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EMD "DD35" and "DD35A" Locomotives: Data Sheet, Specs, Roster

Last revised: October 14, 2026

By: Adam Burns

Electro-Motive built 45 of these locomotives. Thirty were cabless boosters, model DD35, finished from September 1963 through September 1964. Union Pacific took 27, numbered 72B through 98B, counting the two demonstrators. Southern Pacific took the other three. Fifteen more were cab locomotives for Union Pacific alone, numbered 70 through 84, built from April to June 1965. Electro-Motive’s designation for the cab locomotive is DDA35. The model is the DD35A in the spotter’s guides and in the title of this page. Each unit carried two 16-cylinder 567D3A engines and was rated at 5,000 horsepower, on a pair of four-axle Flexicoil trucks.

Union Pacific was leaving the gas turbines and wanted a diesel consist of 15,000 horsepower for the fast freights between North Platte and Los Angeles. Electro-Motive’s first answer was a four-unit demonstrator, two GP35s and two DD35s. The railroad then bought this small fleet. The 27 boosters were Union Pacific’s last cabless road locomotives. The cab units were the step before the DDA40X Centennials. None of the 45 was preserved.

Union Pacific DD35 98-B in storage at Council Bluffs, Iowa, on December 10, 1979. American-Rails.com collection.

On this page: At a glance · Fifteen thousand horsepower · The demonstrator · The cab units · Southern Pacific · On the railroad · Specifications · Roster · Storage and scrap

At a glance

Fifteen thousand horsepower

A motive-power study finished early in 1962 put a number on what Union Pacific already suspected. Routine maintenance ran about $7,000 a year for a single diesel unit, whatever that unit’s size or horsepower. The same study figured about three horsepower for each trailing ton on the main line. Road tests said the fast freights wanted 15,000 horsepower. An 8,500-horsepower gas turbine and a 2,400-horsepower SD24, run together over the 1,530 miles from North Platte, Nebraska, to Los Angeles, held a 41-hour schedule at an average of 42.5 hours.

The railroad took that result to the three builders and asked for a 15,000-horsepower locomotive in three units. Each unit was to carry two diesel engines, and the specification put the running gear on the span-bolster trucks coming off the retired 4,500-horsepower turbines. Electro-Motive agreed to build a prototype before it had an order. General Electric and Alco each wanted an order first. To get all three designs onto the railroad, Union Pacific ordered the General Electric and Alco locomotives and let Electro-Motive build demonstrators.

General Electric’s locomotive was the U50, two U25Bs on one frame, riding the turbine span bolsters. The first three, 31 through 33, arrived in October 1963. Twenty more followed through August 1965, and the class was 31 through 53, twenty-three locomotives, each rated 5,000 horsepower. Alco’s was the Century 855, also on turbine span bolsters, rated 5,500 horsepower. Two cabs, 60 and 61, and booster 60B were delivered in June 1964. Union Pacific retired them in August 1970. The road had tried this kind of purchase once before. In October 1945 it ordered a high-horsepower Baldwin, the Centipede, and canceled the order in April 1947.

The demonstrator

Electro-Motive announced the DD35 in Railway Age on May 20, 1963. The locomotive was two GP35s on one frame, engines, generators, and fuel tanks included. The truck was the exception. It was a four-axle version of the Flexicoil truck under the SD24, a three-axle truck Union Pacific already knew from 30 SD24 cabs and 45 SD24 boosters. The road said it would watch that new truck.

The set that left La Grange was four units, and together they came to 15,000 horsepower: GP35 demonstrators 5652 and 5654, 2,500 horsepower each, and DD35 demonstrators 5653 and 5655, 5,000 horsepower each. The set was finished in September 1963, painted red and white, and sent on a national tour that included long stretches on Union Pacific. The tour ended there. In May 1964 the railroad bought all four at a reduced price. The GP35s became 762 and 763. The DD35s became 72B and 73B.

The plates on both boosters read September 1963. Some paperwork says November. The serials show how the four demonstrators were actually built. GP35 5652, serial 28319, is July 1963, and DD35 5653, serial 28320, is the next number. GP35 5654, serial 28552, is August 1963, and DD35 5655, serial 28554, follows it. Both boosters are Electro-Motive order 5653. The two GP35s are order 5652.

Union Pacific ordered 25 more DD35s and 22 matching GP35s almost at once. The boosters are order 7725, serials 29190 through 29214, numbered 74B through 98B, built from May through September 1964. The last of them, 97B, was set up at Omaha on September 22, 1964. The GP35s are order 7724. With the two demonstrators, Union Pacific’s boosters ran 72B through 98B, twenty-seven locomotives. The B is the railroad’s suffix for a cabless unit. Electro-Motive’s model name for the booster is DD35. The cab units, numbered 70 through 84, came the next year and carry no suffix.

Union Pacific DD35A 70, DD35 93B, and a GP30 with a long freight in June 1966. Location not listed. American-Rails.com collection.

The cab units

The boosters had the same limit as every other cabless road unit Union Pacific had owned. Another locomotive had to lead, and cutting a failed booster out of a consist broke up a very large machine. A follow-on order for 15 more boosters was changed to 15 units with cabs. They were delivered from April through June 1965. The railroad required that the cab locomotive be no longer than the booster, and Electro-Motive built it on the same frame fixtures. The forward engine was moved back to clear the cab. The cooling group was rearranged to fit, with different headers and piping. Both models use six radiator cores of Electro-Motive’s standard length, 27 21/32 inches. The flared radiator on the cab unit is that rearranged cooling group.

The cab units left the factory with General Electric motors. Mark Hemphill, writing in CTC Board in July 1991, described trouble with the D67B traction motor in high-speed, high-amperage service, and wrote that every cab unit but one was built that way. Union Pacific’s record names the motors and the gears. Numbers 70 through 83 were built with reconditioned GE 752 motors from traded-in Alco FA and FB units. Electro-Motive’s designation for those rebuilt motors is 752E20A. Nine of them, 70, 72, 75, 76, 77, 78, 79, 82, and 83, were geared 74:18. Five, 71, 73, 74, 80, and 81, were built with a 79:24 high-speed gear and later changed to 74:18. Number 84 was the exception Hemphill had in mind. It was built with reconditioned EMD D67B1 motors from wrecked GP9 159, geared 62:15, and it is its own order, 7798. The other fourteen cab units are order 7797.

Five more cab units were ordered for 1966, to be numbered 85 through 89. Electro-Motive assigned serials 29999 through 30003 and then never used them. Union Pacific canceled the order and bought SD40s instead. Those were the locomotives connecting railroads would accept in run-through service. The eight-axle double diesels stayed home.

Union Pacific U50 53 and DD35A 82, both 5,000-horsepower locomotives, posed at Omaha, Nebraska, in 1965. American-Rails.com collection.

Southern Pacific

Southern Pacific watched the same demonstrator and bought three boosters, order 7699, serials 28903 through 28905, delivered in April 1964 as 8400, 8401, and 8402. They were the only DD35s Electro-Motive sold off Union Pacific. The cab unit was never repeated for anyone else.

The three were renumbered with the rest of the diesel fleet. By the 1970 roster they were 9900, 9901, and 9902, in that order from 8400, and the intermediate numbers were 9500 through 9502. They were still on the 1976 roster under those 9900 numbers. Don Strack’s account is that Southern Pacific kept them in service until 1979. The 1980 roster no longer lists them.

On the railroad

The fleet’s job was the cross-country fast freight, the same work the 15,000-horsepower specification had been written for. A DD35 could run with a DD35A, with the GP35s bought to go with them, and with older hood units. The June 1966 photograph on this page is one of those mixed consists, DD35A 70 and DD35 93B ahead of a GP30. Number 70 was the first cab unit to carry the railroad’s “We Can Handle It” slogan, applied in late April 1972.

They were a poor fit for anyone else’s railroad. The Flexicoil truck had a long wheelbase, and the connecting lines said so when Union Pacific offered the big units for pool service. The SD40s were bought because those lines would take a six-axle locomotive. Strack notes reports that at least one of the double diesels got as far east as Jacksonville in pool service with the Seaboard. That was the exception.

In May 1968 the railroad fitted two of them for radio control, the equipment later called Locotrol. DD35A 82 was the control unit, with the set in the short hood. DD35 82B was the remote, with the set on the wall of the center crossover. They were the only double diesels so equipped, picked so the railroad could compare them with the first two SD45s fitted at the same time, 3622 and 3623. The intended train was the seasonal Silver Bow ore job between Salt Lake City and Butte, Montana. The radio gear came off both locomotives in July 1973, at Salt Lake City. Number 82 is the cab unit in the 1965 Omaha photograph, three years before the radio went on.

The electrical cabinets were the fleet’s long complaint, shared with the GP35s of the same years. On a booster the cabinets sat at both ends. On a cab unit the cabinet was at the rear. The door into each compartment also opened onto the sandbox. Cracks in the sandbox seams let fine sand into the electrical gear. In February 1973 Omaha built new sealed cabinets of the railroad’s own design: both ends of 98B, and the No. 2 end only of 93B, which also received a Genisco transition programmer. In April 1975, 91B received a further version, with General Electric components inside sealed cabinets. Rebuilding every cabinet was judged too expensive. Beginning in 1977 the railroad refurbished the cabinets it had and moved the sand to new boxes on the running boards, fabricated at Omaha in the pattern of the boxes on the Centennials. As late as August and September 1979, 90B was still running without those boxes.

Union Pacific DD35 98B at Council Bluffs, Iowa, on July 28, 1979. Dennis Nehrenz photo. Author’s collection.

Specifications

The figures below are the ones Union Pacific recorded, plus the engine that defines the model. Both locomotives are two GP35 power plants on one frame. The cab units differ in the traction motors, and in the gear on five of them and on 84.

Roster

Forty-five locomotives in five builder orders. The two demonstrators and the 25 production boosters for Union Pacific are separate orders, and so are cab units 70 through 83 and the single locomotive 84. Retirement dates are Union Pacific’s. Southern Pacific’s three have the year Strack gives for the end of their service.

DD35 boosters, Union Pacific

Twenty-seven locomotives, 72B through 98B. Orders 5653 and 7725. The two demonstrators were sold to the railroad in May 1964. Every one of the 27 was scrapped.

72B was built as Electro-Motive demonstrator 5653. 73B was built as demonstrator 5655. 82B carried the Locotrol remote gear from May 1968 to July 1973. 93B received a new electrical cabinet on the No. 2 end in February 1973, and 98B received new cabinets on both ends the same month. 91B received its sealed cabinets in April 1975.

DD35 boosters, Southern Pacific

Three locomotives, order 7699. Delivered as 8400 through 8402. By 1970 they were 9900 through 9902, through the intermediate numbers 9500 through 9502, in the same order.

DD35A cab units, Union Pacific

Fifteen locomotives, 70 through 84. Orders 7797 and 7798. The builder’s plate on 73 was stamped April 1965 and restamped May 1965. Serials 29999 through 30003 were assigned to a canceled 1966 order for 85 through 89 and were never used. Every one of the 15 was scrapped.

82 carried the Locotrol control gear from May 1968 to July 1973. Numbers 71, 73, 74, 80, and 81 were built with 79:24 gearing and later changed to 74:18. Number 84 has the D67B1 motors and the 62:15 gear.

Storage and scrap

Whenever traffic fell, these were among the first locomotives stored. They were less flexible than an SD40, and the electrical trouble never entirely went away. In the middle of 1975, four DD35s were among 170 units on the storage lines. By June 1977 the count was 24 of the 27 boosters and three of the 15 cab units. A rise in traffic that fall put locomotives back to work. The 1978 season was slower, and many of them returned to storage. A smaller group was still at work the next summer. Slides from August and September 1979 show nine cab units in service, 71, 72, 75, 77, 78, 79, 80, 82, and 83, and six boosters, 73B, 76B, 85B, 90B, 91B, and 94B.

The first retirement day was June 5, 1979: boosters 72B, 75B, 83B, 92B, 95B, 96B, and 97B. September took cab unit 70, the first of the DDA35s, and eight boosters. October took 82 and 85B. December took 83 and three boosters. Through the first five months of 1980 the railroad retired seven more boosters and four cab units, 75, 78, 80, and 84. The last day was August 24, 1981. Booster 93B, the last DD35, went out with the last eight cab units, 71, 72, 73, 74, 76, 77, 79, and 81. Strack’s account is that this last group had not turned a wheel in revenue service for two years.

Union Pacific DD35A 78 and DD35 73-B on the dead line at Omaha, Nebraska, on June 25, 1980. American-Rails.com collection.

The Omaha dead line on June 25, 1980, shows two that were already off the roster. Cab unit 78 had been retired in March. Booster 73B, the second demonstrator, had been retired in April. Number 98B, in the photograph above from July 28, 1979, was still on the roster that day and was retired that September. The December 10, 1979, view at the top of the page is the same locomotive in storage after the retirement.

Every unit was sold for scrap. The first demonstrator outlasted the others as a bare frame. Peaker Services of Brighton, Michigan, bought 72B on December 4, 1979, and stripped it to that frame. In 1983 the frame was offered to Michigan highway authorities for use as a bridge. Trains reported the offer that August. It was declined, and the frame was cut up in June 1988. Cab unit 77 was the last of the DDA35s to leave the property, sold in July 1982 to Erman Corp. and cut up at Turner, Kansas. Booster 93B and cab unit 72 went to Bargains Galore of Vancouver, Washington, on May 3, 1982, and were scrapped by Joseph Simon and Sons at Tacoma. Nothing of either model was kept.

What the fleet taught the railroad and the builder went into the Centennials. Forty-seven DDA40X locomotives, rated 6,600 horsepower and just over 98 feet long, took the double-diesel idea and made it the mainline power of the 1970s. The DD35s and DD35As were the smaller, earlier try, and they were gone before that second fleet finished its own career.

Sources

• Don Strack, “Union Pacific’s DD35 Double Diesels,” UtahRails, updated March 19, 2022. An expanded version of his article in Diesel Era, Vol. 12, No. 1 (January/February 2001). The 1962 study, the 15,000-horsepower specification, the May 20, 1963, announcement, the demonstrator tour and the May 1964 purchase, the change from 15 boosters to 15 cab units, the same-length frame, the radiator cores, pool service, Locotrol and the Silver Bow train, the sandbox cracks, storage counts, and the retirement waves.
• Don Strack, Union Pacific diesel and turbine roster, 1934–2009, Part 1, UtahRails, DDA35 and DD35 sections, page updated June 5, 2016. Operating weights, motors, gears, order numbers, builder-plate dates, the restamped plate on 73, retirement dates, the canceled serials 29999–30003, the February 1973 and April 1975 cabinet work, Locotrol installed May 1968 and removed July 1973, the 1977 sandbox note, Terry Kolenc’s August–September 1979 slide list, and the Peaker, Erman, and Simon dispositions. The same roster supplies the GP35 demonstrators 5652 and 5654, U50s 31–53, and Century 855s 60, 61, and 60B.
• Mark Hemphill, “The Race for Horsepower,” CTC Board, July 1991. Electro-Motive’s designations DD35 and DDA35, and the D67B in high-speed, high-amperage service.
• Trains, August 1983, p. 61. The offer of 72B’s frame as a bridge, as cited by Strack.
• Richard A. Percy, Southern Pacific and Cotton Belt locomotive rosters for 1970, 1976, and 1980, Espee Archive. DD35s listed as 9900–9902 in 1970 and 1976, and absent in 1980. The 8400 / 9500 / 9900 chain follows the serials 28903–28905.

Related pages: Union Pacific · Southern Pacific · Gas turbines · GP35 · DDA40X Centennial · U50 · SD40 series · SD45 series · Alco · Diesel locomotives

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    The Chicago and North Western Lake Front Depot at 915 East Wisconsin Avenue, Milwaukee. Charles Sumner Frost, 1889. Last train May 15, 1966. Clock tower down May 7, 1968.

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49. Canal Street Maintenance Plan Will Get an FRA Review

    Nov 02, 26 01:48 PM

    The Federal Railroad Administration will prepare an environmental assessment of Amtrak Canal Street maintenance plans in Chicago after adding 17 viaduct repairs to a project that had a categorical exc…

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50. Durango & Silverton Repairs Track After Continued Flooding

    Nov 02, 26 01:40 PM

    
    Durango & Silverton crews are repairing flood damage after the Animas hit 11,200 cfs on October 23. The Highline Express ran October 27 through November 1. Polar Express trains remain listed from…

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