Alabama530-53121954
Winston-Salem Southbound Railway1501-150441957

It's been nearly two years since Norfolk & Western's acquisition of the Wabash as train #4, the "Wabash Cannonball," readies to depart Decatur, Illinois on May 7, 1966. In the lead is GP9 #2477. Roger Puta photo.

It should also be noted that there were buyers for the GP9B although it sold very like like with the GP7B; the Pennsylvania Railroad bought 40 while Union Pacific purchased 125. The units’ extreme versatility is, of course, what made them so successful, and many continue to be found today in freight service on both shortlines and regionals (as well as museums and tourist lines). Spotting them, however, can be a bit tough, as most have been rebuilt at some point in the last 50 years, sometimes altering their looks a bit. Be on the lookout, however, and you can find them! The GP7 and GP9 models were only the beginning of the series and later four-axle, as well as six-axle, models would follow. 

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Wes Barris's SteamLocomotive.com is simply the best web resource in the study of steam locomotives. 

The amount of information found there is quite staggering; historical backgrounds of wheel arrangements, types used by virtually every railroad, preserved and operational examples, and even those used in other countries (North America and beyond). 

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Researching Rights-Of-Way

A popular pastime for many is studying and/or exploring abandoned rights-of-way. 

Today, there are tens of thousands of miles scattered throughout the country.  Many were pulled up in the 1970's and 1980's although others were removed long before that. 

If you are researching active or abandoned corridors you might want to check out the United States Geological Survey's (USGS) Historical Topographic Map Explorer

It is an excellent resource with thousands of historic maps on file throughout the country.  Just type in a town or city and click on the timeline of maps at the bottom of the page!