Perspective
Emerging through a shroud of trees, the #7121 leads two other mates with NS 212 in tow at Landis, NC in September 2006. Dan Robie 2006
In the roughly twenty year period that I have watched trains along the Norfolk Southern Piedmont Division, there has been a diversity of motive power both inherit to NS, leasing companies, and foreign roads. When most think of the power here, the high hood versions of the GP38-2, GP50, and SD40-2 typically come to mind because of their uniqueness. Nowadays, the Heritage Fleet probably tops the list along with the F units used on the NS Executive trains.
The period that I spent the most time along NS was 2004-2007 and it was during this era that the road used as standard practice what could be considered as an anomaly in 21st century railroading---the use of four axle power in intermodal service. The signature locomotive of this set was the GP60 and it was common to see sets of them hustling pig trains along the eastern north-south corridor. Certainly other locomotives were also used whether EMD or GE but the GP60 was dedicated with few exceptions to this type of service. Intermodal trains were the highlight for me during this era because these GP60 sets were my favorite power consists on NS rails. Some of this no doubt was a result of a harkening back to my youth witnessing the GP30 through GP40-2 mixed sets used by the Chessie System.
In the roughly twenty year period that I have watched trains along the Norfolk Southern Piedmont Division, there has been a diversity of motive power both inherit to NS, leasing companies, and foreign roads. When most think of the power here, the high hood versions of the GP38-2, GP50, and SD40-2 typically come to mind because of their uniqueness. Nowadays, the Heritage Fleet probably tops the list along with the F units used on the NS Executive trains.
The period that I spent the most time along NS was 2004-2007 and it was during this era that the road used as standard practice what could be considered as an anomaly in 21st century railroading---the use of four axle power in intermodal service. The signature locomotive of this set was the GP60 and it was common to see sets of them hustling pig trains along the eastern north-south corridor. Certainly other locomotives were also used whether EMD or GE but the GP60 was dedicated with few exceptions to this type of service. Intermodal trains were the highlight for me during this era because these GP60 sets were my favorite power consists on NS rails. Some of this no doubt was a result of a harkening back to my youth witnessing the GP30 through GP40-2 mixed sets used by the Chessie System.
Probably the most unique NS GP60 is the Operation Lifesaver #7140. The new number boards and "horsehead" scheme further enhanced the appearance of this four axle racehorse. Dan Robie 2007
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The symbol on this #7118 led train was I13. Running the single track between Landis and North Kannapolis. Dan Robie 2004
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A rare daylight NS 211 running through Kannapolis. Led by #7137, this locomotive is no longer on the roster. Dan Robie 2004
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Into the Sunset
The GP60 was simultaneously a last and first of a kind. It was the final four axle locomotive built by an Electro Motive Division of General Motors that was in wane with General Electric superseding it as the premier locomotive builder. It was offered in either the Spartan cab design long associated with EMD or in a wide "safety" cab version such as the ones purchased by the Santa Fe. It was also built as a cabless “B” unit with the Santa Fe the only buyer of these as well. The GP60 was also a “first”----generally identified as a third generation model----as it incorporated new microprocessor circuits which replaced older circuitry in previous EMD models.
By the mid-1990s, the railroad industry was exclusively transitioning to six axle power with new orders deeming it more utilitarian for the future needs and by the early 21st century, this practice emerged full force. In spite of the shift to six axles, fleets of older four axle power populated the rosters that would still fulfill secondary uses. The year 2007 was when the winds of change blew in pertaining to the GP60 in intermodal service. NS began using the GE four axle B32-8s in intermodal service that were either mixed with GP60s or occasionally, in solid sets themselves. This was short lived, however, and soon the big six axle GEs took over as the predominant power with a sprinkling of six axle EMD power used as well. The GP60s are still out there serving in a hodgepodge of duties whether it be on locals, yard jobs, or secondary trains. The glory days of priority intermodal service are behind it now which in itself is a sad irony since that is the service it was primarily intended for.
By the mid-1990s, the railroad industry was exclusively transitioning to six axle power with new orders deeming it more utilitarian for the future needs and by the early 21st century, this practice emerged full force. In spite of the shift to six axles, fleets of older four axle power populated the rosters that would still fulfill secondary uses. The year 2007 was when the winds of change blew in pertaining to the GP60 in intermodal service. NS began using the GE four axle B32-8s in intermodal service that were either mixed with GP60s or occasionally, in solid sets themselves. This was short lived, however, and soon the big six axle GEs took over as the predominant power with a sprinkling of six axle EMD power used as well. The GP60s are still out there serving in a hodgepodge of duties whether it be on locals, yard jobs, or secondary trains. The glory days of priority intermodal service are behind it now which in itself is a sad irony since that is the service it was primarily intended for.
A quick grab shot of NS 213 splitting the old signals at North Kannapolis. The #7123 leads through a scene that has since changed. Dan Robie 2003
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GP60 #7107 leads NS 213 around a curve at Concord. Just ahead of the train are the signals and crossovers at control point (CP) Adams. Dan Robie 2004.
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End of an Era...
This was the last solid GP60 set that I photographed. By this date, the intermodal sets were usually a mix of GP60s and GE B32-8s or six axle GEs. Here the #7131 leads three other sisters as it passes through High Point, NC with NS 213 on June 23, 2007. Dan Robie 2007
Basic GP60 Specs
The Norfolk Southern took delivery of fifty GP60s in 1991 with the number series originally #7101-7150. The #7117 was involved in an accident resulting in the death of a crewman and the number on this unit was changed to #7100 in 1998 thereby becoming the new class unit by tragic default. As of 2013, two have been officially retired--#7111 and #7136.
Build Dates- 1985 through 1994
Length- ’59-“9
Weight- 270,000 lbs
Horsepower-3800
Tractive Effort-65,000 lbs
Additional data can be found here:
The Diesel Shop
NS Locos.com
Build Dates- 1985 through 1994
Length- ’59-“9
Weight- 270,000 lbs
Horsepower-3800
Tractive Effort-65,000 lbs
Additional data can be found here:
The Diesel Shop
NS Locos.com
Seeing Versus RunningAs railfans, what may be good for the goose is not necessarily good for the gander. We might like seeing certain locomotive consists or a particular leader but rail crews may look at that preference in an entirely different light since they are the ones operating them.
I've made it a point to speak with engineers when possible to obtain their candid feedback about a particular locomotive. Of course, even they will have variances of opinion among themselves. Speaking with NS engineers about the GP60, the comments were mostly favorable. They load and accelerate quickly in addition to good pulling characteristics. The overwhelming negative that all shared is that it is a noisy locomotive. |
Unusual Sight
A double anomaly here. This set of GP60s is in freight service with NS 349 arriving at Lee, NC to the entrance of Linwood Yard. Long hood operation was not uncommon on NS by any means but a bit of a rare sight with GP60s. Dan Robie 2007
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The date was December 12, 2004 when this NS 213 ran through Kannapolis at sunset. This is one of my favorite images of a GP60 quartet because it captures the husky appearance of these four axle powerhouses. Dan Robie 2004
Later Views
During the past several years, the presence of the GP60 has been sparse on the Charlotte District. Local power is typically represented by the GP38-2 and SD40-2 on most trains although on rare occasions, a GP60 will migrate onto the district and receive assignment on a local. It has been several years since I last photographed one but my son has had the good fortune to catch them at varying intervals. A few of his photos appear below.
A head on profile view of the #7110 running with NS P94 at Thomasville, NC. An SD40-2 and a SD40E complete the power. Image Matt Robie 2015
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Gray scale conversion of NS P92 moving through Gold Hill, NC with the #7144. Plenty of power on this branch line local. Image Matt Robie 2015
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The stillness at the long idle Dixie Furniture plant is shattered by the #7110 led NS P94 running through Lexington, NC. This train operates as a turn between Linwood Yard and Winston-Salem---here, it is returning south. Image Matt Robie 2015
Credits
Matt Robie
NS.Locos.com-This is an outstanding informational source for Norfolk Southern locomotives
The Diesel Shop
Wikipedia
NS.Locos.com-This is an outstanding informational source for Norfolk Southern locomotives
The Diesel Shop
Wikipedia