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The EMD GP38-2 is an American four-axle diesel-electric locomotive built by General Motors, Electro-Motive Division. Part of the EMD Dash 2 line, the GP38-2 was an upgraded version of the earlier GP38. Power is provided by an EMD 645E 16-cylinder engine, which generates 2,000 horsepower (1.5 MW). [1]
The GP38-2W is a Canadian variant of the GP38-2. It is easily distinguished by its wide-nose Canadian comfort cab. 51 of these locomotives were produced for the Canadian National Railway during 1973–1974.
Although a W is commonly suffixed to the name, it is actually an addition by enthusiasts to help specify the presence of a CN-spec comfort cab. No locomotives built using CN's design of comfort cab ever featured a W in their designation, as the presence of the cab did not mechanically alter the locomotive. This is reflected by the lack of the "W" in the model designation on the builders' plates of these units.
There are snow shields above the inertial-filter central air intakes behind the cab; the electrical boxes and equipment blower behind the cab also differ in detail from a standard GP38-2. They are otherwise identical. [2]
1,851 examples of this locomotive model were built for American railroads and industrial concerns, 206 for Canadian railroads and industrials, 156 for Mexican railroads and industrials, and 1 export unit for the Saudi Railways Organization. A total of 51 GP38-2s were built with high-short-hoods containing steam generators for passenger service on Mexican railways. In addition, all 257 of Southern Railway's GP38-2s had Southern's "standard" high-short-hoods. [3]
| Railroad | Quantity | Road numbers | Notes |
|---|---|---|---|
| Angelina and Neches River Railroad | 1 | 2000 | |
| The American Rolling Mill Company | 1 | B-84 | |
| Atlanta and West Point Railroad | 2 | 6007–6008 | Family Lines paint. To |
| Atlanta and St. Andrews Bay Railroad | 3 | 508–510 | |
| Belt Railway of Chicago | 6 | 490–495 | |
| Boston and Maine Railroad | 12 | 201–212 | 212 was renumbered 200 as a bicentennial unit. |
| Burlington Northern Railroad | 37 | 2078–2109, 2150–2154 | 2150-2154 assigned to Fort Worth & Denver. Most passed on to BNSF Railway. |
| Butte, Anaconda and Pacific Railway | 2 | 108–109 | |
| Chicago and North Western Transportation Company | 35 | 4600–4634 | Ordered by Rock Island. To Union Pacific Railroad. |
| Chicago South Shore and South Bend Railroad | 10 | 2000–2009 | |
| Cleveland Electric Illuminating Company | 9 | 100–108 | |
| Clinchfield Railroad | 8 | 6000–6006, 6045 | Family Lines paint. To Seaboard System. |
| Colorado and Wyoming Railway | 2 | 2001–2002 | |
| Conrail | 119 | 8163–8281 | All units were renumbered when divided between CSX Transportation |
| Curtis, Milburn and Eastern Railroad | 4 | 810, 817-819 | |
| Detroit, Toledo and Ironton Railroad | 8 | 221–228 | 228 was renumbered 1776 for the bicentennial. Renumbered GTW 6221–6228 in 1984–85. |
| Durham and Southern Railway | 4 | 2000–2003 | To Seaboard Coast Line Railroad 556–559. |
| Elgin, Joliet and Eastern Railway | 5 | 700–704 | All to Birmingham and Southern Railroad. 703 re-purchased in the 90s and assigned to Waukegan. |
| Florida East Coast Railway | 11 | 501–511 | |
| Georgia Railroad | 4 | 6009–6010, 6051–6052 | Family Lines paint. To Seaboard System |
| Grand Trunk Western Railroad | 25 | 5812–5836 | |
| Gulf, Mobile and Ohio Railroad | 15 | 740–754 | To Illinois Central Gulf Railroad. |
| Illinois Central Gulf Railroad | 40 | 9600–9639 | |
| Illinois Terminal Railroad | 4 | 2001–2004 | |
| Kansas City Southern Railway | 12 | 4000–4011 | |
| Lehigh Valley Railroad | 12 | 314–325 | To the Delaware & Hudson Railway upon creation of Conrail as 7314–7325. Briefly renumbered to 220-231 during the Guilford ownership of the D&H, upon emergence from Guilford renumbered to 7303–7312. |
| Long Island Rail Road | 28 | 250–277 | 261, 268, 270–271 to New York and Atlantic Railway. Delivered in Long Island bicentennial scheme. |
| Louisville and Nashville Railroad | 129 | 4050–4144, 6011-6044 | 6011-6044 Family Lines paint. To Seaboard System. |
| Chicago, Milwaukee, St. Paul and Pacific Railroad | 16 | 350–365 | To Soo Line Railroad. |
| Mississippi Export Railroad | 2 | 65–66 | |
| Missouri–Kansas–Texas Railroad | 18 | 304–321 | 319-321 has D\B[ clarification needed ]To Union Pacific. |
| Missouri Pacific Railroad | 274 | 858–959, 2111–2237, 2290–2334 | To Union Pacific. |
| Penn Central Transportation Company | 223 | 7940–8162 | To Conrail, same numbers. |
| Phelps Dodge | 8 | 1–4, 9, 55, 56, 58 | |
| Pittsburgh and Lake Erie Railroad | 6 | 2051–2056 | |
| Providence and Worcester Railroad | 4 | 2006–2009 | |
| Public Service Company of Indiana | 2 | WG1-WG2 | Lettered for AMAX Coal. |
| Chicago, Rock Island and Pacific Railroad | 68 | 4300–4355, 4368-4379 | Acquired by GTW, MP and P&LE upon dissolution of Rock Island. |
| San Manuel Arizona Railroad | 2 | 16–17 | |
| Seaboard Coast Line Railroad | 74 | 500–555, 6046–6050, 6053-6065 | 6046–6050, 6053-6065 Family Lines paint. To Seaboard System. |
| Soo Line Railroad | 53 | 790–799, 4410–4452 | 790–799 renumbered 4400–4409 soon after delivery. |
| South East Coal Company | 3 | 3821–3823 | |
| Southern Railway | 257 | 5000–5256 | High-short-hoods. To Norfolk Southern. 23 rebuilt with an Admiral Cab. [note 1] [4] 50 to be sold at auction on August 18, 2016. 5076 sold to Northwestern Pacific in 2017. |
| Southern Pacific Transportation Company | 45 | 4800–4844 | |
| St. Louis–San Francisco Railway | 116 | 400–478, 663–699 | To Burlington Northern Railroad. |
| Texas Mexican Railway | 7 | 861–867 | 867 was the last La Grange-built GP38-2 in May '85. All others built at GMDD London, Ont. |
| Toledo, Peoria and Western Railway | 11 | 2001–2011 | All went to Santa Fe then were divided up, with some going to BNSF after merger and others to KCS. |
| Union Pacific Railroad | 60 | 2000–2059 | |
| Vermont Railway | 2 | 201–202 | |
| Locomotives built by GMD, London, Ontario | |||
| Algoma Central Railway | 6 | 200-205 | |
| Canadian National Railway | 60 | 5500–5559 | 23 renumbered to the 200 series when converted to hump mothers in 1978, these plus one additional renumbered to 7500-7526 (not all #'s used) in 1985. Three more, 7528, 7530, 7532 renumbered in 1990. The balance of these units became 4700–4732 in 1988. Units 4702 and 4728 rebuilt to GP40-3 and repainted to heritage schemes. |
| 51 | 5560–5610 | GP38-2W's. Renumbered 4760–4810 in 1988. 5586 destroyed in the Hinton train collision of 1986. | |
| Canadian Pacific Railway | 115 | 3021–3135 | The 3086-3135 were the last GP38-2's built by GMD, between March and July 1986. |
| Devco Railway | 13 | 216–228 | |
| Ontario Northland Railway | 10 | 1800–1809 | |
| Texas Gulf Sulphur | 2 | 054–055 | |
| Export locomotives built by EMD for other railroads | |||
| Altos Hornos de México | 6 | 141, 145, 157–158, 167-168 | |
| Ferrocarril Chihuahua al Pacífico | 12 | 900-911 | 910 & 911 have high-short-hoods containing steam generators. |
| Ferrocarriles Nacionales de México | 124 | 9200–9299, 9400–9414, 9901-9909 | 9200-9219 & 9901-9909 have high-short-hoods containing steam generators. |
| Ferrocarriles Unidos del Sureste | 14 | 514–521, 528-533 | |
| Saudi Railways Organization | 1 | 2000 | |
| Totals | 2,264 | ||
A number of higher horsepower 40 Series locomotives have been rebuilt into the equivalent of a GP38-2, by removal of the turbocharger and the substitution of twin roots blowers.
CSX and Norfolk Southern have both started replacing cabs on the aging locomotives. NS still calls them GP38-2 while CSX calls them GP38-3.
Union Pacific has rebuilt 167 of their GP38-2's into GP38N's at their Jenk's shop. These units received a microprocessor control system to increase adhesion, control options, and extend the life of the locomotive. [5] [6]
A relatively small amount of GP38-2s are in preservation, with all being ex-Southern, and all operating on tourist lines.
The EMD GP30 is a 2,250 hp (1,680 kW) four-axle diesel-electric locomotive built by General Motors Electro-Motive Division of La Grange, Illinois between July 1961 and November 1963. A total of 948 units were built for railroads in the United States and Canada, including 40 cabless B units for the Union Pacific Railroad.
The E9 is a 2,400-horsepower (1,790 kW), A1A-A1A passenger train-hauling diesel locomotive built by General Motors' Electro-Motive Division of La Grange, Illinois, between April 1954 and January 1964. 100 cab-equipped A units were produced and 44 cabless booster B units, all for service in the United States. The E9 was the tenth and last model of EMD E-unit and differed from the earlier E8 as built only by the newer engines and a different, flusher-fitting mounting for the headlight glass, the latter being the only visible difference. Since some E8s were fitted with this, it is not a reliable way to distinguish the two. The E9 has two 1,200 hp (895 kW), V12 model 567C engines, each engine driving one generator to power two traction motors.
The EMD FP7 is a 1,500 horsepower (1,100 kW), B-B dual-service passenger and freight-hauling diesel locomotive produced between June 1949 and December 1953 by General Motors' Electro-Motive Division and General Motors Diesel. Final assembly was at GM-EMD's La Grange, Illinois plant, excepting locomotives destined for Canada, in which case final assembly was at GMD's plant in London, Ontario. The FP7 was essentially EMD's F7A locomotive extended by four feet to give greater water capacity for the steam generator for heating passenger trains.
Early Electro-Motive Corporation switcher locomotives were built with Winton 201-A engines. A total of 175 were built between February 1935 and January 1939. Two main series of locomotives were built, distinguished by engine size and output: the straight-8, 600 hp (450 kW) 'S' series, and the V12, 900 hp (670 kW) 'N' series. Both were offered with either one-piece cast underframes from General Steel Castings of Granite City, Illinois, denoted by 'C' after the power identifier, and fabricated, welded underframes built by EMC themselves, denoted by 'W'. This gave four model series: SC, SW, NC and NW. Further developments of the 900 hp (670 kW) models gave model numbers NC1, NC2, NW1, and NW1A, all of which were practically indistinguishable externally from the others, as well as a pair of unique NW4 models for the Missouri Pacific Railroad and a solitary, twin-engined T transfer locomotive model built for the Illinois Central Railroad.
The EMD SW1 is a 600-horsepower (450 kW) diesel-electric switcher locomotive built by General Motors' Electro-Motive Corporation between December 1938 and November 1953. Final assembly was at EMD's plant at LaGrange (McCook) Illinois. The SW1 was the second generation of 3,402 cu in (55.75 L) switcher from EMD, succeeding the SC and SW. The most significant change from those earlier models was the use of an engine of EMD's own design, the then-new 567 engine, here in 600 hp (450 kW) V6 form. 661 locomotives of this design were built, with a gap in production between March 1943 and September 1945 due to World War II.
The EMD NW5 was a 1,000 hp (750 kW) road switcher diesel-electric locomotive built by General Motors Electro-Motive Division of La Grange, Illinois between December 1946 and February 1947.
The EMD Dash 2 is a line of diesel-electric locomotives introduced by General Motors' Electro-Motive Division (EMD) on January 1, 1972. Designations of these models were those of the former models with "-2" added. They retained the basic specifications of the earlier models in terms of power output and most other features, but introduced a number of improvements to the locomotives' internal systems, specifically the electrical systems and the trucks of the locomotives. These were intended to improve availability, efficiency, and ease of maintenance.
The EMD SW1001 is a 1,000-horsepower (750 kW) diesel switcher locomotive built by General Motors' Electro-Motive Division between September 1968 and June 1986. A total of 230 were constructed, mainly for North American railroads and industrial operations.
An EMD SW1200 is a four-axle diesel switcher locomotive built by General Motors Electro-Motive Division between January 1954 and May 1966. Power is provided by an EMD 567C 12-cylinder engine, which generates 1,200 horsepower (890 kW). Additional SW1200 production was completed by General Motors Diesel in Ontario, Canada, between September 1955 and June 1964.
The EMD GP7 is a four-axle (B-B) diesel-electric locomotive built by General Motors Electro-Motive Division and General Motors Diesel between October 1949 and May 1954.
The EMD GP38 is a four-axle diesel-electric locomotive built by General Motors Electro-Motive Division between January 1966 and December 1971. The locomotive's prime mover was an EMD 645 16-cylinder engine that generated 2,000 horsepower (1.49 MW). The company built 706 GP38s for North American railroads.
An EMD GP38AC is a 4-axle diesel-electric locomotive built by General Motors Electro-Motive Division between February 1970 and December 1971. It was basically a GP38 with an AR10 alternator instead of the GP38's normal generator.
The EMD GP39 is a 4-axle diesel-electric locomotive built by General Motors Electro-Motive Division between June 1969 and July 1970. The GP39 was a derivative of the GP38 equipped with a turbocharged EMD 645E3 12-cylinder engine which generated 2,300 hp (1.72 MW).
The EMD GP35 is a 4-axle diesel-electric locomotive built by General Motors Electro-Motive Division between July 1963 and December 1965 and by General Motors Diesel between May 1964 and January 1966. 1251 examples were built for American railroads, 26 were built for Canadian railroads and 57 were built for Mexican railroads. Power was provided by a turbocharged EMD 567D3A 16-cylinder engine which generated 2,500 horsepower (1,860 kW).
The EMD GP40-2 is a 4-axle diesel-electric locomotive built by General Motors Electro-Motive Division as part of its Dash 2 line between April 1972 and December 1986. The locomotive's power is provided by an EMD 645E3 16-cylinder engine which generates 3,000 horsepower (2.24 MW).
The EMD SD40 is an American 6-axle diesel-electric locomotive built by General Motors Electro-Motive Division between January 1966 and August 1972. 1,268 locomotives were built between 1966 and 1972. In 1972, an improved version with new electronics was developed and marketed as a new locomotive, the SD40-2.
The EMD SD45-2 is a 6-axle diesel-electric locomotive built by General Motors Electro-Motive Division (EMD). EMD built 136 locomotives between 1972 and 1974, primarily for the Atchison, Topeka and Santa Fe Railway (ATSF). The SD45-2 was an improved version of the EMD SD45; the primary visual difference is the lack of flared radiators on the SD45-2.
The ALCO S-2 and S-4 are 1,000-horsepower (746 kW) diesel electric switcher locomotives produced by ALCO and Canadian licensee Montreal Locomotive Works (MLW).
A comfort cab is a design found on most modern North American diesel locomotives, and some export models. The broad nose occupies the entire width of the locomotive, and typically has an access door on the front of the nose.
The Colebrookdale Railroad, also known as the Secret Valley Line or colloquially as The Colebrookdale, is a tourist railroad located in the U.S. state of Pennsylvania. The railroad operates between Boyertown in Berks County and Pottstown in Montgomery County.
