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EMD "F7" Locomotives: Cab, Top Speed, Specs, Rosters

Last revised: October 19, 2026

By: Adam Burns

Electro-Motive built the F7 from February 1949 through December 1953. It was a 1,500-horsepower B-B cab unit on Blomberg trucks, with a 16-cylinder 567B engine, a D12B main generator, and four D27C traction motors. The rating matched the F3. The electrical gear was the update. Field guides count 2,366 cab units and 1,483 boosters from Electro-Motive, 3,849 locomotives. The FT, the F2, and the F3 together came to 3,007. General Motors Diesel added 80 cab units and 47 boosters at London, Ontario.

For the early 1950s the F7 was what the SD40-2 became twenty years later: one model a railroad could buy by the hundred and assign to almost any train. Southern Pacific took the largest fleet. Santa Fe, the Baltimore & Ohio, the Pennsylvania, and the New York Central each rostered them in quantity. Hundreds were still in freight service in the 1970s. Short lines and industrial owners kept examples at work into the 1980s and 1990s. Many are preserved, and several still run.

Electro-Motive’s F7 demonstrator set No. 1950 outside the plant at La Grange, Illinois, in June 1950. Warren Calloway collection.

On this page: At a glance · From the F3 · Gear ratios and speed · On the railroad · London and Mexico · Specifications · Later years · Production roster

At a glance

From the F3

The F7 followed the F3 in the catalog and kept the same prime mover. A 567B is a two-stroke V-16 with a Roots blower, 567 cubic inches to the cylinder. Electro-Motive had already been putting a newer generator and traction motor under late F3 carbodies. Those locomotives were still sold as F3s. Railfans later grouped some of them under the name F5, and sorted both models into phases by grilles, louvers, and the dynamic-brake fan. The F7 carried the updated equipment as the D12B main generator and the D27C motor, with a D14 alternator and a Delco A8102 auxiliary generator.

The continuous rating moved with the electrical gear. In 62:15 freight gearing an F7 was rated at 40,000 pounds, where an F3 in that gear had been rated at 32,500 pounds. The rest of the locomotive was the covered wagon railroads already knew: a bulldog nose on the cab unit, a cabless booster of the same machinery, multiple-unit connections, and dynamic brakes when the railroad ordered them. A Gardner-Denver WBO compressor and Westinghouse 24RL brakes were the standard air equipment. Fuel was 1,200 gallons. A fully loaded unit weighed about 230,000 pounds in the 1950 operating manual. Published sheets list the cab at 230,000 pounds and the booster at 228,000.

Steam heat was optional. A cab unit could be fitted with a Vapor-Clarkson OK-4625, rated at 2,750 pounds of steam an hour. A booster could be fitted with an OK-4616, rated at 1,700 pounds an hour. The F7 manual gives the water tanks that went with that equipment: 500 gallons in the cab unit’s vertical tank and 600 in the hatch tank, 1,200 gallons in the booster’s vertical tank and 600 in its hatch tank. The passenger model with a longer carbody and more water was the FP7, built through the same years and counted separately.

Santa Fe F7A No. 345-L in the Yellowbonnet livery at Ardmore, Oklahoma, on March 22, 1974. American-Rails.com collection.

Gear ratios and speed

Electro-Motive offered eight gear ratios, cut as axle-gear teeth to pinion teeth, all on 40-inch wheels. The freight ratio railroads usually took was 62:15, good for 65 miles an hour, with a continuous rating of 40,000 pounds at 11 miles an hour. The lowest ratio, 65:12, held the locomotive to 55 miles an hour and raised the continuous rating to 52,400 pounds at 9 miles an hour. The highest, 56:21, was the passenger gear, 102 miles an hour, and the continuous rating fell to 25,500 pounds at 18 miles an hour. The figures below are the maximum permissible speeds from the March 1950 F7 operating manual and the continuous ratings from Electro-Motive’s F7 short-time table. Each continuous figure applies at the speed in that row, which is also the full-throttle minimum in the operating manual.

On the railroad

The first F7s were three Rio Grande A-B-B-A sets, 555, 556, and 557, order E956, finished in February 1949. The six cab units are serials 5862 through 5867. The six boosters are serials 5868 through 5873. The Nashville, Chattanooga & St. Louis was close behind: cab units 809 through 815 and boosters 912 and 913, order E1074, in April 1949. From there the orders run out to December 1953. Alaska Railroad 1506 and 1508, and booster 1507, are among the last, serials 19045 through 19047.

Rio Grande F7A No. 5754 at Denver, Colorado. Date not recorded. American-Rails.com collection.

Freight was the assignment Electro-Motive had in mind, and it is where most of the fleet worked. Santa Fe also put F3s and F7s on the Super Chief and the El Capitan over the western grades, where four traction motors were the railroad’s choice for those trains. Southern Pacific used F units the same way on its own passenger trains. The Great Northern assigned F7s to passenger schedules as well. A steam generator, and one of the higher gear ratios, fitted the freight carbody to that work.

Colorado & Southern (Burlington) F7s, led by No. 702-D, on a southbound freight north of Palmer Lake, Colorado, circa 1960. American-Rails.com collection.

Electro-Motive also kept a demonstrator set on the road. In August 1952 it built a four-unit F7, numbered 459A through 459D, for trials on the Chicago & North Western and the Norfolk & Western. Union Pacific agreed on August 22, 1952, to buy the set. After the Norfolk & Western tests, Electro-Motive reconditioned the locomotives and delivered them in October 1952 as Union Pacific 1481, 1496B, 1496C, and 1482. The builder plates read August 1952. Don Strack, writing in Diesel Era for November/December 1991, gives the base price as $161,000 for the two cab units and $147,500 for the two boosters. While they still carried the 459 numbers they had the F3 style of dynamic-brake hatch. After the reconditioning they carried the F7’s 36-inch roof fan.

An A-B-A set of Southern Pacific F7s with Extra 6360, on what appears to be a reverse move in the Bay Area of California in the 1950s. American-Rails.com collection.

London and Mexico

The F7 was the first cab unit General Motors Diesel built at London. The London list runs to 127 locomotives: 58 cab units and 18 boosters for Canadian National, 29 boosters for Canadian Pacific, and 22 cab units for the Wabash. The Wabash engines, the first of them finished in December 1950, worked the railroad’s line in southern Ontario between Detroit and Niagara Falls and Buffalo. Their serials use London’s A-prefix. They are a separate production from the La Grange serials.

Electro-Motive also built F7s at La Grange for Mexico. Two cab units, 23037 and 23038, went to the Secretaría de Comunicaciones y Obras Públicas in September 1949. The Ferrocarriles Nacionales de México took the rest of that export list, 22 cab units and 16 boosters, in 1949 and 1951. Those orders are tabulated after the London roster.

After the covered wagon

The F9 that followed the F7 sold in much smaller numbers. Railroads were buying Electro-Motive’s GP and SD road-switchers, and through the 1960s the six-motor freight locomotive became the usual new power. The F7s already on the roster stayed. They ran out their miles in freight consists, then in local and work-train service, and then, for some of them, on short lines.

Santa Fe F7A No. 335 at the end of its career, leading a weed-spraying train across a grade crossing on the Sealy–Matagorda Cane Belt branch near Eagle Lake, Texas, in June 1976. Gary Morris photo.

Rock Island F7A No. 675 with a commuter train of gallery cars at Englewood Union Station on April 21, 1965. Marty Bernard photo.

Chicago & North Western F7A No. 4094C, still in the railroad’s original diesel livery, working the yard at Waukegan, Illinois, on April 15, 1962. Marty Bernard photo.

Specifications

Production roster

Louis A. Marre, in Diesel Locomotives: The First 50 Years, and Jerry A. Pinkepank, in the Diesel Spotter’s Guide, count 2,366 cab units and 1,483 boosters built by Electro-Motive. The as-built La Grange orders in the two tables below account for 2,253 cab units and 1,425 boosters. Rebuilds follow those tables and are a later pass through older carbodies, FT and F3 as well as F7. The Mexican deliveries, 24 cab units and 16 boosters, are at the end. London’s 80 cab units and 47 boosters have their own serial series.

Each row is one builder-order batch. Serial and order stay in their own columns. A span such as 4967–4970 is every number in that batch. Where a span says evens or odds, only those numbers were built. Baltimore & Ohio boosters carry an X after the number. Completion dates are the month the batch was finished.

F7A, La Grange

F7A rebuilds

These nine cab units were rebuilt on later Electro-Motive orders. The serial is the original locomotive’s. They are outside the 2,366.

F7B, La Grange

F7B rebuilds

Eleven boosters, rebuilt the same way. The Great Northern row for 460C started as an FT booster. Santa Fe 48A started as an F3 booster.

F7A, General Motors Diesel, London

F7B, General Motors Diesel, London

F7A exports

F7B exports

Sources

• Electro-Motive Division. Diesel Locomotive Operating Manual No. 1310, Model F7. 4th ed. La Grange, Ill.: General Motors Corporation, March 1950. Gear ratios and maximum speeds, full-throttle minimum speeds, weights, fuel, lube oil, cooling water, sand, and steam-generator water tanks.
• Electro-Motive F7 short-time rating table. Continuous tractive effort for each of the eight gear ratios, at 9, 11, 12, 13.5, 15, 15.5, 17, and 18 mph.
• Electro-Motive Division. E8 operating manual, steam-generator section. Hourly ratings of the Vapor-Clarkson OK-4625 (2,750 pounds) and OK-4616 (1,700 pounds), the same models offered on the F7.
• Don Strack, “Union Pacific EMD F Units,” UtahRails. The August 1952 demonstrator set 459A–459D, the August 22, 1952, sale to Union Pacific, the October 1952 delivery as 1481, 1496B, 1496C, and 1482, the F3-style and F7-style dynamic-brake hatches, and the base prices of $161,000 and $147,500. The prices first appeared in his article in Diesel Era, Vol. 2, No. 6 (November/December 1991).
• Andre Kristopans, EMD F7A, F7B, and FP7 order list, TrainWeb. Order E956, February 1949: cab serials 5862–5867 cover Rio Grande sets 555, 556, and 557, and booster serials 5868–5873 are the matching B units. Order and serial columns in the roster follow that list where a batch was added, and otherwise the compilation already on this page.
• Louis A. Marre. Diesel Locomotives: The First 50 Years, A Guide to Diesels Built Before 1972. Milwaukee: Kalmbach Publishing Company, 1995. The 2,366 cab units and 1,483 boosters.
• Jerry A. Pinkepank. Diesel Spotter’s Guide. Milwaukee: Kalmbach Publishing Company, 1967.
• Bob Hayden, ed. Diesel Locomotives: Cyclopedia, Volume 2. Milwaukee: Kalmbach Publishing Company, 1980.
• Gerald Foster. A Field Guide to Trains. New York: Houghton Mifflin, 1996.
• Brian Solomon. EMD Locomotives. Minneapolis: MBI Publishing Company, 2006.
• Brian Solomon. Electro-Motive E-Units and F-Units. Minneapolis: Voyageur Press, 2011.

Related pages: Rio Grande · Southern Pacific · Burlington · Great Northern · New York Central · Wabash · SD40-2 · Diesel locomotives

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