BNSF
Once the Burlington Northern and Santa Fe railroads merged in 1996, several new paint schemes were attempted, including variations on the Superfleet and Great Northern schemes. After some deliberation, BNSF 2099 was repainted in 1996 into what would be known as the “Heritage I” scheme. Being that it was the first unit painted, it exhibited a major difference from later repaints in that it had a silver underframe- future units in this scheme, other than the Dash 9-44CWs, would have green underframes.
BNSF FEATURES:
ROAD NUMBER SPECIFIC FEATURES:
Union Pacific
UP’s initial order for GP38-2’s in 1974 for 40 units (#2000-2039) ushered a new batch of road switchers for the carrier. This first order included the common regular EMD steps, Beacon, Canvas style sun shades, and large front EMD plow. UP went back the following year and ordered 20 more. The second batch had switcher steps which gave them a distinct different look. By the late 1970’s, UP started to adopt a larger font name on the sides of their locomotives. One of the most notable detail changes was the horn being moved to the front roof of the cab and a piping conduit running along the roof of the unit. We have added this feature including UP’s modified coupler levers on both ends and the pilot mounted lifting lugs. These were originally assigned to the Pacific Northwest, but could be found all over the system. Most of these are still earning revenue for UP today.
UP FEATURES:
ROAD NUMBER SPECIFIC FEATURES:
Norfolk Southern
After the split of Conrail in 1999, both CSX and NS received former CR GP38-2’s as part of the deal. NS began to patch them into their number series. Some also received full repaints while keeping their CR features such as small EMD front plow, front and rear ditch lights, and cab signal box. Another unique feature were the original installed class lights on both ends, when most railroads had theirs removed.
NS FEATURES:
ROAD NUMBER SPECIFIC FEATURES:
Milwaukee Road
In the early 1970’s the Milwaukee Road found that it needed to replace their aging fleet of low-horsepower switching units due to the rising costs of maintenance. They intended to replace them with their GP9’s. But they needed replacements for the GP9’s in local service so they purchased two groups of new EMD GP38-2’s. The first group, #’s 350-355 were built in June 1973 without dynamic brakes. The 2nd group came in the fall of 1974 with dynamic brakes and were assigned to their western extension until it was embargoed and then abandoned in 1980.
MILW FEATURES:
ROAD NUMBER SPECIFIC FEATURES:
PROTOTYPE SPECIFIC INFORMATION
By the early 1970s, many first generation diesels were reaching the end of their service lives. The most common replacement locomotive became the GP38-2. EMD began production of the 16-cylinder, non-turbocharged, 2000 horsepower engine in 1972. Unlike the GP38’s engine, which drove a generator to supply power to the traction motors, the GP38-2s prime mover drove an alternator which produced AC electrical current that was rectified to DC to power the four traction motors. Another major change for the GP38-2 was the introduction of the “dash 2” modular electrical cabinet. For more than 40 years, the GP38-2 has worked main line freights, locals, switching jobs, yard service, helpers, snow fighting trains, and hump power. Many remain in service today.
GP38-2 SERIES LOCOMOTIVE FEATURES:
GENESIS DIESEL LOCOMOTIVE FEATURES:
SOUND-EQUIPPED MODELS ALSO FEATURE
Order Due Date: October 28, 2022
Anticipated Delivery Date: December 2023
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