A Boeing B-17 was christened the Spirit of the Union Pacific in 1943, recognizing employees who funded it through war bond contributions. The Spirit of the Union Pacific was assigned to the 571st Bomber Squadron and shot down on its fifth mission during a raid on enemy installations in Münster, Germany.
Union Pacific’s Locomotive No. 1943, The Spirit, is the 16th commemorative locomotive introduced in the 155-year-old company’s history. The Spirit honors the United States’ armed forces and the men and women filling their ranks. Created in collaboration with Union Pacific veterans, the locomotive illustrates the railroad’s connection to the thousands of veterans who helped build America through the centuries.
HONORING THE ARMED FORCES
Every detail in The Spirit’s trade dress incorporates a piece of each U.S. armed forces branch.
The Spirit’s front is symbolic of Air Force Silver, and the blue stripe is a reflection of the former Strategic Air Command’s “nose sash.” The lettering inside the sash is the original hand-drawn font used on the B-17. It is followed by the Coast Guard’s “Racing Stripe” and the Navy’s Battleship Gray, which frames Union Pacific’s traditional American flag. The military camouflageis a nod to the Army and Marines.
As the train passes by, the final message on the tail is dedicated to U.S. prisoners of war and those missing in action, featuring the POW/MIA symbol and its motto, “You Are Not Forgotten.”
SD70ACe AND SD70M-2 SPECIFIC FEATURES:
New for the SD70ACe and SD70M-2,LED lighting
Correctly-sized operating ditch lights
Front and rear trainline air hose with silver tips
Multiple unit (MU) hoses with silver tips
Coupler cut bars
Train line air hoses
Flat or tapered front and rear anticlimbers
Safety tread on the walkways
Nose or cab mounted headlight
Standard or isolated cab
Tinted side windows
Detailed and painted cab interior with control stand, display screens, detailed crew seats and optional grade crossing camera
Airchime K5LLA horn with square or "tube" style mounting bracket
Large antenna dome
Small GPS antenna dome
Inverter box with original X-panels, X-panels with retrofitted louvers, factory louvers, late EMD large intake or retrofit large intake
See-through radiator fans
Etched dynamic brake grille and screen with appropriate grid detail underneath
Dynamic brake louver variations per prototype
Chicago Blower brand air blower visible behind the see-through grilles at the rear of the locomotive
Early or late hand brake housing and wheel
Early or Late Sander Brackets
Factory installed wire grab irons
Jacking pads per prototype
Plumbing alongside the frame appropriate to the specific railroad and purchase order
Fuel tanks with single or dual fuel fillers
HTCR or HTSC trucks per prototype
Non-sound QuickPlug™ equipped with NEM 21-pin DCC plug
McHenry scale knuckle spring couplers
Minimum radius: 18"
Recommended radius: 22"
SOUND EQUPPED MODELS ALSO FEATURE:
Onboard DCC decoder with SoundTraxx Tsunami2 sound
Sound units operate in both DC and DCC
Full DCC functions available when operated in DCC mode
Engine, horn, and bell sounds work in DC
All functions NMRA compatible in DCC mode
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 order to meet stricter diesel locomotive emissions standards imposed by EPA Tier II regulations, EMD modified the SD70MAC to create the SD70ACe and SD70M-2. Each model is powered by a 16-cylinder, 4300-horsepower diesel engine. On the SD70M-2, the prime mover drives an alternator and produces AC current that is rectified to DC current, which powers the traction motors. On the SD70ACe, the DC current is then "chopped" back into AC to power the traction motors.
Much of the external design is based on the SD90 series locomotives. Similar features include the full height nose door and rectangular windshields, the large flared radiators with two fans, and the positioning of the dynamic brake equipment at the rear of the long hood. In addition, the inverters were moved from inside the long hood to a box on the walkway behind the fireman’s side of the cab.