EMD "GP40"/"GP40-2"

Last revised: June 1, 2022

By: Adam Burns

The Electro-Motive Division's GP40 series was the pinnacle of the builder's four-axle locomotives.

Manufactured between the mid-1960s and mid-1980s the GP40 came in a wide variety of variants, six altogether, although the original design and "Dash 2" were both the most popular selling nearly 2,500 examples between them.

Overview

By the 1960s railroads were beginning to understand the usefulness and efficiency of six-axle, C-C locomotives and as such began to purchase more and more, particularly during the 1970s.

Unfortunately, for EMD, by the time production had wrapped up on the GP40-2 it was losing an alarming amount of market share to General Electric and before the 1980s had ended would lose first place and to this day remains behind GE.

In any event, given the relative young age of some GP40s and the fact that thousands were manufactured, many still remain in service on Class Is and can also be found on both short lines and regionals. 

Many have also been heavily modified or rebuilt over the years featuring modern electronics and overhauled prime movers.  As a result, they carry little more than the original carbody with which they left the EMD factory.

Background

The GP40 and GP40-2 production run lasted over twenty years beginning in 1965 and ceasing in 1987 (the GP40 was last produced in 1971).

The units themselves were not that different from GP38s and GP38-2s except that they included some newer technologies; an extra radiator fan, turbocharger stack and an extra 1,000 hp (rated at 3,000 hp over the GP38 series 2,000 hp).

The GP40 also included features already now common on earlier models such as dynamic braking, and an airtight hood that kept out dust, dirt and other particles from reaching internal components.

The "Dash 2" model is distinguished from the original because of its further upgrades which included things like a newer type of traction motor blower duct, a modular electronic cabinet system and bolted battery box access doors.

Essentially, as with all EMD “Dash” models, GP40-2s basically include upgraded electronics and technologies over the original design.

While both the GP40 and GP40-2 offered the same horsepower rating the former was equipped with EMD's model 645E prime mover while the latter featured the 645E3C.

Interestingly, the GP40 offered a little better tractive effort (62,500 pounds starting and 54,700 pounds continuous) than its "Dash 2" counterpart although both were very similar in this regard.

Also, the GP40 and GP40-2 models were the pinnacle of EMD’s four-axle locomotives in several ways. First, the design was EMD’s most successful second-generation locomotive.

Combined GP40s and GP40-2s sold over 2,300 units with the GP40 selling some 1,200+ units and the GP40-2 slightly less at just over 1,100.

Second, the model effectively ended production of four-axle power as railroads began to order more and more six-axle units because of their added traction and weight distribution.

Later GP50 and GP60 models were produced but were only marginally success compared to the GP40 and early series. Today, virtually all new locomotives ordered are of the C-C, six-axle variety save for switchers or light duty units.

It should be noted that there were several variants of the GP40 aside from the popular "Dash 2". First was the GP40X. This was constructed using EMD's model 645E prime mover and offered extra horsepower of 3,500.

It was built only between 1977 and 1978 with four railroads purchasing 23 examples of the model; Santa Fe (3800-3809), Southern Pacific (7200-7201, 7230-7231), Southern (7000-7002), and Union Pacific (9000-9005).

The "X" denoted the model as an experimental and the AT&SF and Southern had theirs equipped with Blomberg M trucks while the other lines purchased theirs with HT-B trucks. 

Another variant was the GP40P built for passenger service and purchased by the New Jersey Department of Transportation in 1968 for use by then Central Railroad of Jersey along its commuter lines. 

It was three feet longer than a standard GP40 for an added steam generator and 13 in total were constructed. Another passenger model was built by General Motors Diesel for GO Transit of Toronto between November and December, 1966.

They used an SD40 frame and wide cab design, featuring HEP equipment for passenger service. A total of eight were constructed (numbered 600-607).

There are numerous other GP40 passenger models now in service but these are rebuilds of standard models and were not cataloged directly by EMD or GMD (they include the GP40-2H, GP40PH-2/A/B, GP40FH-2, GP40WH-2, GP40-2W, GP40MC, and GP39H-2). 

Yet another variant was the GP40P-2 built for the Southern Pacific in November, 1974.

This locomotive was 62 feet in length to accommodate a steam generator for use in passenger service and also offered 3,200 horsepower and added tractive effort; 64,000 pounds starting and 54,700 pounds continuous.

Three were built (numbered 3197-3199). Finally, there was the GP40-2W and GP40-2LW, built for Canadian National and GO Transit that included the wide cab commonly used in Canada.

Production Rosters

GP40

Owner	Road Number(s)	Quantity	Date Built
Atlanta & West Point	726-732	7	1967-1970
Atlantic Coast Line	915-929	15	1966
Baltimore & Ohio	3684-3779, 4000-4064	161	1966-1971
Burlington	170-189, 620-639	40	1966-1967
Chesapeake & Ohio	3780-3794, 4065-4099	50	1971
De Queen & Eastern Railroad	D7, D12	2	1966-1971
Denver & Rio Grande Western	3051-3093	43	1966-1971
Detroit, Toledo & Ironton	400-405	6	1968
Electro-Motive (Demo)	11-26, 2068-2071	20	1969
Florida East Coast	401-410	10	1971
Georgia Railroad	751-754	4	1967-1968
Illinois Central	3000-3074, 3057 (2nd)	76	1966-1970
Louisville & Nashville	3000-3029	30	1966-1967
Milwaukee Road	153-199, 180 (2nd), 2011, 2027, 2037, 2047-2071, 2055 (2nd)	79	1966-1969
Missouri-Kanas-Texas Railroad (Katy)	170-230, 181 (2nd)	62	1966-1969
New York Central	3000-3104	105	1965-1967
Norfolk & Western	1329-1388	60	1966-1967
Penn Central	3105-3274	175	1968-1969
Richmond, Fredericksburg & Potomac	121-127	7	1966-1967
Rock Island	340-396, 4700-4719	77	1966-1970
Seaboard Air Line	600-650	51	1966-1967
Seaboard Coast Line	1566-1635	70	1970-1971
Soo Line	732-735	4	1967
St. Louis Southwestern Railway (Cotton Belt/SP)	7600-7607	8	1966
Texas, Oklahoma & Eastern Railroad	D13, D14	1	1971
Toledo, Peoria & Western	1000	1	1969
Western Maryland	3795-3799	5	1971
Western Pacific	3501-3544	44	1966-1971
Western Railway Of Alabama	701-707	7	1967-1970

GP40X

Owner	Road Number(s)	Quantity	Date Built
Santa Fe	3800-3809	10	1978
Southern Pacific	7200-7201, 7230-7231	4	1978
Southern Railway	7000-7002	3	1978
Union Pacific	9000-9005	6	1977-1978

GP40P

Owner	Road Number(s)	Quantity	Date Built
Central Railroad Of New Jersey	3671-3683	13	1968

GP40-2

Owner	Road Number(s)	Quantity	Date Built
Alaska Railroad	3000-3005, 3007-3015	15	1975-1978
Atlanta & West Point	733	1	1974
Baltimore & Ohio	1977 (GM50), 4100-4256, 4287-4307, 4308-4311, 4322-4351, 4422-4447	239	1972-1981
Boston & Maine	300-317	18	1977
Chesapeake & Ohio	4165-4184, 4262-4286, 4372-4421	75	1978-1980
Conrail	3313-3403	91	1978-1980
Denver & Rio Grande Western	3094-3130	37	1972-1983
Department Of Transportation, Pueblo	003	1	1978
Detroit, Toledo & Ironton	406-425	20	1972-1979
Florida East Coast	411-434	24	1972-1986
Georgia Railroad	755-756	2	1972
Kansas City Southern	796-799	4	1979-1981
Louisville & Nashville	6600-6616	17	1980
Reading	3671-3675	5	1973
Richmond, Fredericksburg & Potomac	141-147	7	1972
Seaboard Coast Line	1636-1656, 6617-6621	26	1972-1980
Southern Pacific	7240-7247, 7608-7627, 7658-7677, 7940-7959	68	1978-1984
St. Louis San Francisco Railway (Frisco)	750-774	25	1979
St. Louis Southwestern Railway (Cotton Belt/SP)	7248-7273, 7628-7657	56	1979-1984
Texas, Oklahoma & Eastern Railroad	D15, D16, D20	3	1973-1974
Western Maryland	4257-4261, 4312-4321, 4352-4371	29	1977-1979
Western Pacific	3545-3559	15	1979-1980
Western Railway Of Alabama	708	1	1974

GP40P-2

Owner	Road Number(s)	Quantity	Date Built
Southern Pacific	3197-3199	3	1974

The models were built between December, 1973 and September, 1975. GO purchased 11 GP40-2Ws (numbered 9808-9814 and 707-710) while CN bought 35 of the model (numbered 9633-9667).

Additionally, CN bought another 233 GP40-2LWs (numbered 9400-9632). 

In any event, GP40s remain as common as railroad spikes out on main lines across the country and you can spot them virtually anywhere as they carry all of the classic EMD features.

The GP40 and GP40-2 models, along with the GP38 and GP38-2, were EMD’s most successful second-generation Geeps and like earlier models fit exactly what railroads were looking for in terms of horsepower while also featuring the manufacturers’ excellence in quality and reliability. 

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