GP7
GP9 & 9m
GP18
RS2, 3 &11

All

The GP35 locomotive heralded the beginning of 2nd generation diesels to the Mopac roster. First built in the early 1960s and rated at 2,500 hp, these were the first locos to wear the large screaming eagle on the long hood.

As recounted by Dick Sheehy, (see his two photos above and below) who worked in the EMD Service Department from 1962 to 1966: "During January-March 1964 I was in charge of the delivery of the first GP35's on the MOPAC system, to the T&P at their Fort Worth, Texas shops. As I recall, the road numbers were 600-608. These units were the first EMD turbocharged units on the MOPAC system and also the first to have the Screaming Eagle logo on their sides."

The large white eagle applied to the long hoods, aka the 'screaming eagle' and 'turbo-eagle', would become a distinct new symbol of the company during the diesel era, and was eventually integrated into the company logo by the mid and late 1970's.

Incidentally, MoPac's first fourteen GP35's, #600-614, were delivered to the Texas & Pacific and wore the rare T&P buzzsaw adaptation of the MP buzzsaw emblem.

The MoPac's first order of 35s went on to wear the later 4-digit renumbering - MP #600-624 became #2500-2522, then finally #2601-2607, 2617 (age and wrecks would claim a good number of the original order)... many of these still wore the large screaming eagle on the side.

A sizable number of the GP 35 came to the MoPac through it's merger with the Chicago & Eastern Illinois (C&EI). A couple of these units in orginal C&EI paint are pictured below.

Texas & Pacific GP35 #601 - with sisters #601 & 602, from an EMD Builders Card. The back of the card reads "Each unit powered by 1-2500 H.P. 16-cyl. V-type turbo-charged diesel engine. Each unit 56'-2" in length and weighs 258,800 lbs." - Todd Greuter Collection

T&P 601 - at Ft. Worth, Texas in March 1964. Both shots of #601 and #602 above were taken of Westbound trains just West of the T&P complex at Fort Worth. The trains were bound for El Paso. - R. Sheehy Photo

T&P 603 - was among the first order of GP 35s to join the system - © Brian Paul Ehni photo, used with permission.

Texas & Pacific GP35 #605 - was built in January 1964. It was later renumbered to T&P #2505. It was again renumbered to MP #2505 and its final number as MP #2603. This unit wore the MP yellow paint scheme as #2603. It was retired in August 1986 and sold to Wisconsin Central in 1987. It was renumbered to WC #402. T&P #605 is seen in Fort Worth, Texas in the early 1970s. Note the Texas & Pacific buzzsaw on the cab. - Mike Bledsoe Slides/Jay Glenewinkel Collection

MP 622 - a GP 35 is in command with a pair of SD40's right behind on this dark, wet day in Hoisington, Kansas. All four yard tracks are occupied this day, including the rear of a MoPac business car at far right. May 1972 - Lee Berglund photo/T. Greuter collection ·

MP 622 - again, in Hoisington, Kansas. May 1972 - Lee Berglund photo/T. Greuter collection ·

Chicago & Eastern Illinios GP35 #259 - this unit is seen still in original C&EI paint scheme, emblem and numbering. April 1967. - George Elwood photo

C&EI GP 35 #677 - is in original C&EI paint but notice the C&EI buzzsaw applied to the cab. The C&EI had their own version of the buzzsaw logo while the company retained its own identity early into its merger with MoPac. The unit (formerly C&EI #269) has also been renumbered into the MP system. It would be one of many to be sold by MoPac to L&N (as L&N #1125) as part of the agreement in MoPac's merger with C&EI; April 1967. - George Elwood photo

C&EI GP35 #655 - now in full MoPac dress. She was built in June 1964 as C&EI #247. It went to the Texas & Pacific in the mid-1970s and was renumbered to T&P 655. It was later renumbered to MP 2552. The unit was retired in February 1984. - Photographer and Location unknown/Jay Glenewinkel Collection

Chicago & Eastern Illinois GP35 #657 - was built as C&EI #249 in June 1964. The unit was renumbered to C&EI #657 in the early 1970s. It later became Texas & Pacific #657, then its final number to MoPac #2554 in the late 1970s. C&EI #657 is seen in St. Louis, Missouri in the 1970s. Note the second GP35 still wearing its original C&EI paint scheme, with the MP herald applied to the cab. - Mike Bledsoe Slides/Jay Glenewinkel Photo Collection

MP 2501 - This engine (formerly #601) is now wearing the second Jenk's Blue paint scheme with large numbers and broader scotchlite trim. It has also had the exuast vents modified with four spark arrestors - © Brian Paul Ehni photo, used with permission.

MP 2501 - © Brian Paul Ehni photo, used with permission.

MP 2502 - was also among the first order of GP 35s to MoPac (formerly #602). It retained it's original turbo eagles scheme and lacks the spark arrestors - © Brian Paul Ehni photo, used with permission.

MP 2502 - long hood perspective - © Brian Paul Ehni photo, used with permission.

MP 2509 - GP35 - Jay Glenewinkel Collection

MP 2532 - GP35 at San Antonio Texas in 1979 - Robert Pollard Photo/Jay Glenewinkel Collection

MP 2550 - Photographer and location unknown/Jay Glenewinkel Collection. If you know who the photographer is, please tell Jay

MP 2554 - a former C&EI built in July 1964 wears the screaming eagle on the long hood. #2555 was originally a C&EI unit with the distinctive dynamic brakes, which MoPac orders opted to do without. White horizontal stripes of the old C&EI paint scheme can be seen showing through the Jenk's Blue on the rear of this aging Geep. - © Brian Paul Ehni photo, used with permission.

A number of MP GP 35's were 'de-turboed' by the company, the 2600-series being reserved for these units. The GP35M conversions was a typical example of the minor 'rebuild programs' carried out by the Mopac. 

These conversions weren't really a program but done whenever a turbocharger was not worth repairing. A converted unit had four exhaust stacks, which means they managed to get the horsepower above the 2000 hp of a GP28 but probably not the 2250 of the turbocharged GP35.  (J. Ogden)

"The GP35m's were the previous mentioned GP35's that were deturboed. They were rated at 2000 HP and treated pretty much like a GP38 series unit. They did retain their oil bath air filtering system though. These units were utilitarian and often found in local and yard service in their latter days of service. 12 of these units found their way into service on the Wisconsin Central when the WC began operations in 1987. I laughed and told folks they followed me there. However, many of them made a side trip to Farmrail in Oklahoma. They were really beaten and abused while there. All of these units were in very poor shape when they arrived on the WC and significant money had to put into them to get them to run properly.

When deturboed, they were given the "liberal" four stack exhaust system which changed the back pressure and allowed for improved performance and fuel economy.

They did run pretty well while still in service on the MoPac. Several of them were assigned to yard, local and transfer service at Yard Center in the mid 80's. 

The GP35's had what was often referred to as the "bastard transition system." These units had numerous steps of transition, over 17 of them for sure. I cannot recall now exactly how many steps there were. The wiring systems on them were also nightmares for Electricians who again, hated them with a passion. As these units aged, their electrical systems became suspect and prone to failure. It became rare to see them on the Z trains." (Tuch Santucci)

Deturboing probably consisted of more than replacing the turbos with roots blowers alone. Turbocharged engines had fairly low compression pistons - to give a compression ratio of about 14.5:1. To obtain 2000hp from a deturboed engine, different pistons would have needed. The roots blown 567D1 engines in the MOPAC's GP18's had pistons that gave a compression ratio of 18:1 and these engines were rated at only 1800hp. (Dick Sheehy)

Mo-Pac GP35M #2558 - Double Eagle, awaits duties in Fort Worth, Texas in June 1984. Note the original MP Buzzsaw bleeding through the Eagle Decal. - Gary Zuters Photo/Jay Glenewinkel Collection

C&EI 2559 - This unit was one of the C&EI GP35's to get the 'de-turboed' treatment - Photographer and location unknown/Jay Glenewinkel Collection. If you know who the photographer is, please tell Jay

MP 2560 - at San Antonio, Texas - Robert Pollard Photo/Jay Glenewinkel Collection

MP GP35 2600 - was built as MP 630 in Feb 1965. It was wrecked in 1973, and rebuilt as GP35u (GP38) and renumbered to MP 2007, then changed to MP 2008 and finally MP 2600. The 2600 is pictured here in San Antonio, Texas in July 1986. One month later, the unit was retired. - Steve Rude Photo/Jay Glenewinkel Collection

MoPac GP35 #2614 - At Longview, Texas. - J.C.T. Photo. Contact J.C.T. for a list Train Picture CD's for sale

MP GP35 2615 - was built as C&EI 246. It was rebuilt in 1967 and became C&EI 654, then T&P 654 to MP 2551 to MP 2615. It is pictured here on a northbound freight to Ft Worth where it was retired in June 1985. - Steve Rude Photo/Jay Glenewinkel Collection

MoPac GP28 #2000 - In November, 1964, two 2,000 hp GP28's (#570-571, later renumbered #2000-2001) were bought originally for MP subsidiary KO&G. These were the only GP 28's to be added to the MP system. At Longview, Texas; 1978?. - J.C.T. Photo. Contact Jay for a list Train Picture CD's for sale

Missouri Pacific 2001 - The second of the pair of rare GP28 units on the system. This one had the turbo eagle added at some time. At N. Little Rock, Arkansas - © copyright George Elwood photo, used with permission.

Just before #2000 and# 2001 were shipped to N. Little Rock for scrap/sale they both worked around East Texas. 

The #2000 had survived wearing a Buzz with budget code on cab,  small numbers on the long hood and full dress of narrow stripes (don't forget the large bolts holding on the builder plates). After it left Longview headed to N. Little Rock it suffered a compartment fire.

When #2001 left Longview it was wearing an Eagle buzzsaw on the cab with budget code, full dress wide stripes and 20" numbers on long hood. Both units were marked out of service shortly after hitting N. Little Rock. (Jay C. T.)