EMD "F9" Locomotives: Specs, Roster, History

Last revised: December 18, 2024

The F9 was Electro-Motive's most powerful and advanced in the traditional F series, or those designs sporting the classic "bull dog" nose carbody.

Unfortunately, a multitude of factors resulted in far fewer sales compared to the highly successful F3 and F7. When introduced in 1954, EMD had already cataloged its GP7 for nearly five years.

The builder's General Purpose series was designed specifically for all types of freight service - main line, switching, and even yard work. As a result, the industry soon realized the need for streamlined diesels in freight assignments simply no longer made sense.

While they looked handsome at the head end, Fs offered poor sight lines in yard and switching work; engineers had difficulty clearly seeing other crewmen/brakemen and objects outside the locomotive, particularly to the rear.

With the GP's versatility and clear sight lines from the cab, railroads had less of a desire to continue purchasing cab designs best suited for main line services.

Nevertheless, the F9 was the most advanced, rugged, and reliable in the series sporting EMD's latest prime mover and other improved internal components. Interestingly, F9Bs sold better than their "A" unit counterparts, even with Canadian roads. Today, several remain either preserved or in operation.

Photos

Milwaukee Road F9A #93-A (built as #81-C) works suburban service at Franklin Park, Illinois in September, 1965. American-Rails.com collection.

Overview

The F9 was part of Electro-Motive's so-called "9 Line" which included the F9, SD9, GP9, and E9 which all debuted in 1954.

Among the F9's most notable improvements was its use of EMD's latest 567 power plant, the 567C. This engine, as Brian Solomon notes in his book, "Electro-Motive: E Units and F Units," was the most advanced in the series.

Its upgrades included a redesign of the engine crankcase to withstand a greater beating in daily service, replacement of water seals susceptible to leaking on older model 567s, and an improved cooling circuit.

Santa Fe "Yellowbonnet" F9A #284-C sits outside the roundhouse at Cleburne, Texas, circa 1973. Photographer unknown. American-Rails.com collection.

To add an extra 250 horsepower, engineers increased rotational speed from 800 to 835 rpm as the engine's bore and stroke remained the same. As a result, a complete A-B-B-A set could produce 7,000 horsepower; 1,000 horsepower more than an F7 set.

Another upgrade was EMD's latest D37 traction motor; this variant featured an improved molded coil that essentially sealed out all moisture. It also sported greater tractive effort. Finally, its Teflon insulation, which replaced mica, decreased friction and, in doing so, decreased maintenance.

Santa Fe F9A #286-C and other power layover in San Diego, California during the early 1960s. Fred Worsfold photo. American-Rails.com collection.

Spotting Features

Visually, the F9 was very similar to the F7; the locomotive was 50 feet, 8 inches in length and featured two portholes with the filter grille still located along the top of the carbody. However, as Louis A. Marre notes in his book, "Diesel Locomotives: The First 50 Years," there were a few differences.

Perhaps most noticeable was the grille; the F9 featured a stamped, stainless steel design (the Farr-Air grille), which replaced the previously fabricated version commonly found on F7s, and late model F3s.

An A-B set of Burlington Northern F9's, along with a Geep, have cut away from their train at the Belknap Street Yard in Superior, Wisconsin and are heading for the roundhouse during August of 1976. Photo by Rob Kitchen.

Another distinguishable feature was the headlight glass; on the F9 it is flush with the outside rim of the headlight casing. On F7s the headlight is recessed. Next, the classic horizontal louvers commonly found on F3s and F7s was replaced with square, vertical-slotted openings.

There were five situated on the F9; one ahead of the porthole, nearest the cab, and four others between the first and second porthole. Finally, the F9 sported a stainless-steel model nameplate directly under the cab window, near the cab door, upon customer request.

Electro-Motive F9A demonstrator #975 is seen here in the summer of 1953. The unit would go on to become Northern Pacific #7050A.

Reception

Between EMD's McCook, Illinois plant and its London, Ontario affiliate (General Motors Diesel), just 100 F9As and 158 F9Bs were constructed by the time production had ended in the spring of 1960. By then, the industry was acquiring increasing numbers of GP7s, GP9s, and early Special Duty variants.

Data Sheet and Specifications

Entered Production	2/1953 (Demonstrator #975)
Years Produced	2/1953 - 5/1960
Engine	567C
Engine Builder	GM
Horsepower	1750
RPM	835
Cylinders	16
Length (F9A)	50' 8"
Length (F9B)	50' 0"
Height (Top Of Rail To Top Of Cab)	15' 0"
Width	10' 8"
Weight	230,000 Lbs (A Units): 228,000 Lbs (B Units)
Fuel Capacity	1,200 Gallons
Air Compressor	Gardner-Denver
Air Compressor Model	WBO
Air Brake Manufacturer	Westinghouse
Air Brake Schedule	24RL
Trucks	B-B
Truck Type	Blomberg
Truck Wheelbase	9'
Wheel Size	40"
Traction Motors	D37 (4), GM
Primary Generator	D12D, GM
Auxiliary Generator	Delco (A8102)
Alternator	D14
MU (Multiple-Unit)	Yes
Dynamic Brakes	Yes (A Units)
Tractive Effort (Starting)	56,500 Lbs at 25%
Tractive Effort (Continuous/Average)	40,000 Lbs at 9.3 mph
Gear Ratios	65:12, 62:15, 61:16, 60:17, 59:18, 58:19, 57:20, 56:21
Top Speeds	55 mph, 65 mph, 71 mph, 77 mph, 83 mph, 95 mph, 102 mph

* Steam generators were optional in the F9. They were produced by Vapor Clarkson; model OK4625 (1,200 Lbs/Hr) for "A" units and model OK4616 (1,200 Lbs/Hr) for "B" units.

Santa Fe covered wagons meet at the Summit of Cajon Pass (California) during the early 1960s. Pictured is F9A #287-A leading an eastbound train. Fred Worsfold photo. American-Rails.com collection.

Production Roster

F9A

Total Built = 84

Owner	Road Number(s)	Serial Number(s)	Order Number	Completion Date
Electro-Motive (Demonstrator)	975 (became Northern Pacific #7050A)	18129	3186	2/1953
Electro-Motive (Demonstrator)	462 (rebuilt from Chicago & North Western F7A #6501A)	26158	E1188R	5/1960
Milwaukee Road	81C-86C	18752-18757	3172	1/1954
Northern Pacific	7000A, 7000D-7001A, 7000D	19048-19051	3176	1/1954
Northern Pacific	6700A, 6700C	19056-19057	3175	2/1954
Northern Pacific	7002A, 7002D-7006A, 7006D	19738-19747	3179	8/1954-10/1954
Northern Pacific	7008A, 7008D-7009A, 7009D	20297-20300	3180	7/1955-8/1955
Northern Pacific	7007A, 7007D	20324-20325	3181	2/1955
Denver & Rio Grande Western	5771, 5774	20527-20528	3184	9/1955
Erie Mining Company	100-102	20830-20832	3187	5/1956
Erie Mining Company	103-104	21048-21049	3187	5/1956, 8/1956
Northern Pacific	7010A, 7010D-7014A, 7014D	21104-21113	3189	3/1956
Northern Pacific	6701A, 6701C	21124-21125	3190	8/1956
Santa Fe	281, 281C-288, 288C	21127-21142	3191	6/1956-7/1956
Santa Fe	289, 289C	21423-21424	3191	7/1956
Louisville & Nashville	919-926	22508-22515	3194	11/1956-12/1956
Northern Pacific	6702A-6704A	22765-22767	3195	12/1956
Atlantic Coast Line	317, 417	23465-23466	8044	5/1957
Louisville & Nashville	811	24571	8050	4/1958
Colorado & Southern	700D	25098	8057	3/1959
Fort Worth & Denver	750A	25099	8058	3/1959
Wabash	1141A	25163	8059	3/1959

F9A Reused Serials

Total Built = 6

Owner	Road Number	Serial Number	Order Number	Completion Date	Heritage
Denver & Rio Grande Western	5571	5866	8032	2/1954	F7A #557 (1st unit in A-B-B-A set)
Denver & Rio Grande Western	5531	3546	7516	2/1954	F3A #553 (1st unit in A-B-B-A set)
Kansas City Southern (Louisiana & Arkansas)	32A	8600	8035	11/1955	F7A #32A
Kansas City Southern	74D	9164	8037	3/1956	F7A #74D
Kansas City Southern	58D	4931	8037	3/1956	F3A #58D
Northern Pacific	6500C	8731	8038	3/1956	F7A #6500C

F9B

Total Built = 98

Owner	Road Number(s)	Serial Number(s)	Order Number	Completion Date
Northern Pacific	7000B, 7000C-7001B, 7001C	19052-19055	3176	1/1954
Northern Pacific	6700B	19058	3175	2/1954
St Louis-San Francisco Railway (Frisco)	5140-5144	19059-19063	3174	1/1954
Great Northern	470B, 470C-474B, 474C (Evens)	19334-19339	3170	2/1954
Northern Pacific	7002B, 7002C-7006B, 7006C	19748-19757	3179	8/1954-10/1954
Northern Pacific	7008B, 7008C-7009B, 7009C	20301-20304	3180	8/1955
Northern Pacific	7007B, 7007C	20326-20327	3181	2/1955
Missouri-Kansas-Texas Railroad (Katy)	226B-229B	20350-20353	3182	3/1955
Clinchfield	864-868	20357-20361	3183	4/1955
Denver & Rio Grande Western	5772-5773, 5753, 5763	20529-20532	3184	9/1955
Milwaukee Road	81D-86D	20610-20615	3185	11/1955
Erie Mining Company	200-205	21050-21055	3187	7/1956-8/1956
Northern Pacific	7010B, 7010C-7014B, 7014C	21114-21123	3189	3/1956
Northern Pacific	6701B	21126	3190	8/1956
Santa Fe	281A, 281B-288A, 288B	21143-21158	3191	6/1956-7/1956
Santa Fe	289A, 289B	21425-21426	3191	7/1956
Louisville & Nashville	717-720	22516-22519	3194	11/1956-12/1956
St Louis-San Francisco Railway (Frisco)	5145-5152	23177-23184	3197	4/1957

F9B Reused Serials

Total Built = 4

Owner	Road Number	Serial Number	Order Number	Completion Date	Heritage
Chicago & North Western	4051B-4054B	3119-3122	7522	7/1955, 9/1955, 12/1955	FTB's 5400B, 5400C-5401B, 5401C

General Motors Diesel (GMD)

F9B

Total Built = 46

Owner	Road Number(s)	Serial Number(s)	Order Number	Completion Date
Canadian Pacific	1900-1907	A600-A607	C176	1/1954-4/1954
Canadian National	6600-6612	A617-A629	C182	9/1954-1/1955
Canadian National	6613	A763	C182	2/1955
Canadian National	6614-6620	A1053-A1059	C218	1/1957-3/1957
Canadian National	6621-6630	A1205-A1214	C231	3/1957-5/1957
Canadian National	6631-6637	A1403-A1409	C243	5/1958-7/1958

Export

F9A

Total Built = 10

Owner	Road Numbers	Serial Numbers	Order Number	Completion Date
Ferrocarriles Nacionales de México	7000A-7005A	19314-19319	7029	2/1954-3/1954
Ferrocarriles Nacionales de México	7006A-7009A	19326-19329	7030	10/1954-11/1954

F9B

Total Built = 10

Owner	Road Numbers	Serial Numbers	Order Number	Completion Date
Ferrocarriles Nacionales de México	7000B-7005B	19320-19325	7029	2/1954-3/1954
Ferrocarriles Nacionales de México	7006B-7009B	19330-19333	7030	10/1954-11/1954

Rio Grande F9A #5771 has arrived at Glenwood Springs, Colorado with the westbound "Rio Grande Zephyr" on September 2, 1972. The Colorado River is visible at left. Ed Fulcomer photo. American-Rails.com collection.

For the Canadian lines only the two large carries, Canadian National and Canadian Pacific purchased the F9, in this case F9Bs (38 for CN and 8 for CP). For U.S. lines, Northern Pacific acquired the most, purchasing 70 A and B units (38 "As" and 32 "Bs").

Interestingly, private industry Erie Mining Company became famous in the railfan community for its roster of five F9As and six F9Bs, which handled taconite for decades.

In 1989, LTV Steel acquired Erie Mining and continued utilizing the locomotive fleet until 2002, when the operation was again sold to Cleveland Cliffs. The railroad was subsequently renamed as Cliffs Erie Railroad and continued to run cleanup trains until 2008.

Sources

Foster, Gerald. A Field Guide To Trains. New York: Houghton Mifflin, 1996.

Hayden, Bob. Diesel Locomotives: Cyclopedia, Volume 2 (Model Railroader). Milwaukee: Kalmbach Publishing Company, 1980.

Marre, Louis A. Diesel Locomotives: The First 50 Years, A Guide To Diesels Built Before 1972. Milwaukee: Kalmbach Publishing Company, 1995.

Pinkepank, Jerry A. Diesel Spotter's Guide. Milwaukee: Kalmbach Publishing Company, 1967.

Solomon, Brian. EMD Locomotives. Minneapolis: MBI Publishing Company, 2006.

Solomon, Brian. Electro-Motive E-Units and F-Units: The Illustrated History of North America's Favorite Locomotives. Minneapolis: Voyageur Press, 2011.

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