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The following is a synopsis of information about S.P.'s passenger GP9's. For the most complete information I have seen on the web, I refer you to Richard Percy's outstanding S.P. site.

The Southern Pacific Railroad owned a total of 22 steam boiler equipped GP9's. Of these, 8 were purchased new for service on the Pacific Lines and the remainder went directly to the subsidiary Texas And New Orleans.

Although lettered for the S.P., the T&NO units were assigned 3 digit numbers and carried a 2 inch "TNO" next to each classification light.

Ten of the T&NO geeps were single control, class DF601, numbered 240 through 249.

Four of the T&NO geeps were dual control, class DF602, numbered 280 through 283.

All eight of the Pacific Lines geeps were dual control and had a 2 inch "S.P." next to each classification light. They were also equipped by EMD with a custom pilot on each end.

The first four had dynamic brakes, were assigned class DF603 and numbered 5600 through 5603. Because of the location of the air tanks under the frame, these 4 locomotives (and the 14 T&NO geeps) only carried 800 gallons of fuel which had to supply both the steam generator and the locomotive engine. The two side tanks carried a total of 800 gallons of water for the boiler.

The last four had no dynamic brakes, were assigned class DF606 and numbered 5622 through 5625. With the air tanks on top of the long hood, there was room for a 1100 gallon fuel tank and two 600 gallon water tanks. Even though it may look like only one tank from the side of the locomotive, there are really 3 individual tanks under there. The air tanks remind many of the torpedo tubes on the deck of a second world war P.T. (patrol torpedo) boat and this style of locomotive was nicknamed "torpedo boat".

S.P. conducted an experiment in which a single, equally split tank was applied to the 3008 and 3009. It allowed for 1200 gallons of fuel and water. In addition, long, slim air tanks like those of the 5623 were located on top of each side of the tank. Thus, they could have both dynamic brakes and the larger fuel/water capacity.

When the 5623 was renumbered 3005 in 1965, it was changed from DF606 to EP418-3 which meant EMD, Passenger, 4 axle, 1800 horsepower, type 3. Yes, a GP9 is 1750 horsepower but the S.P. rounded it up for the classification system.

When the 3189 (3005) emerged from the S.P.'s GRIP (General Rehabilitaion and Improvement Program) in 1977, it's classification was changed from EP418-3 to EF418-R1. This classed it as an Emd, Freight, 4 axle, 1800 horsepower, Revision 1 locomotive. Why not Emd Passenger? A good question and one to which I have no concrete answer. If you do, please let me know. My guess is that since the S.P. was out of the passenger business after the entrance of AMTRAK, there was no need for a passenger class of locomotives. They seem to have conveniently forgotten about the penninsula commute service to which the 3189 returned. Note that references to the 3189 as a GP9-E are in error. The "E" program was replaced by GRIP before the 3005 was cycled through.

Note 1: Steam boiler removed 1960, locomotive transfered to freight service.

Note 2: Steam boiler removed 1962, locomotive transfered to freight service.

Note 3: 2400 Gallon split tank (1200 water, 1200 fuel) applied by S.P. Sacramento shop as experiment.

Note 4: Steam boiler still in locomotive upon removal from the S.P. roster and scrapping or sale.

Note 5: Renumbered upon cycling through the GP9E program in 1975.

Information for this chart was gathered from a number of sources including the "S.P. project M-113 1965 renumbering guide" and various issues of the Southern Pacific Motive Power Annual by Joseph A. Strapac.