The GP35, A Classic EMD Second-Generation Geep

The Electro-Motive Division's GP35 carried on the success of the GP30 that had ended production in 1963. The GP35 remained in production for only three years but in that time span sold more than 1,300 examples! It featured the same prime mover as the GP30 but offered slightly more horsepower. The reason for the locomotives success can be attributed to two things: first, by the mid-1960s railroads were looking to upgrade to more efficient second-generation locomotives as many first-generation models had more than 20 years of use and wear; and second, many models built by the American Locomotive Company (Alco), Baldwin, and Fairbanks Morse had simply either not held their worth or were maintenance headaches for crews (as such, several new GP35 purchases were the result of trade-ins). For EMD, the mid-1960s marked its second dominant period as a locomotive builder selling thousands and thousands examples of models like the GP35, GP38, GP40, SD40, and their many variants. Today, numerous GP35s remain in service on regional and shortlines as well as a small handful which are already preserved.

The EMD GP35, which debuted in 1963 and built through 1966, followed the GP30 (which was one of the EMD’s first models of what is commonly referred today as second-generation power, or those diesel locomotives that are clearly defined from early models with less horsepower and fewer other technological features), and offered similar characteristics to its predecessor. The company stuck with the same prime mover, the 16-cylinder model 567D3A. However, horsepower was again bumped up to 2,500. Additionally, EMD continued to use the same model traction motor, the D57, which output the same effort as the GP40; 60,500 pounds starting and 50,000 pounds continuous. Weight, as well as length, remained the same; 56 feet and 130 tons.

Perhaps the most significant difference with the GP35 was just in the overall carbody, with a slightly redesigned and sloped-off cab and smoother overall body itself (there was no longer the dynamic brake bulge as with the GP30, giving the roof a clean look). Another noticeable difference with the GP35 is that the model featured EMD's new Spartan Cab, that was used on all subsequent models until the FRA-mandated Safety Cabs of the early 1990s). It first appeared as early as the GP20, which was the first model offered exclusively with a low nose and refined somewhat in the GP30 that no longer included the noticeable slant. In any event, the GP35’s design would become virtually standard on all later EMD models, including the Special Duty (SD) six-axle models; a standard cab followed by a long, clean hood.

Aside from the extra 250 horsepower and rated at 2,500 hp (over the GP30’s 2,250 hp), the GP35 was equipped with the recently developed dynamic brake (a system for temporarily employing traction motors as generators and using the resulting electromotive force to slow the train), and featured an airtight hood that kept out dust, dirt, and other particles from reaching internal components (to cool these critical components the GP35 featured a single air intake for electrical cooling, with a pressurized cooling system). The dynamic brake had been offered on models as early as the FT of 1939. However, as EMD/General Motors improved its traction motor over the years its dynamic braking became more efficient.

One of EMD’s most successful second-generation Geeps the GP35 was a perfect fit for railroads looking for moderate power and a locomotive that was easy to maintain. Companies that ulimately purchased the model were wide-ranging; the Union Pacific, Reading, Erie Lackawanna, New York Central, Great Northern, Soo Line, Milwaukee Road, Norfolk & Western (which ordered their GP35s with high hoods), Chicago & North Western, Santa Fe, and Rio Grande.  In any event, GP35s still be widely seen across the country and its reliability and classic EMD ease of maintenance will likely continue to keep the GP35 around on regionals and short lines for years to come.

EMD GP35 Production Roster

Owner Road Number(s) Quantity Date Built
Alaska Railroad 2500, 2502-2503 3 1964-1965
Ann Arbor Railroad 385-394 10 1964
Atlantic Coast Line 909-914 6 1963
Baltimore & Ohio 3500-3519, 3540-3559, 3581 41 1964-1965
Burlington 978-999 22 1963-1964
Central Of Georgia 210-214 5 1963
Chesapeake & Ohio 3045, 3047, 3520-3539, 3560-3575 38 1964
Chicago & Eastern Illinois 242-272 31 1964-1965
Chicago & North Western 824-866 43 1964-1965
De Queen & Eastern Railroad D6 1 1964
Denver & Rio Grande Western 3029-3050 22 1964-1965
Detroit, Toledo & Ironton 350-357 8 1964
Electro-Motive (Demo) 5652, 5654, 5661 3 1963-1964
Erie Lackawanna 2551-2586 36 1964-1965
Great Northern 3017-3040 24 1964-1965
Gulf, Mobile & Ohio 601-648 48 1964-1965
Louisville & Nashville 1100-1115, 1101 (2nd) 17 1964-1965
Milwaukee Road 360-371 12 1965
Missouri Pacific 600-649 50 1963-1965
New York Central 6125-6155 31 1963-1965
Nickel Plate Road 910 1 1964
Norfolk & Western 200-239, 1300-1328 69 1963-1965
Pennsylvania 2252-2370 119 1964-1965
Reading 3626-3656, 6501-6506 37 1963-1965
Richmond, Fredericksburg & Potomac 111-118 8 1965
Rock Island 300-333 34 1965
Santa Fe 1300-1460 161 1964-1965
Savannah & Atlanta Railway 2705-2715 11 1965
Seaboard Air Line 535-544 10 1965
Soo Line 722-731 10 1964-1965
Southern Pacific 7408-7484, 7700-7782 160 1963-1965
Southern Railway 2526, 2641, 2645-2704 62 1965
St. Louis San Francisco Railway (Frisco) 700-732 33 1964-1965
St. Louis Southwestern Railway (Cotton Belt/SP) 763 1 1964
Toledo, Peoria & Western 900-902 3 1965
Union Pacific 740-763 24 1963-1964
Wabash Railroad 540-547 8 1964
Western Maryland 501-505, 3011-3012 7 1963-1964
Western Pacific 3001-3022 22 1963-1965

Some of the places one can still find GP35s in service include the Lycoming Valley Railroad, Wheeling & Lake Erie, Hudson Bay Railway, Conway Scenic Railroad, Great Lakes Central, Northern Plains Railroad, Housatonic Railroad, Webb Asset Management, Dakota, Missouri Valley & Western, Hartwell Railroad, Alabama Southern, Goderich-Exeter Railway, Montana Rail Link, Kansas City Terminal, Kettle Falls International Railway, Palouse River & Coulee City, Carolina Coastal Railway, and even BNSF Railway still rosters a few. So, be on the lookout for them because there are plenty out there! 

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