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Chicago & North Western GP7s and GP9s

By Don Strack (August 1995)

(This article is an updated and expanded version of an article published inDiesel Era, Volume 7, Number 2, March/April 1996)

Compared to the other railroads that also purchased GP7s and GP9s, Chicago & North Western's original fleet of 125 GP7s and 83 GP9s was relatively small, considering that the builder, General Motors' Electro Motive Division, built 2,576 GP7s and 3,461 GP9s in the U. S. Other, much larger roads, such as Pennsylvania, Union Pacific, and Southern Pacific had GP fleets in the hundreds of units, and used the GP-type unit, along with large numbers of F-units, to completely replace their steam locomotives. C&NW's later fleet of 359 GPs, with road numbers between 4100 and 4562, with 106 units still on the C&NW roster at the time of its April 1995 merger with UP, is an acknowledgement of the GP-unit's durability, with C&NW having purchased numerous second-hand units, and rebuilt 129 of its own fleet of 208 original GP7s and GP9s.

The first GP7/GP9 units for Chicago & North Western Railway came in August and September 1950 as three ex-General Motors' Electro Motive Division GP7 demonstrators. GM-EMD had built the three units in October and November 1949, and January 1950, to show off its new GP-type concept. The first to be completed by EMD was GP7 demo number 922. This unit was later renumbered to EMD number 100, and painted in a striking silver and light blue scheme. The other two units, given EMD road numbers 200 and 300, matching the earlier 100, were soon completed, and the trio served to show their stuff on many of the nation's railroads. As with many later demonstrator units, with their tour of demonstration over after about six months, EMD offered the three units to U. S. railroads at a reduced price, with a new unit warranty. All three units were purchased by C&NW and entered service as C&NW road numbers 1518-1520.

The three new units were assigned 1500-series numbers because of their 1,500 horsepower. Their place in that number series came after C&NW's initial purchases of 1,500 horsepower units built by Baldwin (BLW) and American Locomotive Company (ALCo) and delivered to C&NW in 1948 and 1949. The BLW units (1500-1502, 1504-1509) were in the form of eight DRS6-6-15 six-axle units, with all six axles powered, and one DRS6-4-15 six-axle unit, with just four axles powered. The ALCo (1503), was a single four-axle RS-2. The 1510 to 1517 number slots between these first 10 1500-class units and the three GP7s were taken by five Fairbanks-Morse H16-66 six-axle units (1510-1514) and three ALCo RSD-4 six-axle units (1515-1517), all delivered in 1951. The difference in delivery dates between the GP7s, and the FMs and ALCo's delivered later, can be explained if one considers that all units from the three builders were likely ordered at the same time, but the GP7s (being ex-demonstrators) were already built and were delivered immediately when ordered. The other units were delivered only after being built specifically for C&NW. C&NW may have ordered the entire 33-unit group of its first GP7s (1518-1550) at the same time, accepting delivery of the three former demonstrators as part of the initial order.

The three first GP7s, along with four others delivered six months later with road numbers 1521-1524, were equipped for passenger service by the installation of steam generators. The other 26 units in the initial group of C&NW GP7s, road numbers 1525-1550, were delivered in March and April 1951, six months after the original three. These 26 units came as regular road units, entering service across the C&NW system, replacing the railroad's older steam locomotives in passenger, freight, local and switching service on the granger road's midwestern mainlines and branches.

The next group of C&NW GP7s to be delivered came in July, August and September 1952 as road numbers 1556-1559 and 1562-1603, numbered after four ALCo RS-3s (1551-1555) delivered in August 1951, and either side of Baldwin AS-616s 1560 and 1561, delivered in January 1952. In this group of 45 GP7s, only the first, C&NW 1556, was equipped with a steam generator for passenger service.

Chicago & North Western's final group of 35 GP7s came in April and May 1953, with road numbers 1625-1659. These units followed the deliveries in 1952 and 1953 of one Baldwin AS-616 (1604), eight F-M H16-66s (1605-1612), 10 ALCo RS-3s (1613-1618 ) and two ALCo RSD-4s (1619 and 1620), and four more RS-3s (1621-1624). ALCo RS-3s 1621-1624 came in June and July 1953, after the GP7s were already in service. The delivery of this last group of GP7s brought C&NW's fleet to 113 units.

The last 25 of these final 35 GP7s were equipped for service on C&NW's passenger trains. These 25 units (C&NW 1636-1659) were delivered with steam generators and extra large, combined fuel and water tanks mounted under the locomotive, which forced the air reservoirs, normally mounted across the unit at the rear of the fuel tank, to be mounted on top of the units' car bodies. Nine of these 25, road numbers 1650-1658, were also equipped for suburban service with separate auxiliary generators, located in enclosures at the long hood end of the locomotives.

The road's first five GP9s (1711-1715) were delivered in June 1954, just six months after the production of that model began in January 1954, and just over a year after C&NW's last GP7 was delivered. Again, as with the series of numbers used with the GP7s, the number block for the GP9s in the 1700 series fell in place after examples of locomotive models built by the other builders. Between the delivery of the last GP7, number 1659, and the first GP9, number 1711, there were 50 other units, all delivered in 1953 and 1954. Included in this 50-unit group were five EMD SD7s (1660-1664), three ALCo RSD-4s (1665-1667), 26 F-M H16-66s (1668-1683, 1691-1700), six ALCo RSD-5s (1684-1690), and 10 EMD SD9s (1701-1710). The original five GP9s were followed 15 months later by five more GP9s, numbers 1716-1720, delivered in September 1955, also equipped with steam generators. Of these first 10 GP9s, road numbers 1711-1720, eight units, numbers 1711-1718, were equipped with steam generators for passenger service, and separate auxiliary generators for suburban service, located in enclosures at the long hood end. The remaining two units, numbers 1719 and 1720, were equipped only with steam generators and the same large combination fuel and water tanks, with their air reservoirs located on top of their car bodies, similar to all of C&NW's other passenger equipped GP7s and GP9s. A follow-on group of original GP9s for C&NW came as a single order for 32 units (1725-1756), delivered in March 1957 through February 1958. These 32 units were numbered following the final order of four EMD SD9s, numbered 1721-1724.

C&NW's final group of original GP9s were delivered in January through July 1959, in two orders: one order for 16 units, numbered 1757-1772; and a final single unit order, numbered 1773. This final single unit was built with wrecked C&NW F7A 4093C as a direct trade-in unit, and brought the C&NW GP9 fleet up to 59 units. Additional GP-type units needed by C&NW came in 1960, and were built as GP18s 1774-1779.

With the delivery of the last GP9 in 1959, the GP7 fleet stood at 113 units and the GP9 fleet stood at 59 units. Later GP acquisitions came in the form of units owned by three railroads that C&NW merged with. These railroads include the 1,391 mile Minneapolis and St. Louis in 1960, the Chicago, St. Paul, Minneapolis and Omaha in 1972 (controlled by C&NW since 1882), and finally, the 1,411 mile Chicago Great Western in 1968.

The M&StL owned 23 GP9s. M&StL 600-608 were actually 1,500 horsepower GP9Ms, built with components from trade-in FTs and F2s in 1956 and 1957. M&StL 700-713 were regular production GP9s, built in September and October 1958. Both groups kept their M&StL number series when added to the C&NW roster.

The CStPM&O, known by its friends as "The Omaha", owned 11 GP7s at the time of its merger with C&NW, with CStPM&O road numbers 151-161. Numbers 151-156 were built in July and August 1951, and numbers 157-161 were built in September and October 1952. These units also kept their original road numbers when they were added to the C&NW fleet.

The last road to merge with C&NW, the Chicago Great Western, had purchased just two GP7s, CGW 120 and 121, in September 1951. Number 120 was involved in a wreck in 1955 and was rebuilt in January 1956 by EMD into a GP9M, using major components from the trade-in, wrecked GP7, retaining the GP7's 1,500 horsepower. When the two roads merged in 1968, the two units, the single GP9M and the single GP7, were added to the C&NW roster in their original CGW road numbers, 120 and 121.

In 1971 C&NW began a program to extend the service life of many of its GP7s and GP9s by putting the units through an upgrade program at the Oelwein, Iowa., shops. The actual program will be covered later in this article, but by the time the program ended in 1981, the railroad had rebuilt 129 of its 208-unit fleet of GP7s and GP9s. Seventy-four units in the 125-unit fleet of C&NW GP7s were rebuilt to 72 GP7Rs and two Caterpillar-powered HE15s. Of the 51 GP7s not rebuilt, 30 were scrapped by C&NW at Oelwein during 1982 and 17 were traded to EMD in 1985 and 1986 for new SD50s and SD60s. Two wrecked GP7s (1629, 1654) were traded to EMD in 1965 on GP35s. A third wrecked GP7 (1647) was scrapped by C&NW. A single, ex-CStPM&O GP7, number 160, was sold to Precision National, who resold the unit to Amtrak as their 769.

Fifty-five GP9s were rebuilt to GP9Rs between 1971 and 1981, leaving 28 units of the 83-unit GP9 fleet that didn't make a trip through the Oelwein rebuild program. Twenty-one GP9s were traded to EMD for SD50s and SD60s in 1985 and 1986, and three were scrapped by C&NW at Oelwein during 1982. Two GP9s (1717, 1728) were traded to EMD in 1964 on GP35s. C&NW 1712 was wrecked in 1970 and scrapped in 1975, and C&NW 1747 was sold for scrap to Alter Trading in 1983.

The scrapping of 30 GP7s and three GP9s by C&NW at Oelwein during 1982 took place because these un-rebuilt units were found to be excess to C&NW's needs with the arrival of the 119 ex-CRI&P units purchased from Precision National in 1981.

In 1976 C&NW found itself power short and began purchasing second-hand GP7 and GP9 units from locomotive dealer Precision National Corporation of Mount Vernon, Illinois. C&NW 4340-4358 (19 units) were former Quebec North Shore and Labrador GP7s that Precision had purchased and ran in lease service first in Canada and later in the U. S. C&NW 4359-4378 (20 units) were ex-St. Louis San Francisco GP7s also owned by Precision and used in their national lease fleet. C&NW 4514-4528 (15 units) were ex-QNS&L GP9s from the same lease pool as the QNS&L GP7s. In April and May 1980 35 more GP9s were purchased from Precision. These were given road numbers 4431-4465, and were of Conrail, St. Louis-San Francisco, and a myriad of other original owners from which Precision had built up its national lease fleet. Still more units came to C&NW from Precision National in February 1981, entering service throughout 1981 and early 182 as C&NW 4100-4209 and 4550-4559. These were in the form of 109 ex-CRI&P GP7Rs and 10 GP9Rs that were rebuilt for Rock Island by Precision (actually by Morrison Knudsen, for Precision) in a buy-lease back arrangement that failed with the shut down of CRI&P in March 1980. (Although the number 4171 was assigned to ex-CRI&P 4517, that unit had been wrecked while still on Rock Island and was not delivered to C&NW.) C&NW sent at least 61 of its older switchers and road units, from all builders, to Precision as trade-in for these 120 units.

GP7 and GP9 Rebuild Program

By the late 1960s, C&NW's motive power fleet had grown to include a large variety of EMD, ALCo, Baldwin, and Fairbanks-Morse locomotives. Many of these non-EMD units were requiring large and regular amounts of maintenance dollars. In earlier attempts to standardize its maintenance, C&NW began re-engining portions of the locomotive fleet with newer EMD engines, and to a much lesser degree, newer ALCO engines. Of the 79 C&NW locomotives built by Baldwin, the railroad had EMD rebuild, between 1956 and 1960, or rebuilt itself in 1964 and 1965, 54 Baldwin units with EMD engines. (In addition to its own Baldwins, C&NW bought 13 ex-MKT EMD-repowered Baldwin AS616s in January 1973, after first leasing the same units in September 1972.) C&NW joined many other of the nation's railroads in seeing that the units with which they had dieselized, namely the F-units and the GP-type units, were approaching the end of economical operation and maintenance. Other roads started their own rebuilding programs. Santa Fe began rebuilding their F-units to their unique CF7s at their Cleburne, Tex. shops, and Illinois Central which started its own rebuild program at its Paducah, Kentucky, shops. Southern Pacific began rebuilding its SD9 and GP9 fleets in its GRIP program at Sacramento. All these rebuilding efforts by the railroads had the goal of getting another 15 years out of their large fleet of first generation EMD locomotives, without having to buy new units.

C&NW chose to begin a rebuilding program in 1971 at the former Chicago Great Western shops at Oelwein, Iowa. C&NW's rebuild program, like many other roads' programs, included rebuilding the Diesel engine, re-wiring and re-cabling, rebuild the main generator and the traction motors, and upgrade of the air brake equipment.

Regardless of each unit's ancestry, C&NW considered a rebuilt 1,500 horsepower unit, with an EMD 567BC engine, to be a "GP7R", and a rebuilt 1,750 horsepower unit, with an EMD 567C engine, as a "GP9R". Another distinction was that the GP7Rs had 6-inch radiators and GP9Rs had 8-inch radiators.

The first C&NW unit to enter the Oelwein program, GP9 1720, emerged as rebuilt GP9R 4301 in November 1971. The first examples of GP9Rs for C&NW continued through October 1972, producing eight more GP9Rs from ex-M&StL GP9Ms.

The 1,500 horsepower GP7R program began in May 1972 when GP7 1627 became GP7R 4310. The first group of GP7Rs was completed when Oelwein turned out the 4318, rebuilt from 1531, in January 1973.

Following is a chronological list of the GP7Rs and GP9Rs as they were completed, along with the series of road numbers:

Date Model Road Number
November 1971 to October 1972 GP9R 4301-4309
May 1972 to January 1973 GP7R 4310-4319
June 1972 to October 1973 GP9R 4320-4326
September 1972 to August 1978 GP9R 4501-4513
October to December 1973 GP7R 4327-4332
December 1973 GP9R 4333
December 1974 GP7R 4334-4338
April to September 1977 GP9R 4379-4399
August to October 1977 GP9R 4496-4499
July 1978 to November 1980 GP9R 4529-4549
September 1980 to August 1981 GP7R 4279-4299
July and August 1981 GP9R 4560-4562

As can be seen, the program was not continuous; units were rebuilt as funding and budgeting constraints allowed. Nor was there any apparent pattern to whether GP7Rs were completed, or GP9Rs were completed.

The C&NW Oelwein rebuild program continued through 1981. The last GP7R completed was number 4283, outshopped on August 10, 1981. The last GP9R was 4561, completed on August 25, 1981. C&NW rebuilt 129 of its own units (74 GP7s and 55 GP9s) at Oelwein, including lowering, "chopping", the short hood on some of the units. C&NW's own GP7s were rebuilt to GP7Rs and their GP9s were rebuilt to GP9Rs. The 25 ex-UP GP9s purchased second-hand from Precision came without engines and generators, and became GP9Rs. Seventy-four GP7Rs and 55 GP9Rs came from C&NW's own 125-unit fleet of 100, 1500, and 1600-class GP7s, along with its own 83-unit fleet of 100, 600, 700 and 1700-class GP9s. The 129-unit C&NW Oelwein rebuilding effort generally consisted of a rebuilt main engine, main generator, air compressor, new standardized control stand, electro-pneumatic sanders, 26R brake equipment, snowplow pilot, and lowered short hood. Also included were rebuilt electrical cabinets, rebuilt trucks (with new wheels and rebuilt traction motors), and new electrical wiring and cabling. Upon completion, the units were operated in local service in the Oelwein area, then moved to Chicago for painting and assignment system wide. Some roster information previously published reflects an out-shop date for when the units exited Oelwein. C&NW ownership data, which is the "official" data furnished to the U. S. Department of Transportation for air brake and safety purposes, reflects the air equipment "blue card" date, or the actual date the unit entered service after leaving the Chicago paint shop. In many cases, the out-shop date and the in-service date are different, varying as little as a few days or as much as two weeks.

Many may confuse a chopped short hood to be the main indicator of a unit having gone through the Oelwein rebuild effort. In fact only 117 of the 129 rebuilds are known to have the low short hood, and 18 of the rebuilds were already equipped with low hoods when they entered the rebuilding program, making 99 units known to have received a low hood as part of their rebuild. In an apparently separate program, 16 of the un-rebuilt units, purchased second-hand from Precision National, also received low hoods. This quantity is based on both research and limited visual inspection; some additional units may be equipped with low hoods. As a side note, because of their chopped short hoods, many railfans assume that the C&NW's seven SD7s and 14 SD9s were rebuilt at the same time. In reality, only the seven SD7s were rebuilt to 1,750 horsepower to match the SD9s. The 14 SD9s were only "reconditioned", had their short hoods lowered, and were simply renumbered from their original number series to the new 6600 series.

During the GP7 and GP9 rebuilding program, 133 GP7s and GP9s (117 rebuilds and 16 un-rebuilt units) emerged from Oelwein with lowered, "chopped", short hoods. Included in the group of 117 rebuilds were: C&NW 4252, 4253, 4279, 4281, 4283, 4284, 4285, 4288, 4289, 4295, 4298, 4299, 4301-4338, 4466-4495, 4501-4513, 4529-4549, and 4560-4562. Included in the group of 16 un-rebuilt units were: C&NW 4365, 4376, 4434-4437, 4439-4442, 4445, 4447, 4453, 4459, 4460, and 4465.

To confuse matters even more, included in the above listed 133 GP7s and GP9s are 28 units (18 rebuilt, 10 not rebuilt) which had their short hoods lowered sometime prior to the 1971 Oelwein rebuild program, with the work being completed by C&NW, possibly at C&NW's former-M&StL Marshalltown, Iowa., shop during the early and mid 1960s. Those units include: C&NW 600 (later 4502), 601 (later 4302), 607 (later 4308), 700 (later 4509), 702 (later 4513), 705 (later 4511), 707 (later 4539), 711, 712, 713 (later 4506), 1565 (later 4490), 1566 (later 4288), 1567, 1569 (later 4279), 1587, 1603, 1719 (later 4326), 1725 (later 4538), 1729 (later 4532), 1730 (later 4542), 1731 (later 4533), 1734, 1735 (later 4501), 1736, 1738 (later 4540), 1750, 1771, and 1772.

The retirements of the 4100-4562 class GP7s and GP9s began in 1985 when 13 Geeps were sent to EMD along with 57 other units as trade in for C&NW's new SD50s. In 1986 11 units, along with 92 other C&NW locomotives, went as trade in to EMD on new SD60s. The Fox River Valley Railroad took over 214 miles of C&NW trackage in central Wisconsin in 1988, and the sale included 22 GP7Rs and GP9Rs. Twenty-two units went as trade in to GE in 1989 for new Dash 8 units, which C&NW calls C40-8As. The Livingston Rebuild Center in Livingston, Montana, purchased 19 units in 1989, many of which remain stored on LRC property adjacent to Montana Rail Link's yard in Livingston. Other units sold to LRC in 1989 have been sold to Montana Rail Link. Also in 1989, 16 units were sold to RELCO Locomotives, Incorporated. These units have been renumbered into RELCO's fleet of industrial switching locomotives, and are being used nation wide. In 1991, VMV Enterprises of Paducah, Kentucky, purchased 19 units. Some of these units have been reconditioned and sold to such customers as the U. S. Army, Toledo Peoria and Western, and Washington Central, to name a few. Retirements from 1992 through 1995 have seen C&NW units spread nation wide. C&NW records show 30 units being sold to Kramer Diesel Supply in Hudson, Wis. Many of these units have been re-sold to shortline and industrial users, including Columbus and Greenville Railway in Mississippi, and Econo Rail in Texas. At least 66 units have been sold to OmniTRAX, Incorporated, or its predecessor company, Great Western Leasing. These units are beginning to show up in service on a variety of shortlines and industrial locations, including the 11 OmniTRAX-controlled shortlines.

As of April 24, 1995, the date of merger between Chicago & North Western and Union Pacific, there were still 97 GP7s and 9 GP9s on the C&NW roster. According to the most recent renumbering plan, the C&NW GP7s will be renumbered into the UP 400-496 series, and the C&NW GP9s will be renumbered into the UP 497-505 series. However, due to their age, plus the fact that they would be some of the oldest units on UP's roster, these units won't last long with Union Pacific. With their pending retirement, these remaining Geeps will continue to show up on the used locomotive market, closing out this chapter of first generation diesels on America's railroads that began with the first GP7 built.

C&NW GP7s and GP9s, as-built (125 GP7s, 83 GP9s)

Road
Number
Qty Model Build
Date
Notes
120 1 GP7 (GP9M) 9/51 (1/56) ex CGW (built as GP7 120 in 9/51, rb to GP9M 1/56)
121 1 GP7 9/51 ex-CGW
151-156 6 GP7 7-8/51 ex-CStPM&O
157-161 5 GP7 6,8/52 ex-CStPM&O
600-608 9 GP9M 11/56-10/57 ex-M&StL
700-713 14 GP9 9-10/58 ex-M&StL
1518-1520 3 GP7 10/49-1/50 ex EMD demos, to C&NW 8-9/50
1521-1550 30 GP7 3-4/51  
1556-1559 4 GP7 8-9/52  
1562-1599,
1600-1603
41 GP7 6-9/52 C&NW 1600 number not used
1625-1659 35 GP7 4-5/53  
1711-1716 5 GP9 6/54  
1717-1720 5 GP9 9/55  
1725-1756 32 GP9 3/57-2/58  
1757-1773 17 GP9 1/59-7/59  

Rebuilt units and second-hand units (359 units: 182 GP7Rs, 39 GP7s, 88 GP9Rs, 50 GP9s)

Road
Number
Qty Model Notes
4100-4209 109 GP7R ex-CRI&P, not rebuilt by C&NW, purchased second-hand from Precision, 1981) (4171 not delivered)
4279-4299 21 GP7R  
4301-4309 9 GP9R  
4310-4319 10 GP7R  
4320-4326 7 GP9R  
4327-4332 6 GP7R  
4333 1 GP9R  
4334-4338 5 GP7R  
4340-4378 39 GP7 not rebuilt, purchased second-hand from Precision, 1976
4379-4399 21 GP9R  
4431-4465 35 GP7 not rebuilt, purchased second-hand from Precision, 1980
4466-4495 30 GP7R  
4496-4499 4 GP9R  
4501-4513 13 GP9R  
4514-4528 15 GP9 not rebuilt, purchased second-hand from Precision, 1976
4529-4549 20 GP9R  
4550-4559 10 GP9R ex-CRI&P, not rebuilt by C&NW, purchased second-hand from Precision, 1981
4560-4562 3 GP9R  

C&NW GP7/GP9 Dispositions

Road
Number
Year
Retired
Disposition
4100   (still on roster, April 1995)
4101   (still on roster, April 1995)
4102   (still on roster, April 1995)
4103   (still on roster, April 1995)
4104   (still on roster, April 1995)
4105   (still on roster, April 1995)
4106   (still on roster, April 1995)
4107   (still on roster, April 1995)
4108   (still on roster, April 1995)
4109   (still on roster, April 1995)
4110   (still on roster, April 1995)
4111 1991 Wrecked, stored by C&NW at Oelwein until at least November 1995 (information from Larry Gholson via email, March 26, 2008)
4112 1991 Wrecked, scrapped
4113   (still on roster, April 1995)
4114   (still on roster, April 1995)
4115 1993 Scrapped by St. Louis Auto Shredding, 1994
4116   (still on roster, April 1995)
4117   (still on roster, April 1995)
4118   (still on roster, April 1995)
4119 1988 Sold to Fox River Valley Railroad, 1989
4120   (still on roster, April 1995)
4121   (still on roster, April 1995)
4122   (still on roster, April 1995)
4123   (still on roster, April 1995)
4124   (still on roster, April 1995)
4125   (still on roster, April 1995)
4126   (still on roster, April 1995)
4127   (still on roster, April 1995)
4128   (still on roster, April 1995)
4129 1994 Scrapped by St. Louis Auto Shredding, 1994
4130   (still on roster, April 1995)
4131   (still on roster, April 1995)
4132   (still on roster, April 1995)
4133 1988 Sold to Fox River Valley Railroad, 1989
4134   (still on roster, April 1995)
4135   (still on roster, April 1995)
4136   (still on roster, April 1995)
4137   (still on roster, April 1995)
4138   (still on roster, April 1995)
4139 1991  
4140   (still on roster, April 1995)
4141   (still on roster, April 1995)
4142   (still on roster, April 1995)
4143   (still on roster, April 1995)
4144   (still on roster, April 1995)
4145   (still on roster, April 1995)
4146 1988 Sold to Fox River Valley Railroad, 1989
4147 1994 Scrapped by St. Louis Auto Shredding, 1994
4148   (still on roster, April 1995)
4149   (still on roster, April 1995)
4150   (still on roster, April 1995)
4151 1988 Sold to Fox River Valley Railroad, 1989
4152   (still on roster, April 1995)
4153   (still on roster, April 1995)
4154   (still on roster, April 1995)
4155   (still on roster, April 1995)
4156   (still on roster, April 1995)
4157   (still on roster, April 1995)
4158 1991  
4159 1988 Sold to Fox River Valley Railroad, 1989
4160   (still on roster, April 1995)
4161   (still on roster, April 1995)
4162   (still on roster, April 1995)
4163   (still on roster, April 1995)
4164   (still on roster, April 1995)
4165   (still on roster, April 1995)
4166 1991  
4167 1992 Scrapped by St. Louis Auto Shredding, 1994
4168   (still on roster, April 1995)
4169   (still on roster, April 1995)
4170   (still on roster, April 1995)
4171 (number not used)
4172 1992 Scrapped by St. Louis Auto Shredding, 1994
4173 1994 Stored out of service at Oelwein until at least November 1995 (information from Larry Gholson via email, March 26, 2008)
4174   (still on roster, April 1995)
4175   (still on roster, April 1995)
4176   (still on roster, April 1995)
4177 1991  
4178   (still on roster, April 1995)
4179   (still on roster, April 1995)
4180   (still on roster, April 1995)
4181   (still on roster, April 1995)
4182   (still on roster, April 1995)
4183   (still on roster, April 1995)
4184   (still on roster, April 1995)
4185 1992 Scrapped by St. Louis Auto Shredding, 1994
4186   (still on roster, April 1995)
4187   (still on roster, April 1995)
4188 1994 Stored out of service at Oelwein until at least November 1995 (information from Larry Gholson via email, March 26, 2008)
4189 1992 Sold to RELCO
4190   (still on roster, April 1995)
4191   (still on roster, April 1995)
4192   (still on roster, April 1995)
4193   (still on roster, April 1995)
4194   (still on roster, April 1995)
4195   (still on roster, April 1995)
4196 1992 Scrapped for C&NW by T. H. Cropping
4197   (still on roster, April 1995)
4198   (still on roster, April 1995)
4199   (still on roster, April 1995)
4200   (still on roster, April 1995)
4201   (still on roster, April 1995)
4202   (still on roster, April 1995)
4203   (still on roster, April 1995)
4204 1992 Scrapped by St. Louis Auto Shredding, 1994
4205   (still on roster, April 1995)
4206   (still on roster, April 1995)
4207   (still on roster, April 1995)
4208   (still on roster, April 1995)
4209   (still on roster, April 1995)
     
4279 1994 Sold to OmniTRAX (GWRX), to Cen-Tex Rail Link (CTEX)
4280 1994 Sold to OmniTRAX (GWRX), to Cen-Tex Rail Link (CTEX)
4281 1994 Sold to OmniTRAX (GWRX), to South Orient 101, Nov 1994
4282 1994 Sold to OmniTRAX (GWRX)
4283 1994 Sold to OmniTRAX (GWRX), 10/94
4284 1993 Sold to OmniTRAX (GWRX), 6/93, to Panhandle Northern Railroad, Borger, Texas.
4285 1993 Sold to OmniTRAX (GWRX), 6/93, to Central Kansas Railway
4286 1993 Sold to OmniTRAX (GWRX), leased to Southwestern Electric Power, Alliance, Nebraska.
4287 1993 Sold to OmniTRAX (GWRX), 10/93, leased to Harbor Belt Line 101, Los Angeles, Cal.
4288 1993 Sold to OmniTRAX (GWRX), 10/93, leased to Panhandle Northern Railroad, Borger, Texas.
4289 1993 Sold to OmniTRAX (GWRX)
4290 1993 Sold to OmniTRAX (GWRX)
4291 1993 Sold to OmniTRAX (GWRX), to Southwestern Railroad, Hurley, N.M.
4292 1993 Sold to OmniTRAX (GWRX), to Southwest Railroad, Perrington, Texas, 4/93
4293 1993 Sold to OmniTRAX (GWRX), to South Orient 102
4294 1993 Sold to OmniTRAX (GWRX), to Central Kansas, 6/93
4295 1993 Sold to OmniTRAX (GWRX)
4296 1993 Sold to OmniTRAX (GWRX), 10/93, to Harbor Belt Line 102, Los Angeles, Cal., 1/94
4297 1993 Sold to OmniTRAX (GWRX)
4298 1993 Sold to OmniTRAX (GWRX), to Central Kansas, 6/93
4299 1993 Sold to OmniTRAX (GWRX), to Fort Worth and Western (FWWR) "Tarantula" 4299, 3/94
4300 (number not used)
4301 1985 Traded to EMD, 1985, scrapped by St. Louis Auto Shredding
4302 1985 Traded to EMD, 1985, scrapped by St. Louis Auto Shredding
4303 1990 Sold to Texas and North Orient, to Gulf Colorado and San Saba (GCSS)
4304 1988 Sold to Fox River Valley Railroad, 1989
4305 1989 Traded to GE, 1989, scrapped by Pielet
4306 1986 Traded to EMD, 1986, scrapped by St. Louis Auto Shredding
4307   (still on roster, April 1995)
4308 1990 Sold to Texas and North Orient, to Gulf Colorado and San Saba (GCSS)
4309 1989 Sold to LRC, 1989, to MRL 4309, L/94
4310 1988 Sold to Fox River Valley Railroad, 1989
4311 1986 Restored to original C&NW GP7 1518 appearance, donated to Illinois Railway Museum, Union, Illinois, 1986
4312 1989 Traded to GE, 1989, scrapped by Pielet
4313 1986 Traded to EMD, 1986, scrapped by St. Louis Auto Shredding
4314   (still on roster, April 1995)
4315 1985 Traded to EMD, 1985, scrapped by St. Louis Auto Shredding
4316 1985 Traded to EMD, 1985, scrapped by St. Louis Auto Shredding
4317 1985 Traded to EMD, 1985, scrapped by St. Louis Auto Shredding
4318 1985 Traded to EMD, 1985, scrapped by St. Louis Auto Shredding
4319 1985 Traded to EMD, 1985, scrapped by St. Louis Auto Shredding
4320 1989 Sold to LRC
4321 1989  
4322   (still on roster, April 1995)
4323 1994 Scrapped for C&NW by T. H. Cropping
4324   (still on roster, April 1995)
4325 1985 Traded to EMD, 1985, scrapped by St. Louis Auto Shredding
4326 1988 Sold to Fox River Valley Railroad, 1989
4327 1988 Sold to Fox River Valley Railroad, 1989
4328   (still on roster, April 1995, used in UP Operation Lifesaver film, 6/95, wrecked)
4329 1988 Sold to Fox River Valley Railroad, 1989
4330 1988 Sold to Fox River Valley Railroad, 1989
4331   (still on roster, April 1995)
4332 1988 Sold to Fox River Valley Railroad, 1989
4333   (still on roster, April 1995)
4334 1985 Traded to EMD, 1985, scrapped by St. Louis Auto Shredding
4335 1985 Traded to EMD, 1985, scrapped by St. Louis Auto Shredding
4336 1985 Traded to EMD, 1985, scrapped by St. Louis Auto Shredding
4337 1989 Sold to LRC, 1989, to MRL 115, 1993
4338 1985 Traded to EMD, 1985, scrapped by St. Louis Auto Shredding
4339 (number not used)
4340 1989 Traded to GE, 1989, scrapped by Pielet
4341 1994 Scrapped by St. Louis Auto Shredding
4342 1986 Traded to EMD, 1986, scrapped by St. Louis Auto Shredding
4343 1989 Traded to GE, 1989, scrapped by Pielet
4344   (still on roster, April 1995; used in UP Operation Lifesaver film, 6/95, wrecked)
4345 1989 Sold to LRC 1989
4346 1989 Sold to LRC 1989
4347 1989 Sold to LRC 1989
4348 1990  
4349 1989 Traded to GE, 1989, scrapped by Pielet
4350 1986 Traded to EMD, 1986, scrapped by St. Louis Auto Shredding
4351 1989 Traded to GE, 1989, to Kyle Railways 1550, to Eastern Alabama Railway 1550
4352 1986 Traded to EMD, 1986, scrapped by St. Louis Auto Shredding
4353 1989 Traded to GE, 1989, scrapped by Pielet
4354 1989 Traded to GE, 1989, scrapped by Pielet
4355 1989 Sold to LRC, 1989, to MRL 4355, L/94
4356 1992 Scrapped by C&NW
4357 1992 Scrapped by C&NW
4358 1989 Traded to GE, 1989, to Kyle Railways 1551, to Eastern Alabama Railway 1551
4359 1986 Traded to EMD, 1986, scrapped by St. Louis Auto Shredding
4360 1994 Scrapped by St. Louis Auto Shredding
4361 1989 Traded to GE, 1989, scrapped by Pielet
4362 1989 Sold to LRC, 1989
4363 1986 Traded to EMD, 1986, scrapped by St. Louis Auto Shredding
4364 1991 Sold to OmniTRAX (GWRX), 1991, to Wichita Tillman and Jackson 4364
4365 1989 Traded to GE, 1989, scrapped by Pielet
4366 1989 Traded to GE, 1989, scrapped by Pielet
4367 1991 Sold to OmniTRAX (GWRX), 1991, to Witchita Tillman and Jackson 4367
4368 1989 Traded to GE, 1989, scrapped by Pielet
4369 1986 Traded to EMD, 1986, scrapped by St. Louis Auto Shredding
4370 1991 Sold to OmniTRAX (GWRX), 1991, to Witchita Tillman and Jackson 4370
4371 1991  
4372 1989 Traded to GE, 1989, scrapped by Pielet
4373 1989 Traded to GE, 1989, scrapped by Pielet
4374 1989 Traded to GE, 1989, scrapped by Pielet
4375 1989 Traded to GE, 1989, scrapped by Pielet
4376 1989 Sold to LRC, 1989, to MRL 129
4377 1989 Traded to GE, 1989, scrapped by Pielet
4378 1989 Traded to GE, 1989, scrapped by Pielet
4379 1989 Sold to OmniTRAX (GWRX), 2/91
4380 1989 Sold to RELCO, to Great Smoky Mountain Railroad (GSMR) 711
4381 1989 Sold to OmniTRAX (GWRX), 2/91 to Santa Fe Southern, Lamy, N.M., 3/95
4382 1989 Sold to RELCO, to Great Smoky Mountain Railroad (GSMR) 777
4383 1989 Sold to RELCO RE 1613
4384 1989 Sold to RELCO RE 1611
4385 1989 Sold to RELCO RE 1610, leased to Acadiana
4386 1989 Sold to RELCO
4387 1989 Sold to RELCO RE 1612, lettered for WPSI Hall Buck Marine, Richmond, Cal.
4388 1989 Sold to OmniTRAX (GWRX)
4389 1989 Sold to OmniTRAX (GWRX), 2/91, to OmniTRAX Switching Service 4389, used on Northern Ohio and Western (NOWX)
4390 1989 Sold to RELCO RE 1614
4391 1989 Sold to RELCO RE 1615, scrapped by RELCO, 8/93
4392 1989 Sold to OmniTRAX (GWRX), 2/91
4393 1989 Sold to OmniTRAX (GWRX), 2/91, to Santa Fe Southern, Lamy, N.M., 3/95
4394 1989 Sold to RELCO RE 1616
4395 1989 Sold to RELCO RE 1609, lettered for RailServe
4396 1989 Sold to RELCO
4397 1989 Sold to RELCO RE 1617
4398 1989 Sold to OmniTRAX (GWRX), 2/91, stripped for parts, 7/95
4399 1989 Sold to RELCO RE 1619, 1992, scrapped by RELCO, 10/93
     
4431 1994 Sold to OmniTRAX (GWRX), 10/94
4432 1994 Sold to OmniTRAX (GWRX), 10/94
4433 1994 Sold to OmniTRAX (GWRX), to Cen-Tex Rail Link
4434 1994 Sold to OmniTRAX (GWRX), to Cen-Tex Rail Link
4435 1994 Sold to OmniTRAX (GWRX), to Cen-Tex Rail Link
4436 1994 Sold to OmniTRAX (GWRX), 10/94
4437 1991 Wrecked, scrapped by C&NW
4438 1994 Sold to OmniTRAX (GWRX), to Tradewater Railway, Sturgis, Kentucky, late July 1994
4439 1994 Sold o OmniTRAX (GWRX), to South Orient 103
4440 1994 Sold to OmniTRAX (GWRX), to Tradewater Railway, Sturgis, Kentucky, late July 1994
4441 1994 Sold to OmniTRAX (GWRX), to Tradewater Railway, Sturgis, Kentucky, late July 1994
4442 1994 Sold to OmniTRAX (GWRX), to South Orient 104
4443 1991 Sold to OmniTRAX (GWRX), 1991, to Witchita, Tillman and Jackson 4443
4444 1986 Traded to EMD, 1986, scrapped by St. Louis Auto Shredding
4445 1994 Sold to OmniTRAX (GWRX), 10/94
4446 1986 Traded to EMD, 1986, scrapped by St. Louis Auto Shredding
4447 1994 Sold to OmniTRAX (GWRX), to Cen-Tex Rail Link (CTEX)
4448 1989 Sold to LRC, 1989
4449 1985 Traded to EMD, 1985, scrapped by St. Louis Auto Shredding
4450 1989 Traded to GE, 1989, scrapped by Pielet
4451 1991 Sold to OmniTRAX (GWRX), 1991, to Witchita, Tillman and Jackson 4451
4452 1990 Scrapped by C&NW in 1992
4453 1994 Sold to OmniTRAX (GWRX), 10/94
4454 1991 Sold to OmniTRAX (GWRX), 1991, to Witchita, Tillman and Jackson 4454
4455 1994 Sold to OmniTRAX (GWRX), to South Orient 105
4456 1986 Traded to EMD, 1986, scrapped by St. Louis Auto Shredding
4457   (still on roster, April 1995)
4458 1989 Traded to GE, 1989, scrapped by Pielet
4459 1994 Sold to OmniTRAX (GWRX), to Cen-Tex Rail Link (CTEX)
4460 1994 Sold to OmniTRAX (GWRX), 10/94, to SP Construction Service
4461 1994 Scrapped by St. Louis Auto Shredding, 7/94
4462 1989 Traded to GE, 1989, scrapped by Pielet
4463 1994 Sold to OmniTRAX (GWRX), to Cen-Tex Rail Link (CTEX)
4464 1994 Sold to OmniTRAX (GWRX), to South Orient 106
4465 1994 Sold to OmniTRAX (GWRX), 10/94
4466 1992 Sold to Kramer Diesel Supply, Hudson, Wis.
4467 1992 Sold to Kramer Diesel Supply, Hudson, Wis., to Columbus and Greenville (CAGY), 7/93, to CAGY 1003, 8/94
4468 1992 Sold to Kramer Diesel Supply, Hudson, Wis., to Columbus and Greenville (CAGY), to Chattanooga and Chickamauga Railway (CCKY) 102
4469 1992 Sold to Kramer Diesel Supply, Hudson, Wis., to Columbus and Greenville (CAGY), 7/93
4470 1992 Sold to Kramer Diesel Supply, Hudson, Wis., to Econo Rail (Texas), 12/93
4471 1992 Sold to Kramer Diesel Supply, Hudson, Wis., to Econo Rail (Texas), 12/93
4472 1992 Sold to Kramer Diesel Supply, Hudson, Wis.
4473 1992 Sold to Kramer Diesel Supply, Hudson, Wis., to Econo Rail (Texas)
4474 1992 Sold to Kramer Diesel Supply, Hudson, Wis.
4475 1992 Sold to Kramer Diesel Supply, Hudson, Wis., to Econo Rail (Texas), 12/93
4476 1993 Sold to Kramer Diesel Supply, Hudson, Wis., to Econo Rail, leased to Exxon, Baton Rouge, La.
4477 1993 Sold to Kramer Diesel Supply, Hudson, Wis., to Columbus and Greenville (CAGY), 7/93
4478 1993 Sold to Kramer Diesel Supply, Hudson, Wis.
4479 1993 Sold to Kramer Diesel Supply, Hudson, Wis.
4480 1993 Sold to Kramer Diesel Supply, Hudson, Wis., to Columbus and Greenville (CAGY), 7/93, to CAGY 1002, 7/94
4481 1993 Sold to Kramer Diesel Supply, Hudson, Wis.
4482 1993 Sold to Kramer Diesel Supply, Hudson, Wis., to OmniTRAX (GWRX), to Panhandle Northern Railroad, Borger, Texas, 4/94
4483 1993 Sold to Kramer Diesel Supply, Hudson, Wis.
4484 1993 Sold to Kramer Diesel Supply, Hudson, Wis., to OmniTRAX (GWRX), to Panhandle Northern Railroad, Borger, Texas, 4/94
4485 1993 Sold to Kramer Diesel Supply, Hudson, Wis., to Green Hills Development, Brunswick, Missouri, 12/93
4486 1993 Sold to Kramer Diesel Supply, Hudson, Wis.
4487 1991 Sold to VMV, 1991, to NRE, 8/94
4488 1991 Sold to VMV, 1991, to NRE, 8/94, to Toledo Peoria and Western 1601
4489 1991 Sold to VMV, 1991, to NRE, 8/94
4490 1991 Sold to VMV, 1991, to NRE, 8/94
4491 1991 Sold to VMV, 1991, to Washington Central Railroad 4491, 1991
4492 1991 Sold to VMV, 1991, to Washington Central Railroad 4492, 1991
4493 1991 Sold to VMV, 1991, to NRE, 8/94
4494 1991 Sold to VMV, 1991, to NRE, 8/94, to Toledo Peoria and Western 1602
4495 1991 Sold to VMV, 1991, to NRE, 8/94
4496 1989 Sold to OmniTRAX (GWRX), 2/91 stripped for parts, 7/95
4497 1989 Sold to OmniTRAX (GWRX), 2/91
4498 1989 Sold to OmniTRAX (GWRX), 2/91 to OmniTRAX Switching Service 4498, used at Hoescht-Celanese Pampa, Kingsmill, Texas.
4499 1989 Sold to OmniTRAX (GWRX), 2/91, to Iowa Northern
4500 (number not used)
4501 1988 Sold to Fox Valley Railroad, 1989
4502 1988 Sold to Fox Valley Railroad, 1989
4503 1988 Sold to Fox Valley Railroad, 1989, to FRV 1702
4504 1988 Sold to Fox Valley Railroad, 1989
4505 1988 Sold to Fox Valley Railroad, 1989
4506 1988 Sold to Fox Valley Railroad, 1989
4507 1989 Sold to LRC, 1989, to MRL 116, 1991
4508 1988 Sold to Fox Valley Railroad, 1989
4509 1988 Sold to Fox Valley Railroad, 1989, to FRV 1701
4510 1988 Sold to Fox Valley Railroad, 1989
4511 1986 Traded to EMD, 1986, scrapped by St. Louis Auto Shredding
4512 1991 Sold to VMV, 1992
4513 1991 Sold to VMV, 1992
4514 1988 Sold to Fox River Valley Railroad, 1989
4515 1989 Traded to GE, 1989, scrapped by Pielet
4516 1989 Sold to LRC, 1989
4517 1989 Sold to LRC, 1989, to MRL 4517, to MRL 132, E/95
4518 1986 Traded to EMD, 1986, scrapped by St. Louis Auto Shredding
4519 1989 Sold to LRC, 1989
4520 1989 Sold to LRC, 1989
4521 1991 Scrapped by C&NW, 1991
4522 1989 Traded to GE, 1989, scrapped by Pielet
4523 1989 Sold to LRC, 1989
4524 1989 Sold to LRC, 1989
4525 1989 Sold to LRC, 1989, to MRL 4525, L/94
4526 1989 Traded to GE, 1989, scrapped by Pielet
4527   (still on roster, April 1995)
4528 1991  
4529 1991 Sold to VMV, 1991, to U. S. Army 4612
4530 1991 Sold to VMV, 1991
4531 1991 Sold to VMV, 1991, to U. S. Army 4611
4532 1991 Sold to VMV, 1991, to Rescar (Texas)
4533 1991 Sold to VMV, 1991
4534 1991 Sold to VMV, 1991
4535 1991 Sold to VMV, 1991
4536 1991 Sold to VMV, 1991; sold to Covington Coal Handling Facility, Covington, Virginia, as their number 1992; still there in March 2009 (update from Glenn Anderson, via email on May May 29, 2009)
4537 1992 Sold to Kramer Diesel Supply, Hudson, Wis., to Great Walton Railroad (Georgia), 1/94
4538 1992 Sold to Kramer Diesel Supply, Hudson, Wis., to Seagraves Whiteface and Lubbock Railroad, Brownfield, Texas.
4539 1992 Sold to Kramer Diesel Supply, Hudson, Wis.
4540 1992 Sold to Kramer Diesel Supply, Hudson, Wis.
4541 1992 Sold to Kramer Diesel Supply, Hudson, Wis., to ADMX, 2/94, then to Eastern Illinois Railroad
4542 1992 Sold to Kramer Diesel Supply, Hudson, Wis.
4543 1992 Sold to Kramer Diesel Supply, Hudson, Wis., to Seagraves Whiteface and Lubbock Railroad, Brownfield, Texas.
4544 1992 Sold to Kramer Diesel Supply, Hudson, Wis., to OmniTRAX (GWRX), 6/93, to Tradewater Railway 4544, 8/94
4545 1992 Sold to Kramer Diesel Supply, Hudson, Wis., to Cedar Rapids and Iowa City 105
4546 1993 Sold to OmniTRAX (GWRX), to Costain Coal (Texas), 7/94
4547 1993 Sold to OmniTRAX (GWRX), 6/93, to Tradewater Railway, 8/94
4548 1993 Sold to OmniTRAX (GWRX), to Tradewater Railway, 8/94
4549 1993 Sold to OmniTRAX (GWRX)
4550   (still on roster, April 1995)
4551   (still on roster, April 1995)
4552   (still on roster, April 1995)
4553   (still on roster, April 1995)
4554   (still on roster, April 1995)
4555 1989 Sold to LRC, 1989, to MRL 4555, to MRL 128, 1993
4556   (still on roster, April 1995)
4557   (still on roster, April 1995)
4558   (still on roster, April 1995)
4559   (still on roster, April 1995)
4560 1994 Sold to OmniTRAX (GWRX), to Cen-Tex Rail Link
4561 1994 Sold to OmniTRAX (GWRX), 10/94, to Cen-Tex Rail Link
4562 1994 Sold to OmniTRAX (GWRX), 10/94, to Southern Railroad of New Jersey 101, 4/95

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