Surviving EMD Products

The Conrail GP10 fleet originally began their lives as EMD GP9's built for a variety of roads in the early fifties. Conrail, with hundreds of units lined up in graveyards and in dire need for reliable power decided to begin a GP rebuild program.
The railroad selected the Illinois Central Gulf RR's Paducah, KY shop to perform the work in 1976. At Paducah, the short hood high noses were chopped for better visibility and the control stands were set up for the new short hood lead operation. The prime movers were overhauled and all former GP9's received 567C's. Air filter work was also performed, outfitting the new Geeps with Dynacell paper air filters. Sixteen GP10's were released during the third quarter of 1976 sporting CR paint and numbered 7560-7575.

59 GP9's were sent out for rebuilding in 1978 split between Paducah, Morrison Knudsen and Precision National Corporation in Mount Vernon, IL. This was the first rebuilding program PNC had undertaken and after the 6th unit, Conrail terminated the PNC contract due to quality and delivery issues. The remainder of PNC's contract was given to Paducah for completion. The same work, electrical and mechanical, was done and by early 1979 Morrison Knudsen turned out 17 units (7513-7529), PNC 6 (7530-7537) and 36 from Paducah (7545-7597). Road numbers 7532, 7536, 7538-7544, were never used.

Nearly the entire class was retired between 1995 and 1996 with the last half dozen finally retiring in early 1997. Countless GP10's have gone on to perform service for shortlines, industrials and regional railroads. They can be found here, in our survivor album.

The GP15-1 was a somewhat unique locomotive. It was offered by EMD as a competitor not to another manufacturer's product line, but to railroads own rebuilding of older geeps. Conrail's fleet of 100 of these lightweight roadswitchers arrived numbered in the 1600 series in 1979. These units could be found system wide in use in their intended role as light road switchers working various locals both individually and in multiple unit consists.

In 1999, the entire fleet was divided between Norfolk Southern and CSX. Those assigned to NS were renumbered into the 1400-1457 series, while CSX allocated units became 1525-1566. Norfolk Southern units went on to become property of LTEX and GMTX, while CSX sold 1525-1533 and 1564-1566 to LLPX, while 1534-1563 are still in service on CSX.

In the late 1950's the horsepower race became heated and with the introduction of the 2500hp U25B from General Electric in 1960, EMD was caught short. It took 2 years to play catch-up and the result was the GP30.

Conrail units came from two predecessors that bought or inherited the 2250hp units. Reading ordered 20 units (5501-5520) from EMD in 1962 which became Conrail units 2168-2187. A total of 62 units from NYC and PRR were inherited by Penn Central (2188-2249) and became Conrail units 2188-2249.

The GP30 saw service into the early 1990's throughout the system. The final unit was retired in 1993, however GP30's can still be found performing service on other roads today.

The most populated series on the EMD side of the CR roster were the 223 inherited GP38-2's from Penn Central. Conrail also purchased 115 brand new GP38-2's between 1977 and 1979. The entire roster filled the 7940-8281 block. The four axle units churned out 2,000hp and were regulars in all types of service.

Equipped with plows on both ends, several were cleared for use at the PP&L Strawberry Ridge, PA power plant (8040-8064) and others were equipped with bi-directional cab arrangements (8154-8162). The PC GP38-2's were built without anti-climbers while the Conrail ordered units, 8163 forward, were. A small handful of other subtle differences can be found when comparing the different orders such as the fuel spout revision, nose ventilation lovers, an additional latch to the control compartment door, etc.

In 1999, the fleet was divided between Norfolk Southern and CSX. Those assigned to NS were renumbered into the 5257-5393 series, while CSX allocated units became 2717-2814.

Penn Central GP38 road switchers were turned over to Conrail and became part of the CR 7600-7939 series. The impressive fleet could be found almost anywhere, from yard and local duty to hauling mainline freights. 270 of them were built new for the Penn Central in the late 1960's and early 70's. Big blue inherited 4 GP38AC's from the Lehigh Valley (LV 310-313), along with 15 straight GP38's from the Pennsylvania-Reading Seashore Lines (PRSL 2000-2014)

In the early 1980's Conrail had a large number of locomotives in storage. At the same time, Conrail was looking to invest in a rebuild program that would place currently stored, beaten and bruised locomotives back to work. Conrail GP35 #2363 had been retired on February 11, 1981 and was sitting in storage awaiting final disposition when it was selected as the first candidate for the proposed rebuild program. It was hauled into the Juniata Locomotive shops and released on November 29, 1984 as GP38 #7635.

The unit was downgraded from 2,200hp to the standard GP38 2,000hp. A paper air filter box was added behind the central air intake ahead, and the dynamic brakes were removed as evidenced by the blanking out of the blister (which was also cut short to accommodate the paper air filter). The original GP35 class lights were replaced with the FRA-approved 'bug-eyes' typically found on newer EMD locomotives. The GP35 turbocharger was removed and two more exhaust stacks were added.

The experiment was not determined to be economically viable and the unit became the only such rebuilt locomotive on the system. CR GP38 7635 was finally retired on June 11, 1997.

In 1999, the fleet was divided between Norfolk Southern and CSX. Those assigned to NS were renumbered into the 2880-2957 series (2881-2884 are the former LV GP38AC's). A current rebuild program at NS is underway and many of the GP38's are being rebuilt into 700 series RP-E4C road slugs with cabs and full height long hoods designed to operate with GP40-2 mothers. CSX allocated units became 1943-1998.

Conrail's GP40's came from Penn Central, and were assigned the number series CR 3000-3274. Conrail retired and sold off all their GP40's except one (CR 3264) by 1995, however, GP40's can still be found performing service on other roads today.

The SD38 quickly became Conrail's favorite for hump and yard duty at locations such as Stanley Yard in Toledo, OH, Allentown (PA) yard, Oak Island Yard in Newark, NJ and Elkhart, IN.. The fleet of 35 units (nearly half of all SD38's built, with Conrail now owning the most) were inherited from the Penn Central and were typically paired with MT4 and MT6 slugs. Conrail 6925 through 6959 was built in May of 1970. The non-turbocharged locomotives were capable of 2,000hp and carried a 4,000 gallon fuel tank.

In 1999, the fleet was divided between Norfolk Southern and CSX. Those assigned to NS were renumbered into the 3800-3820 series, while CSX allocated units became 2455-2467.

In 1993 Conrail began rebuilding 40 SD40's to the improved Dash-2 specifications, and renumbered them into the 6960-6999 series. 30 of the units were rebuilt from Conrail's own SD40's, while 10 additional SD40's were of former Kansas City Southern heritage purchased from PAC Rail leasing. The 3,000hp units have individual subtleties to them such as the type of handbrake and placement, air horn type and cab vent. The units were then leased to Conrail from PACRail.

In 1999, the fleet was divided between Norfolk Southern and CSX. Those assigned to NS were renumbered into the 3425-3447 series, while CSX allocated units became 8869-8885.

Numbered 6358-6524, Conrail's SD40-2's were found system wide heading up trains of all varieties as well as working on helpers over the famous Horseshoe Curve on the Pittsburgh Line. Conrail acquired its SD40-2 fleet new from EMD in 1977, 78 and 79.

The SD40-2's had a feature unique to the road, the substitution of EMD's older Flexicoil trucks in place of the newly developed (and mistakenly believed to be flawed) HTC trucks that were delivered to all other SD40-2 owners.

In 1999, the fleet was divided between Norfolk Southern and CSX. Those assigned to NS were renumbered into the 3329 - 3424 series, while CSX allocated units became 8800 - 8889 where they still haul freight today.

Conrail inherited its 118 SD40's from Penn Central (nee-PRR) and the CNJ. These 3000hp units were powerful and reliable, and without a doubt lead to Conrail's eventual purchase of its fleet of the upgraded SD40-2. All of Conrail's SD40's were retired, sold or rebuilt into SD40-2R's by 1994. SD40's can still be found performing service on other roads today.

EMD produced over 100 of these monsters and CR was one of four railroads to roster them, 13 to be exact. Adopted from the Erie Lackawanna, these locomotives featured dual control stands, cab mounted air horns, low profile fans, and though not officially mentioned in Conrail's Locomotive Data books, some were cleared for operation in third rail territory. The railroad also defined the entire class as being equipped with snowplows on both ends with the exception of 6664. While at one point this may have been the case several photographs have proven this not entirely true.

In 1999, the fleet was divided between Norfolk Southern and CSX. Those assigned to NS were renumbered into the 1700-1705 series, while CSX allocated units became 8973-8976.

Conrail had 135 "fightin fifties" numbered 6700 through 6834 and built from 1983 through 1986. Conrail's fleet of SD50's (the second largest in the country) were delivered with a number of variations from "stock" EMD units. The first three orders (delivered in 1983, 84 and 85) all came equipped with EMD's older Flexicoil truck instead of the standard, at the time, HTC-II truck. This was because of Conrail's erroneously blaming the HTC truck for a number of derailments involving AMTRAK units. It turned out not to be the fault of the truck, and the last order that arrived in 1986 was delivered with the standard EMD trucks. The second two orders (6779-6834) were also delivered with a large 4,500 gallon fuel tank, as opposed to the 4,000 gallon tank on the previous two orders.

In 1999, the fleet was divided between Norfolk Southern and CSX. Those assigned to NS were renumbered into the 5400-5477 series, while CSX allocated units became 8499, 8644-8699. In addition to the above, CSXT 8668-8699 and NS 5446-5477 went to NREX.

The SD60I (Isolated) "Whispercab" was essentially an SD60M with an improved "isolated" cab (hence the "I") that was designed to minimize noise inside the cab and reduce vibration providing a better working environment for Train & Engine service employees. Conrail purchased its SD60Is as "kits" from EMD, who did not have the production capacity to meet the order at the time. These kits were assembled by the Juniata shops in Altoona. Conrail's SD60Is were numbered from 5575 through 5654, and one exception, 5544. CR 5544 was the first unit designed with the new cab and became the standard for subsequent orders. The SD60I's are identical to the SD60M's with only a few spotting features telling them apart, the rubber nose seam and reverse mounted nose door.

From my own personal experience, the SD60I is the premier model for sound quality. In notch 8 with the amps in the red, crews can talk at a normal level without having to scream. These cabs are in fact so quiet, it's common to have to open the window on occasion to make sure the horn still works! The units were built with a 2 piece front windshield and 4 piece side windows without sun visors. The side windows are built on an easy slide track design and combined with the tinted glass provide superior crew comfort.

In 1999, the fleet was divided between Norfolk Southern and CSX. Those assigned to NS were renumbered into the 6717 - 6762 series, while CSX allocated units became 8722 - 8755.

SD60M's fit the bill for new power in 1992 when Conrail ordered 74 of them. Within the SD60M class is one main spotting difference; marker lights. 5500-5514 were built with FRA flush mounted marker lights until a study done within Conrail declared the protruding lights caused a safety concern. Subsequently, the remaining order, 5515-5574 were recessed.
The units were built with a 2 piece front windshield and 4 piece side windows without sun visors. The side windows are built on an easy slide track design and combined with the tinted glass provide superior crew comfort. Conrail's SD60Ms were numbered in the 5500-5574 series, with one exception: 5544.

In 1999, the fleet was divided between Norfolk Southern and CSX. Those assigned to NS were renumbered into the 6763 - 6806 series, while CSX allocated units became 8756 - 8786.

In 1985 Conrail bought the three EMD demonstrators from EMD, and later went back to the well 4 years later, in 1989, for another 25 standard cab units. The demonstrators were numbered 6840, 6841, and 6842, while the later order was numbered from 6843 through 6867.

In 1999, the fleet was divided between Norfolk Southern and CSX. Those assigned to NS were renumbered into the 6701 - 6716 series, while CSX allocated units became 8710 - 8721.

Conrail placed additional orders for SD80MACs, however due to the pending takeover by Norfolk Southern and CSX the order was changed. CSX opted out of the SD80MAC order in favor of SD70MAC's built to CSX specifications. The 4,000hp locomotives were numbered 4130-4144, assembled and painted at the Juniata Locomotive Shop between March and May 1998 in the white face paint scheme as found on the SD80MAC's.

In 1999, the entire fleet became the property of CSX and were renumbered 775-789. These units were later renumbered to the CSXT 4575-4589 series to make room for new locomotives.

Conrail placed additional orders for SD80MACs, however due to the pending takeover by Norfolk Southern and CSX the order was changed. Norfolk Southern, not wanting to take the plunge into AC power, changed the order to standard cab SD70's built to NS specification. The 4,000hp locomotives were numbered 2557 - 2580, in sequence with NS' own SD70's. They were assembled and painted at the Juniata Locomotive Shop between July and October 1998 in traditional Conrail paint.

In 1999, the entire fleet became the property of Norfolk Southern and retained the 2557 - 2580 series.

In the late 1980's General Electric was winning the horsepower war and the new locomotive orders from railroads. EMD was once again behind in technology and revenue. EMD began working on the SD80 series which would achieve 5000hp from a 20 cylinder 710G prime mover, the first 20 cylinder engine since the SD45/SD45-2 locomotive line.

Conrail began to take delivery of a 28 unit order rostered the first units in January 1996. Under agreement with EMD, the 28 units would be built by EMD and finished at the Juniata Shops in Altoona, PA. Conrail numbered these units 4100-4127.

In 1997, Conrail purchased the EMD demonstrator units, EMDX 8000 and 8001 and an order for 108 more units was placed but was ultimately reduced to 28 units. The order was changed with the split of Conrail making the 30 units owned by Conrail the only SD80MACs produced. The demonstrators were added to the roster as 4128 and 4129.

In 1999, the fleet was divided between Norfolk Southern and CSX. Those assigned to NS were renumbered into the 4100 - 4129 series, while CSX allocated units became 800 - 812 and then later renumbered in 2007 in the 4590 - 4602 series.

Conrail inherited its rare SW1001 fleet from the Reading. Built in November and December 1973, these 1000hp switchers were commonly found on the ex-Reading branches in eastern Pennsylvania and throughout the eastern end of the system. Because of their common use in cab signaled territory, a number were outfitted with cab signal and or LSL equipment.

In 1999, the fleet was divided between Norfolk Southern and CSX. Those assigned to NS were renumbered into the 2100 - 2111 series, while CSX allocated units became 1120 - 1129.

The SW1200 was a 1,200 horsepower locomotive from EMD, purchased by CR predecessors RDG, DL&W (EL), New Haven (later PC) and PRR (later PC). These units occupied the 9315 to 9382 number block on Conrail. CR 9315 to 9319 (ex Reading) are of note as they were rebuilt by EMD from Baldwin switchers and are rated as only 1,000 horsepower. All the others are pure 1,200 hp SW1200's. Some of these saw service much later into Conrail, not being retired until 1995, and almost all work for other railroads and industrials today.

Probably the most well known switcher from the Conrail roster, the 121 EMD SW1500's were a 1,500 horsepower variation offered by EMD. Inherited from the PC, RDG, IHB and IU, all but five (which were retired and sold in 1982-1984) made it from 1976 to 1996 when a few were retired and sold off to regionals and/or shortlines.

In 1999, the fleet was divided between Norfolk Southern and CSX. Those assigned to NS were renumbered into the 2200-2242 series, while CSX allocated units became 1069-1099. CSX has since traded theirs to LLPX in exchange for higher horsepower road units, and as of mid 2009 NS has begun retiring their fleet of this venerable switcher.

The SW7 was EMD's 1,000 horsepower switcher option in the 1950's. Conrail inherited many of these SW7's and they appeared in scattered number blocks in the 8836 to 9098 range and were of NYC, EL, CNJ, IHB, LV, CR&I, P&E and PRR origins. All of these units were removed from the Conrail roster by the early 1990's although many remain in service throughout the country on shortlines and industrials.

The EMD SW8 was introduced as a medium horsepower switcher built on the same frame as an SW7. It was purchased by Conrail predecessors Chicago River & Indiana (2 units, later NYC/PC), Erie Lackawanna (11 units), Lehigh Valley (27 units) and New York Central (28 units). Eighteen of the former LV units were built with dynamic braking, the only Conrail SW8's with this feature, although they were removed by Conrail. A few of Conrail's SW8's also received radiator cooling fans from retired EMD E8's, making an odd appearance to the long hood! Numbered in the 8600 to 8627 and 8664 to 8700 ranges, all of these units were retired by the early 1990's although many continue to see service on shortlines and industrials throughout the country.

Former NJT 5681/CR 5681/CNJ 1523 is seen at Tuckahoe, NJ on 9/5/2009. Unit is owned by the United Railroad Historical Society of New Jersey and is on lease to the Cape May Seashore Lines.

Conrail 9128 at Berkshire Scenic Railway Museum yard. This unit was purchased from a private owner in in 2006

CSX 8666 was spotted in Apex, NC on 10/14/11. The unit is ex Conrail 6756 and has remarkably retained its red marker lights on the front and rear. Unit is an EMD SD50. The locomotive was sighted in YN3 paint, however Conrail paint is bleeding through on the side handrails.