Locomotives
EMD FP7, Reading Class DP-1, #900
Background & History
The Reading Company received their first order for six EMD FP7As in March 1950. The use of the units back-to-back provided simpler terminals operations and the additional four feet in locomotive length (over an F7) provided great steam generator capacity. They were geared for 89 mph operation on the premier New York service trains including the Crusader and the Wall Street.
The units were shipped in pairs, working their way east on the B&O. Units 900 & 901 remained together for most of their career. Another two units (906-907) were ordered in 1952. After 1963, when the US Postal contracts were terminated, passenger service was reduced and several FP7A units were retired or traded in for new power. Units 900-903 & 907 were modified in 1966 to operate in Push-Pull train service. This initiative created a bi-directional train set with multiple unit cabling connecting the FP7A on each end of the five cars. The set was primarily assigned to a commuter service round trip between Reading, PA and Reading Terminal. Rail Diesel Cars (RDCs) provided the New York service after the Aldene Plan rerouted trains into Newark, NJ with no turning facilities.
FP7 #900 at Phoenixville, PA in 1975, while leading Train #7 to Reading, PA.
(Photo Courtesy R. Louderback)
New nose panels have been welded into place.
(Photo courtesy Don Crabtree)
The commuter run continued as a SEPTA sponsored service after Conrail was created in April 1976. The units were transferred to SEPTA’s ownership then and by 1978, were scheduled for rehabilitation.
Unit 900 was completed first, but a derailment in Norristown required repairs so the entire train was withdrawn for rehabilitation while RDCs substituted. The train returned to service painted in SEPTA’s colors of Scarlet Red, Blue and light Grey. The train set was frequently used to provide flangeway clearance at grade crossings on the Bethlehem branch after freight service ceased. It also operated additional trips during SEPTA transit worker work stoppages. After Conrail adjusted their charges to operate and maintain commuter equipment, SEPTA was forced to raise fares to cover costs and ridership declined to the point where the Push-Pull set was no longer needed. The set and locomotives were retired in July 1981.
Engines 900 & 902 were retired and stored at Wayne Junction while Engine 903 remained at the Reading, PA locomotive Shops. The Philadelphia Chapter of the National Railway Historical Society stepped forward and acquired the 900 and 903, while the Lancaster Chapter acquired the 902. Engine 900 was eventually acquired by the RCT&HS and remains on display at the Reading Heritage Museum. Engines 902-903 went on to be mechanically and cosmetically restored for fan trip service on various portions of former Reading Company trackage. In 2007, the NRHS Lancaster Chapter donated 902 to the Reading Company Technical & Historical Society.
After a long spell at Scranton on display at the Steamtown National Park Railroad Museum, the two units were moved to Bridgeton, NJ where the SMS Railroad has rebuilt and repainted the units for service on the Woodstown Central Railroad. The tourist line operates regularly on the Salem Branch of the former Pennsylvania-Reading Seashore Railroad. In 2026, one can enjoy regular rides behind these spectacular former Reading Company units in grand style. Amazingly they are sometimes operated in Push-Pull service.
The 902 rests in SMS Railroad’s Bridgeton Shop after complete refurbishment both mechanically and cosmetically by SMS.
(Photo courtesy Don Crabtree)
EMD FP7 #900-902 Specifications
(As Built)
Builder:
Electro-Motive Division
General Motors
LaGrange, IL
Date Built:
1950
Builder’s #:
11387, 11389
Engine:
Model 16V-567-B
2-stroke diesel
16 cylinder (Vee)
Horsepower:
1500
Top Speed:
89 mph
Weight:
255,100 lbs.
Tractive Effort:
23,500 @ 15.5 mph
Length:
54’8″
Fuel:
1,200 gallons
Lube Oil:
200 gallons
Water:
230 gallons
Boiler Water:
1750 gallons
Aspiration:
Roots blower
Bore x Stroke:
8.5″ x 10″
Displacement:
9,072 c.i.
Idle Speed:
275 rpm
Max Speed:
800 rpm
Transmission:
DC generator, DC traction motors
Brake System:
24-RL Air
Special:
Steam boiler
Vapor Clarkson OK 4625