italics, smaller red-backed cab and nose insignia, and road numbers are prop- erly styled, sized, and placed with the black outlines of earlier repaints, includ- ing 619. Other gray L&N FP7s received completely different font styles, sizing, and placement; InterMountain offers one such example via L&N FP7 658 sporting strangely thin heralds and a plain nose with no red logo.
As presented, this unit would be op- erating early in its second life. The shift- ing economics of interstate rail passen- ger service, concurrent with regulation changes and the interminable assault of the elements, bestowed these units with a road-modified look by the 1960s. A well-worn appearance was typical in the 1970s; the red in the cab and nose heralds sometimes faded toward disap- pearance, while the gray and yellow also took a paler hue under grime, oxide, and dents. Paint wear notwithstanding, streamlined smoothness yielded to func- tional concerns such as “twinkie” exhaust spark arrestors on the rooftop, and de- skirted sills revealing fuel and air tanks and sometimes even battery boxes and
optional water reservoirs — the latter a likely tell of a unit still earning passenger keep. The climbing rungs grafted to the nose were arguably a more pronounced blemish. The FRA mandated a number of sweeping changes for safety during the 1960s; the type and application of appli- ances for safer access and servicing of road locomotives was included among them. Thus, many F- and E-units still in use were similarly retrofitted, but as modifications were tailored to the pref- erences and resources of their owners, such modifications often became lineage tells as units were sold and traded. As it happens, L&N’s revisions predate such mandates, with the simplistic and fru- gal addition of what appear to be little more than standard freight car ladders appearing as early as 1959. Other FP7s (ironically, the otherwise sad-looking “dip job” units) received individual grab rungs, more elegantly installed as one could imagine EMD themselves might have done. A review of photos seems to indicate these modifications — whatev- er their type — occurred as units were shopped and repainted.
In this prototype view, you see the real FP7 619 with its exposed battery boxes, boxcar ladder, and smoke “twinkies.” Note the yellow wings do not extend quite so far onto the carbody. However, this was just one of several scheme adaptations L&N applied indiscriminately to its FP7 fleet. — Louisville & Nashville Historical Society collection
Many of L&N’s FP7s survived beyond the dawn of the Amtrak era but not for very long; all were gone with most traded back to EMD by the mid-1970s (L&N FP7 619 in 1972) for new SD40–2s, which were more suited to the road’s contem- porary needs. By then, several bore the scars of long lives upon pocked noses and battered pilots and a kaleidoscope of faded paint in mismatched schemes. InterMountain’s drive system is a proven, serviceable design implementing a can motor with dual flywheels to turn geared trucks pulling electricity from all eight wheels. As such, this HO FP7 should provide a similarly stout workhorse, and this fresh L&N repaint offers a ready can- vas for further refinement into your spe- cific era. — TONY LUCIO
The author wishes to thank and credit Steven D. Johnson and the L&N Historical Society for assistance and prototype photo used in this review.
InterMountain Railway Co. PO Box 839
Longmont, CO 80502-0839
www.intermountain-railway.com
88 RAILROAD MODEL CRAFTSMAN
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