EMD GP9
The EMD GP9 is a four-axle diesel-electric locomotives series of U.S. locomotive manufacturer General Motors Electro-Motive Division (EMD ). Originally designed as a freight locomotives, some specimens were also used in passenger transport.
A total of 4,092 aircraft were built with cab (A- units) and 165 führerstand loose B units, mainly for U.S., Canadian and Mexican railroads. Some specimens, however, were ordered by railways in Brazil, Peru and Venezuela.
Development
In 1954, EMD introduced a new generation of locomotives. The main difference was the use of the new engine EMD 567C, which - compared to the previous model by 35 revolutions per minute faster - with 835 * min -1 speed could be operated. This provides a higher performance of the machine was possible. At the same time manufacturers solved with the new engine types, the problems with the coolant circuit. With the predecessors leaks were often occurred. Furthermore, the electrical equipment of the higher engine power has been adjusted.
Construction
Technically based the GP9 on the F9. Changes affected mainly the shape of the locomotive body. According to the issued by chief engineer Dick Dilworth during the development of the GP7 solution form follows function ( German: The shape is based on the application ) was a machine without such Dilworth put it, Christmas tree ornaments and other nonsense (English: " Christmas tree ornaments and other whimsy " ) got along. This resulted as compared to EMD F-Series lower production costs.
The EMD GP9 had a stable framework, which was lined with doors. This results in a very low-maintenance design was created because all aggregates were easily accessible from the outside. The A- unit had a cab to which the machines could be in contrast to the series of the E and F series driven in both directions. Behind the engine room was with the traction generator which supplied the DC power to the traction motors and the diesel engine EMD 567C. The type designation EMD 567 means that the engine had a swept volume of 567 cubic inches. The vehicles of the early GP series had 16- cylinder engines. The fuel tank was positioned between the bogies and took 4,542 liters of diesel oil. Behind the air tank was mounted on the brake.
Along the engine cover a walkway for the shunter was arranged on both sides. So this could get from the cab directly to the two ends of the vehicle.
Equipment
On request, the machines were supplied with additional equipment. Many models come with a brake resistor. Here, the kinetic energy is converted by the traction motors in electric energy and this then generated via braking resistors heat. This causes the brake wear could be reduced because the dynamic brake operates without wear. To deliver the heat to the environment, the so -equipped locomotives had an additional roof vent with a diameter of 48 " ( 1,219 mm).
Some machines were equipped with an additional boiler for train heating. This one use on passenger trains was possible. On machines with heating system, the boiler was installed in the short stem. This becomes clear from the additional exhaust system.
Some of the railway companies, who used their GP9 exclusively for freight traffic, the machines ordered with a low short hood. This clarity has improved significantly forward. The differences are clearly visible in the photos.
Whereabouts
Several machines were preserved in various museums and as Lokdenkmal. In Short Line railroad companies, the series is very popular and is still used in many smaller railway companies. Even some large companies such as the Canadian Pacific Railway, they put more than a shunting.
The Western Pacific Railroad Museum in Portola is home to three copies. Western Pacific Railroad 725 and 731 and the Southern Pacific Railroad 2873 The latter is still kept in color, as it was provided for the merger of the Southern Pacific and Santa Fe.