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The EMD FP45 is a cowl unit type of C-C diesel locomotive produced in the United States by General Motors Electro-Motive Division (EMD). It was produced beginning in 1967 at the request of the Atchison, Topeka and Santa Fe Railway, which did not want its prestigious Super Chief and other passenger trains pulled by freight style hood unit locomotives, which have external walkways.

Santa Fe 98.jpg
Santa Fe #98
Type and origin
Power type Diesel-electric
Builder General Motors Electro-Motive Division (EMD)
Model FP45
Build date 1967-1968
Total produced 14
 • AAR C-C
Gauge 4 ft 8 12 in (1,435 mm) standard gauge
Wheelbase 45 ft 0 in (13.72 m)
Length 72 ft 4 in (22.05 m)
Prime mover EMD 645E3
Engine type V20 Diesel
Cylinders 20
Performance figures
Power output 3,600 hp (2,680 kW)
Operators Santa Fe and Milwaukee Road
Locale western United States
Disposition several preserved in museums


History and developmentEdit

The EMD SDP45 was a good passenger locomotive, but to the Santa Fe Railway it did not look the part. EMD therefore designed a lightweight "cowl" body to cover the locomotive, though it did not, as in earlier cab units, provide any structural strength, which remained in the frame. The cowl provided sleeker looks, better aerodynamics at speed, and allowed the crew to enter the engine compartment en route for diagnostics and maintenance. Final drive gear ratio for passenger service was 59:18.


Santa Fe purchased nine of the locomotives (road numbers 100 through 108), and the Milwaukee Road bought five for its passenger service (road numbers 1 through 5). The Milwaukee Road units were delivered without Dynamic Braking. Reportedly, Illinois Central Railroad was considering an order for five FP45s as well (EMD order #5742, serial #s 34952-34956), but canceled it. Such low production was feasible and profitable for EMD since the locomotive was fundamentally just a re-clothed SDP45. Power, as in the SDP45, was from a V20 645E3 engine (or prime mover) developing 3,600 hp (2,680 kW).


When Amtrak took over passenger service, the FP45s were reassigned to fast freight service, particularly Santa Fe's Super C high-speed intermodal run. They were soon repainted from their original red and silver Warbonnet scheme to the standard blue and yellow freight scheme when the steam generators were removed and they were permanently assigned to the freight pool. In June 1989, two of the units, #5992 and #5998, were repainted once more in a modified version of the Warbonnet scheme (this time, displaying Santa Fe in large, red letters "billboard"-style across the side) and re-designated as #101 and #102. The units reentered service on July 4 as part of the new "Super Fleet" — the first Santa Fe units to be so decorated for freight service. The six remaining units were thereafter similarly repainted and renumbered to 90-93 and 95-98 (the engine that would have been #94 having been wrecked and retired in 1981), and remained in this scheme (some re–lettered BNSF after the merger) until their retirement in the late 1990s, after some 30 years of service. No. 91 was sold to the Wisconsin Central in January 1995, becoming their #6652. The units purchased by the Milwaukee Road were painted to the Milwaukee's orange and black scheme after Amtrak took over passenger service.


Control stand of ATSF 98

A freight-only derivative, the EMD F45, was sold in greater numbers (86) to Santa Fe, the Great Northern Railway, and the Burlington Northern Railroad. Amtrak bought a similar passenger locomotive based on the 3,000 hp (2,240 kW) SD40-2, the SDP40F. The last two F45's in service were on the Montana Rail Link in the northern United States and were taken out of service in late 2006.


Milwaukee Road's FP45s were all sold for scrap in 1981 and 1984. One of Santa Fe's FP45 was wrecked in 1992 on Cajon Pass, but the rest stayed in service right up until the BNSF merger in 1994, and were retired shortly after the merger.


Those that were not wrecked in service, or sold to other railroads, are on display in museums:

See alsoEdit


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