Santa Fe
Liking the performance of their EMD F units, Santa Fe wanted reliable road switchers that could provide better visibility and share components with their other EMD brethren. Between 1950 and 1953, they ordered 244 GP7’s. During the 1960’s, Santa Fe started to repaint their fleet of GP7’s into a more simplified scheme to help on paint masking costs. They were the only purchaser of a small batch of GP7B’s, and were usually mated to a like road numbered A units. By the 1960’s, they could be found running with other units in switching assignments. In the 1970’s, the fleet of GP7’s would end up being rebuilt into “GP7u’s” with fully rebuilt cabs, electrical components, and prime movers. The B units received cabs in the process.
Since Santa Fe was known for changing out spark arrestors, we included them in a poly bag for the modeler to install to match your modeling era.
ATSF FEATURES:
ROAD NUMBER SPECIFIC FEATURES:
Conrail
In 1976, the federal government created the Consolidated Rail Corporation (Conrail) to assume control of several bankrupt and/or financially struggling eastern railroads. Among these was the bankrupt Reading Company, whose railroad assets were sold to Conrail on April 1, 1976. Part of this aquisition was a group of 17 EMD GP7 locomotives. While several units were put to work immediately with patched numbers and logos, others were repainted into CR’s medium blue scheme- although there was considerable variation from unit to unit. This group of three former Reading GP7s feature a variety of detail and artwork differences and will be right at home running with rebuilt ALCOs and other geeps during early Conrail operations.
CR FEATURES:
ROAD NUMBER SPECIFIC FEATURES:
Western Pacific
When the Western Pacific purchased their first GP7’s in 1952 they became the first Western Class I railroad to fully dieselize their locomotive fleet. With a number of F7’s already in use on the railroad, the WP looked to the GP7 as a more versatile choice to expand its diesel roster and get the last of their steam locomotives off the rails. Since the GP7 was nearly identical mechanically to the F7s it was a logical next step and an attractive advantage to the budget-minded WP. The railroad took delivery of nine GP7 units in 1952, and an additional four in 1953. With this, the days of steam on the WP were over, and a new chapter of railroading in the Feather River Canyon began!
WP FEATURES:
Maine Central
Maine Central continued the process of dieselization of their freight operations in Fall 1950 and 1953 with the purchase of nine EMD GP7 locomotives equipped with dynamic brakes. We are offering these units in MEC’s “simplified’ green paint scheme for the first time in our Genesis product line.
MEC FEATURES:
ROAD NUMBER SPECIFIC FEATURES:
PROTOTYPE AND BACKGROUND INFO:
In 1949, EMD introduced the GP7. The basic design followed most diesel switchers with the addition of a short hood instead of an end-cab. The hoods were also full height to better accommodate the diesel engine and mechanical and electrical components.
In 1954 EMD upgraded the GP7 to become the 1,750 horsepower GP9. Externally, the first GP9s were virtually unchanged from the last GP7s. Later versions would include different louver arrangements and the last ones would come without the frame skirting. The GP9 was available with all of the fuel tank, steam generator, and dynamic brake options as the GP7, including “torpedo tube” air tanks mounted on the roof.
Many railroads chose to rebuild their GP7s and GP9s for continued service. Often times, it was cheaper to do this rather than purchasing brand-new locomotives.
GP7 SERIES LOCOMOTIVE FEATURES:
SOUND-EQUIPPED MODELS ALSO FEATURE
PRIMED FOR GRIME MODELS FEATURE
Order Due Date: November 25, 2022
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