EMD "GP39" and "GP39-2" Locomotives: Specs, Roster, Data Sheet

Published: January 5, 2025

Introduced in 1969, the GP39 was part of the EMD's latest line of 645-powered models. Also regarded as second-generation variants, this period was marked by a significant shift in the industry as companies sought more economical and efficient locomotives to replace their aging first-generation fleets.

With the GP39, offering 2,300 horsepower, EMD aimed to capture the mid-powered market with railroads interested in a more powerful but fuel efficient model which utilized only a 12-cylinder 645 prime mover.

However, the industry was disinterested in dealing with the increased maintenance costs of a turocharger and ultimately only 23 examples of the initial model sold. The later Dash 2 variant was more successful although most went to the Santa Fe.

Chesapeake & Ohio GP39 #3910 - one of twenty Chessie purchased - is seen here at Lima, Ohio on May 22, 1981. Doug Kroll photo.

Background

The GP39 entered EMD's catalog in the spring of 1969, a time when the builder's new 645 line was selling quite well. As a result of its success, the company believed a mid-powered, turbocharged design would also enjoy high sales.

The model was powered by the 645E3C prime mover—a turbocharged, two-stroke diesel engine that encapsulates the engineering prowess of its era. The 12-cylinder powerplant delivered robust performance and could perform a variety of tasks, from switching to general road service.

One unique aspect was its use of advanced technology for its time. The model integrated the AR10 alternator, providing improved electrical efficiency and performance over the earlier models that used generators.

Despite its engineering strengths, the GP39 experienced limited production numbers. Only 23 units were built; 20 were sold to the Chesapeake & Ohio while the Atlanta & St Andrews Bay purchased a single unit. In addition, Kennecott Copper acquired two units with DC main generators, which were classified GP39DC.

In pursuit of evolving its design further, EMD introduced the GP39-2 in August, 1974. This variant featured largely internal improvements.

Noteworthily, the model incorporated modular electrical components enhancing maintenance efficiency—forward thinking for the era. In addition, it offered greater tractive effort, reduced exhaust emissisions, and more robust engine components.

Interestingly, the Dash 2 variant may have never been cataloged if not for the Santa Fe's interest in turbocharged models and requested such in the GP39 line.

Of note was the 33 examples purchased by Kennecott Copper. As Greg McDonnell notes in his book, "Locomotives: The Modern Diesel & Electric Reference, Second Edition," all but four were customized with a special high cab (and nose) and underclearance for open-pit mining operations.

As a historical footnote, Katy 360-379 were the final GP39-2s produced, outshopped in the spring of 1984. They were equipped with a unique GP49 carbody.

A pair of Kennecott Copper's unique GP39-2s, #792 and #799, sporting the high cabs are switching at Garfield, Utah on June 13, 2004. Doug Kroll photo.

Data Sheet

Specification	Details
Engine	645E3C (12-cylinder)
Main Generator	AR10 (GM)
Horsepower	2300
Gear Ratio	62:15
Speed	65 mph
Trucks	HTB
Wheel Arrangement	B-B
Weight	250,000 lbs
Traction Motors	D77 (4)
Tractive Effort (Starting)	62,500 Lbs at 25%
Tractive Effort (Continuous)	54,700 Lbs at 11.1 mph
MU Capable	Yes
Dynamic Braking	Yes
Auxiliary Generator	Delco 64-72
Alternator	D14 (GM)
Air Brake	Westinghouse (24L)
Compressor	Gardner-Denver (WBO)
Model	WBO
Exterior Dimensions
Total Length	59' 2"
Wheel Diameter	40"
Truck Wheel Base	9' 0"
Height to Top Engine Hood	14' 6"
Height to Top Cab	15' 5"
Cab Width	10' 4"
Engine Hood Width	10' 3"
Top of Walkway	10' 9 ½"
Walkway Width	3' 8 ½"
Distance between Truck Centers	43' 0"
Capacities
Fuel Oil	1700 Gallons
Sand Capacity	56 Cubic Feet

Sparkling new Delaware & Hudson GP39-2s, led by #7615, still missing their nose shields, have arrived at Jefferson Junction near Lanesboro, Pennsylvania along the Penn Division as they wait to take the Erie Lackawanna's main line westbound towards Binghamton, New York during May of 1976. Jerry Custer photo.

Production Roster

GP39

Owner	Road Number	Serial Number(s)	Order Number	Completion Date
Chesapeake & Ohio	3900-3919	34784-34804	7157	5/1969-7/1969
Atlanta & St Andrews Bay	507	36312	7256	7/1970

GP39DC

Owner	Road Number	Serial Number(s)	Order Number	Completion Date
Kennecott Copper Corporation	1-2	36792-36793	5764	6/1970

GP39-2

Owner	Road Number	Serial Number(s)	Order Number	Completion Date
Santa Fe	3600-3616	74602-1 thru 74602-17	74602	8/1974
Reading	3401-3420	74640-1 thru 74640-20	74640	11/1974-12/1974
Santa Fe	3617-3668	74664-1 thru 74644-52	74664	1/1975-4/1975
Delaware & Hudson	7601-7620	756126-1 thru 756126-20	756126	03-04/76
Kennecott Copper Corporation	905	756151-1	756151	12/1976
Kennecott Copper Corporation	779-789	766028-1 thru 766028-11	766028	1/1977
Santa Fe	3669-3682	776028-1 thru 776028-14	776028	11/1977
Kennecott Copper Corporation	790-799	776116-1 thru 776116-10	776116	10/1978
Santa Fe	3683-3695	786224-1 thru 786224-13	786224	6/1979-7/1979
Santa Fe	3696-3705	796314-1/10	796314	4/1980
Kennecott Copper Corporation	705-711	796342-1/7	79342	9/1980-10/1980
Kennecott Copper Corporation	3	796398-1	796398	12/1980
Burlington Northern	2700-2739	806037-1 thru 806037-40	806037	3/1981-4/1981
Phelps Dodge Corporation	33	806055-1	806055	8/1981
Kennecott Copper Corporation	1-2	816023-1 thru 816023-2	816023	11/1981
Missouri-Kansas-Texas (Katy)	360-379	837058-1 thru 837058-20	837058	3/1984-6/1984

Chessie System/Chesapeake & Ohio GP39 #3900 and slug #145-T pull yard duty on the C&O at Clifton Forge, Virginia during the summer of 1986. Photographer unknown.

Burlington Northern GP39-2 #2713 and GP35 #2526 are both seen here at Portland, Oregon on May 23, 1984. Doug Kroll photo.

Legacy

While the GP39 did not achieve widespread production success, its legacy is significant for several reasons. It highlighted the need for varied power options in locomotive fleets, influencing subsequent models and industry decisions.

The model exemplified the value of combining moderate horsepower with advanced electrical systems, paving the way for future developments in diesel-electric technology. Today, a few can still be found in service around the country, such as on the Reading & Northern and Freeport-McMoRan (Arizona).

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