Open main menu

The EMD F7 is a 1,500 horsepower (1,100 kW) Diesel-electric locomotive produced between February 1949 and December 1953 by the Electro-Motive Division of General Motors (EMD) and General Motors Diesel (GMD).

EMD F7
ATSF 309 (Flickr 22322834666).jpg
Santa Fe Railway F7 #309 with the Grand Canyon Limited on August 19, 1967
Type and origin
Power typeDiesel-electric
BuilderGeneral Motors Electro-Motive Division (EMD)
General Motors Diesel (GMD, Canada)
ModelF7
Build dateFebruary 1949 – December 1953
Total produced2,366 A units, 1,483 B units
Specifications
Configuration:
 • AARB-B
Gauge4 ft 8 12 in (1,435 mm)
TrucksBlomberg B
Wheel diameter40 in (1,016 mm)
Minimum curve23° (250.79 ft or 76.44 m radius)
Wheelbase39 ft (11.89 m)
LengthA unit: 50 ft 8 in (15.44 m)
B unit: 50 ft 0 in (15.24 m)
Width10 ft 7 in (3.23 m)
Height15 ft (4.57 m)
Loco weight247,300 lb (112,200 kg)
Prime moverEMD 16-567B
RPM range800
Engine typeTwo-stroke V16 diesel
AspirationRoots-type supercharger
Displacement9,072 cu in (148.66 L)
GeneratorEMD D-12
Traction motors(4) EMD D-27-B
Cylinders16
Cylinder size8 12 in × 10 in (216 mm × 254 mm)
Performance figures
Maximum speed65 mph (105 km/h)
Power output1,500 hp (1,100 kW)
Tractive effortStarting: 56,500 lbf (25,628 kgf) @25%
Continuous: 40,000 lbf (18,144 kgf) @9.3 mph (15 km/h)
Career
LocaleNorth America

Although originally promoted by EMD as a freight-hauling unit, the F7 was also used in passenger service hauling such trains as the Santa Fe Railway's Super Chief and El Capitan.

Contents

HistoryEdit

The F7 was the fourth model in GM-EMD's successful line of F unit locomotives, and by far the best-selling cab unit of all time. In fact, more F7s were built than all other F units combined. It succeeded the F3 model in GM-EMD's F unit sequence, and was replaced in turn by the F9. Final assembly was at GM-EMD's La Grange, Illinois, plant or GMD's London, Ontario, facility.

The F7 differed from the F3 primarily in internal equipment (mostly electrical) and some external features. Its continuous tractive effort rating was 20% higher (e.g. 40,000 lb (18,000 kg) for an F7 with 65 mph (105 km/h) gearing, compared to 32,500 lb (14,700 kg) for an F3 with the same gearing.

A total of 2,366 cab-equipped lead A units and 1,483 cabless-booster or B units were built. (Note: the B unit is often referred to as an "F7B", whereas the A unit is simply an "F7".)

Many F7s remained in service for decades, as railroads found them economical to operate and maintain. However, the locomotive was not very popular with yard crews who operated them in switching service because they were difficult to mount and dismount, and it was also nearly impossible for the engineer to see hand signals from a ground crew without leaning way outside the window. As most of these engines were bought and operated before two-way radio became standard on most American railroads, this was a major point of contention. In later years, with the advent of the "road switchers" such as the EMD GP7, F units were primarily used in "through freight" and "unit train" service where there was very little or no switching to be done on line of road.

Engine and powertrainEdit

The F7's prime mover is a 16-cylinder 567B series Diesel engine developing 1,500 hp (1.1 MW) at 800 rpm. The 567B is a mechanically aspirated two-stroke design in a 45 degree Vee configuration, with 567 cu in (9.29 L) displacement per cylinder, for a total of 9,072 cu in (148.66 L).  A direct current generator that is mechanically coupled to the flywheel end of the engine powers four traction motors, with two motors mounted on each Blomberg B truck. EMD has built all of its major components since 1939.[1][2][3][4] Starting in August 1953 EMD installed 567BC and 567C engines in a few F7s, see roster below.

IdentificationEdit

There are no easily identifiable differences between late F3 production and early F7 production; the major differences were all internal electrical system changes. However, no F7 had "chicken wire" grilles of most F3s, and no F3s had later F7 changes described below under Phases.

The F9 is distinguishable from the late F7 by having five, rather than four, carbody center louver groups covering the carbody filters. The additional one is placed ahead of the first porthole, where F7s have no openings. The F9's greater power output, of course, cannot be seen from the outside.

There were also two main classes of F7s: passenger and freight. Most passenger units had upper and lower headlights, but this wasn't always the rule. Many freight units had the upper Mars or Pyle brand warning light as well. And some passenger units only had a single upper headlight, i.e. the Pennsylvania. Many units had the upper lights plated over later in life, or the door light removed/plated over and the Mars/Pyle light removed. These early warning lights had lots of moving linkages and a motor that were high maintenance for the shops.

PhasesEdit

The identification of locomotive "phases" is a creation of railfans, although now used in Diesel Spotters Guide. EMD used no such identification, and instead kept track of the marketing name (F7) and individual locomotives' build numbers. During the production cycle of a model, EMD would often make detail changes that were not readily apparent to the casual observer. To keep better track of the variations of locomotives identified the same by the manufacturer, railfans began referring to phases (critical changes to a locomotive line).

Despite not being official designations, the phase description is useful. However, many of the changes described are cosmetic, easily changed features of a locomotive: e.g., roof fans, body panels, grilles and the like could be and sometimes were updated or swapped. Most of the phase differences on the F7 were concerned only with A units; B units varied far less. The following are normally identified as F7 phases:

Phase I (early)Edit

Built from February 1949. Upper grille with horizontal openings. Four horizontal louvred openings on center body panel. 36-inch (914 mm) dynamic brake fan, if dynamic brakes fitted. Flush windshield gasket changed to raised in July 1949. Square cab door corners with kick plates on the steps beneath. Wing window short with square corners. Single drip strip over cab windows and door. Square end door window. Round sand filler cover. Rear overhang.

Phase I (late)Edit

Built from March 1950. Upper grille started out horizontal, as in early Phase I; from March 1951, some locomotives were built with vertical-slotted "Farr-Air" grilles, and by October 1951, all had them. Cab doors became round-cornered, and the kick plates were deleted. The wing windows became taller, with round corners. Two drip strips; one over cab windows, second over door. The end door window became round after November 1950.

Phase IIEdit

Built from February 1952. All upper grilles vertical "Farr-Air" type. Center car body louvres became vertical-slotted. Sand filler now with a horizontal, rectangular pull handle. From June 1952, 48-inch (1,219 mm) dynamic brake fans began to be introduced; from October 1952, all dynamic-brake equipped locomotives had them. At that latter date, locomotives no longer had a rear overhang.

Original buyersEdit

Locomotives built by Electro-Motive Division, USAEdit

Railroad Quantity
A units
Quantity
B units
Road numbers
A units
Road numbers
B units
Notes
Electro-Motive Division (demonstrators)
8
801–802,930A,1950A,B,5040,459A,D
801–802 to Great Northern 272A,B,

930A to Boston & Maine 4268A

1950A,B to Louisville & Nashville 857–858

5040 to Union Pacific 1483

459A,D to Union Pacific 1481–1482

Electro-Motive Division (demonstrators)
6
459B,C,7002–7003,9052–9053
to Union Pacific 1496B,C (B units)

7002–7003 FP7-F7B-F7B demonstrators; to Soo Line (Wisconsin Central) 2500B–2501B

9052–9053 FP7-F7B-F7B demonstrators; to Soo Line 500B–501B

Atlantic Coast Line Railroad
77
12
317, 348–423
392B–403B
FT 317 wrecked, November 1950; rebuilt as F7 317:2, May 1951. Wrecked again in a head-on collision with F7 417, October 1956; both rebuilt as F9 317:3 and 417:2, May 1957.
Alaska Railroad
5
4
1500–1508 (even)
1501–1507 (odd)
1506-1508 were built with 567BC engines
Atchison, Topeka and Santa Fe Railway
215
247
37,C–47,C, 202,C–280,C, 300–316, 306–314 (second), 336–344
37A,B–47A,B, 48A, 202A,B–280A,B, 300A,B–316A,B, 306A,B–314A,B (second), 336A,B–340A,B, 341A–344A
37–47 passenger, 202-280 freight (as dual service locomotives), 300-344 dual service (as passenger locomotives), 48A rebuilt by EMD from Santa Fe F3B 32A (1st), used by EMD as a demo for several years. 269LABC-280LABC were built with 567BC engines.
Bessemer and Lake Erie Railroad
28
26
701A–728A
701B–726B
Boston and Maine Railroad
3
4
4265–4267
4265B–4268B
EMD Demonstrator 930 to B&M 4268A, B&M 4266A and 4268A are now owned by Conway Scenic Railroad in North Conway, NH, the 4266A is in operating condition
Baltimore and Ohio Railroad
157
100
180,A–192,A (even), 231–237 (odd), 239,A–297,A (odd), 361,A–365,A (odd), 367–374, 929,A–973,A (odd), 975, 977,A–993,A (odd)
180X,AX–192A,AX (even), 153X–171Z (odd), 231X–237X (odd), 249X–297X (odd), 361X, 363X,AX, 365X,AX, 367X,AX–374X,AX (odd & even), 929X–961X (odd), 977X–993X (odd)
Charleston and Western Carolina Railway
6
-
900-905
to ACL 424-429, January 1960.
Chicago, Burlington and Quincy Railroad
10
3
163A–166A, 167A,C–169A,C
167B–169B
Chicago Great Western Railway
4
20
153–156
104B, 105D–112D, 113B,D–116B,D, 116E,F,G
Chicago and North Western Railway
72
22
4067A,C–4102A,C
4067B–4084B, 4091B–4094B
Chicago, St. Paul, Minneapolis and Omaha Railway ("Omaha Road")
12
6500A,C–6505A,C
6501A was rebuilt to EMD F9A test unit 462
Chicago, Rock Island and Pacific Railroad
31
17
100–127, 675–677
100B–109B, 120B–123B, 675B–677B
675–677 passenger
Chesapeake and Ohio Railway
94
54
7000–7093
7515–7546, 8500–8506
8500s passenger (with FP7)
Clinchfield Railroad
15
11
806–820
853–863
Colorado and Southern Railway
6
6
700A,D–702A,D
700B,C–702B,C
Delaware, Lackawanna and Western Railroad
9
6
611A,C, 631A,C, 632A–636A
611B, 632B–636B
Denver and Rio Grande Western Railroad
43
40
5481, 5551/4, 5571/4–5761/4
5552/3, 5572/3–5742/3, 5752, 5762
Erie Railroad
6
6
711A,D–713A,D
711B,C–713B,C
713 ABBA set was originally numbered 807A-D
Fort Worth and Denver City Railway
6
6
750A,D–752A,D
750B,C–752B,C
Gulf, Mobile and Ohio Railroad
4
10
811B, 812A,B, 813A
B65–B74
Great Northern Railway
63
49
268A–270A, 271A,B, 273A,B–275A,B, 280A–281A, 307A,C–309A,C, 311A,C–317A,C, 350A, 360A, 364A,C–365A,C, 444A,D–456A,D (even), 460A,D, 462A,D–468A,D (even)
268B–270B, 280B–281B, 307B–309B, 311B–317B, 350B, 360B, 364B–365B, 444B,C–456B,C (even), 458C, 460B,C, 462B,C–468B,C (even), 500B–504B
350–365, 500s passenger
Kansas, Oklahoma and Gulf Railway
4
2
751–754
755B–756B
Kansas City Southern Railway
11
14
59D (twice), 70A,C–71A,C, 72A,D–73A,D, 74A
33B, 59B,C, 70B–71B, 72B,C–75B,C, 78C (second)
Kansas City Southern (Louisiana and Arkansas Railway)
7
8
32A–33A, 74D, 75A,D–76A,D
32B, 76B,C–78B,C, 79B
Louisville and Nashville Railroad
67
17
800–856, 844–849, 900–903
703–716, 900–902
Lehigh Valley Railroad
8
6
560–574 (even)
561–571 (odd)
Milwaukee Road
68
50
48A,C–50A,C, 68A,C–79A,C, 84A,D–85A,D, 86A, 87A,C–89A,C, 106A–108A, 109A,C–111A,C, 113A,C–121A,C
48B–50B, 68B–79B, 84B,C–85B,C, 87B–105B, 109B–111B, 113B–121B
90B–105B passenger (with FP7)
Missouri-Kansas-Texas Railroad
16
8
208A,C–211A,C, 226A,C–229A,C
208B–211B, 121B–124B
Missouri Pacific Railroad
26
10
577–594, 619–626
587B–594B, 629B–630B
Missouri Pacific Railroad (International-Great Northern Railroad)
14
2
595–606, 617–618
595B–596B
Missouri Pacific Railroad (St. Louis, Brownsville and Mexico Railway)
10
607–616
Minneapolis and St. Louis Railway
8
150A,C, 250A,C, 350A,C, 151A,C
Nashville, Chattanooga and St. Louis Railway
23
8
809–831
912–919
Northern Pacific Railway
45
34
6007A,D–6020A,D, 6500C -6502C, 6507A,C–6513A,C
6007B,C–6020B,C, 6050B, 6510B–6513B, 6550
6000s freight (as dual service locomotives), 6500s passenger
New York Central Railroad
238
56
1636–1873
2420–2474, 2446 (second)
Pennsylvania Railroad
123
76
9640A–9676A, 9690A–9699A, 9764A–9831A, 9872A–9879A
9547B–9555B (odd), 9640B–9647B, 9648B–9660B (even), 9667B–9676B, 9764B–9818B (even), 9832B–9858B (even), 9872B–9878B (even)
Reading Company
18
6
266–283
266B–271B
Richmond, Fredericksburg and Potomac Railroad
10
10
1101–1110
1151–1160
St. Louis-San Francisco Railway
22
22
5018–5039
5118–5139
Soo Line
6
2
212A,B–214A,B
502B, 503B
500s passenger (with FP7)
Soo Line (Wisconsin Central Railway
20
4
2201A,B–2203A,B, 2224A,B–2230A,B
2201C–2204C
2228AB-2230AB were built with 567C engines.
Southern Railway
63
44
4207–4269
4385–4428
Southern Railway (Cincinnati, New Orleans and Texas Pacific Railway)
7
24
6114–6120
6160–6183
Southern Railway (Alabama Great Southern Railroad)
6
3
6714–6719
6756–6758
Southern Pacific Company
250
220
6140A,D–6169A,D, 6240–6423, 6440–6445
6140B,C–6169B,C, 8140–8285, 8290–8303
Southern Pacific (Texas and New Orleans Railroad)
44
16
338–381
538–553
Spokane, Portland and Seattle Railway
4
803–806
to BN 9754,9756,9758,9760
St. Louis Southwestern Railway ("Cotton Belt")
28
17
SSW 920D (923), 921 2nd, 925–975 (odd)
926–958 (even)
SSW 920D (923) was an FT rebuilt on an F7 underframe, SSW 921 2nd was an FT rebuilt on an F7 underframe
Texas Mexican Railway
2
800A,B
Texas and Pacific Railway
83
35
1500–1582
1500B–1534B
Union Pacific Railroad
18
36
1464–1465, 1466 (twice), 1467–1480
1464B,C, 1466B,C (twice), 1468B,C–1494B,C (even), 910B,C
910B,C with FP7
Wabash Railroad
96
9
1100,A–1108,A, 1140,A–1154,A, 1165,A–1188,A
1100B–1108B
Western Maryland Railway
26
14
53–66
53B–65B (odd), 231B–243B (odd)
WM 61B, 65B, 239B, 241B, and 243B were built with 567C engines.
Western Pacific Railroad
24
26
913A,D–924A,D
804B–805B, 913B,C–924B,C
800s passenger (with FP7)
Totals 2269 1422

Locomotives built by General Motors Diesel, CanadaEdit

Railroad Quantity
A units
Quantity
B units
Road numbers
A units
Road numbers
B units
Notes
Canadian National Railways
58
18
9028–9142 (even)
9029–9063 (odd)
Canadian Pacific Railway
29
4424–4448, 4459–4462
Ordered with FP7
Wabash Railroad
22
1155,A–1164,A, 1189,A
Ordered for service in Canada
Totals 80 47

Export locomotives built by Electro-Motive Division, USA for MexicoEdit

Railroad Quantity
A units
Quantity
B units
Road numbers
A units
Road numbers
B units
Notes
Ferrocarriles Nacionales de México
22
16
6310–6318, 6319A–6327A, 6335–6338
6319B–6334B
Mexican Ministry of Communications and Public Works ("SCOP")
2
23037–23038
Totals 24 16

RebuildsEdit

 
MARC Train #83, a former B&O F7 rebuilt into an F9PH, at Brunswick, Maryland in 1994.

Several F7s were rebuilt by Morrison-Knudsen as F9PHs and used in passenger operations. Others were rebuilt as the "FP10" and used by the Massachusetts Bay Transportation Authority for their commuter rail service. In addition, the Santa Fe had 190 of their F7As rebuilt into CF7 hood units in the 1970s. Only one original F7 unit from the railway exists to this day.

In the early 2000s, a single unpowered EMD F cab unit #7100 (ex-Baltimore & Ohio Railroad F7 #4553) operated on MARC, occasionally substituted for a cab car. In addition to serving as an all-purpose control unit, it also had a head-end power generator that supplied electricity to the train.[5]

Surviving UnitsEdit

 
The Escanaba and Lake Superior Railroad's F7A seen on April 29, 2009, while stopped in Channing, Michigan.
 
EMD 4266 at the Conway Scenic Railroad in North Conway, N.H., seen on October 9, 2004.
 
Western Pacific Railroad F7A: 923A, later operated by Mt. Newman Mining as 5451, seen on April 28, 2012.
 
Lehigh Valley #576 in Tuckahoe, New Jersey, in 2010
  • The United Railroad Historical Society of New Jersey owns four former C&NW F7As that were acquired from New Jersey Transit upon their retirement in 1991. The units were leased to the Metro North Commuter Railroad on the condition that they would be returned at the end of their lease in operating condition. Two of the units (Ex C&NW #4073C to NJT No. #417 to LV #576 and Ex C&NW 4087C to NJT #420 to LV #578 are currently painted for Lehigh Valley. One unit Ex C&NW #4074A to NJT #424 been restored to represent a Reading Company locomotive #284. The last of the four Ex Chicago & Northwestern RR # 4073A, to New Jersey Transit # 418, Is to be restored to represent an Erie Railroad locomotive # 715.
  • The Columbia Star Dinner Train[12] owns two F7s (#1950 & #1951). Both units are operated by the Columbia Terminal Railroad (Columbia, Missouri) and painted to match the Wabash Railroad scheme. The Columbia Star Dinner train runs a three-hour dinner excursion on Friday and Saturday evenings.
  • The Illinois Railway Museum owns a few F7s. Some are operational.
  • Two Bessemer and Lake Erie F7's, 718 and 716B, are in Schellville, CA. Neither are operational.
  • The Royal Gorge Route Railroad in Canon City, Colorado operates two of these Locomotives. They are numbers 402 and 403.  RoyalGorgeRoute.com.  A picture of number 403 is shown at this URL, https://royalgorgeroute.com/santa-express-train/

See alsoEdit

ReferencesEdit

NotesEdit

  1. ^ Pinkpank, Jerry A (1973). The Second Diesel Spotter's Guide. Kalmbach Books. pp. 13, 26, 90–101. ISBN 0-89024-026-4.
  2. ^ Ross, David, ed. (2003). The Encyclopedia of Trains and Locomotives. pp. 261, 273. ISBN 978-0-7607-9679-5.
  3. ^ "EMD 567C Engine Manual, EMD F7 Operators Manual". rr-fallenflags.org. Retrieved September 4, 2013.
  4. ^ "EMD's 567, History and Development". utahrails.net. Retrieved September 4, 2013.
  5. ^ "The MARC 7100 Returns! (November 1999 CSX Railfan Magazine)". TrainWeb. Retrieved September 1, 2012.
  6. ^ http://www.altoonaworks.info/rebuilds/ns_funits.html
  7. ^ Glischinski, Steve (2007). Regional Railroads of the Midwest. St. Paul, Minnesota: MBI Publishing Company. ISBN 978-0-7603-2351-9.
  8. ^ "Internal Combustion Locomotives" Archived February 13, 2015, at the Wayback Machine. California State Railroad Museum Foundation. Retrieved 28 February 2015.
  9. ^ Radecki, Alan. "The Western Pacific Surviving Locomotive List". Railfan.net. Retrieved August 25, 2013.
  10. ^ (untitled) Archived October 13, 2007, at the Wayback Machine
  11. ^ Duncan, Stephan. "History Of The Warbonnets". Galveston Railroad Museum. Retrieved January 25, 2016.
  12. ^ Paten, Marty (2012). "The Present". Columbia Branch Railroad. Hagr Publishing.

BibliographyEdit

External linksEdit