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This review was taken from the November, 1998 issue of Model Railroad News Magazine and is reproduced with permission of Lamplight Publishing Company, Merlin, OR.

EMD SD60 IN N FROM ATLAS

Review by Michael J. Pratt

Atlas Model Railroad Company recently released the EMD SD60 in N scale. The new model is being offered DCC ready (with a Printed Circuit light board), or with a DCC decoder equipped light board.

Initial roadnames available include: Burlington Northern, Chicago & NorthWestern, Conrail, CSX, EMD Demonstrator, Norfolk Southern, Oakway, Soo Line, Union Pacific, and undecorated. For the PC light board equipped versions, three roadnumbers are available for BN (8300-8302), and EMD Demo (EMD 1, 2, 4). Two numbers and an unnumbered version are available for C&NW (8012, 8034, no #), Conrail (6845, 6858, no #), CSX (8700, 8703, no #), NS (6603, 6634, no #), Oakway (9025, 9058, no #), Soo Line (6044, 6049, no #), and UP (6001, 6028, no #).

Atlas’ DCC decoder equipped SD60s feature the same roadnumbers as the non-decoder versions. No unnumbered models are offered for any decoder equipped roadname, nor is an undecorated, decoder equipped version available.

EMD’s SD60

With the successful introduction of GE’s 3,600 horsepower B36-7 and C36-7 locomotives, EMD realized it would have to develop a replacement for its SD40 and SD40-2 models. In 1980, EMD’s special-duty (SD) 50 series locomotives were introduced. Powered by an overly taxed 645 prime mover, the SD50 locomotives were subject to frequent overhauls; roughly every two years as compared to four years for the SD40 and SD40-2 models.

The need to develop a stronger, more reliable prime mover led to the development of the 710 power plant. The 710G introduced in the SD60 is a 16 cylinder prime mover rated at 3,800 horsepower.

In addition to the new power plant, the SD60 incorporated an upgraded traction motor, new microprocessor controls which replaced the modular units introduced in the Dash 2 line, and additional radiator capacity along with two speed cooling fans. The SD60 also boasted a 16 percent increase in fuel economy over the SD50.

To test the new power plant and the microprocessors, EMD field tested the SD60 design by using four specially painted Demonstrator units. Built between May and July, 1984, the EMD Demos, numbered 1-4, were placed in front line service for railroads across the country. These included Burlington Northern, Chessie, Chicago & North Western, Soo Line, D&RGW, Conrail, Santa Fe, and Union Pacific.

Initially, EMD #1, #2, and #4 operated together, with #3 held in reserve. As of June, 1997, number 3 was on lease to BNSF under the same lease arrangement as the Oakway SD60s. Under this lease, which was originally initiated by Burlington Northern in the mid 1980s, BN would pay Oakway, Inc. for the actual electrical power output of the locomotives. This kilowatt-hour leasing arrangement was a first for the industry. As part of the leasing agreement, all maintenance and repair would be handled by EMD personnel, not BN. On hundred SD60s were initially leased to BN painted in an EMD Demo like scheme, with "Leased to Oakway Inc." on the cab sides. Of the original 100, only one had been retired by mid 1997.

In December of 1948, Norfolk Southern received four demo units painted in NS colors. After six months of testing, NS placed the first production order for 50 SD60s. Norfolk Southern would eventually roster a total of 151 standard SD60 locomotives, the most of any railroad.

When referring to ‘standard,’ SD60s, this means units with standard, conventional cabs. The conventional cab SD60 is virtually identical to its SD50 predecessor; the SD60 has six latched doors per side under the radiator grills, the SD50 has five. The most distinguished feature of the 60 series came in January of 1989, when Union Pacific became the first U.S. railroad to receive the North-American cab equipped SD60 locomotive, or SD60M.

These full width cabs feature a three piece windshield and nose door. Later variants feature a two piece windshield (SD60M Phase II), along with subtle changes to the nose contours, compartment door louvers, and so on. The SD60MACs measure 69’-10").

Canadian National operates the SD60F, unmistakable due to its "Draper Taper" full width cowl body and four piece windshield. Another variant, the SD60I, features a full width cowl body and four piece windshield. Another variant, the SD60I, features a full width, isolated cab. The crew compartment is insulated from the rest of the locomotive by the use of a rubber gasket. These were marketed under the "Whispercab" name. SD60s can be recognized by a parting line around the front portion of the nose.

The addition of AC traction motors led to the SD60MAC. Four demo units were used by the BN in 1992. After testing, BN placed an order for 350 AC powered locomotives, the largest domestic order for diesel locomotives. These were not SD60MACs, but were based on the SD70, a 4,000 horsepower loco then under development. These new locomotives would be designated SD70MACs, relegating the SD60MACs to being test subjects only.

For a comprehensive look at the EMD SD60, I strongly recommend EMD’s SD60 Series – Steppingstone to the 21st Century by Diesel Era. This book contains history, diagrams, rosters, and photo after photo of this very significant locomotive.

Atlas’ N scale SD60

Barring any road specific peculiarities, Atlas’ new model represents a standard, conventional cab SD60. Original, conventional cab SD60 operators were BN (with three EMD lease units painted in BN colors), C&NW, Conrail, CSX, EMD, KCS, NS, Oakway, Soo Line, and UP. Atlas is offering every road which originally operated the SD60 with the exception of Kansas City Southern. The models reviewed are decorated for the EMD Demo and Soo Line units.

Measurements of the locomotive model are exactly to scale. This includes the offset center axle of the HTC trucks. Placement of all the doors, latches, intakes, screens, and exhaust match the prototype. Even the zig-zag panel line behind the cab has been duplicated. The latches, hinges, and rivets are not overly done. My only critique would be that the traction motor blower duct does not extend to the edge of the left side walkway as on the prototype.

An optional Winterization Hatch is included with the model. To install, the modeler must trim off two molded ‘lift rings’ from the top of the shell, and then drill three holes in the same general location. The location of these holes are marked by dimples inside the shell. The hatch was an ordered option by some roads. Its use will be determined by railroad, roadnumber of the locomotive, and even the year it is being modeled as most roads removed the hatches by the 1990s. Hats off to Atlas for including an optional detail part for an N scale locomotive!

Atlas has also included a front snow plow. Although it can be removed, it leaves two large holes in the pilot by its absence. Removal would be unnecessary as all roads offered by Atlas operated the SD60 with snow plows. Through the late 1980s, NS even ordered plows for both ends of their SD60s. (They eventually figured out which end was the front – just teasing!) The snow plow varied in size and shape depending on railroad. Atlas’ version is a reasonable facsimile.

Paint on both sample SD60 models is outstanding; crisp and opaque in every detail. The nose and side logos of the EMD Demo units are nicely done, as is the thin black stripe separating the main blue and white colors. The trucks and horn are appropriately silver. The "Power of Tomorrow, Today" located on both sides of the cab is in the correct lettering style. I did find two errors with the paint on the EMD model, however. The EMD logo on each side of the locomotives should be taller and almost touch the bottom edge of the radiator grills, and the jack pads should be painted blue, not black.

The Soo SD60 is a vibrant, "candy apple" red, reflecting the third order of prototype SD60s by the Soo Line which began arriving in November, 1989. The Soo model features black walkways and a black anti-glare panel on the short low hood. "SOO" is the correct shape on both sides and ends of the model. I was particularly impressed with the small "SD60" printed on the frame. Both the EMD and the Soo Line models will need the vertical portion of handrails located in the step areas to be painted white to better match their respective prototypes.

As for actual operation, only one word descries the new offering from Atlas – Flawless! On the samples reviewed, minimum voltage is 1.36 volts at .085 amps for a scale 4.09 miles per hour on level track. Twelve volts speed is 150 scale miles per hour, over twice the prototype’s top speed of 70mph. The locos ran continuously around 9-3/4" radius curves and through Atlas switches without any problems.

The chassis on the new Atlas model is an all metal, insulated, split frame design, typical of Atlas N scale locomotives. The SD60’s motor feature five poles and twin brass flywheels. All twelve wheels are powered and provide power pickup. The headlights are directional on the standard light board version, and are plainly visible at around four and one half volts. The entire model weighs in at 3.6 ounces.

As with Atlas’ GP40-2 N scale locomotive, the new SD60 is being offered with a standard, replaceable PC light board, or with a decoder equipped light board for DCC operation. The decoder for the new model is manufactured by Lenz, #LE062XF.

Unlike the GP40-2 model, which did not include any documentation regarding its Digitrax decoder (Atlas’ GP40-2 in N scale – March, 1998 MRN), Atlas has included all technical specifications for the Lenz decoder available with the SD60. These specs are printed on the back of the parts break-down diagram.

To summarize the specs of the Lenz decoder: it is selectable for operation with 14/27, 28/55, 128 direct drive, or 128 speed table mode; the decoder supports advanced consist control and extended addressing; and lights can be configured for directional or Rule 17. According to the documentation, the decoder can be programmed with any NMRA DCC command station/programmer, and operation on conventional DC layouts is also possible. The Lenz decoder has an NMRA Conformance Warrant pending.

Both the PC light board and DCC decoder equipped boards are secured between the two frame halves of the model. To replace the PC light board or DCC decoder, you must first remove the shell and fuel tank, then pull off the plastic front light cover from the frame. Next, remove the two screws holding the frame halves together. Pry apart the two halves and remove the PC light board or decoder. Both boards make electrical contact directly with the frame and motor; no DCC "plug" is used. Reassembly is just the reverse. Be sure the drive trucks and frame insulating washers are in their proper positions. Check for free movement of the drive trucks as you reassemble the frame.

Like the prototype SD60, Atlas’ model has filled a gap in modern EMD, special duty locomotives, only this time in N scale. And, like the prototype, has done so with exceptional performance and attractive styling. So, like the prototype, will Atlas’ new model lead to other versions? Is the SD60M far behind? One thing is certain – the N scale SD60 locomotive should be considered Atals’ "Steppingstone to the 21st century."