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The "GP35", The Final '567' Geep

Last revised: December 17, 2024

By: Adam Burns

The GP35 was EMD's final four-axle road-switcher equipped with its rugged 567 prime mover.  The model also established a new carbody design, which became the builder's standard through the late 1980s.

By the 1960s the market reemerged for new diesels as railroads looked to replace aging first-generation variants like the FT, F3, F7 and early General Purpose/Special Duty models.

General Electric recognized this and, along with American Locomotive's declining reputation, released its own road-switcher, the U25B in 1959.

The GP35 offered several upgrades over the earlier GP30, including greater horsepower, and sold more than 1,300 examples between 1963-1965.

Today, numerous GP35s remain in service on regional and shortlines as well as a handful which are already preserved.

Santa Fe GP35 #3412 and a pair of GP30's (#3236 and #3212) head southbound/westbound through Ardmore, Oklahoma on March 22, 1974. Author's collection.

Overview

In his book, "Vintage Diesel Locomotives," author Mike Schafer notes the GP35 introduced Electro-Motive's "35 Line," which also included the companion six-axle SD35.

The GP30 was the transition model during this period; built between 1961-1963 it featured many of the same carbody characteristics as its successor, such as the pointed low nose.

However, the GP35 did away with the streamlined "bulge" along the roofline between the cab and dynamic brake blister.  It also featured some other exterior and interior improvements which will be discussed in greater detail below.

The GP35 debuted in 1963 and sequentially followed the GP30.  It sported the final version of the 567 engine block, the turbocharged 567D3A.  This last variant again saw a slight increase in horsepower, bumping output to 2,500.

Four examples of Santa Fe's rebuild fleet, including a pair of GP35u's and CF7's, are seen here at Cleburne, Texas in September, 1982. The upgraded GP35's featured Vapor cab air conditioners and smoke deflectors over the central air intake grills while the CF7's were overhauled from former F units. Mike Bledsoe photo. American-Rails.com collection.

In the 20+ years since Electro-Motive first introduced the 567 in the groundbreaking FT of 1939, the engine had gone through a number of advancements.  In doing so, EMD had nearly double its horsepower output from 1,350 in the FT to 2,500 in the GP35.

EMD introduced further internal improvements in the GP35, which further changed the carbody appearance.  In his book, "Diesel Locomotives: Cyclopedia, Volume 2," author Bob Hayden points out the model featured a redesigned centralized air intake system and electrical cabinet.

These new features took up less space and no longer required the streamlined "bulge" over the cab that defined the earlier GP30.  The GP35's clean roofline, and overall uniform body, became the classic look on all new EMD models for the next 30 years.

A pair of just-delivered Toledo, Peoria & Western GP35's pose on the turntable at Peoria, Illinois on November 12, 1965. American-Rails.com collection.

Spotting Features

The GP35's most noticeable characteristic was the new Spartan Cab.   It sported a pointed, low nose similar to that of the GP30.  However, unlike its predecessor, the Spartan featured angular eaves that were flush with the roofline in place of the GP30's beveled look.

Other notable traits included two large rear radiator fans with a smaller one between them.  EMD also cataloged the non-turbocharged and less powerful GP28.  This 1,800 horsepower variant featured two larger radiator fans and two standard exhaust stacks.

In his book, "A Field Guide To Trains," author Gerald Foster notes the GP35 also featured the rectangular turbocharger stack, blower duct along the left walkway, and standard Blomberg trucks.

Erie Lackawanna GP35 #2561 at Akron, Ohio. Date not recorded. American-Rails.com collection.

The Southern and Norfolk & Western continued to request high, short hood variants, which were also purchased by Ferrocarriles Nacionales de México (NdeM).

Other variants included those sporting AAR Type Bs, requested by the Southern and the Ann Arbor from trade-in Alcos.  The use of these trucks on any EMD was always an interesting sight.

One final notable variant were those acquired by the Chicago & North Western and Frisco equipped with 3,000-gallon fuel tanks, which required the air reservoir tanks to be placed on the roof.  This units were often referred to as "Torpedo Boats."

Data Sheet and Specifications

Production Roster

Total Built = 1,334

Reused Serials

General Motors Diesel (GMD)

Export

Pennsylvania GP35 #2275 and GP30 #2215 lead a freight near Detroit, Michigan in January, 1966. American-Rails.com collection.

The GP35 proved itself very successful, selling more than 1,300 examples to numerous railroads such as  Union Pacific, Reading, Erie Lackawanna, New York Central, Great Northern, Soo Line, Milwaukee Road, Santa Fe, and Rio Grande.   

The later GP40 series, which carried a similar appearance to the GP35 but featured EMD's new 645 engine, saw even greater sales.  Today, GP35s can still be found in service across the country.

Photo Gallery

Milwaukee Road GP35 #360 leads a westbound freight through Wauwatosa, Wisconsin on October 6, 1985. Michael Hoff photo. American-Rails.com collection.

Sources

• Pinkepank, Jerry A. Diesel Spotter's Guide.  Milwaukee: Kalmbach Publishing Company, 1967.
  

• Foster, Gerald. A Field Guide To Trains. New York: Houghton Mifflin, 1996.

• Marre, Louis A. Diesel Locomotives: The First 50 Years, A Guide To Diesels Built Before 1972.  Milwaukee: Kalmbach Publishing Company, 1995.
  

• Schafer, Mike. Vintage Diesel Locomotives. Osceola: MBI Publishing, 1998.

• Solomon, Brian.  EMD Locomotives.  Minneapolis: MBI Publishing Company, 2006.
  

• Solomon, Brian.  GE and EMD Locomotives:  The Illustrated History.  Minneapolis:  Voyageur Press, 2014.