GP38/38-2/38-2W

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GP38

The Electromotive Division GP38 is a 4 axle, 2,000 HP diesel-electric locomotive built by EMD from 1966 to 1971. The GP38 uses a 16 cylinder 645 rated at 2,000 HP, and rides on a pair of 4 axle Blomberg trucks.

In 1966 EMD introduced their new 645 engine, and the GP38 was offered as a normally aspirated (with a Roots blower), lower horsepower, medium duty locomotive. The GP38 quickly became the "jack of all trades" locomotive of the era, the modern day equal of a GP9, it was right at home pulling long heavy coal drags or fast merchandise freights. 700 GP38's were built, the bulk of which still haul freight today. Many have been rebuilt to GP38-2 specs, but there are still shortlines and regionals that roster unrebuilt GP38's. The GP38 (and the GP38-2) have become the locomotive of choice for most shortline and regional railroads today, while many others still work locals and shuffle cars in the yards of the Class 1's.

The GP38 was built standard with a low short hood, but Southern Railway and Norfolk & Western ordered units with high short hoods, which had the rear of the locomotive designated as the "front" and subsequently usually ran long hood forward. Picture of RJCP 2792, an ex NS high hood GP38 now operated by RJ Corman EMD built a few GP38's for the Pennsylvania Reading Shorelines with slighly elongated cabs that housed dual control stands. Picture of GMTX 2676, an ex PC GP38 with an extended cab now owned by GATX and leased to Marquette Rail

EMD also built a varient of the GP38 called the GP38AC, of which 261 were built between 1970 and 1971. Mechanically and physically it was the same as a GP38, but it featured an AR10 Alternator instead of the conventional GP38 generator. Several remain today, some rebuilt to GP38-2 specs. Contrary to some beliefs, GP38AC's are not AC traction locomotives, that technology was still 2 decades away at the time. Picture of BNSF 2132, an ex BN GP38AC now owned by BNSF

GP38-2

In 1972, EMD introduced it's Dash 2 line of already successful 645 engined locomotives. The GP38-2 was a GP38 with more modern hardware, but it still shared the same body and 16 cylinder 645E prime mover rated at 2,000 HP. The more advanced electrical system found on the Dash 2 line greatly simplified operation and repairs to the units, on top of increasing reliability. The major external difference between a GP38-2 and a GP38 is a small one; the GP38-2 has a small water sight glass on the engineers side of the longhood near the radiator while the GP38 doesn't. Like the GP38, the GP38-2 could be ordered with a high short hood, of which SOU and N&W ordered several. Picture of NS 5002, a high hood GP38-2

The GP38-2 was even more successful than the GP38. 2,213 were built, with nearly all remaining in service today. They are quite common on shortline and regional railroads, and even in lease fleets. GATX Rail Locomotive Group operates a large fleet of standard and rebuilt GP38-2's. All the Class 1's still roster hundreds of GP38-2's, and with it's reliability and versatility, it's unlikely the GP38-2 will be going anywhere soon. As Class 1's order more and more modern high horsepower 6 axle units and retired older ones, they find themselves holding on to 4 axle GP38-2's and similar locomotives, not only because they're good units, but also because there hasn't been another locomotive offered like it since. The locomotives are idealy suited for yard and local service, along with use on less traveled branch lines, where it would be impossible or impractical to use large modern units like the SD70ACe.

GP38-2W

The GP38-2W was a Canadian varient of the GP38-2 built by EMD affiliate GMD in London, Ontario between 1973 and 1974. The GP38-2W was a GP38-2 fitted with a wide nosed, 4 window Canadian saftey cab. Other differences was the addition of snow shields over the air filters directly behind the cab, different electrical boxes, a cab mounted bell, and triangularly arranged class lights. 51 were built, all for Canadian National.

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