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This review was taken from the June 1999 issue of Model Railroad News Magazine and is reproduced with permission of Lamplight Publishing Company, Merlin, OR.

EMD SD60Ms FROM ATLAS

Review by Michael J. Pratt

Following its release of the Electro-Motive Division SD60, Atlas Model Railroad Company recently released the EMD SD60M in N scale. Two versions of the SD60M are being offered: one with three front windows, the other with two front windows. Like the SD60, the model is available with a DCC decoder-equipped PC board, or with a replaceable PC board for future conversion to DCC.

EMD’s SD60M

In late 1988, the first North-American cab equipped locomotive was placed in service. The loco wore the colors of the Union Pacific. The locomotive was the EMD, SD60M. After initially purchasing more than 80 SD60s, UP ordered a total of 281 SD60Ms, the most of any railroad. Only four railroads purchased the SD60M variant from EMD: Union Pacific, Burlington Northern, Conrail, and Soo Line.

EMD’s SD60M can be divided into two very recognizable versions, or Phases. Phase I SD60Ms have three forward facing windows, while Phase II versions have only two. The outer slope of the nose increased with the Phase II version, allowing for greater crew visibility. Numberboards and lights also moved from the nose on Phase Is, to above the windshield on Phase IIs.

According to Diesel Era’s book, EMD’s SD60 Series-Steppingstone to the 21st Century, the Phase I, three window SD60M locomotives can be divided into four sub-phases. You can skip ahead, but I promise to keep it short.

Phase Ia essentially used the three window design, dynamic brake equipment similar to the SD60, and only one set of louvers on the left side equipment doors under the cab. Phase Ib versions moved the dynamic brake grid and central air intake forward. Phase Ic versions added two more sets of louvers to the left side compartment doors. This compartment housed the cab’s heating/air conditioning unit below the cab floor.

Phase Id versions of the SD60M incorporates a new nose design-the front edge is tapered downward for improved visibility. Additional grab irons and round sand filler covers (opposed to square on Phase Ia – Ic) were added to the Phase Id cabs.

The book also refers to two sub-phases (a and b) of the Phase II, two window SD60M. However, I was unable to discern between the two from the text.

SD60M original owners by phase and roadnumber are: Phase Ia, UP #6085-6109; Phase Ib, BN #9200-9429; Phase Ic, UP #6110-6215, Soo Line #6058-6062; Phase Id, UP #6216-6268; Phase IIa, UP #6269-6365; Phase IIb, BN #9250-9298, CR #5500-5543, #5545-5574.

Atlas’ N Scale SD60M

Atlas is offering its three window, Phase I versions for Union Pacific and Soo Line. Two window, Phase II versions being offered include: Burlington Northern, Burlington Northern Santa Fe, and Conrail.

Each standard PC light board equipped roadname is available in two roadnumbers, as well as an unnumbered model. DCC decoder equipped models are available in two roadnumbers only. Undecorated SD60Ms, two or three window versions, are also available. BNSF, PC board or decoder versions, are available in one roadnumber only (#9297).

Both three and two window model versions were acquired for review. Starting with Atlas’ three window unit decorated for UP, one can see that they have modeled the compartment door louvers, nose contour, and dynamic brake components representing the Phase Ic. UP (#6110-6215), and Soo Line (#6058-6062), were original owners of the Phase Ic SD60M, making Atlas’ choice of roads on the money.

The Phase II, two window sample reviewed is decorated in BNSF’s test bed paint scheme, which was applied to BN SD60M #9297 in 1996. As with its three window offering, Atlas has chosen to stick to the correct prototype roads for its two window version. Along with the differing window arrangement, Atlas’ Phase II model features a window in the nose access door.

For those that think Atlas took the easy way out and slapped a new cab onto its previously released SD60 model, be assured that the SD60M’s body is a completely different tooling. The SD60M features relocated dynamic brake components, and compartment doors located at the end of the long hood on both sides not present on the SD60 model.

Like the SD60 model, this new offering features excellent detail. This includes, but is not limited to: the radiator fans and grills, door latches and hinges, grab irons, handrails, numberboards, headlights, trucks, and walkway tread.

Items which have been carried over from Atlas’ SD60 model were also duplicated from the SD60 to the SD60M prototypes. These items include: the offset center axle, HTC trucks; the fuel and air tanks, and a large portion of the handrails. The brake wheel has been relocated to the right rear of the long hood, and the horn has been moved to the center of the long hood on the SD60Ms. The traction motor blower duct does not go to the edge of the walkway as on the prototype. This was true of the SD60 model as well.

Both window versions lack the representation of grab irons on the top of the cab nose. Surprisingly, Atlas has included a separate grab iron assortment for each version of the new model (#492240 three window, #492241 two window). The wire used measures .016", slightly more than 2-1/2" in scale diameter. From what I could see, there are no hole indication marks on the inside of the cab, leaving it up to the modeler to properly position the grabs.

Although a nice gesture on the part of Atlas, the separately applied sand filler covers on both models are a bit obtrusive. Molded on covers would have been fine in my opinion. Each model also includes a separately applied snow plow.

As with Atlas’ N scale SD60, each SD60M model features a winterization hatch that can be installed by the modeler. To install the winterization hatch, the modelers must trim off two molded ‘lift rings; from the top of the shell next to the forward radiator fan, and then drill three holes in the same general location. The location of these holes are marked by dimples inside the shell.

One personal comment here. The inclusion of any separate detail parts such as the wire grab irons and winterization hatch, indicates to me that Atlas is trying to give N scale modelers the same detailing opportunities as modelers in other scales. Atlas should be congratulated for recognizing N as a true modeling scale with regards to its recently released locomotive models.

Paint and lettering on the UP sample is up to Atlas’ standards: well applied with no blemishes, clean separation lines, sharp lettering, and well done graphics. The model includes legible Union Pacific shields on the sides and front of the nose. After UP’s second order of SD60Ms was completed with Phase Ic, roadnumber 6215, the shield on the cab sides was discontinued. Legible also is TOOLS INSIDE, printed on the nose access door. The engine number on the cab sides, as well as Union Pacific on the long hood is outlined in thin black.

I was disappointed with the paint on the BNSF sample. Paint on the prototype BNSF SD60M was a dark Pullman green, orange, red, and silver. I feel that the green on Atlas’ rendition is too light, even for a scale lightened version of Pullman green. The handrails are molded in an even lighter green.

Prototype striping was a combination of blue, dark green, and red. Atlas has used black in place of the blue. This striping combination is used only on the left side of the model, like the prototype. The right side features only a single red stripe separating the green and orange.

The large orange stripe on the long hood on the BNSF model was plagued with fine hairline cracks. An Atlas representative stated that there have been some problems with this scheme, especially on the brake wheel side of the model. The problem seems to stem from the underlying green not drying completely before the orange stripe was applied. Atlas is offering replacement shells upon request for anyone having similar problems. A replacement shell was received promptly from Atlas, with no signs of paint problems. The overall application of the lettering, striping, and BNSF logo on the nose of the model is well done.

Excellent photos and a brief description of #9297 can be found in the August, 1996 issue of Trains magazine, pages 16-17. Photos can also be found in the August, 1996 issue of Mainline Modeler magazine, pg. 48.

The chassis on both new models is the same as the SD60 release (an all metal, insulated, split frame design), with the exception of the three window version having a light shield secured inside the cab. The 5-1/4: long model also includes: directional lighting, blackened wheels, and a dual flywheel equipped, five pole skewed armature motor. All twelve wheels are powered and provide electrical pickup. The headlights are directional on the standard light board version. The body mount Rapido couplers included can be changed to Micro-Trains #1015/1016 couplers.

The sample locomotives operated well straight from the box: minimum voltage is 1.7 and 1.8 volts at .1 amps. Both models ran around 9-3/4" radius curves and through Atlas switches without any problems. Both models operate with a relatively low noise level.

From all indications, this model has already done quite well for Atlas. In order to provide our readers with this review, samples had to be borrowed. Thanks are due to Charlie LeCain of Whistle Stop Trains, Portland Oregon.

Next to be released from Atlas in N scale is the EMD SD50. The new model will feature a DCC ready, or DCC decoder equipped chassis. Roads available will include: Chessie System, Missouri Pacific, Rio Grande, and Seaboard System.

In my review of the Atlas SD60 (November, 1998 MRN), I asked if the SD60M could be far behind. It wasn’t. For those of us that crave modern EMD power for N scale, Atlas has again provided what we hunger for. I hope that they have put enough on the table to satisfy the majority of us. And although they may have missed with a one of a kind paint scheme, there are plenty of other reasons to include this latest offering from Atlas on your roster.