Athearn #G8520 SD60i W/DCC & Sound Terminal Railroad Association #4001

LOCOMOTIVE FEATURES Coupler cut levers MU hoses Trainline hose See through cab windows Full cab interior Walkway tread Windshield wipers Lift rings Wire grab irons Sander lines Fine-scale Celcon handrails for scale appearance Detailed fuel tank with fuel fillers fuel gauges & breather pipes McHenry® scale knuckle couplers – Kadee® compatible DCC-ready features Quick Plug™ plug-and-play technology with 21-pin NEM connector Scaled from prototype resources including drawings field measurements photographs and more Accurately painted and printed paint schemes Genesis driveline with 5-pole skew wound motor precision machined flywheels and multi-link drivetrain All-wheel drive with precision gears for smooth & quiet operation All-wheel electrical pickup provides reliable current flow Wheels with RP25 contours operate on all popular brands of track LED Lighting for realistic appearance Heavy die-cast frame for greater traction and more pulling power Packaging securely holds for the model for safe storage Fully-assembled and ready-to-run Replacement parts available Minimum radius 18” SOUND EQUPPED MODELS ALSO FEATURE Onboard DCC decoder with SoundTraxx Tsunami2 sound Sound units operate in both DC and DCC Engine horn and bell sounds work in DC All functions NMRA compatible in DCC mode Precision slow speed control Program a multiple unit (MU) lashup with lead unit only horn bell and lights Many functions can be altered via Configuration Value (CV) changes CV chart included in the box PROTOTYPE SPECIFIC INFORMATION In 1984 EMD unveiled the first four SD60 demonstrator units. The SD60 was equipped with a 3800 horsepower 16 cylinder turbocharged 710 engine. Five years later EMD began offering the SD60 with the “safety” wide nose cab thus creating the SD60M. Union Pacific was the first to acquire the SD60M followed by Burlington Northern Soo Line and Conrail. Conrail also ordered SD60I “isolated cab” versions. BN’s SD60M’s went to BNSF while Conrail’s units were split between Norfolk Southern and CSX. During the traffic crunch of World War II ten more 4-8-4s of class FEF-3 numbers 835 through 844 were acquired. The FEF-3 boiler was slightly longer than the FEF-2 plus the FEF-3 featured double exhaust stacks cast pilots and cabinets on the tender. Within six months of delivery they were fitted with “elephant ear” smoke deflectors. Several FEF-3s also received triple exhaust stacks. All of the 4-8-4s were converted to burn oil after the Second World War. They also wore two-tone gray paint from April 1946 until the mid-1950s. While UP streamliners were all diesel powered the FEFs worked the secondary trains such as the Pony Express and Overland as well as mail trains. At the time those trains were usually quite long and consisted of heavyweight cars requiring all of the power the FEFs could deliver. Instead of retiring FEF-3 844 in the early 1960s UP kept it for excursion service and renumbered it to 8444 to allow GP30 844 into the system by 1962. From the mid-1950s until 1987 FEF-3 8444 was painted in the black paint scheme. In September 1987 it was repainted into the two-tone gray scheme with yellow stripe and lettering. After returning to Cheyenne from the Los Angeles Union Station 50th Anniversary celebration in June 1989 FEF-3 8444 was renumbered back to 844. The two-tone gray paint lasted until September 1991.