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these are not official Southern Pacific designations, but they definitely help or- ganize information. Athearn’s prototype-specific models are for SP Nos. 3384, 3759, 3778 and 3851, and each is a faithfully-detailed representation of the original. The first three have Phase II identifying fea- tures, while 3851 is a late GP9, Phase III, with two 48-inch roof fans. All have dynamic brakes with a 48-inch fan and share the darker gray applied by Sacramento Shops during rebuilding. After that, the differences start, differ- ences Athearn has nailed down by the numbers. One can Google®
“Southern
Pacific GP9R photos” to find prototype pictures of these four locomotives and their companions on the roster. Southern Pacific’s first GP9’s, four passenger units numbered 5600-5603, were delivered in June of 1954. With rebuilding, most of the fleet lasted through the 1980’s across the system. Fifteen GP9R’s were still in service in 1994, and three survivors closed out the model’s history of four decades on Espee rails in 1995. Looking at the 3778, it was delivered
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in April of 1957 as Southern Pacific No. 5788. Rebuilt and renumbered at Sacramento in mid-1975, the engine rolled out the door with an air filter box on the roof, no pilot footboards, and the new style coupler cut levers in ac- cordance with FRA requirements. The front (short hood) still had the road’s “five light package,” which consisted of a bracket holding a red Gyralite emer- gency warning light and two white Mars lights in a housing immediately below the Gyralite, then the standard, sealed-beam headlight pair mounted underneath the bracket on the end of the hood. The rear hood had just the standard dual headlights with the bracket above them remaining empty. In addition, the rear number boards were blanked out. Southern Pacific used the locomotive number boards to indicate train num- bers, and to make it easier to change them, their first generation hood units
had horizontal access doors about the same size and shape as the number boards on both hood ends below each number board. These and all the above details are on the Athearn model, as are the usual Athearn Genesis series features.
Number 3778 spent much of its time working out of Roseville, down the Central Valley, and around Santa Clara-San Jose. The engine was among those repainted into the red and yellow “Kodachrome” scheme for the proposed Southern Pacific-Santa Fe merger. The letters “SP” were stenciled on the long hood with two blank spaces left to be filled with “SF” later on. Later never came. Photos of the unit with a date of January, 1991, are on the Internet, and No. 3778 remained in service for a few more years. Athearn’s HO scale model matches photos taken in 1978-1979, when the engine was gray and scarlet. It has the correct fuel tank shape and the rem- nants of the skirting above the tank, and there is some piping molded on un- der the running boards as well. The locomotive rides on the usual, high-quality Athearn chassis with fly- wheels. Our sample came for standard analog d.c., but a decoder and sound can be installed. As for its operation, one is in for a surprise unless someone has tipped them off. The model has sound! Instead of starting at around two or three volts, the lights don’t come on until seven or eight volts, then EMD start-up sounds kick in and the en- gine begins moving. You get the bell at about nine or ten volts, then it stops as the locomotive notches up and goes faster. You have to go beyond twelve volts for more speed, but most power packs actually put out up to 18 volts. The effect is great, especially with the Mars lights pulsing so realis- tically. The model drew just under .2 amps when starting and that did not vary much hauling a train. The loco- motive ran slippery-smooth through- out the tests. Note that the sound drops out and the model turns off be-
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