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53-783: (Redirected from GP7 ) GP-7 or GP7 may refer to: Vehicular [ edit ] EMD GP7 , a class of locomotives Ducati GP7 , a model of the racing motorcycle Ducati Desmosedici Honda GP7 , a model of the subcompact Honda Fit Shuttle Other uses [ edit ] (48616) 1995 GP7 , a minor planet GP-7 gas mask See also [ edit ] [REDACTED] Search for "gp7" , "gp-7" , "g-p7" , or "g-p-7" on Misplaced Pages. All pages with titles beginning with GP-7 All pages with titles beginning with GP7 All pages with titles containing GP-7 All pages with titles containing GP7 GP (disambiguation) Topics referred to by

106-700: A hinge. Examples include the Milwaukee Road EF-1 "Boxcab" electrics. "B+B-B+B" means there are four trucks under the unit. Within each truck, there are two powered axles, and pairs of them are connected by span bolsters . One example would be the General Electric U50 , built from 1963 to 1965. The 4500 horsepower (3.4 MW) turbine locomotives built by GE for Union Pacific also used this arrangement. The EFVM railway of Brazil uses narrow gauge GE "BB" locomotives with this arrangement, both with "standard" and wide cabs. A GE Dash 9-40BBW , for instance,

159-410: A pair of high-powered B-B locomotives on a common frame as far as traction and power was concerned). In fact, a usual consist of a D-D unit included a leading C-C unit and a trailing C-C unit, for a total of about 12,600 hp (9.4 MW) (with four total prime-movers). With today's higher horsepower C-C units (about 4,300 hp (3.2 MW) apiece), three such C-C units exceeds the total power of

212-614: A rebuilt "Paducah Geep" was designated a GP8 or GP10 depending on the power output of the rebuilt engine, not necessarily what it was rebuilt from). In 1960 the Alaska Railroad purchased a dozen GP7Ls from the US Army and rebuilt eleven of them in 1965 with low short hoods for better visual clearance. One of the ten remaining Alaska GP7s was rebuilt by Morrison-Knudsen in 1976. The other nine units were rebuilt at Paducah Shops in 1976-1977. Canadian Pacific Railway rebuilt their GP7 fleet in

265-442: A row, "C" to three powered axles in a row, and "D" to four powered axles in a row. "1" refers to one idler axle, and "2" to two idler axles in a row. A dash ("–") separates trucks or wheel assemblies. A plus sign ("+") refers to articulation, either by connecting bogies with span bolsters or by connecting individual locomotives via solid drawbars instead of couplers . "1A-A1" means there are two trucks (or wheel assemblies) under

318-419: A solid skirt above the fuel tank, while late GP7s and early GP9s had access holes in the skirt (see photo of Illinois Terminal 1605, top left). Many railroads later removed most of the skirt to improve access and inspection. Locomotives could be built with the engineer ’s control stand installed for either the long hood, or the short hood designated as the front. Two control stands for either direction running

371-490: Is "Four axle". "B-2-B" means there are three trucks. The center truck has two unpowered axles and the truck at each end has two powered axles. The locomotive frame must either articulate or allow for significant side play to be provided to the center truck. Examples of this type were built as light rail vehicles. "B-B-B" means there are three trucks. Each truck has two powered axles. The locomotive frame must either articulate or allow for significant side play to be provided to

424-408: Is "Six axle". "1-C+C-1" means there are two sets of articulated axles under the unit. Within each of these sets, there is a truck with one idler axle, and inboard of it are three powered axles. Two of these articulated sets are placed back to back and connected by a hinge. The PRR FF1 and FF2 electric locomotives used this arrangement. "2-C+C-2" means there are two sets of articulated axles under

477-523: Is a guiding truck with two idler axles, and inboard of this, and hinged to it, is a truck with three powered axles. The GE steam turbine-electric locomotives of 1939 were notable examples of this arrangement. "2-C1+2-C1-B" means there are five trucks. Only the first three axles on the four-axle trucks were powered, as were both axles in the last truck; the first and middle trucks had two unpowered axles each. The only examples of this arrangement were three unique coal -fired steam-turbine locomotives built by

530-942: Is a method of classifying locomotive (or unit) wheel arrangements that was developed by the Association of American Railroads . Essentially a simplification of the European UIC classification , it is widely used in North America to describe diesel and electric locomotives (including third-rail electric locomotives ). It is not used for steam locomotives , which use the Whyte notation instead (except geared steam locomotives , which are instead classified by their model and their number of trucks). The AAR system (like UIC) counts axles, unlike Whyte, which counts wheels. Letters refer to powered axles, and numbers to unpowered (or idler) axles. "A" refers to one powered axle, "B" to two powered axles in

583-570: Is a narrow-gauge adaptation of the SD45 , which required additional axles due to using smaller traction motors. "2-D+D-2" means there are two sets of articulated axles under the unit. Within each of these sets, there is a truck with two idler axles, and inboard of it are four powered axles. Two of these articulated sets are placed back to back and connected by a hinge. Examples include the Baldwin DR-12-8-1500/2 "Centipede" diesel locomotives and

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636-740: Is a truck with two idler axles, and inboard of it are four powered axles. Two of these articulated sets are placed back to back and connected by a hinge. The Little Joes , Baldwin DR-12-8-1500/2 , and Baldwin 4-8+8-4-750/8-DE locomotives used this arrangement. "D-D" means there are two trucks each with four powered axles. Examples include the EMD DD units. D-D locomotives have fallen out of favor as nearly all of these were twin-engined locomotives, which placed too much horsepower in too few axles which made these consists rather inflexible (each locomotive featured two prime movers , making each unit essentially

689-399: Is a wide cab GE Dash 9-40CW series 4,000 hp (3,000 kW) locomotive with a B+B-B+B wheel arrangement. The EMD SD70ACe-BB produced from 2015 onward also has a B+B-B+B arrangement. "B-B+B-B" means that the locomotive has four trucks. Each truck contains two powered axles. The middle pair of trucks are connected by a span bolster . In most cases, the locomotive is articulated over

742-419: Is different from Wikidata All article disambiguation pages All disambiguation pages EMD GP7 The GP7 was the first EMD road locomotive to use a hood unit design instead of a car-body design. This proved to be more efficient than the car body design as the hood unit cost less to build, was cheaper and easier to maintain, and had much better front and rear visibility for switching. Power

795-546: Is under the back of the unit, and has one idler axle. Examples include the three EMD LWT12 locomotives built by EMD in 1956. Twenty SD70ACe-P4 locomotives were built by EMD with a B1-1B arrangement that has two three axle trucks with each truck having two AC traction motors and one idler axle nearest the fuel tank. The locomotive was designed as an AC traction alternative to the SD70M-2 that uses three DC traction motors on each of two three axle trucks. Only BNSF ordered

848-465: Is under the back of the unit, and has two idler axles in a row. Examples include the three lightweight RP-210 locomotives built by Baldwin in 1956 and 1957 for use with Pullman-Standard Train-X equipment. "B-A1A" means there are two trucks. The "B" truck is under the front of the unit, and has two powered axles. The "A1A" truck is under the back of the unit, and has one powered axle, one idler axle, and one more powered axle. Examples include some of

901-587: Is under the front of the unit, and has one powered axle, one idler axle, and one more powered axle. The "3" truck is under the back of the unit, and has three idler axles in a row. An example is the Baldwin DR-6-2-10 1,000 hp (750 kW) cab unit, only one of which was built for the Chicago and North Western Railway in 1948. "A1A-A1A" means there are two trucks under the locomotive. Each truck has two powered axles, with an idler axle between them. This spreads

954-528: Is under the front of the unit, and has three idler axles in a row. The "A1A" truck is under the rear of the unit, and has one powered axle, one idler axle, and one more powered axle. An example is the later built FM OP800 800 hp (600 kW) railcar, six of which were built by the St. Louis Car Company exclusively for the Southern Railway in 1939. "A1-1A" means there are two trucks or wheel assemblies under

1007-739: The Baldwin Locomotive Works for the Chesapeake and Ohio Railway between 1947 and 1948. This locomotive is sometimes called the M-1. "C-C+C-C" means there are four trucks under the unit. Each truck has three powered axles. The only examples of this type were the 8500 horsepower (6.3 MW) turbine locomotives built by General Electric for Union Pacific . These locomotives consisted of two permanently coupled C-C units. "C+C-C+C" means there are four trucks. Each truck has three powered axles and pairs of them are connected by span bolsters . This arrangement

1060-813: The British Rail Class 28 are the only locomotives to use this wheel arrangement. "C-C" means there are two identical trucks. Each truck has three powered axles. Examples include the EMD SD (Special Duty), GMD GF6C , EMD GM6C , PRR E44 , GE E60 , Virginian EL-C and GE Evolution Series units, except the ES44C4 and ET44C4 which use the A1A-A1A wheel arrangement. This is a currently popular configuration used in low-speed, high-weight applications, such as unit coal trains. General ("manifest") freight trains also use C-C locomotives. See also Co-Co . An American colloquialism of "C-C"

1113-916: The FM C-liners (most passenger units) built from 1950 to 1955, and the EMD FL9 . "B-B" means there are two identical trucks. Each truck has two powered axles, a currently popular configuration used in high-speed, low-weight applications such as intermodal trains and high-speed rail , as well as switcher locomotives . Examples include the EMD GP (General Purpose), EMD F-units , EMD SW1500 , Acela Express Power Cars , Siemens Charger , Siemens ACS-64 and GE Genesis units. High speed ("time") freight trains, with guaranteed schedules often use B-B locomotives of 3,800 HP (950 HP per axle), but this application, too, has largely been replaced by higher-powered, 4,500 HP C-C locomotives (750 HP per axle). An American colloquialism of "B-B"

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1166-608: The GE " Little Joe " electric locomotives . "B-D+D-B" means there are two sets of articulated axles under the unit. Within each of these sets, there is a truck with two powered axles, and inboard of it are four powered axles. Two of these articulated sets are placed back to back and connected by a hinge. The W-1 class of electric locomotives built by General Electric for the Great Northern Railway used this arrangement. "1B+D+D+B1" means there are four sets of articulated axles under

1219-520: The Great Northern Z-1 electric locomotives (for the Cascade Tunnel electrification) used this arrangement. "2-D-2" means there are three trucks. At either end are trucks with two idler axles; the center truck has four powered axles. The PRR R1 electric locomotive used this arrangement. "2-D+D-2" means there are two sets of articulated axles under the unit. Within each of these sets, theare

1272-488: The Southern Railway in 1939. "2-B" means there are two trucks or wheel assemblies. The "2" truck is under the front of the unit, and has two idler axles in a row. The "B" truck is under the rear of the unit, and has two powered axles. Examples include the three lightweight power cars built by ALCO / ACF in 1935 and 1937 for use with the Rebel streamliners. "3-A1A" means there are two trucks or wheel assemblies. The "3" truck

1325-532: The Texas Mexican Railway . "2-A1A" means there are two trucks or wheel assemblies. The "2" truck is under the front of the unit, and has two idler axles in a row. The "A1A" truck is under the rear of the unit, and has one powered axle, one idler axle, and one more powered axle. An example is the FM OP800 800 hp (600 kW) railcar, six of which were built by the St. Louis Car Company exclusively for

1378-455: The "1" truck is under the front of the unit, and has one idler axle. The remaining 4 axles are rigidly mounted to the frame behind this lead truck (or grouped in a second truck). This is roughly the equivalent of a 2-8-0 Consolidation in the Whyte notation, particularly when built as a 1-truck/4 rigid axle locomotive. The only known examples are a series of diesel boxcab locomotives built and owned by

1431-621: The "7" had no meaning other than matching the EMD F7 cab unit then in production. The GP7, GP9 and GP18 locomotives share a similar car-body that evolved over time. Most GP7s had three sets of ventilation grills under the cab (where the GP9 only had one), and two pair of grills at the end of the long hood (where only the pair nearest the end was retained on the GP9). However, some late GP7s were built with car-bodies that were identical to early GP9s. Early GP7s had

1484-558: The 14 months it was in production. Its replacement, the GP7, swapped the truss-framed stressed car body for an un-stressed body on a frame made from flat, formed and rolled structural steel members and steel forgings welded into a single structure (a "weldment"), a basic design which is still being employed today. In heavy service, the GP7’s frame would bow and sag over time. This defect was corrected in later models. The GP7 proved very popular, and EMD

1537-504: The C&;O and Wabash who owned and operated over trackage in Canada (specifically the southern Ontario area). There are five GP7s on A J Kristopan's EMD Serial number page that reused previous serial numbers: B&O 6405 (preserved), CRI&P 1308 (2nd), L&N 501 (2nd) and 502 (2nd), and SLSF 615 (2nd). These rebuilt units were rebuilt as new on new frames. Another rebuild by GMD is that CN 4824

1590-498: The UK, the Class 31 uses this wheel arrangement. "A1A-B+B" means there are three trucks. The first truck has three axles, with the center one unpowered. A pair of two-axle trucks, each with both axles powered, are connected by a span bolster under the rear of the unit. The only example to date of this arrangement was a single experimental EMD SDP45 . "B" means there are two powered axles under

1643-505: The center truck. The Russian VL85 and US-American EMD GM10B was a notable example. See also Bo-Bo-Bo . "B+B+B" means there are three articulated sets of two powered axles each under the unit. The locomotive frame must allow for significant side play to be provided to the center axle set, as well as allowing for end play for the end sets. The ten Mexican Railway GE boxcab electrics of 1923 are examples of this wheel arrangement. "2-B+B-2" means there are two sets of articulated axles under

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1696-438: The center trucks. "B-B+B-B+B-B" means that the locomotive has six trucks. Each truck contains two powered axles. The only known locomotives to have this configuration were the two EMD TR3 locomotives made of three permanently coupled B-B units, which had solid drawbars connecting the units instead of the typical couplers. "C" means there are three powered axles under the unit. They are not articulated relative to other parts of

1749-435: The early 1980's as GP7u units for yard service, including a chopped short hood, new numberboards and front cab windows, and upgrading the 567B prime movers with 645 power assemblies and to "BC" engine block specs (some upgraded with 567C engine blocks out of retired F-units). Numerous GP7s have been preserved on tourist lines and in museums. Holders include: AAR wheel arrangement#C-C The AAR wheel arrangement system

1802-454: The locomotive. This arrangement is only used on very small locomotives (e.g. the PRR B1 ). This arrangement is sometimes referred to as 0-6-0 , the Whyte notation equivalent. "C-B" means there are two trucks. The "C" truck is under the front of the unit, and has three powered axles. The "B" truck is under the rear of the unit, and has two powered axles. The Japanese DE10 , DE11 , and DE15 and

1855-471: The model in 2014. The other locomotive with this wheel arrangement is the EMD SD70MACH , which is an SD70MAC rebuilt by Progress Rail for Metra and used for passenger service. In 2020, Metra approved of the purchase of 15 of these locomotives with options to purchase up to 27 more. "B-2" means there are two trucks. The "B" truck is under the front of the unit, and has two powered axles. The "2" truck

1908-405: The same term [REDACTED] This disambiguation page lists articles associated with the title GP-7 . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=GP-7&oldid=1205214161 " Category : Disambiguation pages Hidden categories: Short description

1961-509: The span bolster. The Union Pacific 's M-10002 diesel streamliner and New York Central 's T-Motor third-rail electric locomotives are examples of this type. This arrangement also includes locomotives made of two permanently coupled B-B units, such as some EMD FT units which had a solid drawbar connecting two units instead of the typical couplers. "B-B-B-B" means there are four trucks. Each truck has two powered axles. The locomotive frame must allow for significant side play to be provided to

2014-739: The standard EMD 2-stack exhaust with a 4-stack "liberated" exhaust, raising their power output to 1,600 horsepower (1.19 MW). Illinois Central Railroad rebuilt most of its GP7s with 567BC engines, 4-stack exhausts, paper air-intake filters, 26-L brakes (their original 6-BL brakes made them operationally incompatible with locomotives fitted with 24-RL brakes). All but the first locomotive rebuilt had their front (short) hood reduced in height for improved crew visibility. The IC designated these rebuilt locomotives GP8 . The IC acquired many second-hand units through Precision National Corporation (PNC), and then started offering their GP8/GP10 rebuilding services to other railroads through their Paducah Shops (note,

2067-455: The unit. At each end, there is one unpowered axle and two powered axles, hinged to a set of four powered axles. Two of these articulated sets are placed back to back and connected by a hinge. The "Bi-Polar" electric locomotives used by the Milwaukee Road used this arrangement. "(B+B-B+B)+(B+B-B+B)" means there are 2 units, each with 4 trucks in a B+B-B+B wheel arrangement. An example was

2120-584: The unit. Each truck has one powered axle and one idler axle, with the idler axles to the outside. Examples include Budd RDC diesel multiple unit ( DMU ) cars. "1B-1B" means there are two trucks with a leading idler axle in front of two powered axles. This arrangement was used to upgrade the B-B arrangement of two EMC 1800 hp B-B locomotives owned by the Santa Fe Railroad in 1938, for greater stability at speed. "1-D" means there are two trucks or groups of axles;

2173-591: The unit. Each truck has one powered axle and one idler axle, with the powered axles to the outside. "A1A-2" means there are two trucks. The "A1A" truck is under the front of the unit, and has one powered axle, one idler axle, and one more powered axle. The "2" truck is under the back of the unit, and has two idler axles in a row. An example is the Silver Charger power car for the General Pershing Zephyr . "A1A-3" means there are two trucks. The "A1A" truck

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2226-461: The unit. These axles are not articulated relative to other parts of the locomotive. This arrangement is only used on very small locomotives, such as the EMD Model 40 . It is also used on speeders . This arrangement is sometimes referred to as 0-4-0 , the Whyte notation equivalent. "B-1" means there are two trucks. The "B" truck is under the front of the unit, and has two powered axles. The "1" truck

2279-420: The unit. Within each of these sets, there is a truck with two idler axles, and inboard of it are three powered axles. Two of these articulated sets are placed back to back and connected by a hinge. The Pennsylvania Railroad 's GG1 and Companhia Paulista 's electric locomotives were notable examples of this arrangement. "2+C-C+2" means there are two sets of axles under the unit. Within each of these sets, there

2332-570: The unit. Within each of these sets, there is a truck with two idler axles, and inboard of it are two powered axles. Two of these articulated sets are placed back to back and connected by a hinge. The PRR DD1 and DD2 electric locomotives used this arrangement. "2-B+B+B+B-2" means there are two sets of articulated axles under the unit. Within each of these sets, there is a truck with two idler axles, and inboard of it are two powered axles, hinged to yet another set of two powered axles. Two of these articulated sets are placed back to back and connected by

2385-496: The usual D-D consist by 300 hp (220 kW) (with one fewer prime-mover than a usual D-D consist, thereby significantly improving reliability and dramatically reducing maintenance). Although the D-D arrangement is associated with twin-prime-mover locomotives of high power, this does not mean a D-D with a single high-power prime mover may be built in the future, nor does it exclude two-truck, eight-axle electric locomotive. The EMD DDM45

2438-534: The weight of the locomotive more evenly over the track and counteracts the tendency of trucks to oscillate at high speeds, which is a problem with two axle trucks. The idler wheels may be smaller than the powered wheels. Examples of locomotives with this wheel arrangement include the EMD E-units and ALCO PAs , which were high speed passenger locomotives, and the dual service FM Erie-built . BNSF took delivery of ES44C4 locomotives with this type of truck in 2009. In

2491-447: Was also an option, but one end would still be designated as the front for maintenance purposes. The GP7 was also available with or without dynamic brakes , and a steam generator installed in the short hood was also an option. In the latter case, the 1,600-US-gallon (6,100 L; 1,300 imp gal) fuel tank was divided, with half for diesel fuel, and half for boiler water. One option available for locomotives without dynamic brakes,

2544-548: Was barely able to meet demand, even after opening a second assembly plant at Cleveland, Ohio . Later, locomotives in EMD's GP-series came to be nicknamed ‘Geeps’. Many GP7s both high and short-hood can still be found in service today on shortline railroads and industrial operators. Although most Class 1 roads stopped using these locomotives by the 1980s some remain in rebuilt form on some major Class I railroads , as switcher locomotives. The "GP" designation stood for "general purpose", while

2597-550: Was provided by an EMD 567B 16- cylinder engine which generated 1,500 horsepower (1,119 kW). The GP7 was offered both with and without control cabs, and those built without control cabs were called a GP7B. Five GP7B's were built between March and April 1953. Of the 2,734 GP7's built, 2,620 were for American railroads (including 5 GP7B units built for the Atchison, Topeka and Santa Fe Railway ), 112 were built for Canadian railroads, and 2 were built for Mexican railroads. This

2650-597: Was rebuilt as a GP7 with parts from an F3A in October 1958. Over 100 GP7s and four of the GP7Bs were built with 567BC or 567C engines starting in March 1953 through May 1954. These are noted on the roster above. Many railroads rebuilt their GP7s with low short hoods; some railroads went further in their rebuilding than others. Missouri Pacific Railroad upgraded their GP7s with 567BC engines (a B-block upgraded to C-block specs) and replaced

2703-614: Was the first model in EMD's GP (General Purpose ) series of locomotives. Concurrently, EMD offered a six-axle ( C-C ) SD (Special Duty) locomotive, the SD7 . The GP7 was replaced by the GP9 model in GM-EMD's GP sequence. ALCO , Fairbanks-Morse , and Baldwin had all introduced road switchers before EMD, whose first attempt at the road-switcher, the BL2 was unsuccessful in the market, selling only 58 units in

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2756-753: Was to remove the two 22.5 in × 102 in (570 mm × 2,590 mm) air reservoir tanks from under the frame, and replace them with four 12 in × 150.25 in (305 mm × 3,816 mm) tanks that were installed on the roof of the locomotive, above the prime mover. These "torpedo tubes" as they were nicknamed, enabled the fuel and water tanks to be increased to 1,100 US gallons (4,200 L; 920 imp gal) each, although some railroads opted for roof-mounted air tanks and 2,200-US-gallon (8,300 L; 1,800 imp gal) fuel tanks on their freight ‘Geeps’. GP7 locomotives were built at GMD's London Ontario plant for domestic Canadian railway purchasers, and for some US railroads like

2809-655: Was used on the Jawn Henry coal -fired steam-turbine locomotive built by the Baldwin Locomotive Works for the Norfolk & Western Railway in May, 1954. "1-D-1" means there are three trucks under the unit. At either end are trucks with one idler axle; the center truck has four powered axles. The original 1904–1909 New York Central S-Motor third-rail electric locomotives (for the Grand Central Terminal electrification) and

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