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EMD "GP40" and "GP40-2" Locomotives

Last revised: January 2, 2024

By: Adam Burns

The GP40 series was EMD's last, truly successful four-axle line.  A turocharged, and more powerful, variant of the GP38 it was manufactured for more than two decades (1965-1986), ironically remaining in the catalog longer than its successor, the GP50.

During its production run the model was offered in several variants, including for both freight and passenger assignments.  It also enjoyed modest sales in Canada and beyond, especially at Canadian National which had many built to its "Comfort Cab" specifications.

Their ruggedness and reliability - especially the GP40-2 - has allowed the series to remain in regular use throughout the country, nearly four decades after the final examples rolled out of La Grange. 

Photos

Recently completed Rio Grande GP40-2 #3119 awaits pickup and delivery to its new owner at Blue Island, Illinois in September of 1974. American-Rails.com collection.

Overview

After dominating the first-generation market for more than two decades - and reaching the 567's zenith in horsepower capability - Electro-Motive unveiled a new prime mover in 1965, the model 645.  

As trains became longer and heavier, the new engine was designed to meet these demands while simultaneously allowing EMD to remain the industrial leader.  In his book, "EMD Locomotives," author Brian Solomon notes the 645 was essentially a refinement of its predecessor.

However, the larger engine block forced the manufacturer to move away from its cornerstone belief that parts and components must remain compatible between models.  

The 645 continued to feature a welded, "Vee" cylinder block which sported two rows of cylinders divided by 45 degrees.  The pistons were driven by a crankshaft, which powered both rows of cylinders.

Katy GP40 #183, Conrail GP38-2 #8025 and GP38 #7851, and three other MKT units lead a general manifest between Taylor and Temple, Texas, circa 1983. Mike Bledsoe photo. American-Rails.com collection.

Specifications

The 645's most prominent difference was simply its size; the larger cylinder bore, 9 ½ inches, increased the individual cylinder displacement by a total of 78 cubic inches, from 567 to 645 cubic inches.  The new engine could also be aspirated by either a Roots Blower or turocharger.

In late 1965 EMD advertised nine new models equipped with this new engine, offered in a variety of horsepower ratings, sizes, and wheel arrangements.  Although, not every railroad at that time needed - or could handle - the big SD38s, SD40s, and SD45s. 

As a result, there remained a strong demand for smaller, modestly powered models capable of multiple assignments.  In the GP40's case, it was the turbocharged variant of its GP38 counterpart, increasing output from 2,000 to 3,000 horsepower.

EMD intended for it to be used in either fast freight or long-haul intermodal service.  Interestingly, New York Central - the first to order a 645-powered model - acquired fifty GP40s in late 1965 for just such assignments leading its Super Van (Flexi-Van) service.  The NYC would eventually purchase a total of 105 GP40s.

The locomotive 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 vital internal components.

Spotting Features

EMD's 645 line was the first to feature a generally common carbody design, making it more difficult differentiating model types.  In the case of the GP40 it is most easily identified by its turbocharger stack and three, large radiator fans.

However, singling out the GP40-2 from its standard counterpart can be far trickier.  The most obvious differences include the water-level sight gauge cut into the right-side hood door as well bolted, instead of hinged, battery boxes.

In addition, later GP40-2s were equipped with quieter "Q"-type radiator fans which were taller than standard designs.  Finally, the rare GP40P and GP40X featured their own unique traits; most noticeably flared radiator air intakes, elevated walkways (GP40x), and a conspicuous 3 ½ foot extension behind the rear radiator air intakes on the GP40P (which housed either a steam generator or HEP equipment)

Rio Grande GP40 #3086, GP35 #3048, and three other units exit tunnel #8 near Plainview, Colorado with an eastbound coal drag as the train descends the Front Range into Denver, circa 1972. American-Rails.com collection.

GP40-2

There is almost no outward distinction between the GP40-2 and GP40.  In his book, "Locomotives: The Modern Diesel & Electric Reference," author Greg McDonnell notes that EMD's 1972 release of its "Dash 2" line listed 40 refinements, although nearly all of these were internal aimed at improving locomotive efficiency and operation.

The GP40 had greatly advanced electrical systems from the earlier GP35 which contained complex relay circuitry with many switches and shunting contactors that often led to wheel slip issues. 

The transition circuit could not keep up with demand and sometimes became "locked up," resulting in the locomotive remaining unloaded with no electrical power being sent to the traction motors.

EMD largely solved this problem with its latest AR10 alternator; its rectifier - with four banks of solid state silicon diodes  - could quickly convert AC to DC for the traction motors.  It also predominanely eliminated flashovers, a typical issue with DC generators.

Not only was the AR10 more efficient but also required fewer overall components, which also decreased maintenance.  With less circuitry the GP40 did not experience nearly the same amount of wheel slip issues.

However, it was the GP40-2 that further improved the concept.  It no longer featured the labyrinth of relays, switches, and interlocks which had commonly been found on all previous models.  Instead, it utilized transistors, printed circuit boards, and solid-state modular components.

This new control system enabled the Dash 2 to virtually eliminate wheel slip issues, allowing the model to provide near constant adhesion.  While the GP40-2 did not enjoy its predecessor's sales numbers - largely due to railroads transitioning to six-axle variants by that time - it nevertheless was a solid locomotive that saw strong demand and eliminated most customer complaints.

Detroit, Toledo & Ironton GP40-2 #423 at Flat Rock, Michigan; September 1982. American-Rails.com collection.

GP40-2L

There were a number of spinoffs in the GP40 line; perhaps most notable was Canadian National's GP40-2L (or GP40-2LW).  Featuring CN's own custom-designed comfort, or safety cab, the model sported a wide cab design which would later become standard on EMD models as the "North American cab" first applied to Union Pacific's SD60Ms of 1989.

The cab was not only designed to increase crew safety but also featured such comforts as refrigerators, hot plates, and coffee pots.  Interestingly, the "L" designation was not related to the cab but denoted its lightweight frame, which enabled increased fuel and sand capacity without exceeding CN's gross weight and axle loading standards.

Lastly, the GP40-2Ls were equipped with another custom CN design, a wheel-slip control system known as Positive Traction Control.  Of note, not all of the railroad's GP40-2s were of the lightweight variety; #9633-9667 were standard variants with the wide cab (GP40-2W).

A pair of Baltimore & Ohio GP40's leased to the Santa Fe, circa 1979. Mike Bledsoe photo. American-Rails.com collection.

GP40X

The GP40X utilized EMD's latest version of its 645 engine, the 645FE, and, as Louise Marre and Jerry Pinkepank note in their book, "The Contemporary Diesel Spotter's Guide: A Comprehensive Reference Manual To Locomotives Built After 1972," the model was essentially a GP50 prototype.

Its most notable features included an extra 500 horsepower, experimental HT-B trucks, and an innovative wheel-slip detection and control system known as the Super Series. 

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

The "X" denoted its experimental nature; the AT&SF and Southern had theirs equipped with standard Blomberg Ms while the Southern Pacific and Union Pacific tested theirs with the HT-B. 

Finally, SP's sported "L" shaped windshields and an experimental elephant ear shroud over the radiators, designed as an alternative to the Tunnel Motor concept.  The idea was not repeated.  When the GP50 officially debuted in May, 1980 it did not included any of the above noted features.

GP40P/GP40P-2

This variant included a group of thirteen units purchased by the New Jersey Department of Transportation in 1968 for commuter service on the Central Railroad of New Jersey (then bankrupt). 

Their lengthed frames included space not only for larger fuel tanks but also an additonal 3 ½ feet at the rear for a steam generator and electric equipment to supply heating, lighting, and air-conditioning.  This was later repalced by HEP.  The model also featured the flared rear radiator found on the GP40X.

Finally, Southern Pacific purchased three examples of the Dash 2 variant (GP40P-2) in 1974, also for commuter service.  It similarly sported the same flared rear radiator but lacked the larger fuel tank and increased water supply.  In addition, it included extended-range dynamic brakes and cab air-conditioning. 

GP40TC

Another passenger model was produced at EMD's Canadian subsidiary, General Motors Diesel, for GO Transit of Toronto between November and December, 1966.

The GP40TC used an SD40 frame and wide cab design, featuring HEP equipment (a GM 12V-149 engine powered a 500 kw alternator) for passenger service. A total of eight were constructed (numbered 600-607) and Amtrak wound up purchasing these units from GO Transit in 1990.

Data Sheet

Entered Production (GP40)11/1965 (New York Central #3036)
Entered Production (GP40X)5/1965 (Demonstrator #433-A)
Entered Production (GP40P)10/1968 (Jersey Central #3671)
Entered Production (GP40-2)4/1972 (Seaboard Coast Line #1636)
Entered Production (GP40P-2)11/1974 (Southern Pacific #3197)
Years Produced (GP40)11/1965 - 12/1971
Years Produced (GP40X)5/1965
Years Produced (GP40P)10/1968
Years Produced (GP40-2)4/1972 - 12/1986
Years Produced (GP40P-2)11/1974
Engine (GP40, GP40P, GP40X)645E
Engine (GP40-2, GP40P-2)645E3C
Engine BuilderGM
Horsepower (GP40, GP40X, GP40P, GP40-2)3000
Horsepower (GP40P-2)3200
RPM800
Cylinders16
Length (GP40, GP40X, GP40-2)59' 2"
Length (GP40P, GP40P-2)62' 8"
Length (GP40TC)65' 8"
Height (Top Of Rail To Top Of Cab)15' 5"
Width (GP40)10' 2 ½"
Width (GP40P, GP40X, GP40-2, GP40P-2)10' 4"
Weight (GP40)245,000 Lbs
Weight (GP40P, GP40P-2)281,000 Lbs
Weight (GP40X)260,000 Lbs
Weight (GP40-2)257,000-282,000 Lbs
Weight (GP40-2L)262,000-263,000 Lbs
Fuel Capacity (GP40)1700 - 3600 Gallons
Fuel Capacity (GP40P)1800 Gallons
Fuel Capacity (GP40X, GP40P-2)3200 Gallons
Fuel Capacity (GP40-2)1700 Gallons
Air CompressorGardner-Denver
Air Compressor ModelWBO
Air Brake ManufacturerWestinghouse
Air Brake Schedule26L
TrucksB-B
Truck TypeBlomberg
Truck Wheelbase9'
Wheel Size40"
Traction Motors (GP40, GP40P, GP40-2, GP40P-2, GP40-2L)D77B (4), GM
Traction Motors (GP40X)D87X (4), GM
Steam Generator (GP40P, GP40P-2)Vapor Clarkson (800 Lbs/Hr)
Primary Alternator (GP40, GP40P, GP40-2, GP40P-2)AR10A6-D14, GM
Primary Alternator (GP40X)AR10X2-D14, GM
Primary Alternator (GP40-2L)AR10, GM
MU (Multiple-Unit)Yes
Dynamic BrakesYes
Gear Ratio (GP40, GP40X, GP40P-2)62:15
Gear Ratio (GP40P)61:16
Tractive Effort (Starting)62,500 Lbs at 25% (GP40)
Tractive Effort (Starting)72,000 Lbs at 25% (GP40P)
Tractive Effort (Starting)64,000 Lbs at 25% (GP40X, GP40P-2)
Tractive Effort (Starting)61,000 Lbs at 25% (GP40-2)
Tractive Effort (Continuous)54,700 Lbs at 11.1 mph (GP40, GP40P, GP40-2, GP40P-2)
Tractive Effort (Continuous)54,200 Lbs at 11.1 mph (GP40X)
Top Speed (GP40, GP40X, GP40-2, GP40P-2)65 mph
Top Speed (GP40P)77 mph

Production Rosters

GP40

Total Built =  1,221

Owner Road Number(s) Serial Number(s) Order Number Completion Date
New York Central 3000-3035 30937-30972 7831 12/1965
New York Central 3036-3049 30973-30986 7851 11/1965-12/1965
Denver & Rio Grande Western 3051-3062 30995-31006 7842 1/1966
Denver & Rio Grande Western 3063 31440 7842 1/1966
Illinois Central 3039-3000 (reversed) 31441-31480 5697 2/1966-1/1966 (reversed)
St. Louis-Southwestern Railway (Cotton Belt) 7600-7607 31483-31490 7860 1/1966-3/1966
Milwaukee Road 180-185 31610-31615 7876 3/1966
Western Pacific 3501-3510 31662-31671 7878 5/1966
Milwaukee Road 186-191 31672-31677 7876 3/1966
Seaboard Air Line 600-614 31767-31781 7885 5/1966
Seaboard Air Line 615 31784 7896 5/1966
Seaboard Air Line 616-629 31785-31798 7897 5/1966-8/1966
De Queen & Eastern D7 31855 5704 8/1966
Norfolk & Western 1329-1358 31869-31898 7901 4/1966-5/1966
Missouri-Kansas-Texas (Katy) 170-173 32122-32125 7918 6/1966
Missouri-Kansas-Texas (Katy) 174-181 32126-32133 5713 8/1966
Richmond, Fredericksburg & Potomac 121-125 32149-32153 7911 11/1966
Richmond, Fredericksburg & Potomac 126-127 32154-32155 7948 3/1967-4/1967
Denver & Rio Grande Western 3064-3068 32170-32174 7921 9/1966
Rock Island 340-359 32232-32251 7926 9/1966-10/1966
Rock Island 360-361 32292-32293 7923 9/1966
Milwaukee Road 174-179, 192-199 32294-32307 7924 10/1966
Atlantic Coast Line 915-928 32350-32363 7929 11/1966-12/1966
Atlantic Coast Line 929 32364 5717 12/1966
Louisville & Nashville 3000-3009 32443-32452 5718 10/1966-11/1966
Milwaukee Road 153-173 32470-32490 7936 1/1967
Chicago, Burlington & Quincy 170-189 32566-32585 7940 12/1966
Rock Island 362-381 32588-32607 7942 12/1966-1/1967
Seaboard Air Line 630-644 32609-32623 7944 1/1967
Baltimore & Ohio 3684-3699 32644-32659 7943 11/1966
Illinois Central 3040-3048 32860-32868 5723 2/1967
Illinois Central 3049-3051 32869-32871 7959 2/1967
Illinois Central 3052-3055 32872-32875 7960 2/1967
Illinois Central 3056-3059 32876-32879 7961 3/1967
Denver & Rio Grande Western 3069-3080 32880-32891 7956 2/1967
Soo Line 732-735 32954-32957 7957 3/1967
Seaboard Air Line 645-650 32958-32963 7944 2/1967
Western Pacific 3511-3516 33056-33061 7981 3/1967
Georgia Railroad 752 33097 7990 5/1967
Western Railway of Alabama 701 33098 7990 5/1967
Atlanta & West Point 726 33099 7990 5/1967
Georgia Railroad 751 33100 5728 5/1967
New York Central 3050-3079 33214-33243 7987 7/1967-8/1967
Norfolk & Western 1359-1383 33250-33279 7054 8/1967-9/1967
Norfolk & Western 1384-1388 33275-33279 5733 9/1967
Louisville & Nashville 3010-3029 33449-33468 7075 8/1967-9/1967
Missouri-Kansas-Texas 182-193 33474-33485 7056 9/1967-10/1967
New York Central 3080-3104 33491-33515 7064 10/1967-11/1967
Milwaukee Road 2047-2056 33531-33540 7058 1/1968
Chicago, Burlington & Quincy 620-634 33741-33755 7057 2/1968
Chicago, Burlington & Quincy 635-639 33869-33873 7057 2/1968
Western Railway of Alabama (West Point Route) 702 33881 7093 7/1968
Atlanta & West Point (West Point Route) 727 33882 7093 7/1968
Georgia Railroad 753-754 33883-33884 7093 7/1968
Detroit, Toledo & Ironton 400-404 33910-33914 7099 6/1968
Detroit, Toledo & Ironton 405 33956 7099 6/1968
Missouri-Kansas-Texas (Katy) 194-209 34077-34092 7102 8/1968
Milwaukee Road 2061-2067 34138-34144 7120 12/1968
Milwaukee Road 2057-2060 34145-34148 7132 12/1968
Missouri-Kansas-Texas (Katy) 210 34271 7102 10/1968
Penn Central 3105-3169 34282-34346 7127 8/1968-9/1968
Penn Central 3170-3223 34611-34664 7145 10/1968-11/1968
Penn Central 3224-3259 34688-34723 7145 11/1968-12/1968
Western Railway of Alabama (West Point Route) 703-704 34748-34749 7153 1/1969
Atlanta & West Point (West Point Route) 728-729 34750-34751 7153 1/1969
Rock Island 382-393 34763-34774 7156 1/1969
Baltimore & Ohio 3700-3739 34823-34862 7158 2/1969-4/1969
Rock Island 394-396 34868-34870 7156 1/1969
Illinois Central 3060-3069 34957-34966 7171 8/1969
Electro-Motive (Demonstrators) 11-20 (became Penn Central #3260-3269) 35044-35053 7179 5/1969
Electro-Motive (Demonstrator) 21 (became Toledo, Peoria & Western #1000) 35054 7179 5/1969
Electro-Motive (Demonstrators) 22-26 (became Penn Central #3270-3274) 35055-35059 7179 5/1969
Electro-Motive (Demonstrators) 2068-2071 (became Milwaukee Road #2068-2071) 35060-35063 7180 5/1969
Seaboard Coast Line 1566-1595 35079-35108 7183 12/1969-1/1970
Missouri-Kansas-Texas (Katy) 211-230 35454-35473 7192 11/1969
Denver & Rio Grande Western 3081-3085 35577-35581 7201 10/1969
Seaboard Coast Line 1596-1632 35897-35933 7229 5/1970-6/1970
Illinois Central 3070-3074 36166-36170 5759 2/1970
Atlanta & West Point (West Point Route) 730-732 36171-36173 7250 5/1970
Western Railway of Alabama (West Point Route) 705 36174 7250 5/1970
Rock Island 4700-4719 36386-36405 7263 3/1970-4/1970
Western Railway of Alabama (West Point Route) 706-707 36654-36655 7250 5/1970
Baltimore & Ohio 3740-3764 36721-36745 7275 12/1970-1/1971
Florida East Coast 401-410 36773-36782 7278 1/1971-3/1971
Western Pacific 3522-3526 36783-36787 7272 8/1970
Western Pacific 3517-3521 36824-36828 7272 8/1970
De Queen & Eastern D12 36879 5765 3/1971
Baltimore & Ohio 3765-3777 37189-37201 7301 2/1971-3/1971
Baltimore & Ohio 3778-3779 37202-37203 7317 3/1971
Western Pacific 3527-3544 37838-37855 7332 8/1971-9/1971
Western Maryland 3795-3799 37886-37890 5791 8/1971
Texas, Oklahoma & Eastern D13 38243 5786 9/1971
Baltimore & Ohio 4000-4054 38480-38544 7340 8/1971-10/1971
Baltimore & Ohio 4055-4064 38535-38544 7356 10/1971-11/1971
Chesapeake & Ohio 4065-4089 38545-38569 7340 5/1971-8/1971
Texas, Oklahoma & Eastern D14 38570 5786 9/1971
Denver & Rio Grande Western 3086-3093 38571-38578 7357 11/1971
Chesapeake & Ohio 4090 39236 7340 12/1971
Chesapeake & Ohio 4091-4099, 3780-3794 39237-39260 5811 12/1971
Seaboard Coast Line 1633-1635 5793-1 thru 5793-3 5793 9/1971

GP40X

Owner Road Number Serial Number Order Number Completion Date
Electro-Motive (Demonstrator) 433A (became Illinois Central #3075)* 29877 5674 5/1965
Southern Pacific 7200-7201, 7230-7231 766016-1 thru 766016-4 766016 2/1978
Santa Fe 3802-3809 766054-1 thru 766054-8 766054 4/1978-5/1978
Southern 7000-7002 766066-1 thru 766066-3 766066 6/1978
Union Pacific 9000-9005 766068-1 thru 766068-6 766068 12/1977-3/1978
Santa Fe 3800 776008-1 776008 6/1978
Santa Fe 3801 776009-1 776009 6/1978

* Completed in May, 1965 this unit was EMD's prototype GP40.

GP40P

Owner Road Numbers Serial Numbers Order Number Completion Date
Central of New Jersey Railroad 3671-3683 34248-34260 7130 10/1968

GP40-2

Owner Road Number(s) Serial Numbers(s) Completion Date
Florida East Coast 411-415 5813-1 thru 5813-5 11/1972
Georgia Railroad 755-756 5814-1, 5814-2 12/1972
Detroit, Toledo & Ironton 406-413 7359-1 thru 7359-8 10/1972
Denver & Rio Grande Western 3094-3105 7360-1 thru 7360-12 4/1972-5/1972
Seaboard Coast Line 1636-1656 7361-1 thru 7361-21 4/1972
Baltimore & Ohio 4100-4162, 1977, GM50 7365-1 thru 7365-65 8/1972-11/1972
Chesapeake & Ohio 4165-4184 7394-1 thru 7394-20 11/1972
Richmond, Fredericksburg & Potomac 141-147 72702-1 thru 72702-7 9/1972
Denver & Rio Grande Western 3106-3115 72715-1 thru 72715-10 12/1972
Texas, Oklahoma & Eastern D15 72654-1 1/1973
Detroit, Toledo & Ironton 414-421 73611-1 thru 73611-8 10/1973
Texas, Oklahoma & Eastern D16 73619-1 11/1973
Reading 3671-3674 73624-1 thru 73624-4 12/1973
Reading 3675 73724-1 12/1973
Denver & Rio Grande Western 3116-3127 74635-1 thru 74635-12 9/1974
Denver & Rio Grande Western 3128 73735-1 11/1974
Atlanta & West Point 733 73681-1 11/1974
Western Railway of Alabama (West Point Route 708 73681-2 11/1974
Texas, Oklahoma & Eastern D20 74604-1 9/1974
Florida East Coast 416-418 74650-1 thru 74650-3 10/1974
Alaska Railroad 3000-3005 74759-1 thru 74759-6 4/1975-5/1975
Baltimore & Ohio 4185-4246 74695-1 thru 74695-62 4/1975-7/1975
Alaska Railroad 3007-3011 757143-1 thru 757143-5 5/1976
Baltimore & Ohio 4247-4256 767034-1 thru 767034-10 2/1977
Western Maryland 4257-4261 767049-1 thru 767049-5 2/1977
Conrail 3280-3312 766069-1 thru 766069-33 4/1977-6/1977
Boston & Maine 300-317 776025-1 thru 776025-18 12/1977
Baltimore & Ohio 4308-4311 777051-1 thru 777051-4 3/1978
Southern Pacific 7608-7627 776071-1 thru 776071-20 2/1978-4/1978
Chesapeake & Ohio 4262-4281 776085-1 thru 776085-20 1/1978
Baltimore & Ohio 4287-4307 776091-1 thru 776091-21 01/1978-2/1978
Alaska Railroad 3012-3015 777093-1 thru 777093-4 9/1978
Chesapeake & Ohio 4282-4286 777094-1 thru 777094-5 2/1978-3/1978
Conrail 3313-3345 776127-1 thru 776127-33 5/1978-6/1978
Department of Transportation (Pueblo, Colorado) 003 786143-1 12/1978
Western Maryland 4312-4321 786158-1 thru 786157-10 11/1978
Florida East Coast 419-423 786169-1 thru 786169-5 10/1979
Western Maryland 4352-4371 787172-1 thru 787172-20 1/1979-3/1979
St. Louis Southwestern Railway (Cotton Belt) 7628-7657 786179-1 thru 786179-30 1/1979-2/1979
St. Louis-San Francisco Railway (Frisco) 750-774 786186-1 thru 786186-25 4/1979-6/1979
Conrail 3346-3385 786191-1 thru 786191-40 3/1979-6/1979
Detroit, Toledo & Ironton 422-425 786215-1 thru 786215-4 11/1979
Western Pacific 3545-3549 786220-1 thru 786220-5 7/1979
Baltimore & Ohio 4322-4351 787227-1 thru 787227-30 2/1979-3/1979
Kansas City Southern 798-799 786232-1 thru 786232-2 8/1979
Southern Pacific 7658-7677 786266-1 thru 786266-20 3/1980
Louisville & Nashville (Family Lines) 6600-6616 786267-1 thru 786267-17 3/1980-4/1980
Western Pacific 3550-3559 786277-1 thru 786227-10 4/1980
Chesapeake & Ohio 4372-4391 786288-1 thru 786288-20 1/1980
Chesapeake & Ohio 4392-4421 787289-1 thru 787289-30 2/1980-3/1980
Florida East Coast 424 797320-1 1/1980
Florida East Coast 425-429 796325-1 thru 796325-5 8/1980-9/1980
Conrail 3386-3403 796339-1 thru 796339-18 1/1980-2/1980
Southern Pacific 7940-7959 796354-1 thru 796354-10 4/1980-6/1980
Seaboard Coast Line (Family Lines) 6617-6621 797382-1 thru 797382-5 6/1980
Baltimore & Ohio 4422-4447 807014-1 thru 807014-26 5/1981-6/1981
Kansas City Southern 796-797 806040-1, 806040-2 3/1981
Denver & Rio Grande Western 3129-3130 827038-1, 827038-2 3/1983
Southern Pacific 7240-7247 847009-1 thru 847009-8 11/1984
Florida East Coast 430-431 847012-1, 847012-2 12/1984
St. Louis Southwestern Railway (Cotton Belt) 7248-7273 847046-1 thru 847046-26 10/1984-11/1984
Florida East Coast 432 857078-1 12/1985
Florida East Coast 433-434 857127-1, 857127-2 12/1986

GP40P-2

Owner Road Numbers Serial Numbers Completion Date
Southern Pacific 3197-3199 74619-1 thru 74619-3 11/1974

Export

GP40

Owner Road Numbers Serial Numbers Order Numbers Completion Date
Ferrocarril Nacional de México 8400-8409 32253-32262 710690-710699 6/1967
Ferrocarril Chihuahua al Pacífico (Mexico) 1000-1003 36874-36877 711772-711775 6/1971
Ferrocarril Chihuahua al Pacífico (Mexico) 1004-1007 37613-37616 711966-711969 6/1971

GP40-2

Owner Road Number(s) Serial Number(s) Completion Date
Sonora-Baja California Railroad (Mexico) 2104-2105 712421-712422 12/1972
Sonora-Baja California Railroad (Mexico) 2106 712438 12/1972
Sonora-Baja California Railroad (Mexico) 2107-2109 712954-712956 12/1973
Ferrocarril Chihuahua al Pacífico< (Mexico) 1008-1016 75624-1 thru 75624-9 6/1975-7/1975
Ferrocarril Chihuahua al Pacífico (Mexico) 1019-1022 75634-1 thru 75634-4 1/1976
Ferrocarril Chihuahua al Pacífico (Mexico) 1017-1018 758014-1, 758014-2 1/1976
Sonora-Baja California Railroad (Mexico) 2110-2112 758039-1 thru 758039-3 8/1976
Sonora-Baja California Railroad (Mexico) 2309-2310 788029-1, 788029-2 12/1979
Sonora-Baja California Railroad (Mexico) 2311 808018-1 12/1980
Sonora-Baja California Railroad (Mexico) 2312 808030-1 7/1981
Ferrocarril Chihuahua al Pacífico (Mexico) 1023-1029 808041-1 thru 808041-7 7/1981
Ferrocarril Chihuahua al Pacífico (Mexico) 1030-1036 818021-1 thru 818021-7 3/1982-4/1982
Sonora-Baja California Railroad (Mexico) 2313-2314 818036-1, 818036-2 7/1982

General Motors Diesel Division (GMDD)

GP40-2W

Owner Road Numbers Serial Numbers Order Number Completion Date
Government of Ontario Transit (GO Transit) 9808-9811 A2938-A2941 C361 12/1973
Government of Ontario Transit 9812-9814 A3163-A3165 C375 11/1974
Government of Ontario Transit 707-710 A3306-A3309 C380 9/1975-10/1975
Canadian National 9633-9667 A3428-A3462 C396 3/1976-5/1976

GP40-2LW

Owner Road Numbers Serial Numbers Order Number Completion Date
Canadian National 9400-9490 A2978-A3068 C365 3/1974-9/1974
Canadian National 9491-9530 A3069-A3108 C372 9/1974-11/1974
Canadian National 9531-9632 A3166-A3267 C376 2/1975-9/1975

In this Western Pacific photo, GP40 #3508 rests at the road's engine terminal in Oroville, California during May of 1966. Author's collection.

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

The GP40's rugged and reliable nature has enabled it to remain as common as railroad spikes, even nearly 40 years since Florida East Coast #434 rolled out of La Grange in December, 1986 - ironically, one year after the final GP50 had been completed.

As a result, the model can still regularly be found in service throughout the country today, although many Class 1 variants have been heavily modified or rebuilt over the years.

Sources

  • Foster, Gerald. A Field Guide To Trains. New York: Houghton Mifflin, 1996.
  • Marre, Louis A. and Pinkepank, Jerry A. Contemporary Diesel Spotter's Guide, The: A Comprehensive Reference Manual To Locomotives Since 1972.  Milwaukee: Kalmbach Publishing Company, 1989.
  • McDonnell, Greg. Locomotives: The Modern Diesel & Electric Reference, 2nd Edition. Buffalo: Boston Mills Press/Firefly Books, 2015.
  • Solomon, Brian.  EMD Locomotives.  Minneapolis: MBI Publishing Company, 2006.
  • Solomon, Brian.  GE and EMD Locomotives:  The Illustrated History.  Minneapolis:  Voyageur Press, 2014.

SteamLocomotive.com

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

It is difficult to truly articulate just how much material can be found at this website. 

It is quite staggering and a must visit!