MTH HO Scale 4-6-4 Hudson Locomotive - Streamlined NYC Empire State

HO RTR 4-6-4 with PS3, NYC/Empire State #1



Written By:
Ken Hulsey
Source: Steamlocomotives


MTH has released, what might be, one of the finest examples of the famed New York Central's 4-6-4 streamlined, 'Hudsons', in HO gauge. This locomotive is painted in the railroad's 'Empire State' paint scheme, and is a must have for all railroad modelers and enthusiasts.



In total 275 of these powerful passenger locomotives were built for the NYC by the American Locomotive Company between 1926 and 1938. Of these engines, 13 were streamlined in the now infamous, "bathtub" casing that was designed by the Case School of Science in Cleveland, OH.

NYC locomotive 5344 was the first to receive the streamline treatment, in fact, it was the first American steamer to ever be streamlined, having its shroud installed in 1934.

In 1935 No. 5344 was assigned to the New York Central's premiere passenger train, the 20th Century Limited, which ran between Toledo and Chicago. This locomotive would remain on the head end of the 'Limited' until 1945, when a collision with a truck at a grade crossing, would cause the engine to have to have it's streamlining removed.

Locomotives 5426 and 5429, were streamlined with a stainless steel cowling to match the "Empire State Express" train. Both locomotives would wear this cowling until 1950.

Ten 'Hudsons' , numbers 5445 through 5454, were graced with the famed streamline design created by Henry Dreyfuss that matched the new cars of the New York to Chicago "Twentieth Century Limited" which was one of America's most famous luxury trains.

Proto 2000 Ho Scale Alco PA/PB Locomotive Set - Union Pacific

ALCO PA refers to a family of A1A-A1A diesel locomotives built to haul passenger trains built in Schenectady, New York in the United States by a partnership of the American Locomotive Company (ALCO) and General Electric (GE) between June, 1946 and December, 1953. They were of a cab unit design, and both cab-equipped lead A unit PA and cabless booster B unit PB models were built.

The PAs, as well as their cousins, the ALCO FAs, were born as a result of Alco's development of a new diesel engine design, the Model 244. In early 1944, development started on the new design, and by early 1946, the first engines were beginning to undergo tests. This unusually short testing sequence was brought about by the decision of Alco's senior management that the engine and an associated line of road locomotives had to be introduced no later than the end of 1946. In preparation for this deadline, by January of 1946, the first 244 engines were being tested, and while a strike delayed work on the locomotives, the first two PA units were released for road tests in June 1946, for testing for one month on the Lehigh Valley Railroad. After these first tests were completed, the locomotives returned to the factory for refurbishment and engine replacement. In September 1946, the first production units, an A-B-A set of PA1s in Santa Fe colors were released from the factory, and sent to New York's Waldorf-Astoria Hotel, which had a private railroad siding, for exhibition before being launched into road service.

Two different models were offered: the 2,000 horsepower (1,500 kW) PA-1/PB-1 (built between September, 1946 and June, 1950); the 2,250 horsepower (1,680 kW) PA-2/PB-2 (built between April, 1950 and December, 1953)

Models popularly termed the PA-3/PB-3 were in fact only an upgrade of the PA-2/PB-2. The true PA-3/PB-3 model would have boasted 2,400 horsepower (1,800 kW), though none were ever built. Aside from the small power increase between the PA-1 and the PA-2, differences between the models were minor. Externally, PA-3s could be distinguished by the absence of the "eyebrow" trim piece on the grille behind the cab and the porthole window behind the radiator shutters. Internally, later PA-2 and PB-2 production featured a water-cooled turbocharger and other engine compartment changes, but these were frequently added to older models undergoing major repairs and/or overhauls.

Like its smaller cousin, the ALCO FA, the PA had distinctive styling, with a long, straight nose tipped by a headlight in a square, slitted grille, raked windshields, and trim pieces behind the cab windows that lengthened and sleekened the lines. The overall design owed something to the Fairbanks-Morse Erie-built design, which had been constructed by ALCO's electrical equipment partner General Electric at their Erie, Pennsylvania plant. The majority of PA components were compatible with the FA.

Fans deemed the PA one of the most beautiful diesels by design and an "Honorary Steam Locomotive", with the first being Professor George W. Hilton in a book review in the September, 1968, Trains Magazine,[2] because of a peculiarity of the ALCO 244 diesel prime mover when accelerating. Until the turbocharger came up to speed, thick clouds of black smoke would pour from the exhaust stacks, due to turbo lag. Photographing a moving PA while smoking became a prime objective of railfans.[3]

The ALCO 244 V16 diesel prime mover proved to be the undoing of the PA: The engine had been rushed into production, and proved to be unreliable in service. The PA locomotives failed to capture a marketplace dominated by General Motors Electro-Motive Division and their E-units. The original Santa Fe three unit set #51L, 51A and 51B was repowered in August 1954 with EMD 16-567C engines rated at 1,750 hp (1,305 kW). This EMD repowering of the PAs was economically unfeasible and the remaining Santa Fe PAs retained their 244 engines. The later 251-series engine, a vastly improved prime mover, was not available in time for ALCO to recover the loss of reputation caused by the unreliability of the 244. By the time the ALCO 251 engine was accepted into widespread use, General Electric (which ended the partnership with ALCO in 1953) had fielded their entries into the diesel-electric locomotive market. General Electric eventually supplanted ALCO as a manufacturer of locomotives. ALCO's loss of market share led to its demise in 1969.

See Union Pacific Model Trains: Athearn HO Scale C44-9W Locomotive - Union Pacific / Bachmann HO Scale Pacific Flyer Electric Train Set - Union Pacific / Athearn HO Scale GE AC4400 Locomotive - Union Pacific / Trainline HO Scale Alco FA-1 Locomotive - Union Pacific / Athearn HO Scale 4-8-4 Nothern "800" Locomotive - Union Pacific / Athearn HO Scale 50ft Combo Door Box Car - Union Pacific

Union Pacific News Articles: The Union Pacific Invests $5.7 Million To Improve Washington State Trackage / Railroad Photography - Saturday Afternoon At Oro Grande / Union Pacific To Sink $29 Million Into Improving Houston Infrastructure / The Union Pacific Increases Speed Through Malvern, Arkansas With Grade Crossing Improvements / Union Pacific Railroad Sets Monthly Record Moving Loaded Agricultural Unit Trains / Union Pacific Railroad's Pipeline Express Service Reaches 25,000 Rail Car Milestone / Railroad Photo Gallery - Union Pacific GP40-2 1368 (Ex Rio Grande) / The Diesel Railroad Locomotive - From Box Cabs And The SD40 To The SD70 And Gensets / The Cajon Pass Railroad Museum - The Birth Of A Dream

Athearn HO Scale SD75M Locomotive - Santa Fe / BNSF

The EMD SD75M is a series of diesel-electric locomotives produced by General Motors Electro-Motive Division in 1994. The series was a response to General Electric's Dash 9-44CW. By bumping up the output of the 16-710-G3 engine from 4000 to 4,300 horsepower (3,200 kW), the SD75 was a reality. The unit is recognized from the SD70 by the added bulge below the inertial air-intake on the right side of the unit. The "M" in the model designation is the style of the cab, in this case the North American style cab. The SD75I had a "WhisperCab" in EMD speak. Both models use the HTCR-II radial truck and are mounted on the 72 feet 4 inches (22.05 m) frame. This model only sold 76 units and was not as popular as the SD70. The biggest buyers of this model were the Santa Fe, now Burlington Northern Santa Fe.

Mainly built for a special request from ATSF/BNSF, the SD75M's are slightly more powerful than SD70M's, having horsepower ratings between 4,300 hp (3,200 kW) & 4500 hp. They are almost identical to SD70M's, but can be distinguished by looking for an equipment blower duct on the right side. SD70M's have a blower duct on the left side only (like most EMD's), but SD75M's have a blower duct on both sides of the locomotive.

See Also: BNSF Shareholders Approve Sale To Berkshire Hathaway / The BNSF Honors Three Shortline Railroads For Partnership Excellence / The Cajon Pass Railroad Museum - The Birth Of A Dream

Athearn HO Scale FP45 Locomotive - Santa Fe (Red & Silver Warbonnet)

The EMD FP45 is a cowl unit type of C-C diesel locomotive produced in the United States by General Motors Electro-Motive Division. It was produced beginning in 1967 at the request of the Atchison, Topeka and Santa Fe Railway, which did not want its prestigious Super Chief and other passenger trains pulled by freight style hood unit locomotives, which have external walkways. The Santa Fe preferred a cowl unit.

The EMD SDP45 was a good passenger locomotive, but to the Santa Fe it did not look the part. EMD therefore designed a lightweight "cowl" body to cover the locomotive, though it did not, as in earlier cab units, provide any structural strength, which remained in the frame. The cowl provided sleeker looks, better aerodynamics at speed, and allowed the crew to enter the engine compartment en route for diagnostics and maintenance. Final drive gear ratio for passenger service was 59:18.

The Santa Fe purchased nine of the locomotives (road numbers 100 through 108), and the Milwaukee Road bought five for its passenger service (road numbers 1 through 5). Reportedly, Illinois Central Railroad was considering an order for five FP45s as well (EMD order #5742, serial #s 34952-34956), but cancelled it. Such low production was feasible and profitable for EMD since the locomotive was fundamentally just a re-clothed SDP45. Power, as in the SDP45, was from a V20 645E3 engine (or prime mover) developing 3,600 hp (2,680 kW).

See Also: Tickets Now On Sale For The Return Of Santa Fe Locomotive 3751 To San Diego / The Cajon Pass Railroad Museum - The Birth Of A Dream / Santa Fe Locomotive 3751 To Return To San Diego In May 2010!

See Other HO Scale FP45 Locomotives: Athearn HO Scale FP45 Locomotive - Milwaukee Road

See Other HO Scale Santa Fe Items: Athearn HO Scale F45 Locomotive - Santa Fe (Blue & Yellow Warbonnet) / Athearn HO Scale F7A/F7B Locomotives - Santa Fe / MTH HO Scale 2-10-0 Russian Decapod Locomotive - Santa Fe / Bachmann HO Scale Rail King Electric Train Set - Santa Fe / Athearn HO Scale EMD GP38-2 Locomotive - Santa Fe / Athearn HO Scale PS-2 Covered Hopper - Santa Fe / Athearn 50ft Ice Reefer Box Car - Santa Fe (Scout) / Athearn HO Scale Cupola Caboose - Santa Fe / Athearn HO Scale GP60M Locomotive - Santa Fe / Athearn Genesis F45 HO Scale Locomotive - Santa Fe / Bachmann 2-10-4 Texas HO Scale Locomotive - Santa Fe / Bachmann 4-8-4 Northern Locomotive - HO Scale - Santa Fe / Proto 2000 Diesel EMD F7A-B Set Powered - HO Scale - Santa Fe / Bachmann HO Scale FT Locomotive - Santa Fe / Walthers HO Scale F7 Locomotive - Santa Fe

Athearn HO Scale F45 Locomotive - Santa Fe (Blue & Yellow Warbonnet)

An EMD F45 is a C-C cowled diesel-electric locomotive built by General Motors Electro-Motive Division between 1968 and 1971. Power was provided by an EMD 645E3 20-cylinder engine which generated 3,600 hp (2,680 kW).

After sponsoring the development of the FP45 passenger locomotive, the Santa Fe requested a similar freight locomotive from Electro-Motive. Where the FP45 was an SDP45 wrapped in a full-width Cowl carbody, the new F45 was essentially an SD45 given the same treatment.

Where the Santa Fe requested a full-width carbody for aesthetics, the Great Northern saw an opportunity to protect crews from the dangers of winter operation in northern climates.

The Santa Fe ordered two lots of twenty each, for 1968 delivery. Where the FP45s were delivered in Santa Fe's red, yellow and silver warbonnet colors, the forty F45s came in the blue and yellow freight colors. The second lot of F45s were equipped with steam lines so that they could be used as trailing units on passenger consists.

Great Northern ordered an initial lot of six, for 1969 delivery. These were numbered immediately following a previous lot of SD45s. Another lot of eight was ordered before the first six arrived. All were factory-painted in the GN's blue, white and grey Big Sky Blue colors.

GN ordered twelve more for 1970 delivery - they were to be numbered 441-452 - but the GN merged into the Burlington Northern prior to delivery, so they arrived with BN numbers and BN's green, white and black Cascade Green colors.

BN followed with a final order for twenty in 1971. Afterwards they returned to ordering SD45s. This final order differed in several small ways from the GN specs.

See Also: Tickets Now On Sale For The Return Of Santa Fe Locomotive 3751 To San Diego / The Cajon Pass Railroad Museum - The Birth Of A Dream / Santa Fe Locomotive 3751 To Return To San Diego In May 2010!

See Other HO Scale F45 Locomotives: Athearn HO Scale F45 Locomotive - Burlington Northern / Athearn Genesis F45 HO Scale Locomotive - Santa Fe

See Other HO Scale Santa Fe Items: Athearn HO Scale F7A/F7B Locomotives - Santa Fe / MTH HO Scale 2-10-0 Russian Decapod Locomotive - Santa Fe / Bachmann HO Scale Rail King Electric Train Set - Santa Fe / Athearn HO Scale EMD GP38-2 Locomotive - Santa Fe / Athearn HO Scale PS-2 Covered Hopper - Santa Fe / Athearn 50ft Ice Reefer Box Car - Santa Fe (Scout) / Athearn HO Scale Cupola Caboose - Santa Fe / Athearn HO Scale GP60M Locomotive - Santa Fe / Athearn Genesis F45 HO Scale Locomotive - Santa Fe / Bachmann 2-10-4 Texas HO Scale Locomotive - Santa Fe / Bachmann 4-8-4 Northern Locomotive - HO Scale - Santa Fe / Proto 2000 Diesel EMD F7A-B Set Powered - HO Scale - Santa Fe / Bachmann HO Scale FT Locomotive - Santa Fe / Walthers HO Scale F7 Locomotive - Santa Fe

Athearn HO Scale F45 Locomotive - Burlington Northern

An EMD F45 is a C-C cowled diesel-electric locomotive built by General Motors Electro-Motive Division between 1968 and 1971. Power was provided by an EMD 645E3 20-cylinder engine which generated 3,600 hp (2,680 kW).

After sponsoring the development of the FP45 passenger locomotive, the Santa Fe requested a similar freight locomotive from Electro-Motive. Where the FP45 was an SDP45 wrapped in a full-width Cowl carbody, the new F45 was essentially an SD45 given the same treatment.

Where the Santa Fe requested a full-width carbody for aesthetics, the Great Northern saw an opportunity to protect crews from the dangers of winter operation in northern climates.

The Santa Fe ordered two lots of twenty each, for 1968 delivery. Where the FP45s were delivered in Santa Fe's red, yellow and silver warbonnet colors, the forty F45s came in the blue and yellow freight colors. The second lot of F45s were equipped with steam lines so that they could be used as trailing units on passenger consists.

Great Northern ordered an initial lot of six, for 1969 delivery. These were numbered immediately following a previous lot of SD45s. Another lot of eight was ordered before the first six arrived. All were factory-painted in the GN's blue, white and grey Big Sky Blue colors.

GN ordered twelve more for 1970 delivery - they were to be numbered 441-452 - but the GN merged into the Burlington Northern prior to delivery, so they arrived with BN numbers and BN's green, white and black Cascade Green colors.

BN followed with a final order for twenty in 1971. Afterwards they returned to ordering SD45s. This final order differed in several small ways from the GN specs.

See Also: The History Of Burlington Northern Steam Power?

Other Burlington Northern HO Scale Items: Athearn HO Scale GP50 Diesel Locomotive - Burlington Northern / Athearn HO Scale F7A Diesel Locomotive - Burlington Northern / Trainline EMD GP9M HO Scale Locomotive - Burlington Northern / Athearn HO Scale SD60M Locomotive - Burlington Northern / BNSF / Athearn HO Scale SD60M Locomotive - Burlington Northern Santa Fe / Intermountain Railway Company 40ft Box Car - Burlington Northern / Athearn HO Scale Cupola Caboose - Burlington

Athearn HO Scale FP45 Locomotive - Milwaukee Road

The EMD FP45 is a cowl unit type of C-C diesel locomotive produced in the United States by General Motors Electro-Motive Division. It was produced beginning in 1967 at the request of the Atchison, Topeka and Santa Fe Railway, which did not want its prestigious Super Chief and other passenger trains pulled by freight style hood unit locomotives, which have external walkways. The Santa Fe preferred a cowl unit.

The EMD SDP45 was a good passenger locomotive, but to the Santa Fe it did not look the part. EMD therefore designed a lightweight "cowl" body to cover the locomotive, though it did not, as in earlier cab units, provide any structural strength, which remained in the frame. The cowl provided sleeker looks, better aerodynamics at speed, and allowed the crew to enter the engine compartment en route for diagnostics and maintenance. Final drive gear ratio for passenger service was 59:18.

The Santa Fe purchased nine of the locomotives (road numbers 100 through 108), and the Milwaukee Road bought five for its passenger service (road numbers 1 through 5). Reportedly, Illinois Central Railroad was considering an order for five FP45s as well (EMD order #5742, serial #s 34952-34956), but cancelled it. Such low production was feasible and profitable for EMD since the locomotive was fundamentally just a re-clothed SDP45. Power, as in the SDP45, was from a V20 645E3 engine (or prime mover) developing 3,600 hp (2,680 kW).

Milwaukee Road's FP45s were all sold for scrap in 1981 and 1984.

$13.29 For An Athearn F3 A/B Set With DCC & Sound?!!

The EMD F3 was a 1,500-horsepower (1,100 kW), B-B freight-hauling diesel locomotive produced between July 1945 and February 1949 by General Motors’ Electro-Motive Division. Final assembly was at GM-EMD's La Grange, Illinois plant. A total of 1,111 cab-equipped lead A units and 696 cabless booster B units were built.

The F3 was the third model in GM-EMD's highly successful F-unit series of cab unit freight diesels, and it was the second most produced of the series. The F3 essentially differed from the EMD F2 in that it used the “new” D12 generator to produce more power, and from the later EMD F7 in electrical equipment. Some late-model F3s had the same D27 traction motors used in the F7, and were nicknamed F5 models.

As built, the only way to distinguish between the F2 and F3 was the nose number panels on the A units, which were small on the F2 and large on the F3 and subsequent locomotives. However, these could and were often altered by the railroad. Few F2s were built, however.
Early versions of the F3 had the "chicken wire" grilles along the top edge of the carbody. Later production featured a distinctive stamped stainless steel grille.

All F-units introduced after the FT have twin exhaust stacks and four radiator fans arranged close together atop their roofs, unlike the FT's four stacks and separated pairs of fans.

Bachmann HO Scale GP40 Locomotive - Alaska Railroad

An EMD GP40 is a 4-axle diesel locomotive built by General Motors Electro-Motive Division between November 1965 and December 1971. Power was provided by an EMD 645E3 16-cylinder engine which generated 3000 horsepower (2.2 MW).

1,187 examples of this locomotive model were built for American railroads, 16 were built for Canadian railroads, and 18 were built for Mexican railroads. Various passenger versions were also built.

In 1972, the GP40 was discontinued and replaced by the GP40-2, which had an improved electrical system and a few minor exterior cosmetic changes.

The Alaska Railroad (reporting mark ARR) is a Class II railroad which extends from Seward and Whittier, in the south of the state of Alaska, in the United States, to Fairbanks (passing through Anchorage), and beyond to Eielson Air Force Base and Fort Wainwright in the interior of that state. Uniquely, it carries both freight and passengers throughout its system, including Denali National Park (most other intercity passenger rail in the U.S.A. is carried on the Federal Amtrak system). The railroad has a mainline over 470 miles (760 km) long and is well over 500 miles (800 km) including branch lines and sidings. It is currently owned by the State of Alaska. The railroad is connected to the lower 48 via three rail barges that sail between the Port of Whittier and Harbor Island in Seattle (the Alaska Railroad-owned Alaska Rail Marine, from Whittier to Seattle, and the CN Rail-owned Aqua Train, from Whittier to Prince Rupert, British Columbia) but does not currently have a fixed land connection with any other railroad lines on the North American network. In 2008, the company earned a profit of $12.5 million (down 23%) on revenues of $158.7 million (up 6.9%), $121.7 million of which was operating revenue (up 5.2%).

See Also: Bachmann N Scale Electric Train Set - McKinley Explorer - Alaska Railroad

Other HO Scale GP40 Locomotives: Bachman HO Scale GP40 Locomotive With Dummy And Caboose - Santa Fe / Athearn HO Scale GP40-2 Locomotive - Southern Pacific

Athearn HO Scale 4-8-4 FEF-3 Locomotive - Union Pacific

Athearn HO Scale FEF-3 4-8-4 Northern Locomotive w/DCC & Sound, Union Pacific /Black #820

Product Features

HO Sound Equipped Steam
For use with your scale model railroad

Product Description

== Key Features == / / * Boiler backhead with full details and printed gauges / * Individually applied detail parts like piping, valves and generators / * Adjustable cab windows and opening doors / * Cab hatches can be opened and closed / * See-through running boards / * Blackened metal wheels / * 22" recommended minimum radius / * Pilot has opened and closed positions / * Factory installed DCC sound board with dual speakers / * Decoder automatically senses the power supply (works with both DC and DCC systems) / * Smoke unit ready with no soldering needed / * Includes hand-held remote control unit for DC operation / / == Specs == / / * DCC:Yes / * SOUND:Yes / * WHEEL CONFIGURATION:Northern / * COUPLER STYLE:Knuckle / * RTR/KIT:Ready To Run / * MIN. RADIUS:22" recommended

The FEF was a series of three types of 4-8-4 steam locomotives owned and operated by the Union Pacific Railway. The classes were: FEF-1; FEF-2; FEF-3. "FEF" was an acronym for the wheel arrangement, "four-eight-four."

During the late 1930s, the rising trainloads started to exceed the limits of the then in use 4-8-2's, which were the mainstay of the UP passenger operations. One day, in 1937, with UP President William Jeffer's business car in the rear, a "7000" Cass 4-8-2 demonstrated the lack of steaming power inherent in the type. Even when the train was waiting for rescue, dialog by telegram was sent to Alco in Schenectady, with a view of something better. The result was a superb class of forty-five locomotives.

The first twenty locomotives, numbered 800-819, were delivered by Alco in 1937. The "800"s as a whole followed - like Northumbrian 108 years earlier - the simplest possible arrangement of only having two outside cylinders. Fitting Alco's lateral motion devices to the leading coupled wheels eased the negotiation of curves. Complicated accessories often spoilt the basic simplicity of so many US locomotives, but UP resisted most of them, resulting in an elegant, uncluttered appearance. Despite frequently moving at speeds over 100 mph (161 km/h), the forces and stresses on the coupling and connecting rods were kept within acceptable limits. There were thus excellent results, and there were many reports of reaching the design limit of 110 mph (177 km/h).

The second batch of fifteen was delivered in 1939. Theses had several improvements, including larger cylinders, better tractive effort, taller driving wheels, and smoke deflectors on the sides of the smokebox. The greatest change, however, was the provision of a fourteen wheeled “pedestal” or “centipede” tender, in place of the twelve wheeled ones of the first twenty locomotives. Thus, the first locomotives became known as "FEF-1," whilst these were known as "FEF-2."

Except for the use of some substitute materials, the final batch of ten were nearly identical to the FEF-2. After World War II, coal supplies were affected by a series of strikes. In order to safeguard operations, UP converted the 800s to oil burning, and a 6,000 US gallons (23,000 l; 5,000 imp gal) tank was fitted in the bunker space. Otherwise, few modifications were needed to insure years of mainline service. These were the last steam locomotives delivered for the UP. 844, the last of the FEF-3 class, is the longest continuously operating 4-8-4 engine in the world, and the only one never retired by a Class I railroad. Like many of the "late era" steam locomotives, their final design was cut short by the advent of new monarchs of the rails, diesels. Although it is stated that the UP FEF series was designed to safely operate at 120 mph (190 km/h), no one really knows how fast the final 4-8-4 could go.

Other HO Scale 4-8-4 Northern Locomotives: Bachmann HO Scale 4-8-4 GS-4 Locomotive - American Freedom Train #4449 / Bachmann HO Scale 4-8-4 GS-4 Locomotive - Southern Pacific (War Baby) / Bachmann HO Scale 4-8-4 J Class Northern Locomotive - Norfolk & Western / Athearn HO Scale 4-8-4 Nothern "800" Locomotive - Union Pacific / Bachmann 4-8-4 Northern Locomotive - HO Scale - Santa Fe

Other Union Pacific HO Scale Items: Athearn HO Scale C44-9W Locomotive - Union Pacific / Bachmann HO Scale Pacific Flyer Electric Train Set - Union Pacific / Athearn HO Scale GE AC4400 Locomotive - Union Pacific / Trainline HO Scale Alco FA-1 Locomotive - Union Pacific / Athearn HO Scale 4-8-4 Nothern "800" Locomotive - Union Pacific / Athearn HO Scale 50ft Combo Door Box Car - Union Pacific

Union Pacific News Articles: The Union Pacific Increases Speed Through Malvern, Arkansas With Grade Crossing Improvements /Union Pacific Railroad Sets Monthly Record Moving Loaded Agricultural Unit Trains / Union Pacific Railroad's Pipeline Express Service Reaches 25,000 Rail Car Milestone / Railroad Photo Gallery - Union Pacific GP40-2 1368 (Ex Rio Grande) / The Diesel Railroad Locomotive - From Box Cabs And The SD40 To The SD70 And Gensets

Athearn HO Scale SD40T-2 Locomotive - Southern Pacific

Athearn HO Scale Ready To Run SD40T-2 Locomotive w/88" Nose, Southern Pacific #8498

Product Features

Fully assembled and ready for your layout
Upgraded tooling
Separately applied wire grab irons
Separately applied air tanks
Etched see-through side grilles

Product Description

== Key Features == / / * Fully assembled and ready for your layout / * Upgraded tooling / * Separately applied wire grab irons / * Separately applied air tanks / * Etched see-through side grilles / * See-through fans / * Celcon handrails / * DCC-ready wiring harness installed / * Prototype specific details applied / * McHenry scale knuckle spring couplers installed / / == Specs == / / * DCC:Ready / * SOUND:No / * PROTOTYPE MANUFACTURER:Electro Motive Division / * COUPLER STYLE:McHenry scale knuckle / * ERA:1975 - Present / * MIN. RADIUS:18 inches / * Minimum Age Recommendation:8 years / * Is Assembly Required:No

An EMD SD40T-2 is a 6-axle diesel locomotive built by General Motors Electro-Motive Division. Power is provided by a 16-cylinder EMD 645E3 diesel engine capable of producing 3000 horsepower (2,240 kW). The Southern Pacific's locomotive features a 4,400-US-gallon (16,700 l) fuel tank and is 70 feet 8 inches (21.54 m) long. The Rio Grande's locomotive features a smaller 4,000-US-gallon (15,100 l) fuel tank. A total of 312 examples of this locomotive were built for North American railroads between April 1974 and July 1980. This locomotive, along with the SD45T-2, are popularly called tunnel motors, but are officially referred to as SD40-2s with "cooling system modifications" (and the EMD manuals so state), because they were specifically designed to be more effective when operating in tunnels. The major differences between this locomotive and its non-tunnel motor cousin, the SD40-2, are the radiator intakes and radiator fan grills located at the rear of the locomotive. The radiator air intakes in this model were located along the deck to allow more fresh, cooler air to enter and less hot exhaust fumes lingering around the tunnels ceiling.

This locomotive model was purchased by the Southern Pacific Railroad, its subsidiary Cotton Belt, and the Denver and Rio Grande Western Railroad. At one point Southern Pacific and then later the Union Pacific owned every SD40T-2.

In 2005 most of these units were in service on the Union Pacific or various leasing companies. By 2008 none were left in service on the Union Pacific with SP or DRGW reporting marks. DRGW 5371 was the last one retired from active service in March 2008. The Union Pacific still runs many of these units in its own livery.

Other Southern Pacific Items: Intermountain Railway Company HO Scale AC-12 4-8-8-2 Locomotive - Southern Pacific / Athearn HO Scale SD70M Locomotive - Southern Pacific / Athearn HO Scale AC4400 Locomotive - Southern Pacific / MTH HO Scale GS-4 4-8-4 Locomotive - Southern Pacific/ Bachmann HO Scale 4-8-4 GS-4 Locomotive - American Freedom Train #4449 / Bachmann HO Scale 4-8-4 GS-4 Locomotive - Southern Pacific (War Baby) / Athearn HO Scale C44-9W Locomotive - Southern Pacific / Athearn HO Scale GP40-2 Locomotive - Southern Pacific / Athearn HO Scale Bay Window Caboose - Southern Pacific

Intermountain Railway Company HO Scale AC-12 4-8-8-2 Locomotive - Southern Pacific

Intermountain Railway Company HO 4-8-8-2 AC-12 Locomotive -Southern Pacific #4292

Southern Pacific Railroad's AC-12 class of cab forward steam locomotives was the last class of steam locomotives ordered by Southern Pacific. They were built by Baldwin Locomotive Works during World War II, with the first, number 4275, entering service on October 27, 1943, and the last, 4294, on March 19, 1944.

SP used the AC-12s for a little over a decade with the first retirements occurring on April 5, 1955, and the last on September 24, 1958. All but one of this class, number 4294, was scrapped.

In steam locomotive design, a cab forward design will typically have the driver's compartment placed immediately forward of the firebox at the very front of the engine while the fireman's station remains on the footplate behind the firebox (for obvious reasons). This type of design was widely, though not commonly, used throughout Europe in the first half of the 20th century, often in conjunction with an enclosed body design and/or streamlining.

In contrast however, the best known example of the cab-forward design in the United States, the Southern Pacific Cab-Forward (also known as "Cab-in-fronts") placed the cab at the front by the simple expedient of turning the entire locomotive, minus the tender, by 180 degrees, an arrangement made possible by burning fuel oil instead of coal.

The cab forward design was widely used by the Southern Pacific Railroad, which developed it to deal with the peculiar problems of its routes. The 39 long tunnels and nearly 40 miles (64 km) of snow sheds of the Sierra Nevada Mountains could funnel dangerous exhaust fumes back into the crew compartment of a conventional locomotive. After a number of crews nearly asphyxiated, someone had the idea of running his locomotive in reverse. This meant that the tender was leading the train, which introduced new problems. The tender blocked the view ahead and put crewmen on the wrong sides of the cab for seeing signals. The tenders were not designed to be pushed at the lead of the train, which limited speeds. Southern Pacific commissioned Baldwin Locomotive Works to build a prototype cab-forward locomotive, then ordered more before the prototype had even arrived.

All of the cab-forwards were oil-burning locomotives, which meant there was little trouble involved putting the tender at what would normally be the front of the locomotive. The oil and water tanks were pressurized so that both would flow normally even on uphill grades. Visibility from the cab was superb, such that one crewman could easily survey both sides of the track. There were concerns about what would happen to the crew in the event of a collision, and at least one fatal accident occurred on the Modoc Line when a moving locomotive struck a flat car. Turning the normal locomotive arrangement around also placed the crew well ahead of the exhaust fumes, insulating them from that hazard. One problematic aspect of the design, however, was the routing of the oil lines; because the firebox was located ahead of the driving wheels (instead of behind them, the usual practice), oil leaks could cause the wheels to slip. A nuisance under most conditions, it resulted in at least one fatal accident. This occurred in 1941 when a cab-forward with leaking steam and oil lines entered the tunnel at Santa Susana Pass near Los Angeles. The tunnel was on a grade, and as the slow-moving train ascended the tunnel, oil on the rails caused the wheels to slip and spin. The train slipped backwards and a coupler knuckle broke, separating the air line, causing an emergency brake application and stalling the train in a tunnel that was rapidly filling with exhaust fumes and steam. The oil dripping on the rails and ties then ignited beneath the engine cab, killing the crew.

No other North American railroad ordered cab-forward locomotives. Built to deal with difficult terrain, these remarkable locomotives became an easily recognizable symbol of the Southern Pacific. One example of the type, Southern Pacific 4294, is kept at the California State Railroad Museum in Sacramento, California. It is a 4-8-8-2 locomotive and is the only one to escape being scrapped.

Other AC-12 4-8-8-2 Locomotive Items: Railroading On DVD! - Southern Pacific Cab Forward Collection

Other Southern Pacific Items: Athearn HO Scale SD70M Locomotive - Southern Pacific / Athearn HO Scale AC4400 Locomotive - Southern Pacific / MTH HO Scale GS-4 4-8-4 Locomotive - Southern Pacific/ Bachmann HO Scale 4-8-4 GS-4 Locomotive - American Freedom Train #4449 / Bachmann HO Scale 4-8-4 GS-4 Locomotive - Southern Pacific (War Baby) / Athearn HO Scale C44-9W Locomotive - Southern Pacific / Athearn HO Scale GP40-2 Locomotive - Southern Pacific / Athearn HO Scale Bay Window Caboose - Southern Pacific

Other Intermountain Railway Company Items: Intermountain Railway Company HO Scale F7 Locomotive - Rock Island / Intermountain Railway Company 40ft Box Car - Burlington Northern

Athearn HO Scale SD70M Locomotive - Southern Pacific

Athearn HO Scale SD70M Locomotive - Southern Pacific #9822

Product Features

Researched from the prototype to match specific units
Genesis driveline with dynamically balanced five-pole skew wound motor and dual flywheels
Directional, constant lightling
Working ditch lights
Cab interior

Product Description

Features / / * Researched from the prototype to match specific units / * Genesis driveline with dynamically balanced five-pole skew wound motor and dual flywheels / * Directional, constant lightling / * Working ditch lights / * Cab interior / * Factory installed Celcon handrails / * DCC ready / / Specifications / / DCC: Ready / SOUND: No / PROTOTYPE MANUFACTURER: Electro Motive Division / COUPLER STYLE: McHenry Scale Knuckle / Minimum Age Recommendation: 14 years / Is Assembly Required: No

The EMD SD70 is a series of diesel-electric locomotives produced by the Electro-Motive Division of General Motors beginning in 1992. Over 4000 locomotives in this series have been produced, mostly of the SD70M and SD70MAC models. All locomotives of this series are hood units with C-C trucks. All SD70 models up to the SD70ACe and SD70M-2 have the HTCR Radial truck, rather than the HT-C truck; the self-steering radial truck was designed to allow the axles to steer in curves, reducing wear on the wheels and railhead. With the introduction of the SD70ACe and SD70M-2, in an effort to reduce cost EMD introduced a new bolsterless non-radial HTSC truck as the standard truck for these models. The radial truck, now the HTCR-4, is still an option.

The SD70M has a wide nose and a large comfort cab (officially known as the "North American Safety Cab"), allowing more crew members to ride comfortably inside of the locomotive than the older standard cab designs. There are two versions of this cab on SD70M's, the Phase I, which was introduced on the SD60M, and is home on the SD80MAC & SD90MAC's and the Phase II, which made a return to a more boxy design a la the original 3 window SD60M cabs. Though the Phase II cab has a two piece window matching the Phase I cab windows, the lines of the nose are boxy, with a taller square midsection for more headroom. The SD70ACe/SD70M-2 line has what is considered the Phase II cab, but it is actually more so a Phase III cab, as the windows went from the teardrop design to a rectangular window. Like the SD70, the SD70M also uses DC traction motors. Starting in mid-2000, the SD70M was produced with SD45-style flared radiators allowing for the larger radiator cores needed for split-cooling (split-cooling is a feature that separates the coolant circuit for the prime mover and the circuit for the air pumps and turbocharger). There are two versions of this radiator, the older version with two (2) large radiator panels per side, and the newer style with four (4) square panels per side. This was due to the enactment of the EPA's Tier I environmental regulations. Production of the SD70M was replaced by the SD70M-2 in late 2004, as the EPA's Tier II regulations went into effect on January 1, 2005. 1,646 examples of this model locomotive were produced. SD70M models were produced with 4000 horsepower (2,980 kW) EMD Model 710 prime movers. Purchasers included CSX, New York Susquehanna & Western (part of EMDX order #946531), Norfolk Southern, Southern Pacific (now UP), and Union Pacific.

This locomotive model is also built for export, and is still catalogued by EMD (at 4300hp). CVG Ferrominera Orinoco has 6 SD70Ms that were built as an add-on order to UPs FIRE cab equipped SD70Ms. Companhia Vale do Rio Doce (CVRD) in Brazil has ordered 27 of this model for service in Carajas pulling trainloads of iron ore. Since CVRD track is gauged at 1600 mm, a wider bogie, the HTSC2, was designed for these units by EMD.

See Other Southern Pacific Items: Athearn HO Scale AC4400 Locomotive - Southern Pacific / MTH HO Scale GS-4 4-8-4 Locomotive - Southern Pacific/ Bachmann HO Scale 4-8-4 GS-4 Locomotive - American Freedom Train #4449 / Bachmann HO Scale 4-8-4 GS-4 Locomotive - Southern Pacific (War Baby) / Athearn HO Scale C44-9W Locomotive - Southern Pacific / Athearn HO Scale GP40-2 Locomotive - Southern Pacific / Athearn HO Scale Bay Window Caboose - Southern Pacific

Bachmann HO Scale Royal Gorge Electric Train Set - Rio Grande

Bachmann Trains Royal Gorge Ready-to-Run HO Train Scale Train Set

Product Features

Powered F7-A and F7-B locomotive
Smooth side coach and Full-dome passenger car
63" x 45" oval of snap-fit E-Z Track
Power pack and speed controller
Illustrated instruction manual

From the Manufacturer

Colorado's oldest scenic line combines rich history, spectacular views and stylish accommodations into a train that takes you on a 24-mile journey through the 1,000 Feet deep Royal Gorge. Passengers travel alongside the Arkansas River on a ribbon of rail for an up-close nature show deep in the canyon, observing bald eagles, blue heron, bighorn sheep, mule deer, and flora native to the gorge.

The Royal Gorge Route Railroad is a heritage railroad located in Cañon City, Colorado.

The railroad transits the Royal Gorge on a 2-hour scenic and historic train ride through the Royal Gorge on what is considered to be the most famous portion of the former Denver and Rio Grande Western Railroad. The 1950s-era train departs the Santa Fe depot in Canon City daily.

In the late 1870s miners descended on the upper Arkansas River valley of Colorado in search of carbonate ores rich in lead and silver. The feverish mining activity in what would become the Leadville district attracted the attention of the Denver & Rio Grande Western Railroad and the Atchison, Topeka, and Santa Fe Railway, each already having tracks in the Arkansas valley. The Santa Fe was at Pueblo and the D&RGW near Canon City, Colorado, some 35 miles west. Leadville was over 100 miles away. For two railroads to occupy a river valley ordinarily was not a problem, but west of Canon City was an incredible obstacle - an obstacle that would result in a war between the railroads in the race to the new bonanza.

West of Canon City the Arkansas River cuts through a high plateau of igneous rocks forming a spectacular steep-walled gorge over a thousand feet deep. At its narrowest point shear walls on both sides plunge into the river creating an impassible barrier. On April 19, 1878, a hastily assembled construction crew from the Santa Fe began grading for a railroad just west of Canon City in the mouth of the gorge. The D&RG whose end of track was only ¾ of a mile from Canon City raced crews to the same area, but were blocked by the Santa Fe graders in the narrow canyon. By a few hours they had lost the first round in what became a two-year struggle between the two railroads that would be known as the Royal Gorge War.

The D&RG crews tried leapfrogging the Santa Fe grading crews, but were met with court injunctions from the Santa Fe in the contest for the right-of-way. The D&RG built several stone "forts" (such as Fort DeRemer at Texas Creek) upstream in an attempt to block the Santa Fe. Grading crews were harassed by rocks rolled down on them, tools thrown in the river and other acts of sabotage. Both sides hired armed guards for their crews. Rifles and pistols accompanied picks and shovels as tools. The railroads went to court with each trying to establish their primacy to the right of way. After a long legal battle that ended in the U.S. Supreme Court, on April 21, 1879, the D&RG was granted the primary right to build through the gorge that in places was wide enough at best for only one railroad.

The Santa Fe resorted to its larger corporate power and announced it would build tracks parallel to and in competition with the existing D&RG lines. The bondholders of the D&RGW, fearing financial ruin from this threat, pressured the management of the D&RGW to lease the existing railroad to the Santa Fe for a 30-year period. This created a short-lived truce in the struggle. The Santa Fe soon manipulated freight rates south of Denver to favor shippers from Kansas City (over its lines to the east) to the detriment of Denver merchants and traffic over the leased D&RGW lines. During this period the Santa Fe constructed the railroad through the gorge itself. The D&RGW, however, continued construction in areas west of the gorge still trying to block the Santa Fe.

After months of shrinking earnings from their leased railroad, the D&RG management went to court to break the lease. An injunction from a local court restraining the Santa Fe from operating the D&RG on June 10, 1879, sparked an armed retaking of their railroad by D&RG crews - war in earnest in the old west. Trains were commandeered, depots and engine houses put under siege, bullets flew and a few men died. A final peace in the war came after the intervention of the Federal courts, and the railroad "robber baron" Jay Gould who loaned the D&RG $400,000 and announced the intention to complete a rail line in competition to the Santa Fe from St. Louis to Pueblo.

On March 27, 1880, the two railroads signed what was called the Treaty of Boston which settled all litigation, and gave the D&RG back its railroad. The D&RG paid the Santa Fe $1.8 million for the railroad it had built in the gorge, the grading it had completed, materials on hand and interest. The Royal Gorge War was over. D&RGW construction resumed, and rails reached Leadville on July 20, 1880. Passenger train service began in 1880 and continued through 1967. Rio Grande continued freight service through the gorge as part of their Tennessee Pass subdivision until 1989, when the company merged with the Southern Pacific Railroad, and the Southern Pacific name took control of the gorge line. In 1996, the combined company was merged into the systems of the Union Pacific Railroad. The year after Union Pacific purchased Southern Pacific and Rio Grande, the railroad closed the Tennessee Pass line, silencing the tracks in the gorge.

In 1998, the Union Pacific Railroad was persuaded to sell the 12 miles of track through the Royal Gorge in an effort to preserve this scenic route. Two new corporations, the Canon City & Royal Gorge Railroad (CC&RG) and Rock & Rail, Inc. (R&R), joined together to form Royal Gorge Express, LLC (RGX) to purchase the line. Passenger service on the new Royal Gorge Route Railroad began in May 1999. Train movements are still controlled by the Union Pacific’s Harriman Dispatching Center in Omaha, Nebraska.Except for this section of track, the Tennessee Pass line has been dormant.

See Other HO Scale Train Sets: Bachmann HO Scale Pacific Flyer Electric Train Set - Union Pacific / Bachmann HO Scale Rail King Electric Train Set - Santa Fe / Athearn HO Scale Iron Horse Express Electric Train Set - BNSF

See Other Rio Grande Items: Lionel O Scale 4-6-6-4 Challenger Locomotive - Rio Grande / Bachmann G Scale Electric Train Set - Durango & Silverton / Bachmann On30 Scale Electric Train Set - Rio Grande / Atlas HO Scale TM 70T 3-Bay Open Hopper - Rio Grande / Walthers HO Scale 30' GTW Caboose - Offset Coupla - Rio Grande / Bachmann HO Scale 2-6-2 Prairie Locomotive - Rio Grande / Trainline EMD GP9 HO Scale Locomotive - Rio Grande

See Rio Grande Related News Items: Railroad Photo Gallery - Union Pacific GP40-2 1368 (Ex Rio Grande)

Athearn HO Scale F7A/F7B Locomotives - Santa Fe

Athearn HO Scale Ready To Run F7 A/B Locomotives, Santa Fe /Passenger #41L/#41A

Product Features

Fully assembled and ready to operate
B unit is unpowered
Super weight installed for extra traction
Machined RP25 profile metal wheels
McHenry scale knuckle spring couplers installed

Product Description

== Key Features == / / * Fully assembled and ready to operate / * B unit is unpowered / * Super weight installed for extra traction / * Machined RP25 profile metal wheels / * McHenry scale knuckle spring couplers installed / / == Specs == / / * DCC:No / * SOUND:No / * PROTOTYPE MANUFACTURER:Electro Motive Division / * COUPLER STYLE:McHenry Scale Knuckle / * ERA:1940 - Present / * MIN. RADIUS:18" Radius / * Minimum Age Recommendation:14 years / * Is Assembly Required:No

The EMD F7 was a 1,500 horsepower (1,100 kW) Diesel-electric locomotive produced between February 1949 and December 1953 by the Electro-Motive Division of General Motors (EMD) and General Motors Diesel (GMD). It succeeded the F3 model in GM-EMD's F-unit sequence, and was replaced in turn by the F9. Final assembly was at GM-EMD's La Grange, Illinois plant or GMD's London, Ontario facility. Although originally promoted as a freight-hauling unit by EMD, the F7 was also used in passenger service hauling such trains as the Santa Fe's El Capitan.

A total of 2,366 cab-equipped lead A-units and 1,483 cabless booster or B-units were built. The F7 was the fourth model in GM-EMD's successful line of F-unit locomotives, and by far the highest-selling cab unit of all time.

Many F7s remained in service for decades, as railroads found them economical to operate and maintain. However the locomotive was not very popular with the yard crews who operated them in switching service because they were difficult to mount and dismount, and it was also nearly impossible for the engineer to see hand signals from his ground crew without leaning way outside the window. As most of these engines were bought and operated before two-way radio became standard on most American railroads, this was a major point of contention. In later years, with the advent of the “GP” type “road switchers”, Fs were primarily used in “through freight” and “unit train” service where there was very little or no switching to be done on line of road.

The F7 can be considered the zenith of the cab unit freight Diesel, as it was ubiquitous on North American railroads until the 1970s (longer in Canada). The F7 design has become entrenched in the popular imagination due to it having been the motive power of some of the most famous trains in North American railroad history.

The F7 replaced the F3, differing primarily in internal equipment (mostly electrical) and some external features. The F7 was eventually succeeded by the more powerful but mechanically similar F9.

Other HO Scale F7 Locomotives: Intermountain Railway Company HO Scale F7 Locomotive - Rock Island / Athearn HO Scale F7 Locomotive - Rock Island / Athearn HO Scale F7A Diesel Locomotive - Burlington Northern / Proto 2000 HO Scale EMD F7A-B Locomotives - Canadian Pacific / Proto 2000 Diesel EMD F7A-B Set Powered - HO Scale - Santa Fe / Walthers HO Scale F7 Locomotive - Santa Fe

Other Santa Fe Items: Lionel O Scale El Capitan Electric Train Set - Santa Fe / Lionel O Scale FT Locomotive - Dummy - Santa Fe / MTH HO Scale 2-10-0 Russian Decapod Locomotive - Santa Fe / Bachmann HO Scale Rail King Electric Train Set - Santa Fe / Athearn HO Scale EMD GP38-2 Locomotive - Santa Fe / Athearn HO Scale PS-2 Covered Hopper - Santa Fe / Athearn 50ft Ice Reefer Box Car - Santa Fe (Scout) / Athearn HO Scale Cupola Caboose - Santa Fe / Athearn HO Scale GP60M Locomotive - Santa Fe / Athearn Genesis F45 HO Scale Locomotive - Santa Fe / Bachmann 2-10-4 Texas HO Scale Locomotive - Santa Fe / Bachmann 4-8-4 Northern Locomotive - HO Scale - Santa Fe / Proto 2000 Diesel EMD F7A-B Set Powered - HO Scale - Santa Fe / Bachmann HO Scale FT Locomotive - Santa Fe / Walthers HO Scale F7 Locomotive - Santa Fe

Intermountain Railway Company HO Scale F7 Locomotive - Rock Island

Intermountain Railway Company HO Scale Ready To Run FP7A Locomotive - Rock Island

The EMD F7 was a 1,500 horsepower (1,100 kW) Diesel-electric locomotive produced between February 1949 and December 1953 by the Electro-Motive Division of General Motors (EMD) and General Motors Diesel (GMD). It succeeded the F3 model in GM-EMD's F-unit sequence, and was replaced in turn by the F9. Final assembly was at GM-EMD's La Grange, Illinois plant or GMD's London, Ontario facility. Although originally promoted as a freight-hauling unit by EMD, the F7 was also used in passenger service hauling such trains as the Santa Fe's El Capitan.

A total of 2,366 cab-equipped lead A-units and 1,483 cabless booster or B-units were built. The F7 was the fourth model in GM-EMD's successful line of F-unit locomotives, and by far the highest-selling cab unit of all time.

Many F7s remained in service for decades, as railroads found them economical to operate and maintain. However the locomotive was not very popular with the yard crews who operated them in switching service because they were difficult to mount and dismount, and it was also nearly impossible for the engineer to see hand signals from his ground crew without leaning way outside the window. As most of these engines were bought and operated before two-way radio became standard on most American railroads, this was a major point of contention. In later years, with the advent of the “GP” type “road switchers”, Fs were primarily used in “through freight” and “unit train” service where there was very little or no switching to be done on line of road.

The F7 can be considered the zenith of the cab unit freight Diesel, as it was ubiquitous on North American railroads until the 1970s (longer in Canada). The F7 design has become entrenched in the popular imagination due to it having been the motive power of some of the most famous trains in North American railroad history.

The F7 replaced the F3, differing primarily in internal equipment (mostly electrical) and some external features. The F7 was eventually succeeded by the more powerful but mechanically similar F9.

The Chicago, Rock Island and Pacific Railroad (CRI&P RR) (reporting marks RI, ROCK) was a Class I railroad in the United States. It was also known as the Rock Island Line, or, in its final years, The Rock.

The Rock Island jointly operated the Golden State Limited (Chicago—Kansas City—Tucumcari—El Paso—Los Angeles) with the Southern Pacific Railroad (SP) from 1902–1968. The name was shortened to the Golden State after 1948's modernization. Another joint venture with the SP, the Golden Rocket, was planned to enter service in 1948 but instead became "the train that never was," after SP withdrew from the joint train operating agreement. The Golden Rocket's uniquely-colored livery was placed in Golden State service instead.

In 1937, the Rock Island introduced Diesel power to its passenger service, with the purchase of six lightweight Rocket streamliners.

The railroad operated a number of trains known as Rockets serving the Midwest, including the Rocky Mountain Rocket (Chicago—Omaha—Lincoln—Denver—Colorado Springs), the Corn Belt Rocket (Chicago—Des Moines—Omaha), the Twin Star Rocket (Minneapolis—St. Paul—Des Moines—Kansas City—Oklahoma City—Fort Worth—Dallas—Houston), the Zephyr Rocket (Minneapolis—St. Paul—Burlington—St. Louis) and the Choctaw Rocket (Memphis—Little Rock—Oklahoma City—Amarillo—Tucumcari).

The Rock Island did not join Amtrak on its formation in 1971, and continued to operate its own passenger trains. After concluding that the cost of joining would be the same as operating the two remaining intercity roundtrips (the Chicago-Peoria Peoria Rocket and the Chicago-Rock Island Quad Cities Rocket), the railroad decided to "perform a public service for the state of Illinois" and continue intercity passenger operations. Both trains were discontinued on December 31, 1978.

The Rock Island also operated an extensive commuter train service in the Chicago area. The primary route ran from LaSalle Street Station to Joliet along the main line, and a spur line, known as the "suburban branch" to Blue Island. These services started to receive financial backing in 1976 from the newly formed Regional Transportation Authority. Today these lines are operated as part of Metra, and are known as the Rock Island District.

See Other HO Scale F7 Locomotives: Athearn HO Scale F7 Locomotive - Rock Island / Athearn HO Scale F7A Diesel Locomotive - Burlington Northern / Proto 2000 HO Scale EMD F7A-B Locomotives - Canadian Pacific / Proto 2000 Diesel EMD F7A-B Set Powered - HO Scale - Santa Fe / Walthers HO Scale F7 Locomotive - Santa Fe

See Other Rock Island Items: Athearn HO Scale F7 Locomotive - Rock Island / Bachman HO Scale 2-6-0 Mogul Locomotive - Rock Island / Bachmann Spectrum 2-8-0 Consolidation HO Scale Locomotive - Rock Island

Athearn HO Scale F7 Locomotive - Rock Island

Athearn HO Scale Modernized F7A Locomotive w/DCC & Sound, Rock Island /Frieght #111

Product Features

Researched from the prototype to match specific units
Factory installed onboard sound and DCC decoder
Individual sound boards installed in both A and B units
Genesis driveline with dynamically balanced five pole skew wound motor and dual flywheels
Directional constant lighting

Product Description

Features / / * Researched from the prototype to match specific units / * Factory installed onboard sound and DCC decoder / * Individual sound boards installed in both A and B units / * Genesis driveline with dynamically balanced five pole skew wound motor and dual flywheels / * Directional constant lighting / * Screw mounted chassis / * Individual window 'glass' / * Detailed battery boxes/air tank with brackets / * Detailed 1200-gallon or 1500-gallon fuel tank (as appropriate) / * Partial or complete de-skirting (as appropriate) / * Front and rear lift lugs (as appropriate) / * Front and rear MU hoses, coupler cut levers and air hoses / * Equipped with some or all of the following parts (as appropriate): eyebrow grabs, sunshades & mirrors, cab interior, nose-side ladder grabs, ladder rest grabs and SP snow plow / / Overview / / Athearn Genesis F units are now available in 'modernized' configurations and with an improved / factory installed onboard sound and DCC decoder. / / / / DC Functions: / / / / / / * All sound features are operated by a wireless handheld remote. No additional control box is required to operate advanced sounds. / / * Six-button wireless remote control allows control of the horn, bell, coupler crash,brake / squeal, dynamic brake and brake air release. / / * Additional programmable features allow for different bell and horn tones, coupleron/off, bell rate, directional lights on/off and volume control. / / * Creation of multiple unit lashup with horn, bell and lights on the lead unit only / / / / DCC Functions: / / / / / / * Compatible with all NMRA standard DCC systems / / * Programable for either 2 digit or 4 digit address / / * Programable start voltage / / * Programable acceleration/deceleration rate / / * Programmable top voltage / / * Programmable speed steps / / * Programmable individual unit sound volume / / * Factory equipped

The EMD F7 was a 1,500 horsepower (1,100 kW) Diesel-electric locomotive produced between February 1949 and December 1953 by the Electro-Motive Division of General Motors (EMD) and General Motors Diesel (GMD). It succeeded the F3 model in GM-EMD's F-unit sequence, and was replaced in turn by the F9. Final assembly was at GM-EMD's La Grange, Illinois plant or GMD's London, Ontario facility. Although originally promoted as a freight-hauling unit by EMD, the F7 was also used in passenger service hauling such trains as the Santa Fe's El Capitan.

A total of 2,366 cab-equipped lead A-units and 1,483 cabless booster or B-units were built. The F7 was the fourth model in GM-EMD's successful line of F-unit locomotives, and by far the highest-selling cab unit of all time.

Many F7s remained in service for decades, as railroads found them economical to operate and maintain. However the locomotive was not very popular with the yard crews who operated them in switching service because they were difficult to mount and dismount, and it was also nearly impossible for the engineer to see hand signals from his ground crew without leaning way outside the window. As most of these engines were bought and operated before two-way radio became standard on most American railroads, this was a major point of contention. In later years, with the advent of the “GP” type “road switchers”, Fs were primarily used in “through freight” and “unit train” service where there was very little or no switching to be done on line of road.

The F7 can be considered the zenith of the cab unit freight Diesel, as it was ubiquitous on North American railroads until the 1970s (longer in Canada). The F7 design has become entrenched in the popular imagination due to it having been the motive power of some of the most famous trains in North American railroad history.

The F7 replaced the F3, differing primarily in internal equipment (mostly electrical) and some external features. The F7 was eventually succeeded by the more powerful but mechanically similar F9.

See Other HO Scale F7 Locomotives: Athearn HO Scale F7A Diesel Locomotive - Burlington Northern / Proto 2000 HO Scale EMD F7A-B Locomotives - Canadian Pacific / Proto 2000 Diesel EMD F7A-B Set Powered - HO Scale - Santa Fe / Walthers HO Scale F7 Locomotive - Santa Fe

See Other Rock Island Items: Bachman HO Scale 2-6-0 Mogul Locomotive - Rock Island / Bachmann Spectrum 2-8-0 Consolidation HO Scale Locomotive - Rock Island

Bachman HO Scale GP40 Locomotive With Dummy And Caboose - Santa Fe

Bachman HO Scale EMD GP40 Locomotive, Dummy and Caboose - Santa Fe

Product Description

This Santa Fe EMD GP40 Dual Locomotive Set is an HO Scale Model from Bachmann®. Suitable for Ages 8 & Older. FEATURES: Fully assembled with added weight for extra pulling power! The operating diesel locomotive is equipped with a precision can motor, 8-wheel worm gear drive and directional lighting. Each locomotive has a die cast chassis. Separate bearings. Blackened metal RP25 wheels. Body-mounted E-Z Mate® magnetic knuckle couplers. Separately applied handrails. Accurately molded GP40 plastic body shells prototypically painted blue and yellow with crisp pad printing: - Powered: 3518, Santa Fe, logo - Unpowered: 3514, Santa Fe, logo Accurately molded caboose body shell prototypically painted red with crisp yellow print: Santa Fe logo, ATSF 999628. INCLUDES: (1) Powered GP40 (1) Dummy GP40 (1) Caboose SPECS: Scale: HO 1:87 kr9/11/06

An EMD GP40 is a 4-axle diesel locomotive built by General Motors Electro-Motive Division between November 1965 and December 1971. Power was provided by an EMD 645E3 16-cylinder engine which generated 3000 horsepower (2.2 MW).

1,187 examples of this locomotive model were built for American railroads, 16 were built for Canadian railroads, and 18 were built for Mexican railroads. Various passenger versions were also built.

In 1972, the GP40 was discontinued and replaced by the GP40-2, which had an improved electrical system and a few minor exterior cosmetic changes.

Other HO Scale GP40 Locomotives: Athearn HO Scale GP40-2 Locomotive - Southern Pacific

Other Santa Fe Items: Lionel O Scale FT Locomotive - Dummy - Santa Fe /MTH HO Scale 2-10-0 Russian Decapod Locomotive - Santa Fe / Bachmann HO Scale Rail King Electric Train Set - Santa Fe / Athearn HO Scale EMD GP38-2 Locomotive - Santa Fe / Athearn HO Scale PS-2 Covered Hopper - Santa Fe / Athearn 50ft Ice Reefer Box Car - Santa Fe (Scout) / Athearn HO Scale Cupola Caboose - Santa Fe / Athearn HO Scale GP60M Locomotive - Santa Fe / Athearn Genesis F45 HO Scale Locomotive - Santa Fe / Bachmann 2-10-4 Texas HO Scale Locomotive - Santa Fe / Bachmann 4-8-4 Northern Locomotive - HO Scale - Santa Fe / Proto 2000 Diesel EMD F7A-B Set Powered - HO Scale - Santa Fe / Bachmann HO Scale FT Locomotive - Santa Fe / Walthers HO Scale F7 Locomotive - Santa Fe

Athearn HO Scale SD40-2 Locomotive - Missouri Kansas & Texas

Athearn HO Ready To Run SD40-2 Locomotive with 88" Nose - MKT #629

Product Features

Fully assembled and ready to operate
Upgraded tooling
Separately applied wire grab irons
Separately applied air tanks
Celcon handrails

Product Description

Features / / * Fully assembled and ready to operate / * Upgraded tooling / * Separately applied wire grab irons / * Separately applied air tanks / * Celcon handrails / * DCC ready wiring harness installed / * Prototype specific details applied / * McHenry scale knuckle spring couplers installed / / Overview / / Prototype specific details that may be applied to this model: / / / / / / * Nose length / / * Grilles / / * Fans / / * Battery access doors / / * Exhaust stack / / * Bell / / * Anticlimbers and snowplow / / * Headlights / / * Fuel tank / / * Dynamic brakes / / * Electrical cabinet/Air Filter Box / / * Air Horn / / * Truck sideframes / / Specifications / / DCC: Ready / SOUND: No / PROTOTYPE MANUFACTURER: Electro Motive Division / COUPLER STYLE: McHenry Scale Knuckle / ERA: 1975 - Present / Minimum Age Recommendation: 14 years / Is Assembly Required: No

The Missouri–Kansas–Texas Railroad (reporting mark MKT) was incorporated May 23, 1870. In its earliest days the MKT was commonly referred to as "the K-T", which was its stock exchange symbol; this common designation soon evolved into "the Katy".

The Katy was the first railroad to enter Texas from the north. Eventually the Katy's core system would grow to link Kansas City and St. Louis, Missouri; Tulsa and Oklahoma City, Oklahoma; Dallas, Fort Worth, Waco, Temple, Austin, San Antonio, Houston, and Galveston, Texas. An additional mainline between Fort Worth and Salina, Kansas, was added in the 1980s after the collapse of the Chicago, Rock Island and Pacific Railroad; this line was operated as the Oklahoma, Kansas and Texas Railroad

The EMD SD40-2 is a 3,000 horsepower (2,240 kW) diesel-electric locomotive built by General Motors' Electro-Motive Division between January 1972 and February 1986; 3,957 examples were built, and every class 1 railroad in North America has operated this locomotive. Part of the EMD Dash 2 line, the SD40-2 was an upgraded SD40 with modular electronic control systems, HT-C trucks, and many other detail improvements. The SD40-2 is one of the best-selling diesel locomotive models of all time. BNSF, CSXT, Union Pacific and Canadian Pacific operate some of the largest fleets of the type.

The SD40-2 was not the most powerful locomotive type even when introduced; EMD's SD45 and SD45-2 delivered 3,600 hp (2,680 kW), as did GE Transportation Systems' U36B/C and MLW's M636. However, the SD40-2 was significantly more reliable and economical than the higher-powered units, the latter becoming increasingly important with the oil crises of the 1970s.

Just as the SD38, SD39, SD40, and SD45 shared a common frame, so too did the SD38-2, SD40-2, and SD45-2. It was 3 ft (0.91 m) longer than the previous models, giving an overall locomotive length of 68 ft 10 in (20.98 m) over the coupler pulling faces. The SD38-2 and SD40-2 shared the same basic superstructure, since they both used the same 16-645E3 engine (in naturally aspirated and turbocharged form respectively); the long hood was 18 inches (46 cm) longer than the SD38 and SD40, but since the increase in frame length was even greater, the SD38-2 and SD40-2 were left with even larger front and rear "porches" than the earlier models. These empty areas at front and rear are distinctive spotting features to identify the Dash 2 models of both units. The SD40-2 can be distinguished from the SD38-2 by having three roof-mounted radiator fans instead of two. Another distinguishing feature of the SD40-2 as compared to the SD40 is the SD40-2's trucks (HT-C truck), which have shock absorbers on the outside of middle axle. However, this is not true of the former Conrail SD40-2s. After a rash of derailments involving Amtrak SDP40F units that were equipped with HT-C trucks, Conrail ordered the SD40-2 units and several orders of SD50s with the older flexicoil trucks.

As of 2008, some SD45 units have been modified by replacing their 20 cylinder engine with the 16 cylinder removed from otherwise scrapped SD40-2 units. This was common practice for units owned by Union Pacific and possibly other owners. In many cases these are identified by the owner as SD40-2, SD40M-2 or some other such means. Confusion is created when what appears to be an SD45 is labeled as an SD40-2.

Also, some older SD40-2 units used in low-power modes such as yard switching or hump service have been de-turbocharged, resulting in the mechanical equivalent of a SD38-2. Units so modified may or may not be re-labeled.

There are several variations of the SD40-2. Such as the SD40T-2's (T for tunnel motor) bought by fallen flags: Southern Pacific, and Denver and Rio Grande Western; now operated by the Union Pacific Railroad. There is the SD40-2W (W for the 4-Window Safety Cab) bought and operated by the Canadian National railway. There were high-nosed versions of the SD40-2 bought by fallen flags: Norfolk & Western, & Southern Railway. These units are now operated by the Norfolk Southern Railway (Resulting merger of N&W and The Southern Railway). There are even some narrow gauge versions around the world called BB40-2's.

Three cabless SD40-2Bs were also rebuilt from standard SD40-2s by the Burlington Northern Railroad in the early 1980s. The units had been in collisions and it was decided that it would be more economical to rebuild them without cabs. Canadian Pacific also owns a few SD40-2Bs. These were created by welding metal plates over the cab windows of many of its ex-Norfolk Southern and some of its original SD40-2s.