* Road-Specific Detailing
* Five-Pole Skew-Wound Armature Motor
* 14:1 Gear Ratio for Easy Multiple Unit Operation
* Machined Brass Flywheels
* All-Wheel Drive
* Precisely Meshed Helical Gears for Silent Running
* Constant & Directional Headlights
* Heavy Die Cast Chassis for Maximum Traction
* Proto MAX(TM) Metal Knuckle Couplers
By the mid 50s, increasing pressure from long-haul trucks, declining passenger
revenues and mounting costs forced western railroads to find new ways to improve
service. Faced with expensive overhauls of early cab and hood unit diesels, many
began looking at new equipment as well as ways to improve existing motive power.
In 1955 Union Pacific equipped several GP9s with turbochargers as an experiment.
Their success inspired EMD to create its own turbocharger for the 567 prime
mover, leading to the introduction of the six-axle SD24 in 1958. Further
experiments in 1959 created a four-axle version, dubbed the GP20. Early in their
careers, the new units were typically assigned priority freights that demanded
higher speeds. With the arrival of newer power, they were gradually bumped into
secondary runs, and eventually spent their last years in local and yard service.
Following their retirement, a few went to work for shortline operators. Western
Pacific #2001, the very first GP20, was donated by UP to the Feather River Rail
Society in 1985, where it has been restored to its as-built appearance.
These models are detailed to match Phase 1b prototypes as they appeared from
approximately 1966-70. New York Central specific details include:
* No Dynamic Brakes
* Side-mounted Bell
* Sinclair Radio Antenna
* Automatic Train Stop (ATS) Motor Generator
* Automatic Train Stop (ATS) Shoe on Journal Bearing
* Leslie S-2M Airhorn
* Correct Truck Journal Bearings
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