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OverviewIn 1939, the Electro-Motive Division of General Motors introduced the FT, the first road freight diesel locomotive. OverviewThe Athearn Ready To Roll GP35 is based on Rail Power Products tooling and represents a phase 1a version of the locomotive that was produced from October 1963 to February 1964. Athearn's new HO scale models of the Electro-Motive Division GP38-2 are super detailed and sound great too. If you are already a subscriber to Model Railroader Video Plus you must log into your account to view this video.
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The success of the FT and the post-war successors, the F2 and F3, made EMD the largest locomotive builder by 1949. Senior editor Dana Kawala digs into these locomotives and let's you hear what they sound like in operation as well.
Some of the spotting features of this phase captured on the model include triple louver sets on the battery box covers, open top 36" radiator center fans, flat bottom cab number board housing, flat inertial air filter hatch, thick side sill and low profile fuel tank.
This attention to detail makes the Athearn Ready To Roll GP35 the first choice with model railroad operators. As the name implies this was a locomotive that combined the features of a switch engine with those of a road freight engine.


The BL-2 was essentially an F3A with front and rear steps and walkways and had the upper parts of the car body sloped inward to improve visibility to the rear. The GP7 was powered by a 16-cylinder, 1,500 horsepower 567B diesel engine driving a D12 generator, which powered four D27 traction motors, exactly like the F7. The basic design, like almost all road switchers, followed the design of diesel switchers with the addition of a short hood instead of an end-cab. EMD also made the hoods full height to better accommodate the diesel engine and all of the mechanical and electrical components of a road engine. The first versions of the GP7 were more switchers than road units as they came with smaller fuel tanks and were not equipped with dynamic brakes. In 1951, the second version was introduced with options like several sizes of fuel tanks, dynamic brakes, and steam generators.
When water tanks to supply the steam generators were added, there were options for tanks for 800 gallons of fuel and 800 gallons of water or for 1,100 gallons of each.
These larger tanks required moving the air reservoirs to the roof to provide space for the tanks. On the Phase 2 engines with dynamic brakes, the doors under the dynamic brakes were shortened by four inches, leaving one tall door in front of the dynamic brakes.
The Phase 3 engines used the shorter doors for all of the engine access doors regardless of dynamic brakes.


Major buyers of the GP7 were Santa Fe (244 and 5 GP7Bs), New York Central (218), Missouri Pacific (208), Chesapeake & Ohio (180) and Atlantic Coast Line (154). Other roads buying more than 100 units included Frisco (129), Seaboard Air Line (123), Chicago & Northwestern (121) and Rock Island (113). In January 1954 EMD upgraded its product line with the 567C engine, D12B generator, and D37 traction motors. Later versions would change the louver arrangements and the last versions would come without the frame skirting. Production lasted until December 1959, although 13 additional units were built in Canada after 1959, the last one in August 1963. Other railroads who bought more than 100 GP9s include Canadian Pacific (200), Baltimore & Ohio (194), Northern Pacific (176), New York Central (164), Milwaukee Road (128), and Nickel Plate Road (107).



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