Thanks Karl, that is really interesting. I still cannot imagine what their logic was it doing it though. The marginal cost of adding front-end connections when they have made all the other expenditures for steam had to be awfully small. I will look through old pictures and see if I can narrow down the date when they did fit the front connections. I suspect is was soon after your Diagram Book was published. Gordon
This is interesting. I was looking at the specs and it looks like they would have to refuel quite often compared to the GP38AC and GP38-2 units which had I think a 3200 gal fuel oil compacity. Shoot I think the new wide cabs of today can carry up 5300 gallons. Also noticed it said multiple unit (MU) to GP7 only. When would this have changed so they could MU to F units and later the GP35s and GP38s?
My recollection is that the GP7s had 6BL brakes which did not mean that they could not MU with Fs and Es that had 24RL brakes, only that they could not be the controlling lead unit in a mixed consist. When, if ever, the brake schedule on the GP7s was changed, I don't know. Now someone correct me if I've overstepped my knowledge limits. Gordon
Gordon, I think the 6BL brakes remained on the GP7s their entire service life. I just checked my 11/1978 loco diagrams and the 6BL brake is still on them. Ken
Ken, That makes me curious then, whether they might have continued to have 6BL systems even after a handful of them went to Amtrak as switcher and work train locomotives. I don't know, but it is even possible that some may still be on Amtrak. Anyone know for sure? Terry Jankowski, Do you suppose any locomotive engineer today, outside of a heritage group, would know what to do with a 6BL brake? At least they did not use manual transition. Gordon
Gordon, Good questions. Do not know if Amtrak rebuilt them or not. Probably not, they don't have any money. And, don't know if they are still in service today. They would be 60 years old! For the jobs they use or used the GP7 for including switching, MOW locals, shop duty, etc., the 6BL would likely be fine. I do not see any chance a GP7 would be in Amtrak road service. But, I'm just speculating. I do not know the facts. Ken
I haven't been able to find any recent evidence the former Frisco GP7s that Amtrak had are still in service. The latest photo I've seen is of AMTK 760 in 1997. See the following. http://www.hebners.net/amtrak/amtGP.html http://www.rrpicturearchives.net/locoPicture.aspx?id=81545 The other former Frisco Amtrak GP7 I know of was AMT 761. It is also shown on the first page above. All the evidence I have seen indicates both units were used primarily as yard switchers. There is still at least one Frisco GP7 running here in Louisiana in relatively unmodified form. SLSF 581 is at what is now an ADM elevator near New Orleans. Here she is in 1979, in 2006 and again two in 2008. http://www.rrpicturearchives.net/showPicture.aspx?id=1963168 http://www.rrpicturearchives.net/showPicture.aspx?id=2012140 http://www.rrpicturearchives.net/LocoPicture.aspx?id=105754 Paul
I was just looking at some Frisco vest pocket diagrams of GP7s and I have a couple of questions. 5/1975 Steam generator equipped 600-605, 608-614, 617-618 "STEAM GEN (1) OK 4625 - 74 - DNB - R1" Questions: 1) Is this the same generator these locomotives were originally equipped with as shown in Karl's diagram above? 2) Would these be working generators or deactivated equipment which was still on the locomotive? None of these locomotives was listed in the 11/1978 booklet. Was the limited 800 gal fuel capacity a factor in their disposal? The surviving GP7s in 1978 were 500, 510, 561, 565, 569, 572, 598, all with 1700 gallon fuel tanks and 516, 517, 521, 528, 542, 574, 580-582, 584, 590, 594, 597-599, 620, 627, 629-630, 632, all with 1200 gallon fuel tanks.
1. Yes the steam generators mentioned in the 1975 book are the originals. The number cited in the 1975 diagram book are the Vapor Clarkson model numbers. Look at the FP7As in the same book. I have also attached a portion of the specifications from cars SLSF 51-52 in which the model number is clearly referenced. 2. It is my understanding, that initially, as Terry states, the steam generator equipment was removed, replaced with concrete ballast and the water tank was converted for use as a fuel tank. As time progressed this process was deemed uneconomical, and the steam generator equipment was left intact and the water tank was reconfigured to handle fuel. If my recollection is correct, it is possible that the in the 1975 remaining GP7s with steam generators AND water tanks that they were still functional. To what degree remains another question.
