An EMD GP60 is a 4-axle (B-B) road switcher diesel-electric locomotive built by General Motors Electro-Motive Division between 1985 and 1994. The GP60 was EMD's first engine that was classified as a "third-generation" locomotive. Hidden behind the electrical cabinet doors on the rear wall of the cab, the GP60 concealed a trio of microprocessors that monitored and managed a host of engine, cooling system and control functions. The engine's on-board microprocessors replaced hundreds of wiring circuits, dozens of relays and all but one module card, making it an improvement among EMD's engines.
Power was provided by a 16-cylinder 710G3A diesel engine, which could produce 3,800 horsepower (2,800 kW). This locomotive was 59 feet 9 inches long and featured a 3,700-US-gallon (14,000 L) fuel tank. The GP60 series shared the same frame as the GP59. Cabless 'B' units of this locomotive model were also built; they were known as GP60B models, purchased exclusively by the Atchison, Topeka and Santa Fe Railway. Units built with a North American Safety Cab were designated GP60M and all purchased by the Santa Fe. A total of 294 GP60, 23 GP60B and 63 GP60M units were built by EMD. Due to the mainstream focus of railroads on powerful six-axle units, and strict emissions standards, aside from the collaborations with Motive Power Incorporated, the GP60 is the last new EMD "Geep".
Railroads and models
Santa Fe followed its 40 standard-cab GP60s with an order for 63 custom GP60Ms. The GP60M featured North American Safety cabs, and was the only 60 Series B-B locomotive with this feature. The nose has a headlight that is slightly offset to the right to accommodate the front door. The first new units delivered in the road's revived "Super Fleet" Warbonnet Paint Scheme. Santa Fe GP60Ms 100–162 were delivered between May and September 1990.
23 GP60 B units were built, all for Santa Fe. Taking advantage of the cabless configuration, the dynamic brake equipment on the GP60B was moved forward and away from the prime mover. Santa Fe 325–347 were the only GP60Bs. Some of these remain in service with BNSF.
BNSF rebuilt GP60B 347 to a standard GP60 by applying the cab of a Union Pacific SD40-2 to the locomotive in 2010. It was then renumbered to BNSF 170, though it was renumbered again to BNSF 200 in 2014.
Rio Grande's first (and last) 60 series units were GP60s 3154–3156, built to SP specs in May 1990.
Southern Pacific purchased the first, last, and largest fleet of GP60s, ordering 195 units between December 1987 and February 1994. Nearly half of the SP Fleet was lettered for subsidiary Cotton Belt, but an even hundred were directly Southern Pacific.
Two units built for the Texas Mexican Railway were returned to lessor Helm Financial after Kansas City Southern acquired the "Tex Mex". The pair operated for a while in lease service on CSX, then were briefly on the roster of the Vermont Railway System (VRS) as its 381–382 before that carrier deemed them unsuitable for its operations. 381 was even repainted into VRS red and white before being returned to Helm in 2004. These units were then sold to BNSF as No. 168 and No. 169.
|EMD GP60 orders|
|Atchison, Topeka and Santa Fe Railway||40||4000–4039||To BNSF 8700–8730, 8732–8739 (ATSF 4031 wrecked and retired); to BNSF 159–197 in 2014|
|U.S. Department of Energy (SROX)||1||106||Used at the Savannah River Site near Aiken, South Carolina.|
|Denver and Rio Grande Western Railroad||3||3154–3156||Now owned by Union Pacific Railroad and renumbered UP 1900–1902. 1900-1901 later renumbered 1168 and 1081 respectively.|
|EMDX||3||EMD 5–7||GP60 Demonstrators. Now owned by CSX Transportation and numbered CSXT 6897–6899.|
|Norfolk Southern||50||7100–7150||7100 was originally 7117. The unit was involved in a fatal accident in which the conductor was killed, and after being repaired in July 1998, at the request of the victim's family that NS no longer use that number, was renumbered NS 7100. Units 7137, 7138, and 7143 were damaged when NS train 226 rear-ended another NS train. 7137 was destroyed. 7143 was later scrapped, but 7138 was repaired and placed into service.|
|Southern Pacific Railroad||100||9600–9619, 9715–9794||Now with Union Pacific Railroad and renumbered UP 1902–1921, 2015–2097. Now numbered 1000-1171. (some reclassified as GP62)|
|St. Louis Southwestern Railway||95||9620–9714||Now with Union Pacific Railroad and renumbered UP 1984–1987, 1990–1993, 1997–2000, 2003–2014. Now numbered 1004-1170. (some reclassified as GP62)|
|Texas Mexican Railway||2||869–870||Later Helm Financial and renumbered HLCX 7700–7701. Both leased to the Vermont Rail System in February 2002 with 7700 being renumbered Vermont Railway 381 and 7701 being renumbered Green Mountain Railroad 382. Both returned and HLCX and renumbered back to 7700–7701 in September 2004. Sold to BNSF 168 & 169 in August 2011, renumbered 198–199 in 2014.|
|EMD GP60B orders|
|Atchison, Topeka and Santa Fe Railway||23||325–347||Now with BNSF Railway as BNSF 325–346 (347 rebuilt in 2010 with a cab from an SD40-2 and is now BNSF 170 and later “BN” 200, later changed to BNSF 200).|
|EMD GP60M orders|
|Atchison, Topeka and Santa Fe Railway||63||100–162||Now with BNSF Railway as BNSF 100–162 (142, 144, 148, and 152 wrecked and retired); BNSF 159–162 renumbered to 142, 144, 158, and 152 in 2014. All rebuilt to GP60M-3.|
|Wikimedia Commons has media related to EMD GP60 locomotives.|
- Sarberenyi, Robert. EMD GP60, GP60M, GP60B, and GP59 Original Owners