{"title":"New Products Winter 2026 HO Scale Locomotives","description":"\u003cp\u003eManual collection for New Products Winter 2026 HO Scale Locomotives\u003c\/p\u003e","products":[{"product_id":"atlas-10003944-emd-gp7-standard-dc-classicr-silver-chicago-eastern-illinois-212-black-white-orange-ho-scale","title":"Atlas 10003944 EMD GP7 - Standard DC - Classic(R) Silver -- Chicago \u0026 Eastern Illinois 212 (black, white, orange) HO Scale","description":"EMD GP7 - Standard DC - Classic(R) Silver -- Chicago \u0026amp; Eastern Illinois 212 (black, white, orange)","brand":"Atlas","offers":[{"title":"Default Title","offer_id":48895353815348,"sku":"150-10003944","price":167.85,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/85353094855806_vykb.jpg?v=1758036702"},{"product_id":"atlas-10003952-emd-gp7-esu-sound-and-dcc-classicr-gold-guilford-rail-system-st-15-gray-orange-ho-scale","title":"Atlas 10003952 EMD GP7 - ESU Sound and DCC - Classic(R) Gold -- Guilford Rail System ST 15 (gray, orange) HO Scale","description":"EMD GP7 - ESU Sound and DCC - Classic(R) Gold -- Guilford Rail System ST 15 (gray, orange)","brand":"Atlas","offers":[{"title":"Default Title","offer_id":48895353848116,"sku":"150-10003952","price":267.67,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/85353094855908_vykb.jpg?v=1758036707"},{"product_id":"atlas-10003953-emd-gp7-esu-sound-and-dcc-classicr-gold-guilford-rail-system-st-22-gray-orange-ho-scale","title":"Atlas 10003953 EMD GP7 - ESU Sound and DCC - Classic(R) Gold -- Guilford Rail System ST 22 (gray, orange) HO Scale","description":"EMD GP7 - ESU Sound and DCC - Classic(R) Gold -- Guilford Rail System ST 22 (gray, orange)","brand":"Atlas","offers":[{"title":"Default Title","offer_id":48895353880884,"sku":"150-10003953","price":249.83,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/85353094855965_vykb.jpg?v=1758036712"},{"product_id":"atlas-10003957-emd-gp7-esu-sound-and-dcc-classicr-gold-missouri-pacific-209-ex-c-ei-black-white-mp-buzz-saw-logo-ho-scale","title":"Atlas 10003957 EMD GP7 - ESU Sound and DCC - Classic(R) Gold -- Missouri Pacific 209 (Ex-C\u0026EI, black, white, MP Buzz Saw Logo) HO Scale","description":"EMD GP7 - ESU Sound and DCC - Classic(R) Gold -- Missouri Pacific 209 (Ex-C\u0026amp;EI, black, white, MP Buzz Saw Logo)","brand":"Atlas","offers":[{"title":"Default Title","offer_id":48895353913652,"sku":"150-10003957","price":267.67,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/85353094855903_vykb.jpg?v=1758036718"},{"product_id":"atlas-10003965-emd-gp7-esu-sound-and-dcc-classicr-gold-chicago-eastern-illinois-212-black-white-orange-ho-scale","title":"Atlas 10003965 EMD GP7 - ESU Sound and DCC - Classic(R) Gold -- Chicago \u0026 Eastern Illinois 212 (black, white, orange) HO Scale","description":"EMD GP7 - ESU Sound and DCC - Classic(R) Gold -- Chicago \u0026amp; Eastern Illinois 212 (black, white, orange)","brand":"Atlas","offers":[{"title":"Default Title","offer_id":48895353946420,"sku":"150-10003965","price":267.67,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/85353094855050_vykb.jpg?v=1758036722"},{"product_id":"atlas-10003966-emd-gp7-esu-sound-and-dcc-classicr-gold-chicago-eastern-illinois-215-black-white-orange-ho-scale","title":"Atlas 10003966 EMD GP7 - ESU Sound and DCC - Classic(R) Gold -- Chicago \u0026 Eastern Illinois 215 (black, white, orange) HO Scale","description":"EMD GP7 - ESU Sound and DCC - Classic(R) Gold -- Chicago \u0026amp; Eastern Illinois 215 (black, white, orange)","brand":"Atlas","offers":[{"title":"Default Title","offer_id":48895353979188,"sku":"150-10003966","price":259.56,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/85353094855062_vykb.jpg?v=1758036727"},{"product_id":"broadway-limited-8739-2-8-0-consolidation-sound-dcc-and-smoke-paragon4tm-northern-pacific-1252-black-graphite-tuscan-ho-scale","title":"Broadway Limited 8739 2-8-0 Consolidation - Sound, DCC and Smoke - Paragon4(TM) -- Northern Pacific #1252 (black, graphite, Tuscan) HO Scale","description":"Broadway Limited 8739 2-8-0 Consolidation - Sound, DCC and Smoke - Paragon4(TM) -- Northern Pacific #1252 (black, graphite, Tuscan) HO Scale","brand":"Broadway Limited","offers":[{"title":"Default Title","offer_id":48895367577908,"sku":"187-8739","price":449.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/88620973803815_vykb.jpg?v=1758037060"},{"product_id":"athearn-athg66352-gp39-2u-atsf-santa-fe-3409-dcc-sound-ho-scale","title":"Athearn ATHG66352 GP39-2u ATSF Santa Fe #3409 DCC \u0026 Sound HO Scale","description":"\u003cp\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eAthearn ATHG66352 GP39-2u ATSF Santa Fe #3409 DCC \u0026amp; Sound HO Scale (Picture may show a different road number)\u003c\/span\u003e\u003c\/p\u003e\n\u003ch2\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eDetailed Information\u003c\/span\u003e\u003c\/h2\u003e\n\u003cdiv class=\"description-and-detail\"\u003e\n\u003cdiv class=\"row product-attributes\"\u003e\n\u003cdiv class=\"col-12 mt-md-2 long-desc-content\"\u003e\n\u003cdiv class=\"value content\"\u003e\n\u003cdiv class=\"mx-auto mb-1\"\u003e\n\u003cdiv class=\"wrapDiv\" id=\"featureListDiv\"\u003e\n\u003ch3\u003eATSF FEATURES:\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eNew Santa Fe phase 1 GP39-2u body with corrugated grilles — First time in Genesis!\u003c\/li\u003e\n\u003cli\u003eIlluminated “Swing out” style number boards\u003c\/li\u003e\n\u003cli\u003eStratolight Beacon (effect in DCC)\u003c\/li\u003e\n\u003cli\u003eNewly tooled exhaust stack\u003c\/li\u003e\n\u003cli\u003eRemoved class lights\u003c\/li\u003e\n\u003cli\u003e“Switcher” style walkway steps\u003c\/li\u003e\n\u003cli\u003eRear mounted fuel tank\u003c\/li\u003e\n\u003cli\u003eLarge front anticlimber\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eStarting in 1986, Santa Fe rebuilt 50 GP39-2’s in their Cleburne, TX shops, designating them as “GP39-2u’s”. The “u” stood for “upgrade” which was a common term for Santa Fe rebuilds during this time. Other than the mechanical and electrical upgrades, Santa Fe added some unique details that distinguish these from their non-rebuild counterparts. These changes include: Fuel tank moved to the rear, new “swing out” style number boards, new style exhaust stack, and added an equipment door to the right side hood, just behind the cab. They also featured “switcher” style walkway steps for crew comfort during switching moves. A few even received modified corrugated radiator grilles.\u003c\/p\u003e\n\u003ch3\u003eROAD NUMBER SPECIFIC FEATURES:\u003c\/h3\u003e\n\u003ch3\u003e\u003cspan\u003e#3409\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003ePH 1 body with chickenwire grilles\u003c\/li\u003e\n\u003cli\u003eLeslie 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003e\u003cspan\u003e#3415\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003ePH 1 body with chickenwire grilles\u003c\/li\u003e\n\u003cli\u003eLeslie 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003e\u003cspan\u003e#3418\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eNew PH 1 body with corrugated grilles\u003c\/li\u003e\n\u003cli\u003eNathan 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003eGP39-2 LOCOMOTIVE FEATURES:\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eCoupler cut levers\u003c\/li\u003e\n\u003cli\u003eTrainline and MU hoses\u003c\/li\u003e\n\u003cli\u003eDrop steps unless noted\u003c\/li\u003e\n\u003cli\u003eMU stands\u003c\/li\u003e\n\u003cli\u003eWindshield wipers\u003c\/li\u003e\n\u003cli\u003eLift rings\u003c\/li\u003e\n\u003cli\u003eWire grab irons\u003c\/li\u003e\n\u003cli\u003eWalkway tread\u003c\/li\u003e\n\u003cli\u003eSanding lines\u003c\/li\u003e\n\u003cli\u003eLit number boards\u003c\/li\u003e\n\u003cli\u003eLit class lights, if equipped\u003c\/li\u003e\n\u003cli\u003eLit signal lights and\/or beacons, if equipped\u003c\/li\u003e\n\u003cli\u003eBell placement \u0026amp; type per prototype\u003c\/li\u003e\n\u003cli\u003eDetailed fuel tank with fuel fillers, fuel gauges, and breather pipes\u003c\/li\u003e\n\u003cli\u003eBlomberg-B or Blomberg-M trucks with appropriate bearing caps\u003c\/li\u003e\n\u003cli\u003eSpeed recorder unless noted\u003c\/li\u003e\n\u003cli\u003eSee-through cab windows and full cab interior\u003c\/li\u003e\n\u003cli\u003eFine-scale Celcon handrails for scale appearance\u003c\/li\u003e\n\u003cli\u003eEtched metal fan grilles\u003c\/li\u003e\n\u003cli\u003eAir tanks mounted below sill unless noted\u003c\/li\u003e\n\u003cli\u003eBody-mounted McHenry® scale knuckle couplers - Kadee® compatible\u003c\/li\u003e\n\u003cli\u003eDCC-ready features Quick Plug™ plug-and-play technology with 21-pin NEM connector\u003c\/li\u003e\n\u003cli\u003eScaled from prototype resources including drawings, field measurements, photographs, and more\u003c\/li\u003e\n\u003cli\u003eAccurately painted and printed paint schemes\u003c\/li\u003e\n\u003cli\u003eGenesis driveline with 5-pole skew wound motor, precision machined flywheels, and multi-link drivetrain\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive with precision gears for smooth \u0026amp; quiet operation\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pickup provides reliable current flow\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eLED Lighting for realistic appearance\u003c\/li\u003e\n\u003cli\u003eHeavy die-cast frame for greater traction and more pulling power\u003c\/li\u003e\n\u003cli\u003ePackaging securely holds for the model for safe storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003ePRIMED FOR GRIME MODELS FEATURE\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eDuplicated look and feel of “In Service” equipment\u003c\/li\u003e\n\u003cli\u003eFaded base colors matched to the prototype\u003c\/li\u003e\n\u003cli\u003ePerfect starting point for adding grime and rust\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003eSOUND-EQUIPPED MODELS ALSO FEATURE\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard DCC decoder with SoundTraxx Tsunami2 sound\u003c\/li\u003e\n\u003cli\u003eDual cube speakers for optimal sound quality\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eFull DCC functions available when operated in DCC mode\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003ePrecision slow speed control\u003c\/li\u003e\n\u003cli\u003eProgram a multiple unit (MU) lashup with lead unit only horn, bell, and lights\u003c\/li\u003e\n\u003cli\u003eMany functions can be altered via Configuration Value (CV) changes\u003c\/li\u003e\n\u003cli\u003eCV chart included in the box\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003ePROTOTYPE SPECIFIC INFORMATION\u003c\/h3\u003e\n\u003cp\u003eIn the decade between 1974 and 1984, EMD produced the GP39-2 for seven North American railroads. The basic design followed most four axle road diesel switchers for the time. Borrowing improvements from the GP38-2 and GP40-2 designs, this mid-horsepower road switcher utilized a turbocharged 12-cylinder EMD 645E3 diesel engine for its prime mover. With 4 fewer cylinders, the smaller engine provided a distinctive long hood on the phase II and phase III bodies, where the clean room\/engine compartment doors were set back from the cab further than predecessor locomotives.\u003c\/p\u003e\n\u003cp\u003eSensitivity to fuel economy in the 1970s justified the GP39-2 in the locomotive market. It also laid the ground work for EMD to start exploring locomotive designs that utilize engines with larger piston displacement yet possess fewer cylinders. This approach has become the foundation to modern locomotive technology.\u003c\/p\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003cdiv class=\"container len-0.0\"\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003e \u003c\/span\u003e\u003c\/div\u003e\n\u003cdiv class=\"bg-transparent text-left collapsible-xl specifications-wrapper product-specifications mb-3 active\"\u003e\n\u003cdiv class=\"container\"\u003e\n\u003cdiv class=\"specifications-inner\"\u003e\n\u003ch2 class=\"title text-left fs-24 fs-md-22 lh-28\"\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eProduct Specs\u003c\/span\u003e\u003c\/h2\u003e\n\u003cdiv class=\"row content\"\u003e\n\u003cdiv class=\"col column-count-desktop fs-12 lh-20 fs-md-14 px-2 mt-2\"\u003e\n\u003cdiv class=\"row\"\u003e\n\u003cdiv class=\"spec-value fw-600 col-6\"\u003e\n\u003cdl class=\"spec-list\"\u003e\n\u003cdt\u003eAxles \u003cspan style=\"font-size: 0.875rem;\"\u003e4\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eDCC \u003cspan style=\"font-size: 0.875rem;\"\u003eEquipped\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eEra \u003cspan style=\"font-size: 0.875rem;\"\u003e1991-2009, 2010-Present Day\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLighted \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLighting \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLights \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003ePrototype Manufacturer \u003cspan style=\"font-size: 0.875rem;\"\u003eEMD\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eReporting Mark \u003cspan style=\"font-size: 0.875rem;\"\u003eCSXT\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eScale \u003cspan style=\"font-size: 0.875rem;\"\u003eHO\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eSound \u003cspan style=\"font-size: 0.875rem;\"\u003eTsunami2\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eSub Brand \u003cspan style=\"font-size: 0.875rem;\"\u003eGENESIS\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003c\/dl\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":48907305812276,"sku":"ATHG66352","price":291.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/ATHG66352_A01_VUUYXG1W.jpg?v=1759004327"},{"product_id":"athearn-athg66353-gp39-2u-atsf-santa-fe-3415-dcc-sound-ho-scale","title":"Athearn ATHG66353 GP39-2u ATSF Santa Fe #3415 DCC \u0026 Sound HO Scale","description":"\u003cp\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eAthearn ATHG66353 GP39-2u ATSF Santa Fe #3415 DCC \u0026amp; Sound HO Scale (Picture may show a different road number)\u003c\/span\u003e\u003c\/p\u003e\n\u003ch2\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eDetailed Information\u003c\/span\u003e\u003c\/h2\u003e\n\u003cdiv class=\"description-and-detail\"\u003e\n\u003cdiv class=\"row product-attributes\"\u003e\n\u003cdiv class=\"col-12 mt-md-2 long-desc-content\"\u003e\n\u003cdiv class=\"value content\"\u003e\n\u003cdiv class=\"mx-auto mb-1\"\u003e\n\u003cdiv id=\"featureListDiv\" class=\"wrapDiv\"\u003e\n\u003ch3\u003eATSF FEATURES:\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eNew Santa Fe phase 1 GP39-2u body with corrugated grilles — First time in Genesis!\u003c\/li\u003e\n\u003cli\u003eIlluminated “Swing out” style number boards\u003c\/li\u003e\n\u003cli\u003eStratolight Beacon (effect in DCC)\u003c\/li\u003e\n\u003cli\u003eNewly tooled exhaust stack\u003c\/li\u003e\n\u003cli\u003eRemoved class lights\u003c\/li\u003e\n\u003cli\u003e“Switcher” style walkway steps\u003c\/li\u003e\n\u003cli\u003eRear mounted fuel tank\u003c\/li\u003e\n\u003cli\u003eLarge front anticlimber\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eStarting in 1986, Santa Fe rebuilt 50 GP39-2’s in their Cleburne, TX shops, designating them as “GP39-2u’s”. The “u” stood for “upgrade” which was a common term for Santa Fe rebuilds during this time. Other than the mechanical and electrical upgrades, Santa Fe added some unique details that distinguish these from their non-rebuild counterparts. These changes include: Fuel tank moved to the rear, new “swing out” style number boards, new style exhaust stack, and added an equipment door to the right side hood, just behind the cab. They also featured “switcher” style walkway steps for crew comfort during switching moves. A few even received modified corrugated radiator grilles.\u003c\/p\u003e\n\u003ch3\u003eROAD NUMBER SPECIFIC FEATURES:\u003c\/h3\u003e\n\u003ch3\u003e\u003cspan\u003e#3409\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003ePH 1 body with chickenwire grilles\u003c\/li\u003e\n\u003cli\u003eLeslie 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003e\u003cspan\u003e#3415\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003ePH 1 body with chickenwire grilles\u003c\/li\u003e\n\u003cli\u003eLeslie 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003e\u003cspan\u003e#3418\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eNew PH 1 body with corrugated grilles\u003c\/li\u003e\n\u003cli\u003eNathan 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003eGP39-2 LOCOMOTIVE FEATURES:\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eCoupler cut levers\u003c\/li\u003e\n\u003cli\u003eTrainline and MU hoses\u003c\/li\u003e\n\u003cli\u003eDrop steps unless noted\u003c\/li\u003e\n\u003cli\u003eMU stands\u003c\/li\u003e\n\u003cli\u003eWindshield wipers\u003c\/li\u003e\n\u003cli\u003eLift rings\u003c\/li\u003e\n\u003cli\u003eWire grab irons\u003c\/li\u003e\n\u003cli\u003eWalkway tread\u003c\/li\u003e\n\u003cli\u003eSanding lines\u003c\/li\u003e\n\u003cli\u003eLit number boards\u003c\/li\u003e\n\u003cli\u003eLit class lights, if equipped\u003c\/li\u003e\n\u003cli\u003eLit signal lights and\/or beacons, if equipped\u003c\/li\u003e\n\u003cli\u003eBell placement \u0026amp; type per prototype\u003c\/li\u003e\n\u003cli\u003eDetailed fuel tank with fuel fillers, fuel gauges, and breather pipes\u003c\/li\u003e\n\u003cli\u003eBlomberg-B or Blomberg-M trucks with appropriate bearing caps\u003c\/li\u003e\n\u003cli\u003eSpeed recorder unless noted\u003c\/li\u003e\n\u003cli\u003eSee-through cab windows and full cab interior\u003c\/li\u003e\n\u003cli\u003eFine-scale Celcon handrails for scale appearance\u003c\/li\u003e\n\u003cli\u003eEtched metal fan grilles\u003c\/li\u003e\n\u003cli\u003eAir tanks mounted below sill unless noted\u003c\/li\u003e\n\u003cli\u003eBody-mounted McHenry® scale knuckle couplers - Kadee® compatible\u003c\/li\u003e\n\u003cli\u003eDCC-ready features Quick Plug™ plug-and-play technology with 21-pin NEM connector\u003c\/li\u003e\n\u003cli\u003eScaled from prototype resources including drawings, field measurements, photographs, and more\u003c\/li\u003e\n\u003cli\u003eAccurately painted and printed paint schemes\u003c\/li\u003e\n\u003cli\u003eGenesis driveline with 5-pole skew wound motor, precision machined flywheels, and multi-link drivetrain\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive with precision gears for smooth \u0026amp; quiet operation\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pickup provides reliable current flow\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eLED Lighting for realistic appearance\u003c\/li\u003e\n\u003cli\u003eHeavy die-cast frame for greater traction and more pulling power\u003c\/li\u003e\n\u003cli\u003ePackaging securely holds for the model for safe storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003ePRIMED FOR GRIME MODELS FEATURE\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eDuplicated look and feel of “In Service” equipment\u003c\/li\u003e\n\u003cli\u003eFaded base colors matched to the prototype\u003c\/li\u003e\n\u003cli\u003ePerfect starting point for adding grime and rust\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003eSOUND-EQUIPPED MODELS ALSO FEATURE\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard DCC decoder with SoundTraxx Tsunami2 sound\u003c\/li\u003e\n\u003cli\u003eDual cube speakers for optimal sound quality\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eFull DCC functions available when operated in DCC mode\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003ePrecision slow speed control\u003c\/li\u003e\n\u003cli\u003eProgram a multiple unit (MU) lashup with lead unit only horn, bell, and lights\u003c\/li\u003e\n\u003cli\u003eMany functions can be altered via Configuration Value (CV) changes\u003c\/li\u003e\n\u003cli\u003eCV chart included in the box\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003ePROTOTYPE SPECIFIC INFORMATION\u003c\/h3\u003e\n\u003cp\u003eIn the decade between 1974 and 1984, EMD produced the GP39-2 for seven North American railroads. The basic design followed most four axle road diesel switchers for the time. Borrowing improvements from the GP38-2 and GP40-2 designs, this mid-horsepower road switcher utilized a turbocharged 12-cylinder EMD 645E3 diesel engine for its prime mover. With 4 fewer cylinders, the smaller engine provided a distinctive long hood on the phase II and phase III bodies, where the clean room\/engine compartment doors were set back from the cab further than predecessor locomotives.\u003c\/p\u003e\n\u003cp\u003eSensitivity to fuel economy in the 1970s justified the GP39-2 in the locomotive market. It also laid the ground work for EMD to start exploring locomotive designs that utilize engines with larger piston displacement yet possess fewer cylinders. This approach has become the foundation to modern locomotive technology.\u003c\/p\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003cdiv class=\"container len-0.0\"\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003e \u003c\/span\u003e\u003c\/div\u003e\n\u003cdiv class=\"bg-transparent text-left collapsible-xl specifications-wrapper product-specifications mb-3 active\"\u003e\n\u003cdiv class=\"container\"\u003e\n\u003cdiv class=\"specifications-inner\"\u003e\n\u003ch2 class=\"title text-left fs-24 fs-md-22 lh-28\"\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eProduct Specs\u003c\/span\u003e\u003c\/h2\u003e\n\u003cdiv class=\"row content\"\u003e\n\u003cdiv class=\"col column-count-desktop fs-12 lh-20 fs-md-14 px-2 mt-2\"\u003e\n\u003cdiv class=\"row\"\u003e\n\u003cdiv class=\"spec-value fw-600 col-6\"\u003e\n\u003cdl class=\"spec-list\"\u003e\n\u003cdt\u003eAxles \u003cspan style=\"font-size: 0.875rem;\"\u003e4\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eDCC \u003cspan style=\"font-size: 0.875rem;\"\u003eEquipped\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eEra \u003cspan style=\"font-size: 0.875rem;\"\u003e1991-2009, 2010-Present Day\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLighted \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLighting \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLights \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003ePrototype Manufacturer \u003cspan style=\"font-size: 0.875rem;\"\u003eEMD\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eReporting Mark \u003cspan style=\"font-size: 0.875rem;\"\u003eCSXT\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eScale \u003cspan style=\"font-size: 0.875rem;\"\u003eHO\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eSound \u003cspan style=\"font-size: 0.875rem;\"\u003eTsunami2\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eSub Brand \u003cspan style=\"font-size: 0.875rem;\"\u003eGENESIS\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003c\/dl\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":48907305910580,"sku":"ATHG66353","price":291.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/ATHG66353_A01_BK6KAR9G.jpg?v=1759004411"},{"product_id":"athearn-athg66354-gp39-2u-atsf-santa-fe-3418-dcc-sound-ho-scale","title":"Athearn ATHG66354 GP39-2u ATSF Santa Fe #3418 DCC \u0026 Sound HO Scale","description":"\u003cp\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eAthearn ATHG66354 GP39-2u ATSF Santa Fe #3418 DCC \u0026amp; Sound HO Scale (Picture may show a different road number)\u003c\/span\u003e\u003c\/p\u003e\n\u003ch2\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eDetailed Information\u003c\/span\u003e\u003c\/h2\u003e\n\u003cdiv class=\"description-and-detail\"\u003e\n\u003cdiv class=\"row product-attributes\"\u003e\n\u003cdiv class=\"col-12 mt-md-2 long-desc-content\"\u003e\n\u003cdiv class=\"value content\"\u003e\n\u003cdiv class=\"mx-auto mb-1\"\u003e\n\u003cdiv class=\"wrapDiv\" id=\"featureListDiv\"\u003e\n\u003ch3\u003eATSF FEATURES:\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eNew Santa Fe phase 1 GP39-2u body with corrugated grilles — First time in Genesis!\u003c\/li\u003e\n\u003cli\u003eIlluminated “Swing out” style number boards\u003c\/li\u003e\n\u003cli\u003eStratolight Beacon (effect in DCC)\u003c\/li\u003e\n\u003cli\u003eNewly tooled exhaust stack\u003c\/li\u003e\n\u003cli\u003eRemoved class lights\u003c\/li\u003e\n\u003cli\u003e“Switcher” style walkway steps\u003c\/li\u003e\n\u003cli\u003eRear mounted fuel tank\u003c\/li\u003e\n\u003cli\u003eLarge front anticlimber\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eStarting in 1986, Santa Fe rebuilt 50 GP39-2’s in their Cleburne, TX shops, designating them as “GP39-2u’s”. The “u” stood for “upgrade” which was a common term for Santa Fe rebuilds during this time. Other than the mechanical and electrical upgrades, Santa Fe added some unique details that distinguish these from their non-rebuild counterparts. These changes include: Fuel tank moved to the rear, new “swing out” style number boards, new style exhaust stack, and added an equipment door to the right side hood, just behind the cab. They also featured “switcher” style walkway steps for crew comfort during switching moves. A few even received modified corrugated radiator grilles.\u003c\/p\u003e\n\u003ch3\u003eROAD NUMBER SPECIFIC FEATURES:\u003c\/h3\u003e\n\u003ch3\u003e\u003cspan\u003e#3409\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003ePH 1 body with chickenwire grilles\u003c\/li\u003e\n\u003cli\u003eLeslie 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003e\u003cspan\u003e#3415\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003ePH 1 body with chickenwire grilles\u003c\/li\u003e\n\u003cli\u003eLeslie 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003e\u003cspan\u003e#3418\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eNew PH 1 body with corrugated grilles\u003c\/li\u003e\n\u003cli\u003eNathan 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003eGP39-2 LOCOMOTIVE FEATURES:\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eCoupler cut levers\u003c\/li\u003e\n\u003cli\u003eTrainline and MU hoses\u003c\/li\u003e\n\u003cli\u003eDrop steps unless noted\u003c\/li\u003e\n\u003cli\u003eMU stands\u003c\/li\u003e\n\u003cli\u003eWindshield wipers\u003c\/li\u003e\n\u003cli\u003eLift rings\u003c\/li\u003e\n\u003cli\u003eWire grab irons\u003c\/li\u003e\n\u003cli\u003eWalkway tread\u003c\/li\u003e\n\u003cli\u003eSanding lines\u003c\/li\u003e\n\u003cli\u003eLit number boards\u003c\/li\u003e\n\u003cli\u003eLit class lights, if equipped\u003c\/li\u003e\n\u003cli\u003eLit signal lights and\/or beacons, if equipped\u003c\/li\u003e\n\u003cli\u003eBell placement \u0026amp; type per prototype\u003c\/li\u003e\n\u003cli\u003eDetailed fuel tank with fuel fillers, fuel gauges, and breather pipes\u003c\/li\u003e\n\u003cli\u003eBlomberg-B or Blomberg-M trucks with appropriate bearing caps\u003c\/li\u003e\n\u003cli\u003eSpeed recorder unless noted\u003c\/li\u003e\n\u003cli\u003eSee-through cab windows and full cab interior\u003c\/li\u003e\n\u003cli\u003eFine-scale Celcon handrails for scale appearance\u003c\/li\u003e\n\u003cli\u003eEtched metal fan grilles\u003c\/li\u003e\n\u003cli\u003eAir tanks mounted below sill unless noted\u003c\/li\u003e\n\u003cli\u003eBody-mounted McHenry® scale knuckle couplers - Kadee® compatible\u003c\/li\u003e\n\u003cli\u003eDCC-ready features Quick Plug™ plug-and-play technology with 21-pin NEM connector\u003c\/li\u003e\n\u003cli\u003eScaled from prototype resources including drawings, field measurements, photographs, and more\u003c\/li\u003e\n\u003cli\u003eAccurately painted and printed paint schemes\u003c\/li\u003e\n\u003cli\u003eGenesis driveline with 5-pole skew wound motor, precision machined flywheels, and multi-link drivetrain\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive with precision gears for smooth \u0026amp; quiet operation\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pickup provides reliable current flow\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eLED Lighting for realistic appearance\u003c\/li\u003e\n\u003cli\u003eHeavy die-cast frame for greater traction and more pulling power\u003c\/li\u003e\n\u003cli\u003ePackaging securely holds for the model for safe storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003ePRIMED FOR GRIME MODELS FEATURE\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eDuplicated look and feel of “In Service” equipment\u003c\/li\u003e\n\u003cli\u003eFaded base colors matched to the prototype\u003c\/li\u003e\n\u003cli\u003ePerfect starting point for adding grime and rust\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003eSOUND-EQUIPPED MODELS ALSO FEATURE\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard DCC decoder with SoundTraxx Tsunami2 sound\u003c\/li\u003e\n\u003cli\u003eDual cube speakers for optimal sound quality\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eFull DCC functions available when operated in DCC mode\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003ePrecision slow speed control\u003c\/li\u003e\n\u003cli\u003eProgram a multiple unit (MU) lashup with lead unit only horn, bell, and lights\u003c\/li\u003e\n\u003cli\u003eMany functions can be altered via Configuration Value (CV) changes\u003c\/li\u003e\n\u003cli\u003eCV chart included in the box\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003ePROTOTYPE SPECIFIC INFORMATION\u003c\/h3\u003e\n\u003cp\u003eIn the decade between 1974 and 1984, EMD produced the GP39-2 for seven North American railroads. The basic design followed most four axle road diesel switchers for the time. Borrowing improvements from the GP38-2 and GP40-2 designs, this mid-horsepower road switcher utilized a turbocharged 12-cylinder EMD 645E3 diesel engine for its prime mover. With 4 fewer cylinders, the smaller engine provided a distinctive long hood on the phase II and phase III bodies, where the clean room\/engine compartment doors were set back from the cab further than predecessor locomotives.\u003c\/p\u003e\n\u003cp\u003eSensitivity to fuel economy in the 1970s justified the GP39-2 in the locomotive market. It also laid the ground work for EMD to start exploring locomotive designs that utilize engines with larger piston displacement yet possess fewer cylinders. This approach has become the foundation to modern locomotive technology.\u003c\/p\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003cdiv class=\"container len-0.0\"\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003e \u003c\/span\u003e\u003c\/div\u003e\n\u003cdiv class=\"bg-transparent text-left collapsible-xl specifications-wrapper product-specifications mb-3 active\"\u003e\n\u003cdiv class=\"container\"\u003e\n\u003cdiv class=\"specifications-inner\"\u003e\n\u003ch2 class=\"title text-left fs-24 fs-md-22 lh-28\"\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eProduct Specs\u003c\/span\u003e\u003c\/h2\u003e\n\u003cdiv class=\"row content\"\u003e\n\u003cdiv class=\"col column-count-desktop fs-12 lh-20 fs-md-14 px-2 mt-2\"\u003e\n\u003cdiv class=\"row\"\u003e\n\u003cdiv class=\"spec-value fw-600 col-6\"\u003e\n\u003cdl class=\"spec-list\"\u003e\n\u003cdt\u003eAxles \u003cspan style=\"font-size: 0.875rem;\"\u003e4\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eDCC \u003cspan style=\"font-size: 0.875rem;\"\u003eEquipped\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eEra \u003cspan style=\"font-size: 0.875rem;\"\u003e1991-2009, 2010-Present Day\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLighted \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLighting \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLights \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003ePrototype Manufacturer \u003cspan style=\"font-size: 0.875rem;\"\u003eEMD\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eReporting Mark \u003cspan style=\"font-size: 0.875rem;\"\u003eCSXT\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eScale \u003cspan style=\"font-size: 0.875rem;\"\u003eHO\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eSound \u003cspan style=\"font-size: 0.875rem;\"\u003eTsunami2\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eSub Brand \u003cspan style=\"font-size: 0.875rem;\"\u003eGENESIS\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003c\/dl\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":48907306107188,"sku":"ATHG66354","price":291.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/ATHG66354_A01_2X1BFMTZ.jpg?v=1759004463"},{"product_id":"athearn-athg66355-gp39-2u-bnsf-2773-dcc-sound-ho-scale","title":"Athearn ATHG66355 GP39-2u BNSF #2773 DCC \u0026 Sound HO Scale","description":"\u003cp\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eAthearn ATHG66355 GP39-2u BNSF #2773 DCC \u0026amp; Sound HO Scale (Picture may show a different road number)\u003c\/span\u003e\u003c\/p\u003e\n\u003ch2\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eDetailed Information\u003c\/span\u003e\u003c\/h2\u003e\n\u003cdiv class=\"description-and-detail\"\u003e\n\u003cdiv class=\"row product-attributes\"\u003e\n\u003cdiv class=\"col-12 mt-md-2 long-desc-content\"\u003e\n\u003cdiv class=\"value content\"\u003e\n\u003cdiv class=\"mx-auto mb-1\"\u003e\n\u003cdiv id=\"featureListDiv\" class=\"wrapDiv\"\u003e\n\u003ch3\u003eBNSF FEATURES:\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eNew Santa Fe phase 1 GP39-2u body with corrugated grilles — First time in Genesis!\u003c\/li\u003e\n\u003cli\u003eIlluminated “Swing out” style number boards\u003c\/li\u003e\n\u003cli\u003eNewly tooled exhaust stack\u003c\/li\u003e\n\u003cli\u003eRemoved class lights\u003c\/li\u003e\n\u003cli\u003e\"\"Switcher” style walkway steps\u003c\/li\u003e\n\u003cli\u003eRear mounted fuel tank\u003c\/li\u003e\n\u003cli\u003eForward Ditch lights\u003c\/li\u003e\n\u003cli\u003eLarge front anticlimber\u003c\/li\u003e\n\u003cli\u003eFresh repaint appearance\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eAfter the BNSF merger of 1995, Santa Fe’s fleet of GP39-2u’s were repainted into the then-new BNSF H1 paint scheme. Although most of the details remained the same, some units had headlights relocated to the nose and horns moved to the long hood roof. BNSF still uses most of the fleet today, albeit some repainted into BNSF’s current “wedge” scheme.\u003c\/p\u003e\n\u003ch3\u003eROAD NUMBER SPECIFIC FEATURES:\u003c\/h3\u003e\n\u003ch3\u003e\u003cspan\u003e#2773\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003ePH 1 body with chickenwire grilles\u003c\/li\u003e\n\u003cli\u003eLeslie 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003cli\u003enose headlight\u003c\/li\u003e\n\u003cli\u003elarge cab numbers, small nose logo\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003e\u003cspan\u003e#2795\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eNew PH 1 body with corrugated grilles\u003c\/li\u003e\n\u003cli\u003eLeslie 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003cli\u003esmall cab numbers\u003c\/li\u003e\n\u003cli\u003elarge nose logo\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003e\u003cspan\u003e#2837\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003ePH 1 body with chickenwire grilles\u003c\/li\u003e\n\u003cli\u003eNathan 3-chime horn\u003c\/li\u003e\n\u003cli\u003eno equipment door behind cab\u003c\/li\u003e\n\u003cli\u003elarge cab numbers\u003c\/li\u003e\n\u003cli\u003elarge nose logo\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003eGP39-2 LOCOMOTIVE FEATURES:\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eCoupler cut levers\u003c\/li\u003e\n\u003cli\u003eTrainline and MU hoses\u003c\/li\u003e\n\u003cli\u003eDrop steps unless noted\u003c\/li\u003e\n\u003cli\u003eMU stands\u003c\/li\u003e\n\u003cli\u003eWindshield wipers\u003c\/li\u003e\n\u003cli\u003eLift rings\u003c\/li\u003e\n\u003cli\u003eWire grab irons\u003c\/li\u003e\n\u003cli\u003eWalkway tread\u003c\/li\u003e\n\u003cli\u003eSanding lines\u003c\/li\u003e\n\u003cli\u003eLit number boards\u003c\/li\u003e\n\u003cli\u003eLit class lights, if equipped\u003c\/li\u003e\n\u003cli\u003eLit signal lights and\/or beacons, if equipped\u003c\/li\u003e\n\u003cli\u003eBell placement \u0026amp; type per prototype\u003c\/li\u003e\n\u003cli\u003eDetailed fuel tank with fuel fillers, fuel gauges, and breather pipes\u003c\/li\u003e\n\u003cli\u003eBlomberg-B or Blomberg-M trucks with appropriate bearing caps\u003c\/li\u003e\n\u003cli\u003eSpeed recorder unless noted\u003c\/li\u003e\n\u003cli\u003eSee-through cab windows and full cab interior\u003c\/li\u003e\n\u003cli\u003eFine-scale Celcon handrails for scale appearance\u003c\/li\u003e\n\u003cli\u003eEtched metal fan grilles\u003c\/li\u003e\n\u003cli\u003eAir tanks mounted below sill unless noted\u003c\/li\u003e\n\u003cli\u003eBody-mounted McHenry® scale knuckle couplers - Kadee® compatible\u003c\/li\u003e\n\u003cli\u003eDCC-ready features Quick Plug™ plug-and-play technology with 21-pin NEM connector\u003c\/li\u003e\n\u003cli\u003eScaled from prototype resources including drawings, field measurements, photographs, and more\u003c\/li\u003e\n\u003cli\u003eAccurately painted and printed paint schemes\u003c\/li\u003e\n\u003cli\u003eGenesis driveline with 5-pole skew wound motor, precision machined flywheels, and multi-link drivetrain\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive with precision gears for smooth \u0026amp; quiet operation\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pickup provides reliable current flow\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eLED Lighting for realistic appearance\u003c\/li\u003e\n\u003cli\u003eHeavy die-cast frame for greater traction and more pulling power\u003c\/li\u003e\n\u003cli\u003ePackaging securely holds for the model for safe storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003ePRIMED FOR GRIME MODELS FEATURE\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eDuplicated look and feel of “In Service” equipment\u003c\/li\u003e\n\u003cli\u003eFaded base colors matched to the prototype\u003c\/li\u003e\n\u003cli\u003ePerfect starting point for adding grime and rust\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003eSOUND-EQUIPPED MODELS ALSO FEATURE\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard DCC decoder with SoundTraxx Tsunami2 sound\u003c\/li\u003e\n\u003cli\u003eDual cube speakers for optimal sound quality\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eFull DCC functions available when operated in DCC mode\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003ePrecision slow speed control\u003c\/li\u003e\n\u003cli\u003eProgram a multiple unit (MU) lashup with lead unit only horn, bell, and lights\u003c\/li\u003e\n\u003cli\u003eMany functions can be altered via Configuration Value (CV) changes\u003c\/li\u003e\n\u003cli\u003eCV chart included in the box\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003ePROTOTYPE SPECIFIC INFORMATION\u003c\/h3\u003e\n\u003cp\u003eIn the decade between 1974 and 1984, EMD produced the GP39-2 for seven North American railroads. The basic design followed most four axle road diesel switchers for the time. Borrowing improvements from the GP38-2 and GP40-2 designs, this mid-horsepower road switcher utilized a turbocharged 12-cylinder EMD 645E3 diesel engine for its prime mover. With 4 fewer cylinders, the smaller engine provided a distinctive long hood on the phase II and phase III bodies, where the clean room\/engine compartment doors were set back from the cab further than predecessor locomotives.\u003c\/p\u003e\n\u003cp\u003eSensitivity to fuel economy in the 1970s justified the GP39-2 in the locomotive market. It also laid the ground work for EMD to start exploring locomotive designs that utilize engines with larger piston displacement yet possess fewer cylinders. This approach has become the foundation to modern locomotive technology.\u003c\/p\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003cdiv class=\"container len-0.0\"\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003e \u003c\/span\u003e\u003c\/div\u003e\n\u003cdiv class=\"bg-transparent text-left collapsible-xl specifications-wrapper product-specifications mb-3 active\"\u003e\n\u003cdiv class=\"container\"\u003e\n\u003cdiv class=\"specifications-inner\"\u003e\n\u003ch2 class=\"title text-left fs-24 fs-md-22 lh-28\"\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eProduct Specs\u003c\/span\u003e\u003c\/h2\u003e\n\u003cdiv class=\"row content\"\u003e\n\u003cdiv class=\"col column-count-desktop fs-12 lh-20 fs-md-14 px-2 mt-2\"\u003e\n\u003cdiv class=\"row\"\u003e\n\u003cdiv class=\"spec-value fw-600 col-6\"\u003e\n\u003cdl class=\"spec-list\"\u003e\n\u003cdt\u003eAxles \u003cspan style=\"font-size: 0.875rem;\"\u003e4\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eDCC \u003cspan style=\"font-size: 0.875rem;\"\u003eEquipped\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eEra \u003cspan style=\"font-size: 0.875rem;\"\u003e1991-2009, 2010-Present Day\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLighted \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLighting \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLights \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003ePrototype Manufacturer \u003cspan style=\"font-size: 0.875rem;\"\u003eEMD\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eReporting Mark \u003cspan style=\"font-size: 0.875rem;\"\u003eCSXT\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eScale \u003cspan style=\"font-size: 0.875rem;\"\u003eHO\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eSound \u003cspan style=\"font-size: 0.875rem;\"\u003eTsunami2\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eSub Brand \u003cspan style=\"font-size: 0.875rem;\"\u003eGENESIS\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003c\/dl\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":48907306271028,"sku":"ATHG66355","price":291.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/ATHG66355_A01_NGIBIV2K.jpg?v=1759004537"},{"product_id":"athearn-athg66356-gp39-2u-bnsf-2795-dcc-sound-ho-scale","title":"Athearn ATHG66356 GP39-2u BNSF #2795 DCC \u0026 Sound HO Scale","description":"\u003cp\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eAthearn ATHG66356 GP39-2u BNSF #2795 DCC \u0026amp; Sound HO Scale (Picture may show a different road number)\u003c\/span\u003e\u003c\/p\u003e\n\u003ch2\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eDetailed Information\u003c\/span\u003e\u003c\/h2\u003e\n\u003cdiv class=\"description-and-detail\"\u003e\n\u003cdiv class=\"row product-attributes\"\u003e\n\u003cdiv class=\"col-12 mt-md-2 long-desc-content\"\u003e\n\u003cdiv class=\"value content\"\u003e\n\u003cdiv class=\"mx-auto mb-1\"\u003e\n\u003cdiv class=\"wrapDiv\" id=\"featureListDiv\"\u003e\n\u003ch3\u003eBNSF FEATURES:\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eNew Santa Fe phase 1 GP39-2u body with corrugated grilles — First time in Genesis!\u003c\/li\u003e\n\u003cli\u003eIlluminated “Swing out” style number boards\u003c\/li\u003e\n\u003cli\u003eNewly tooled exhaust stack\u003c\/li\u003e\n\u003cli\u003eRemoved class lights\u003c\/li\u003e\n\u003cli\u003e\"\"Switcher” style walkway steps\u003c\/li\u003e\n\u003cli\u003eRear mounted fuel tank\u003c\/li\u003e\n\u003cli\u003eForward Ditch lights\u003c\/li\u003e\n\u003cli\u003eLarge front anticlimber\u003c\/li\u003e\n\u003cli\u003eFresh repaint appearance\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eAfter the BNSF merger of 1995, Santa Fe’s fleet of GP39-2u’s were repainted into the then-new BNSF H1 paint scheme. Although most of the details remained the same, some units had headlights relocated to the nose and horns moved to the long hood roof. BNSF still uses most of the fleet today, albeit some repainted into BNSF’s current “wedge” scheme.\u003c\/p\u003e\n\u003ch3\u003eROAD NUMBER SPECIFIC FEATURES:\u003c\/h3\u003e\n\u003ch3\u003e\u003cspan\u003e#2773\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003ePH 1 body with chickenwire grilles\u003c\/li\u003e\n\u003cli\u003eLeslie 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003cli\u003enose headlight\u003c\/li\u003e\n\u003cli\u003elarge cab numbers, small nose logo\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003e\u003cspan\u003e#2795\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eNew PH 1 body with corrugated grilles\u003c\/li\u003e\n\u003cli\u003eLeslie 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003cli\u003esmall cab numbers\u003c\/li\u003e\n\u003cli\u003elarge nose logo\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003e\u003cspan\u003e#2837\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003ePH 1 body with chickenwire grilles\u003c\/li\u003e\n\u003cli\u003eNathan 3-chime horn\u003c\/li\u003e\n\u003cli\u003eno equipment door behind cab\u003c\/li\u003e\n\u003cli\u003elarge cab numbers\u003c\/li\u003e\n\u003cli\u003elarge nose logo\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003eGP39-2 LOCOMOTIVE FEATURES:\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eCoupler cut levers\u003c\/li\u003e\n\u003cli\u003eTrainline and MU hoses\u003c\/li\u003e\n\u003cli\u003eDrop steps unless noted\u003c\/li\u003e\n\u003cli\u003eMU stands\u003c\/li\u003e\n\u003cli\u003eWindshield wipers\u003c\/li\u003e\n\u003cli\u003eLift rings\u003c\/li\u003e\n\u003cli\u003eWire grab irons\u003c\/li\u003e\n\u003cli\u003eWalkway tread\u003c\/li\u003e\n\u003cli\u003eSanding lines\u003c\/li\u003e\n\u003cli\u003eLit number boards\u003c\/li\u003e\n\u003cli\u003eLit class lights, if equipped\u003c\/li\u003e\n\u003cli\u003eLit signal lights and\/or beacons, if equipped\u003c\/li\u003e\n\u003cli\u003eBell placement \u0026amp; type per prototype\u003c\/li\u003e\n\u003cli\u003eDetailed fuel tank with fuel fillers, fuel gauges, and breather pipes\u003c\/li\u003e\n\u003cli\u003eBlomberg-B or Blomberg-M trucks with appropriate bearing caps\u003c\/li\u003e\n\u003cli\u003eSpeed recorder unless noted\u003c\/li\u003e\n\u003cli\u003eSee-through cab windows and full cab interior\u003c\/li\u003e\n\u003cli\u003eFine-scale Celcon handrails for scale appearance\u003c\/li\u003e\n\u003cli\u003eEtched metal fan grilles\u003c\/li\u003e\n\u003cli\u003eAir tanks mounted below sill unless noted\u003c\/li\u003e\n\u003cli\u003eBody-mounted McHenry® scale knuckle couplers - Kadee® compatible\u003c\/li\u003e\n\u003cli\u003eDCC-ready features Quick Plug™ plug-and-play technology with 21-pin NEM connector\u003c\/li\u003e\n\u003cli\u003eScaled from prototype resources including drawings, field measurements, photographs, and more\u003c\/li\u003e\n\u003cli\u003eAccurately painted and printed paint schemes\u003c\/li\u003e\n\u003cli\u003eGenesis driveline with 5-pole skew wound motor, precision machined flywheels, and multi-link drivetrain\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive with precision gears for smooth \u0026amp; quiet operation\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pickup provides reliable current flow\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eLED Lighting for realistic appearance\u003c\/li\u003e\n\u003cli\u003eHeavy die-cast frame for greater traction and more pulling power\u003c\/li\u003e\n\u003cli\u003ePackaging securely holds for the model for safe storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003ePRIMED FOR GRIME MODELS FEATURE\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eDuplicated look and feel of “In Service” equipment\u003c\/li\u003e\n\u003cli\u003eFaded base colors matched to the prototype\u003c\/li\u003e\n\u003cli\u003ePerfect starting point for adding grime and rust\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003eSOUND-EQUIPPED MODELS ALSO FEATURE\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard DCC decoder with SoundTraxx Tsunami2 sound\u003c\/li\u003e\n\u003cli\u003eDual cube speakers for optimal sound quality\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eFull DCC functions available when operated in DCC mode\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003ePrecision slow speed control\u003c\/li\u003e\n\u003cli\u003eProgram a multiple unit (MU) lashup with lead unit only horn, bell, and lights\u003c\/li\u003e\n\u003cli\u003eMany functions can be altered via Configuration Value (CV) changes\u003c\/li\u003e\n\u003cli\u003eCV chart included in the box\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003ePROTOTYPE SPECIFIC INFORMATION\u003c\/h3\u003e\n\u003cp\u003eIn the decade between 1974 and 1984, EMD produced the GP39-2 for seven North American railroads. The basic design followed most four axle road diesel switchers for the time. Borrowing improvements from the GP38-2 and GP40-2 designs, this mid-horsepower road switcher utilized a turbocharged 12-cylinder EMD 645E3 diesel engine for its prime mover. With 4 fewer cylinders, the smaller engine provided a distinctive long hood on the phase II and phase III bodies, where the clean room\/engine compartment doors were set back from the cab further than predecessor locomotives.\u003c\/p\u003e\n\u003cp\u003eSensitivity to fuel economy in the 1970s justified the GP39-2 in the locomotive market. It also laid the ground work for EMD to start exploring locomotive designs that utilize engines with larger piston displacement yet possess fewer cylinders. This approach has become the foundation to modern locomotive technology.\u003c\/p\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003cdiv class=\"container len-0.0\"\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003e \u003c\/span\u003e\u003c\/div\u003e\n\u003cdiv class=\"bg-transparent text-left collapsible-xl specifications-wrapper product-specifications mb-3 active\"\u003e\n\u003cdiv class=\"container\"\u003e\n\u003cdiv class=\"specifications-inner\"\u003e\n\u003ch2 class=\"title text-left fs-24 fs-md-22 lh-28\"\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eProduct Specs\u003c\/span\u003e\u003c\/h2\u003e\n\u003cdiv class=\"row content\"\u003e\n\u003cdiv class=\"col column-count-desktop fs-12 lh-20 fs-md-14 px-2 mt-2\"\u003e\n\u003cdiv class=\"row\"\u003e\n\u003cdiv class=\"spec-value fw-600 col-6\"\u003e\n\u003cdl class=\"spec-list\"\u003e\n\u003cdt\u003eAxles \u003cspan style=\"font-size: 0.875rem;\"\u003e4\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eDCC \u003cspan style=\"font-size: 0.875rem;\"\u003eEquipped\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eEra \u003cspan style=\"font-size: 0.875rem;\"\u003e1991-2009, 2010-Present Day\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLighted \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLighting \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLights \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003ePrototype Manufacturer \u003cspan style=\"font-size: 0.875rem;\"\u003eEMD\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eReporting Mark \u003cspan style=\"font-size: 0.875rem;\"\u003eCSXT\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eScale \u003cspan style=\"font-size: 0.875rem;\"\u003eHO\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eSound \u003cspan style=\"font-size: 0.875rem;\"\u003eTsunami2\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eSub Brand \u003cspan style=\"font-size: 0.875rem;\"\u003eGENESIS\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003c\/dl\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":48907306500404,"sku":"ATHG66356","price":291.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/ATHG66356_A01_8W174065.jpg?v=1759004617"},{"product_id":"athearn-athg66357-gp39-2u-bnsf-2837-dcc-sound-ho-scale","title":"Athearn ATHG66357 GP39-2u BNSF #2837 DCC \u0026 Sound HO Scale","description":"\u003cp\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eAthearn ATHG66357 GP39-2u BNSF #2837 DCC \u0026amp; Sound HO Scale (Picture may show a different road number)\u003c\/span\u003e\u003c\/p\u003e\n\u003ch2\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eDetailed Information\u003c\/span\u003e\u003c\/h2\u003e\n\u003cdiv class=\"description-and-detail\"\u003e\n\u003cdiv class=\"row product-attributes\"\u003e\n\u003cdiv class=\"col-12 mt-md-2 long-desc-content\"\u003e\n\u003cdiv class=\"value content\"\u003e\n\u003cdiv class=\"mx-auto mb-1\"\u003e\n\u003cdiv id=\"featureListDiv\" class=\"wrapDiv\"\u003e\n\u003ch3\u003eBNSF FEATURES:\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eNew Santa Fe phase 1 GP39-2u body with corrugated grilles — First time in Genesis!\u003c\/li\u003e\n\u003cli\u003eIlluminated “Swing out” style number boards\u003c\/li\u003e\n\u003cli\u003eNewly tooled exhaust stack\u003c\/li\u003e\n\u003cli\u003eRemoved class lights\u003c\/li\u003e\n\u003cli\u003e\"\"Switcher” style walkway steps\u003c\/li\u003e\n\u003cli\u003eRear mounted fuel tank\u003c\/li\u003e\n\u003cli\u003eForward Ditch lights\u003c\/li\u003e\n\u003cli\u003eLarge front anticlimber\u003c\/li\u003e\n\u003cli\u003eFresh repaint appearance\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eAfter the BNSF merger of 1995, Santa Fe’s fleet of GP39-2u’s were repainted into the then-new BNSF H1 paint scheme. Although most of the details remained the same, some units had headlights relocated to the nose and horns moved to the long hood roof. BNSF still uses most of the fleet today, albeit some repainted into BNSF’s current “wedge” scheme.\u003c\/p\u003e\n\u003ch3\u003eROAD NUMBER SPECIFIC FEATURES:\u003c\/h3\u003e\n\u003ch3\u003e\u003cspan\u003e#2773\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003ePH 1 body with chickenwire grilles\u003c\/li\u003e\n\u003cli\u003eLeslie 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003cli\u003enose headlight\u003c\/li\u003e\n\u003cli\u003elarge cab numbers, small nose logo\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003e\u003cspan\u003e#2795\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eNew PH 1 body with corrugated grilles\u003c\/li\u003e\n\u003cli\u003eLeslie 3-chime horn\u003c\/li\u003e\n\u003cli\u003eadded access equipment door behind cab\u003c\/li\u003e\n\u003cli\u003esmall cab numbers\u003c\/li\u003e\n\u003cli\u003elarge nose logo\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003e\u003cspan\u003e#2837\u003c\/span\u003e\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003ePH 1 body with chickenwire grilles\u003c\/li\u003e\n\u003cli\u003eNathan 3-chime horn\u003c\/li\u003e\n\u003cli\u003eno equipment door behind cab\u003c\/li\u003e\n\u003cli\u003elarge cab numbers\u003c\/li\u003e\n\u003cli\u003elarge nose logo\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003eGP39-2 LOCOMOTIVE FEATURES:\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eCoupler cut levers\u003c\/li\u003e\n\u003cli\u003eTrainline and MU hoses\u003c\/li\u003e\n\u003cli\u003eDrop steps unless noted\u003c\/li\u003e\n\u003cli\u003eMU stands\u003c\/li\u003e\n\u003cli\u003eWindshield wipers\u003c\/li\u003e\n\u003cli\u003eLift rings\u003c\/li\u003e\n\u003cli\u003eWire grab irons\u003c\/li\u003e\n\u003cli\u003eWalkway tread\u003c\/li\u003e\n\u003cli\u003eSanding lines\u003c\/li\u003e\n\u003cli\u003eLit number boards\u003c\/li\u003e\n\u003cli\u003eLit class lights, if equipped\u003c\/li\u003e\n\u003cli\u003eLit signal lights and\/or beacons, if equipped\u003c\/li\u003e\n\u003cli\u003eBell placement \u0026amp; type per prototype\u003c\/li\u003e\n\u003cli\u003eDetailed fuel tank with fuel fillers, fuel gauges, and breather pipes\u003c\/li\u003e\n\u003cli\u003eBlomberg-B or Blomberg-M trucks with appropriate bearing caps\u003c\/li\u003e\n\u003cli\u003eSpeed recorder unless noted\u003c\/li\u003e\n\u003cli\u003eSee-through cab windows and full cab interior\u003c\/li\u003e\n\u003cli\u003eFine-scale Celcon handrails for scale appearance\u003c\/li\u003e\n\u003cli\u003eEtched metal fan grilles\u003c\/li\u003e\n\u003cli\u003eAir tanks mounted below sill unless noted\u003c\/li\u003e\n\u003cli\u003eBody-mounted McHenry® scale knuckle couplers - Kadee® compatible\u003c\/li\u003e\n\u003cli\u003eDCC-ready features Quick Plug™ plug-and-play technology with 21-pin NEM connector\u003c\/li\u003e\n\u003cli\u003eScaled from prototype resources including drawings, field measurements, photographs, and more\u003c\/li\u003e\n\u003cli\u003eAccurately painted and printed paint schemes\u003c\/li\u003e\n\u003cli\u003eGenesis driveline with 5-pole skew wound motor, precision machined flywheels, and multi-link drivetrain\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive with precision gears for smooth \u0026amp; quiet operation\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pickup provides reliable current flow\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eLED Lighting for realistic appearance\u003c\/li\u003e\n\u003cli\u003eHeavy die-cast frame for greater traction and more pulling power\u003c\/li\u003e\n\u003cli\u003ePackaging securely holds for the model for safe storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003ePRIMED FOR GRIME MODELS FEATURE\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eDuplicated look and feel of “In Service” equipment\u003c\/li\u003e\n\u003cli\u003eFaded base colors matched to the prototype\u003c\/li\u003e\n\u003cli\u003ePerfect starting point for adding grime and rust\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003eSOUND-EQUIPPED MODELS ALSO FEATURE\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard DCC decoder with SoundTraxx Tsunami2 sound\u003c\/li\u003e\n\u003cli\u003eDual cube speakers for optimal sound quality\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eFull DCC functions available when operated in DCC mode\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003ePrecision slow speed control\u003c\/li\u003e\n\u003cli\u003eProgram a multiple unit (MU) lashup with lead unit only horn, bell, and lights\u003c\/li\u003e\n\u003cli\u003eMany functions can be altered via Configuration Value (CV) changes\u003c\/li\u003e\n\u003cli\u003eCV chart included in the box\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003ch3\u003ePROTOTYPE SPECIFIC INFORMATION\u003c\/h3\u003e\n\u003cp\u003eIn the decade between 1974 and 1984, EMD produced the GP39-2 for seven North American railroads. The basic design followed most four axle road diesel switchers for the time. Borrowing improvements from the GP38-2 and GP40-2 designs, this mid-horsepower road switcher utilized a turbocharged 12-cylinder EMD 645E3 diesel engine for its prime mover. With 4 fewer cylinders, the smaller engine provided a distinctive long hood on the phase II and phase III bodies, where the clean room\/engine compartment doors were set back from the cab further than predecessor locomotives.\u003c\/p\u003e\n\u003cp\u003eSensitivity to fuel economy in the 1970s justified the GP39-2 in the locomotive market. It also laid the ground work for EMD to start exploring locomotive designs that utilize engines with larger piston displacement yet possess fewer cylinders. This approach has become the foundation to modern locomotive technology.\u003c\/p\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003cdiv class=\"container len-0.0\"\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003e \u003c\/span\u003e\u003c\/div\u003e\n\u003cdiv class=\"bg-transparent text-left collapsible-xl specifications-wrapper product-specifications mb-3 active\"\u003e\n\u003cdiv class=\"container\"\u003e\n\u003cdiv class=\"specifications-inner\"\u003e\n\u003ch2 class=\"title text-left fs-24 fs-md-22 lh-28\"\u003e\u003cspan style=\"font-family: arial, helvetica, sans-serif; font-size: small;\"\u003eProduct Specs\u003c\/span\u003e\u003c\/h2\u003e\n\u003cdiv class=\"row content\"\u003e\n\u003cdiv class=\"col column-count-desktop fs-12 lh-20 fs-md-14 px-2 mt-2\"\u003e\n\u003cdiv class=\"row\"\u003e\n\u003cdiv class=\"spec-value fw-600 col-6\"\u003e\n\u003cdl class=\"spec-list\"\u003e\n\u003cdt\u003eAxles \u003cspan style=\"font-size: 0.875rem;\"\u003e4\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eDCC \u003cspan style=\"font-size: 0.875rem;\"\u003eEquipped\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eEra \u003cspan style=\"font-size: 0.875rem;\"\u003e1991-2009, 2010-Present Day\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLighted \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLighting \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eLights \u003cspan style=\"font-size: 0.875rem;\"\u003eLED\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003ePrototype Manufacturer \u003cspan style=\"font-size: 0.875rem;\"\u003eEMD\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eReporting Mark \u003cspan style=\"font-size: 0.875rem;\"\u003eCSXT\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eScale \u003cspan style=\"font-size: 0.875rem;\"\u003eHO\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eSound \u003cspan style=\"font-size: 0.875rem;\"\u003eTsunami2\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003cdt\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e\u003c\/span\u003e\u003c\/dt\u003e\n\u003cdt\u003eSub Brand \u003cspan style=\"font-size: 0.875rem;\"\u003eGENESIS\u003c\/span\u003e\n\u003c\/dt\u003e\n\u003c\/dl\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e\n\u003c\/div\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":48907306565940,"sku":"ATHG66357","price":291.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/ATHG66357_A01_URUWVQK7.jpg?v=1759004676"},{"product_id":"rapido-50214-emd-sd9-high-nose-standard-dc-baltimore-ohio-766-blue-yellow-roman-lettering-ho-scale","title":"Rapido 50214 EMD SD9 High Nose - Standard DC -- Baltimore \u0026 Ohio #766 (blue, yellow; Roman Lettering) HO Scale","description":"EMD SD9 High Nose - Standard DC -- Baltimore \u0026amp; Ohio #766 (blue, yellow; Roman Lettering)","brand":"Rapido","offers":[{"title":"Default Title","offer_id":48907548000564,"sku":"606-50214","price":237.56,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/92429979522373_xykb.jpg?v=1759103247"},{"product_id":"rapido-50606-emd-sd7-high-nose-esu-loksound-and-dcc-denver-rio-grande-western-5301-bumblebee-black-yellow-ho-scale","title":"Rapido 50606 EMD SD7 High Nose - ESU LokSound and DCC -- Denver \u0026 Rio Grande Western #5301 (Bumblebee, black, yellow) HO Scale","description":"EMD SD7 High Nose - ESU LokSound and DCC -- Denver \u0026amp; Rio Grande Western #5301 (Bumblebee, black, yellow)","brand":"Rapido","offers":[{"title":"Default Title","offer_id":48907548197172,"sku":"606-50606","price":346.45,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/92429979521516_xykb.jpg?v=1759103267"},{"product_id":"rapido-50608-emd-sd7-high-nose-esu-loksound-and-dcc-denver-rio-grande-western-5304-bumblebee-black-yellow-ho-scale","title":"Rapido 50608 EMD SD7 High Nose - ESU LokSound and DCC -- Denver \u0026 Rio Grande Western #5304 (Bumblebee, black, yellow) HO Scale","description":"EMD SD7 High Nose - ESU LokSound and DCC -- Denver \u0026amp; Rio Grande Western #5304 (Bumblebee, black, yellow)","brand":"Rapido","offers":[{"title":"Default Title","offer_id":48907548295476,"sku":"606-50608","price":346.45,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/92429979521530_xykb.jpg?v=1759103277"},{"product_id":"rapido-50638-emd-sd10-low-nose-esu-loksound-and-dcc-dakota-minnesota-eastern-550-blue-yellow-ho-scale","title":"Rapido 50638 EMD SD10 Low Nose - ESU LokSound and DCC -- Dakota, Minnesota \u0026 Eastern #550 (blue, yellow) HO Scale","description":"EMD SD10 Low Nose - ESU LokSound and DCC -- Dakota, Minnesota \u0026amp; Eastern #550 (blue, yellow)","brand":"Rapido","offers":[{"title":"Default Title","offer_id":48907548918068,"sku":"606-50638","price":346.45,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/92429979521893_xykb.jpg?v=1759103325"},{"product_id":"scaletrains-rivet-counter-sxt40917-emd-gp30u-atsf-santa-fe-nose-headlight-ho-scale","title":"Scaletrains Rivet Counter SXT40919 EMD GP30u, ATSF Santa Fe\/Nose Headlight #2753 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40917 EMD GP30u, ATSF Santa Fe\/Nose Headlight #2747 HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: Late 80s to Mid-90s \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eSeries ATSF 2746 to 2785 (rebuilt between 1982-1984)\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\n\u003cspan\u003eATSF 2753 and 2772\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eEOT antenna stand on left side of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eATSF 2747\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eEOT antenna stand on right side of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eATSF 2765\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eEOT antenna stand on right side of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMounting flanges from removed inertial air intake hoods remaining on long hood roof behind cab\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eAll road numbers feature:\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eFront ATSF-style relocated LED-illuminated headlight with lenses in low short hood; blanked number board light mount\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with increased length on left (fireman’s) side, cab heater vents deleted, and flat center windshield section\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMultiple road numbers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBlanked front and rear class lights with round plate \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab number boards, and blanked long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eVapor Corp. cab roof HVAC\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear multiple unit (MU) hose catch bars\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eModified pilot faces with uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck-mounted multiple unit (MU) receptacle\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDummy multiple unit (MU) receptacles with cable mounted to pilot face\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake, chain guard, and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left side of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall wind wings mounted fore of cab windows, left side, and small mirror on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Nathan AirChime K3LA horn mounted to right side cab roof eave.\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on a stand centered on the cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate single-panel inertial compartment with retrofitted latched and hinged access doors \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e7-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare sand fill hatch on top of long hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; deleted outer brake shoes; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAeroquip speed recorder on #2 axle, left side.\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders mounted to truck sideframes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted bronze bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrime air filter (can style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank sill skirt removed and relocated vertical gauges; round gauges in fuel tank sides; fuel fillers exposed\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916008960308,"sku":"SXT40917","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40917_2747a_60e1881f-0b6d-4e55-a6d6-bf0415fa2b57.jpg?v=1760199642"},{"product_id":"scaletrains-rivet-counter-sxt40919-emd-gp30u-atsf-santa-fe-nose-headlight-2753-ho-scale","title":"Scaletrains Rivet Counter SXT40919 EMD GP30u, ATSF Santa Fe\/Nose Headlight #2753 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40919 EMD GP30u, ATSF Santa Fe\/Nose Headlight #2753 HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: Late 80s to Mid-90s \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eSeries ATSF 2746 to 2785 (rebuilt between 1982-1984)\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\n\u003cspan\u003eATSF 2753 and 2772\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eEOT antenna stand on left side of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eATSF 2747\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eEOT antenna stand on right side of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eATSF 2765\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eEOT antenna stand on right side of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMounting flanges from removed inertial air intake hoods remaining on long hood roof behind cab\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eAll road numbers feature:\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eFront ATSF-style relocated LED-illuminated headlight with lenses in low short hood; blanked number board light mount\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with increased length on left (fireman’s) side, cab heater vents deleted, and flat center windshield section\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMultiple road numbers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBlanked front and rear class lights with round plate \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab number boards, and blanked long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eVapor Corp. cab roof HVAC\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear multiple unit (MU) hose catch bars\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eModified pilot faces with uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck-mounted multiple unit (MU) receptacle\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDummy multiple unit (MU) receptacles with cable mounted to pilot face\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake, chain guard, and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left side of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall wind wings mounted fore of cab windows, left side, and small mirror on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Nathan AirChime K3LA horn mounted to right side cab roof eave.\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on a stand centered on the cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate single-panel inertial compartment with retrofitted latched and hinged access doors \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e7-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare sand fill hatch on top of long hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; deleted outer brake shoes; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAeroquip speed recorder on #2 axle, left side.\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders mounted to truck sideframes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted bronze bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrime air filter (can style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank sill skirt removed and relocated vertical gauges; round gauges in fuel tank sides; fuel fillers exposed\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916021444916,"sku":"SXT40919","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40917_2747a_60e1881f-0b6d-4e55-a6d6-bf0415fa2b57.jpg?v=1760199642"},{"product_id":"scaletrains-rivet-counter-sxt40921-emd-gp30u-atsf-santa-fe-nose-headlight-2765-ho-scale","title":"Scaletrains Rivet Counter SXT40925 EMD GP30u, ATSF Santa Fe\/Nose Headlight #2772 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40925 EMD GP30u, ATSF Santa Fe\/Nose Headlight #2772 HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: Late 80s to Mid-90s \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eSeries ATSF 2746 to 2785 (rebuilt between 1982-1984)\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\n\u003cspan\u003eATSF 2753 and 2772\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eEOT antenna stand on left side of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eATSF 2747\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eEOT antenna stand on right side of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eATSF 2765\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eEOT antenna stand on right side of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMounting flanges from removed inertial air intake hoods remaining on long hood roof behind cab\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eAll road numbers feature:\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eFront ATSF-style relocated LED-illuminated headlight with lenses in low short hood; blanked number board light mount\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with increased length on left (fireman’s) side, cab heater vents deleted, and flat center windshield section\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMultiple road numbers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBlanked front and rear class lights with round plate \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab number boards, and blanked long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eVapor Corp. cab roof HVAC\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear multiple unit (MU) hose catch bars\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eModified pilot faces with uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck-mounted multiple unit (MU) receptacle\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDummy multiple unit (MU) receptacles with cable mounted to pilot face\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake, chain guard, and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left side of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall wind wings mounted fore of cab windows, left side, and small mirror on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Nathan AirChime K3LA horn mounted to right side cab roof eave.\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on a stand centered on the cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate single-panel inertial compartment with retrofitted latched and hinged access doors \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e7-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare sand fill hatch on top of long hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; deleted outer brake shoes; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAeroquip speed recorder on #2 axle, left side.\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders mounted to truck sideframes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted bronze bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrime air filter (can style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank sill skirt removed and relocated vertical gauges; round gauges in fuel tank sides; fuel fillers exposed\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916023378228,"sku":"SXT40925","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40917_2747a_60e1881f-0b6d-4e55-a6d6-bf0415fa2b57.jpg?v=1760199642"},{"product_id":"scaletrains-rivet-counter-sxt40925-emd-gp30u-atsf-santa-fe-nose-headlight-2772-ho-scale","title":"Scaletrains Rivet Counter SXT40925 EMD GP30u, ATSF Santa Fe\/Nose Headlight #2772 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40925 EMD GP30u, ATSF Santa Fe\/Nose Headlight #2772 HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: Late 80s to Mid-90s \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eSeries ATSF 2746 to 2785 (rebuilt between 1982-1984)\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\n\u003cspan\u003eATSF 2753 and 2772\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eEOT antenna stand on left side of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eATSF 2747\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eEOT antenna stand on right side of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eATSF 2765\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eEOT antenna stand on right side of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMounting flanges from removed inertial air intake hoods remaining on long hood roof behind cab\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eAll road numbers feature:\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eFront ATSF-style relocated LED-illuminated headlight with lenses in low short hood; blanked number board light mount\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with increased length on left (fireman’s) side, cab heater vents deleted, and flat center windshield section\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMultiple road numbers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBlanked front and rear class lights with round plate \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab number boards, and blanked long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eVapor Corp. cab roof HVAC\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear multiple unit (MU) hose catch bars\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eModified pilot faces with uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck-mounted multiple unit (MU) receptacle\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDummy multiple unit (MU) receptacles with cable mounted to pilot face\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake, chain guard, and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left side of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall wind wings mounted fore of cab windows, left side, and small mirror on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Nathan AirChime K3LA horn mounted to right side cab roof eave.\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on a stand centered on the cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate single-panel inertial compartment with retrofitted latched and hinged access doors \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e7-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare sand fill hatch on top of long hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; deleted outer brake shoes; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAeroquip speed recorder on #2 axle, left side.\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders mounted to truck sideframes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted bronze bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrime air filter (can style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank sill skirt removed and relocated vertical gauges; round gauges in fuel tank sides; fuel fillers exposed\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916027375924,"sku":"SXT40921","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40917_2747a_60e1881f-0b6d-4e55-a6d6-bf0415fa2b57.jpg?v=1760199642"},{"product_id":"scaletrains-rivet-counter-sxt40927-emd-gp30u-atsf-santa-fe-nose-headlight-faded-yellow-with-paint-touch-ups-2785-ho-scale","title":"Scaletrains Rivet Counter SXT40927 EMD GP30u, ATSF Santa Fe\/Nose Headlight\/Faded Yellow with Paint Touch Ups #2785 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40927 EMD GP30u, ATSF Santa Fe\/Nose Headlight\/Faded Yellow with Paint Touch Ups #2785 HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: Late 80s to Mid-90s \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries ATSF 2746 to 2785 (rebuilt between 1982-1984)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eATSF 2777\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003e“Faded” ATSF Yellow w\/ fresh paint touch-ups at various locations\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMounting flanges from removed inertial air intake hoods remaining on long hood roof behind cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEOT antenna stand on right side of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eATSF 2785\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003e“Faded” ATSF Yellow w\/ fresh paint touch-ups at various locations\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMounting flanges from removed inertial air intake hoods remaining on long hood roof behind cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEOT antenna stand on left side of cab roof \u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eAll road numbers feature:\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eFront ATSF-style relocated LED-illuminated headlight with lenses in low short hood; blanked number board light mount\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with increased length on left (fireman’s) side, cab heater vents deleted, and flat center windshield section\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMultiple road numbers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBlanked front and rear class lights with round plate \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab number boards, and blanked long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eVapor Corp. cab roof HVAC\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear multiple unit (MU) hose catch bars\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eModified pilot faces with uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck-mounted multiple unit (MU) receptacle\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDummy multiple unit (MU) receptacles with cable mounted to pilot face\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake, chain guard, and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left side of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall wind wings mounted fore of cab windows, left side, and small mirror on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Nathan AirChime K3LA horn mounted to right side cab roof eave.\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on a stand centered on the cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate single-panel inertial compartment with retrofitted latched and hinged access doors \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e7-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare sand fill hatch on top of long hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; deleted outer brake shoes; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAeroquip speed recorder on #2 axle, left side.\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders mounted to truck sideframes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted bronze bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrime air filter (can style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank sill skirt removed and relocated vertical gauges; round gauges in fuel tank sides; fuel fillers exposed\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916051919156,"sku":"SXT40927","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40923_2777a.jpg?v=1760200250"},{"product_id":"scaletrains-rivet-counter-sxt40929-emd-gp39e-bn-burlington-northern-white-face-strobe-lights-2759-ho-scale","title":"Scaletrains Rivet Counter SXT40929 EMD GP39E, BN Burlington Northern\/White Face\/Strobe Lights #2759 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40929 EMD GP39E, BN Burlington Northern\/White Face\/Strobe Lights #2759 HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew roadname \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: 1991 to Mid-90s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries BN 2759-2778; Rebuilt October-December 1991\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRoad numbers 2759, 2761, 2762, 2768, 2773, and 2774 \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood rear end and at end of raised walkway duct; EMD slot-style lights on front short hood end*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated front deck-mounted Quantum Q2000 crossing strobes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBlanked front and rear class lights \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront EMD low plow with MU hose openings and wire form grab irons; rear multiple unit (MU) hose catch boxes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eModified pilot faces with uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePilot face mounted dummy multiple unit (MU) receptacles with cable\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” EMD “Spartan” type replacement short hood with ratchet handbrake\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with late “lift-off” hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eReplacement cab sub-base doors with lift-off hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eReplacement Dash-2 cab with welded side window panels and standard armrests\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo cab vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall mirrors mounted fore of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie RS-3-L horn with clearance bracket mounted on long hood behind #1 radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “Firecracker” antenna mounted on the cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRetrofitted “stand-off” Dash-2 style ECAFB \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRebuilt Dash-2 style inertial compartment with ribbed blower housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 style inertial intake grills with top and bottom drip rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 style corrugated radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; blanked center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRound sand fill cap on top of long hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAeroquip speed recorder mounted to #1 axle on left front truck sideframe\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders mounted on rear pilot face\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted steel bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSalem air filter (accordion style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with dual staggered vertical gauges and fuel fill in sill skirt; round gauges in fuel tank right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916073546036,"sku":"SXT40929","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40929_2759a.jpg?v=1760200763"},{"product_id":"scaletrains-rivet-counter-sxt40933-emd-gp39e-bn-burlington-northern-white-face-strobe-lights-2762-ho-scale","title":"Scaletrains Rivet Counter SXT40933 EMD GP39E, BN Burlington Northern\/White Face\/Strobe Lights #2762 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40933 EMD GP39E, BN Burlington Northern\/White Face\/Strobe Lights #2762 HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew roadname \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: 1991 to Mid-90s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries BN 2759-2778; Rebuilt October-December 1991\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRoad numbers 2759, 2761, 2762, 2768, 2773, and 2774 \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood rear end and at end of raised walkway duct; EMD slot-style lights on front short hood end*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated front deck-mounted Quantum Q2000 crossing strobes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBlanked front and rear class lights \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront EMD low plow with MU hose openings and wire form grab irons; rear multiple unit (MU) hose catch boxes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eModified pilot faces with uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePilot face mounted dummy multiple unit (MU) receptacles with cable\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” EMD “Spartan” type replacement short hood with ratchet handbrake\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with late “lift-off” hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eReplacement cab sub-base doors with lift-off hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eReplacement Dash-2 cab with welded side window panels and standard armrests\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo cab vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall mirrors mounted fore of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie RS-3-L horn with clearance bracket mounted on long hood behind #1 radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “Firecracker” antenna mounted on the cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRetrofitted “stand-off” Dash-2 style ECAFB \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRebuilt Dash-2 style inertial compartment with ribbed blower housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 style inertial intake grills with top and bottom drip rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 style corrugated radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; blanked center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRound sand fill cap on top of long hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAeroquip speed recorder mounted to #1 axle on left front truck sideframe\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders mounted on rear pilot face\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted steel bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSalem air filter (accordion style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with dual staggered vertical gauges and fuel fill in sill skirt; round gauges in fuel tank right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916083900724,"sku":"SXT40933","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40929_2759a.jpg?v=1760200763"},{"product_id":"scaletrains-rivet-counter-sxt40935-emd-gp39e-bn-burlington-northern-white-face-strobe-lights-2768-ho-scale","title":"Scaletrains Rivet Counter SXT40935 EMD GP39E, BN Burlington Northern\/White Face\/Strobe Lights #2768 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40935 EMD GP39E, BN Burlington Northern\/White Face\/Strobe Lights #2768 HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew roadname \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: 1991 to Mid-90s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries BN 2759-2778; Rebuilt October-December 1991\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRoad numbers 2759, 2761, 2762, 2768, 2773, and 2774 \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood rear end and at end of raised walkway duct; EMD slot-style lights on front short hood end*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated front deck-mounted Quantum Q2000 crossing strobes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBlanked front and rear class lights \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront EMD low plow with MU hose openings and wire form grab irons; rear multiple unit (MU) hose catch boxes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eModified pilot faces with uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePilot face mounted dummy multiple unit (MU) receptacles with cable\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” EMD “Spartan” type replacement short hood with ratchet handbrake\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with late “lift-off” hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eReplacement cab sub-base doors with lift-off hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eReplacement Dash-2 cab with welded side window panels and standard armrests\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo cab vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall mirrors mounted fore of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie RS-3-L horn with clearance bracket mounted on long hood behind #1 radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “Firecracker” antenna mounted on the cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRetrofitted “stand-off” Dash-2 style ECAFB \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRebuilt Dash-2 style inertial compartment with ribbed blower housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 style inertial intake grills with top and bottom drip rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 style corrugated radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; blanked center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRound sand fill cap on top of long hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAeroquip speed recorder mounted to #1 axle on left front truck sideframe\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders mounted on rear pilot face\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted steel bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSalem air filter (accordion style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with dual staggered vertical gauges and fuel fill in sill skirt; round gauges in fuel tank right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916084097332,"sku":"SXT40935","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40929_2759a.jpg?v=1760200763"},{"product_id":"scaletrains-rivet-counter-sxt40937-emd-gp39e-bn-burlington-northern-white-face-strobe-lights-2773-ho-scale","title":"Scaletrains Rivet Counter SXT40937 EMD GP39E, BN Burlington Northern\/White Face\/Strobe Lights #2773 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40937 EMD GP39E, BN Burlington Northern\/White Face\/Strobe Lights #2773 HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew roadname \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: 1991 to Mid-90s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries BN 2759-2778; Rebuilt October-December 1991\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRoad numbers 2759, 2761, 2762, 2768, 2773, and 2774 \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood rear end and at end of raised walkway duct; EMD slot-style lights on front short hood end*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated front deck-mounted Quantum Q2000 crossing strobes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBlanked front and rear class lights \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront EMD low plow with MU hose openings and wire form grab irons; rear multiple unit (MU) hose catch boxes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eModified pilot faces with uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePilot face mounted dummy multiple unit (MU) receptacles with cable\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” EMD “Spartan” type replacement short hood with ratchet handbrake\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with late “lift-off” hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eReplacement cab sub-base doors with lift-off hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eReplacement Dash-2 cab with welded side window panels and standard armrests\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo cab vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall mirrors mounted fore of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie RS-3-L horn with clearance bracket mounted on long hood behind #1 radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “Firecracker” antenna mounted on the cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRetrofitted “stand-off” Dash-2 style ECAFB \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRebuilt Dash-2 style inertial compartment with ribbed blower housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 style inertial intake grills with top and bottom drip rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 style corrugated radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; blanked center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRound sand fill cap on top of long hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAeroquip speed recorder mounted to #1 axle on left front truck sideframe\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders mounted on rear pilot face\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted steel bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSalem air filter (accordion style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with dual staggered vertical gauges and fuel fill in sill skirt; round gauges in fuel tank right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916084293940,"sku":"SXT40937","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40929_2759a.jpg?v=1760200763"},{"product_id":"scaletrains-rivet-counter-sxt40939-emd-gp39e-bn-burlington-northern-white-face-strobe-lights-2774-ho-scale","title":"Scaletrains Rivet Counter SXT40939 EMD GP39E, BN Burlington Northern\/White Face\/Strobe Lights #2774 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40939 EMD GP39E, BN Burlington Northern\/White Face\/Strobe Lights #2774 HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew roadname \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: 1991 to Mid-90s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries BN 2759-2778; Rebuilt October-December 1991\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRoad numbers 2759, 2761, 2762, 2768, 2773, and 2774 \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood rear end and at end of raised walkway duct; EMD slot-style lights on front short hood end*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated front deck-mounted Quantum Q2000 crossing strobes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBlanked front and rear class lights \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront EMD low plow with MU hose openings and wire form grab irons; rear multiple unit (MU) hose catch boxes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eModified pilot faces with uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePilot face mounted dummy multiple unit (MU) receptacles with cable\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” EMD “Spartan” type replacement short hood with ratchet handbrake\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with late “lift-off” hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eReplacement cab sub-base doors with lift-off hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eReplacement Dash-2 cab with welded side window panels and standard armrests\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo cab vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall mirrors mounted fore of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie RS-3-L horn with clearance bracket mounted on long hood behind #1 radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “Firecracker” antenna mounted on the cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRetrofitted “stand-off” Dash-2 style ECAFB \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRebuilt Dash-2 style inertial compartment with ribbed blower housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 style inertial intake grills with top and bottom drip rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 style corrugated radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; blanked center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRound sand fill cap on top of long hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAeroquip speed recorder mounted to #1 axle on left front truck sideframe\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders mounted on rear pilot face\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted steel bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSalem air filter (accordion style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with dual staggered vertical gauges and fuel fill in sill skirt; round gauges in fuel tank right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916084326708,"sku":"SXT40939","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40929_2759a.jpg?v=1760200763"},{"product_id":"scaletrains-rivet-counter-sxt40953-emd-gp30-phase-id-chessie-system-b-o-6906-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40953 EMD GP30 Phase Id, Chessie System\/B\u0026O #6906 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40953 EMD GP30 Phase Id, Chessie System\/B\u0026amp;O #6906 DCC \u0026amp; Sound HO Scalee. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew roadname and paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: 1981 to Mid-1990s \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries B\u0026amp;O 6904 to 6976\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRebuilt 1981-1983\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMultiple road numbers \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eChessie B\u0026amp;O 6906\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie SU-3L-R horn mounted on right side cab roof eave (alternate chime arrangement)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“Inverted” cab heater louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort sunshade with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderframe-mounted bronze bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted Chessie-style “mailslot” battery box doors with battery terminals visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets** \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear multiple unit (MU) hose catch boxes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAs-delivered pilot faces without uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck-mounted multiple unit (MU) receptacle\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with equal length on both sides \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall mirrors mounted fore and aft of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate single-panel inertial compartment \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e6-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare door-style sand fill door on right side hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to second axle on right front truck sideframe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauge on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916086391092,"sku":"SXT40953","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40953_6906a_530cb153-75a8-4576-9b0d-8e5406447217.jpg?v=1760202108"},{"product_id":"scaletrains-rivet-counter-sxt40957-emd-gp30m-chessie-system-b-o-6939-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40957 EMD GP30M, Chessie System\/B\u0026O #6939 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40957 EMD GP30M, Chessie System\/B\u0026amp;O #6939 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew roadname and paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: 1981 to Mid-1990s \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries B\u0026amp;O 6904 to 6976\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRebuilt 1981-1983\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMultiple road numbers \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eChessie B\u0026amp;O 6923\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie SU-3L-R horn mounted on right side cab roof eave \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeleted cab heater louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSide-mounted lost-wax brass cast steel bell ahead of the dynamic brake on the fireman’s side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted Chessie-style “mailslot” battery box doors with battery terminals visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eChessie B\u0026amp;O 6939\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie SU-3L-R horn mounted on right side cab roof eave (alternate chime arrangement)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeleted cab heater louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort sunshade with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderframe-mounted bronze bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted Chessie-style “mailslot” battery box doors with battery terminals visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets** \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear multiple unit (MU) hose catch boxes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAs-delivered pilot faces without uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck-mounted multiple unit (MU) receptacle\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with equal length on both sides \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall mirrors mounted fore and aft of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate single-panel inertial compartment \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e6-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare door-style sand fill door on right side hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to second axle on right front truck sideframe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauge on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916086456628,"sku":"SXT40957","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40955_6923a.jpg?v=1760202354"},{"product_id":"scaletrains-rivet-counter-sxt40959-emd-gp30m-csx-ex-chessie-system-patch-distressed-lettering-4234-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40959 EMD GP30M, CSX\/ex-Chessie System Patch\/Distressed Lettering #4234 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40959 EMD GP30M, CSX\/ex-Chessie System Patch\/Distressed Lettering #4234 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew roadname and paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: 1987 to Mid-1990s \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries B\u0026amp;O 6904 to 6976\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries CSXT 4234 to 4266 (ex-B\u0026amp;O)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRebuilt 1981-1983\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMultiple road numbers \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eChessie CSXT 4234\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie SU-3L-R horn mounted on right side cab roof eave (alternate chime arrangement)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeleted cab heater louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSide-mounted lost-wax brass cast steel bell ahead of the dynamic brake on the fireman’s side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left side of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRound vent on right side of nose\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted Chessie-style “mailslot” battery box doors with battery terminals visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eChessie CSXT 4244\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie SU-3L-R horn mounted on right side cab roof eave (alternate chime arrangement)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeleted cab heater louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort sunshade with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSide-mounted lost-wax brass cast steel bell ahead of the dynamic brake on the fireman’s side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left side of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted Chessie-style “mailslot” battery box doors with battery terminals visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eChessie CSXT 4259\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie SU-3L-R horn mounted on right side cab roof eave (alternate chime arrangement)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeleted cab heater louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSide-mounted lost-wax brass cast steel bell ahead of the dynamic brake on the fireman’s side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left side of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted Chessie-style “mailslot” battery box doors with battery terminals visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets** \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear multiple unit (MU) hose catch boxes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAs-delivered pilot faces without uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck-mounted multiple unit (MU) receptacle\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with equal length on both sides \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall mirrors mounted fore and aft of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate single-panel inertial compartment \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e6-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare door-style sand fill door on right side hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to second axle on right front truck sideframe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauge on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916087111988,"sku":"SXT40959","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40955_6923a_e979c577-1ad8-48fd-bb89-64caa0cc6edd.jpg?v=1760202887"},{"product_id":"scaletrains-rivet-counter-sxt40961-emd-gp30m-csx-ex-chessie-system-patch-distressed-lettering-4244-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40961 EMD GP30M, CSX\/ex-Chessie System Patch\/Distressed Lettering #4244 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40961 EMD GP30M, CSX\/ex-Chessie System Patch\/Distressed Lettering #4244 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew roadname and paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: 1987 to Mid-1990s \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries B\u0026amp;O 6904 to 6976\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries CSXT 4234 to 4266 (ex-B\u0026amp;O)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRebuilt 1981-1983\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMultiple road numbers \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eChessie CSXT 4234\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie SU-3L-R horn mounted on right side cab roof eave (alternate chime arrangement)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeleted cab heater louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSide-mounted lost-wax brass cast steel bell ahead of the dynamic brake on the fireman’s side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left side of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRound vent on right side of nose\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted Chessie-style “mailslot” battery box doors with battery terminals visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eChessie CSXT 4244\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie SU-3L-R horn mounted on right side cab roof eave (alternate chime arrangement)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeleted cab heater louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort sunshade with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSide-mounted lost-wax brass cast steel bell ahead of the dynamic brake on the fireman’s side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left side of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted Chessie-style “mailslot” battery box doors with battery terminals visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eChessie CSXT 4259\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie SU-3L-R horn mounted on right side cab roof eave (alternate chime arrangement)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeleted cab heater louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSide-mounted lost-wax brass cast steel bell ahead of the dynamic brake on the fireman’s side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left side of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted Chessie-style “mailslot” battery box doors with battery terminals visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets** \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear multiple unit (MU) hose catch boxes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAs-delivered pilot faces without uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck-mounted multiple unit (MU) receptacle\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with equal length on both sides \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall mirrors mounted fore and aft of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate single-panel inertial compartment \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e6-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare door-style sand fill door on right side hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to second axle on right front truck sideframe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauge on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916087374132,"sku":"SXT40961","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40955_6923a_e979c577-1ad8-48fd-bb89-64caa0cc6edd.jpg?v=1760202887"},{"product_id":"scaletrains-rivet-counter-sxt40963-emd-gp30m-csx-ex-chessie-system-patch-distressed-lettering-4259-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40963 EMD GP30M, CSX\/ex-Chessie System Patch\/Distressed Lettering #4259 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40963 EMD GP30M, CSX\/ex-Chessie System Patch\/Distressed Lettering #4259 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew roadname and paint scheme \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: 1987 to Mid-1990s \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries B\u0026amp;O 6904 to 6976\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries CSXT 4234 to 4266 (ex-B\u0026amp;O)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRebuilt 1981-1983\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMultiple road numbers \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eChessie CSXT 4234\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie SU-3L-R horn mounted on right side cab roof eave (alternate chime arrangement)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeleted cab heater louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSide-mounted lost-wax brass cast steel bell ahead of the dynamic brake on the fireman’s side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left side of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRound vent on right side of nose\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted Chessie-style “mailslot” battery box doors with battery terminals visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eChessie CSXT 4244\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie SU-3L-R horn mounted on right side cab roof eave (alternate chime arrangement)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeleted cab heater louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort sunshade with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSide-mounted lost-wax brass cast steel bell ahead of the dynamic brake on the fireman’s side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left side of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted Chessie-style “mailslot” battery box doors with battery terminals visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eChessie CSXT 4259\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie SU-3L-R horn mounted on right side cab roof eave (alternate chime arrangement)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeleted cab heater louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSide-mounted lost-wax brass cast steel bell ahead of the dynamic brake on the fireman’s side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left side of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted Chessie-style “mailslot” battery box doors with battery terminals visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets** \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear multiple unit (MU) hose catch boxes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAs-delivered pilot faces without uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck-mounted multiple unit (MU) receptacle\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with equal length on both sides \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall mirrors mounted fore and aft of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate single-panel inertial compartment \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard-range dynamic brakes with 48” fan \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e6-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare door-style sand fill door on right side hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to second axle on right front truck sideframe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauge on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916088062260,"sku":"SXT40963","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40955_6923a_e979c577-1ad8-48fd-bb89-64caa0cc6edd.jpg?v=1760202887"},{"product_id":"scaletrains-rivet-counter-sxt40977-emd-gp30-phase-ib2-up-union-pacific-817-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40977 EMD GP30 Phase Ib2, UP Union Pacific #817 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40977 EMD GP30 Phase Ib2, UP Union Pacific #817 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: Late 1970s – Mid 1980s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries 800-874, built 7-10\/1962\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 817\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with multiple receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 824\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “Firecracker” antenna on cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRerail frogs mounted to truck sideframes, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 826\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 842\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRerail frogs mounted to truck sideframes, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 856\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets** \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated Saturn 6551 Strobe Light*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“McCarty” type re-rail frogs \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear flat pilot plates\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAs-delivered pilot faces without uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD “dot” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake, chain guard, and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with increased length on left (fireman’s) side and plated-over cab heater vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo cab vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall mirrors mounted fore and aft of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly 2-panel inertial compartment\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eExtended-range dynamic brakes with 48” fan on riser ring\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e6-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare door-style sand fill door on right side hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to second axle on right front truck sideframe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted bronze bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo underbody air filter\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83 and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916091896116,"sku":"SXT40977","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40977_817a.jpg?v=1760204712"},{"product_id":"scaletrains-rivet-counter-sxt40979-emd-gp30-phase-ib2-up-union-pacific-824-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40979 EMD GP30 Phase Ib2, UP Union Pacific #824 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40979 EMD GP30 Phase Ib2, UP Union Pacific #824 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: Late 1970s – Mid 1980s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries 800-874, built 7-10\/1962\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 817\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with multiple receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 824\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “Firecracker” antenna on cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRerail frogs mounted to truck sideframes, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 826\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 842\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRerail frogs mounted to truck sideframes, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 856\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets** \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated Saturn 6551 Strobe Light*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“McCarty” type re-rail frogs \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear flat pilot plates\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAs-delivered pilot faces without uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD “dot” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake, chain guard, and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with increased length on left (fireman’s) side and plated-over cab heater vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo cab vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall mirrors mounted fore and aft of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly 2-panel inertial compartment\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eExtended-range dynamic brakes with 48” fan on riser ring\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e6-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare door-style sand fill door on right side hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to second axle on right front truck sideframe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted bronze bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo underbody air filter\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83 and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916092059956,"sku":"SXT40979","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40977_817a.jpg?v=1760204712"},{"product_id":"scaletrains-rivet-counter-sxt40981-emd-gp30-phase-ib2-up-union-pacific-826-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40981 EMD GP30 Phase Ib2, UP Union Pacific #826 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40981 EMD GP30 Phase Ib2, UP Union Pacific #826 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: Late 1970s – Mid 1980s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries 800-874, built 7-10\/1962\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 817\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with multiple receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 824\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “Firecracker” antenna on cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRerail frogs mounted to truck sideframes, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 826\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 842\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRerail frogs mounted to truck sideframes, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 856\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets** \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated Saturn 6551 Strobe Light*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“McCarty” type re-rail frogs \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear flat pilot plates\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAs-delivered pilot faces without uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD “dot” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake, chain guard, and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with increased length on left (fireman’s) side and plated-over cab heater vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo cab vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall mirrors mounted fore and aft of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly 2-panel inertial compartment\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eExtended-range dynamic brakes with 48” fan on riser ring\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e6-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare door-style sand fill door on right side hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to second axle on right front truck sideframe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted bronze bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo underbody air filter\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83 and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916092125492,"sku":"SXT40981","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40977_817a.jpg?v=1760204712"},{"product_id":"scaletrains-rivet-counter-sxt40983-emd-gp30-phase-ib2-up-union-pacific-842-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40983 EMD GP30 Phase Ib2, UP Union Pacific #842 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40983 EMD GP30 Phase Ib2, UP Union Pacific #842 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: Late 1970s – Mid 1980s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries 800-874, built 7-10\/1962\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 817\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with multiple receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 824\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “Firecracker” antenna on cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRerail frogs mounted to truck sideframes, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 826\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 842\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRerail frogs mounted to truck sideframes, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 856\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets** \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated Saturn 6551 Strobe Light*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“McCarty” type re-rail frogs \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear flat pilot plates\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAs-delivered pilot faces without uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD “dot” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake, chain guard, and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with increased length on left (fireman’s) side and plated-over cab heater vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo cab vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall mirrors mounted fore and aft of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly 2-panel inertial compartment\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eExtended-range dynamic brakes with 48” fan on riser ring\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e6-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare door-style sand fill door on right side hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to second axle on right front truck sideframe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted bronze bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo underbody air filter\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83 and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916092158260,"sku":"SXT40983","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40977_817a.jpg?v=1760204712"},{"product_id":"scaletrains-rivet-counter-sxt40987-emd-gp30-phase-ib2-up-union-pacific-856-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40987 EMD GP30 Phase Ib2, UP Union Pacific #856 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40987 EMD GP30 Phase Ib2, UP Union Pacific #856 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: Late 1970s – Mid 1980s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries 800-874, built 7-10\/1962\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 817\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with multiple receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 824\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “Firecracker” antenna on cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRerail frogs mounted to truck sideframes, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 826\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 842\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, left side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRerail frogs mounted to truck sideframes, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 856\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn with triangular riser on cab roof, with riser still at former horn location aft of the #1 radiator fan, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets** \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated Saturn 6551 Strobe Light*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“McCarty” type re-rail frogs \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear flat pilot plates\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAs-delivered pilot faces without uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD “dot” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake, chain guard, and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with increased length on left (fireman’s) side and plated-over cab heater vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo cab vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall mirrors mounted fore and aft of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly 2-panel inertial compartment\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eExtended-range dynamic brakes with 48” fan on riser ring\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e6-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare door-style sand fill door on right side hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to second axle on right front truck sideframe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted bronze bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo underbody air filter\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83 and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916092191028,"sku":"SXT40987","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40977_817a.jpg?v=1760204712"},{"product_id":"scaletrains-rivet-counter-sxt40985-emd-gp30-phase-ib2-up-union-pacific-844-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40985 EMD GP30 Phase Ib2, UP Union Pacific #844 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40985 EMD GP30 Phase Ib2, UP Union Pacific #844 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eA new era continues with the Rivet Counter HO Scale EMD GP30. First introduced in 1961, the GP30 would become one of the most common locomotives on the rails for the next two decades. Our Rivet Counter series model renders numerous variations of cabs, dynamic brakes, doors, grilles, trucks, etc. We’ve also incorporated LED lighting effects including front, rear, and side walkway lights; ground lights; printed and lighted number boards; and ditch lights.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew paint scheme\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: Late 1970s – Mid 1980s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries 800-874, built 7-10\/1962\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eUP 844\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eLeslie S-3L-R horn on cab roof, with riser still at former horn location aft of the #1 radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall “whip” antenna base on forward section of cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual tall MU stands on each end with blanked receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRerail frogs mounted to truck sideframes, right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eACI placards on handrail stanchions\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive* \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets** \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated Saturn 6551 Strobe Light*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated, printed and backlit cab and long hood end number boards\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“McCarty” type re-rail frogs \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear flat pilot plates\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAs-delivered pilot faces without uncoupling lever loop notches\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with center gangway chains \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail with EMD “dot” style pattern\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” GP30 low short hood with ratchet handbrake, chain guard, and square sand fill\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGP30 cab with increased length on left (fireman’s) side and plated-over cab heater vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo cab vents\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall mirrors mounted fore and aft of cab side windows on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly 2-panel inertial compartment\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eWire inertial air intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eExtended-range dynamic brakes with 48” fan on riser ring\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e6-horizontal rib radiator intake grills\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSquare door-style sand fill door on right side hood end\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to second axle on right front truck sideframe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted bronze bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo underbody air filter\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED-illuminated headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83 and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged 16-645D3A prime mover sound\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperable on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC-ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** Class lights illuminate in white color only in DC operation. Access and changing colors requires an ESU decoder with appropriate programming while operating using DCC\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe 1960s was a turbulent decade of change, at home and abroad. Societal and geopolitical issues aside, another area of change was occurring on U.S. railroads. With the transition from steam to diesel largely complete, with hordes of first-generation diesel locomotives in service, the railroads were now looking towards increased horsepower to move increasingly larger and higher-priority trains. Reliability and maintainability were an increasing concern, based upon experience from cantankerous early designs that kept armies of repair crews busy tending to units laid up in backshops. Thanks to competition from the leading builders, revolutionary change was coming to the locomotive world.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs the leading locomotive builder, General Motors’ Electro-Motive Division (EMD) was riding high on the successes of recent designs of the time, such as the GP9 and SD9, their turbocharged successors, the GP20 and SD24, and fleets of streamlined E and F-units. EMD was poised for continued success, but a newcomer was nipping at their heels – General Electric. The longtime supplier of electrical components to locomotive manufacturers was looking into throwing their hat into the ring with an all-new locomotive design of their own, based upon extensive research, testbeds, and feedback from the railroads. The result was the U25B, which introduced the “sealed carbody” concept, where air was drawn into a centralized compartment where it was filtered, supplying cleaner air for the prime mover and auxiliaries. The carbody and main electrical control cabinet was also pressurized slightly, helping to keep out dust and other contaminants. Additionally, its horsepower rating of 2,500 eclipsed the 2,000hp of the competing GP20 from EMD.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge of the newcomer. The basic GP7\/9\/18\/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. In an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963. The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s. Taking second place for largest new GP30 owners was Southern Railway, acquiring 120 examples, and continuing with their longtime practice, came equipped with EMDs optional high short hood. Norfolk \u0026amp; Western would be the only other purchaser of GP30s with this option, with all other owners preferring the standard low short hood and cab-front operational configuration for improved visibility.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWestern giant Santa Fe would purchase a sizable fleet of GP30s as well, with 85 units delivered in their resplendent blue and yellow “Bookend,” or “Pinstripe” scheme. Western rival Southern Pacific, oddly enough, barely dipped their toe in the GP30 waters, only buying a total of 18 between them and their Cotton Belt subsidiary, but being some of the most distinctive units built on account of being optioned with the unmistakable SP lighting package on both ends. Rio Grande would purchase a slightly larger fleet of 28 units, and C\u0026amp;NW’s order lacked dynamic brakes, as was their custom at the time (L\u0026amp;N would also buy GP30s lacking this feature). Pennsylvania Railroad was another GP30 customer, and their units would rival the SP\/SSW fleet in terms of “hard to miss” visually, coming equipped with their innovative “Trainphone” radio equipment and carbody antennas on the long hood roof. The smallest as-built fleet of GP30s belonged to Canadian railroad Canadian Pacific, which purchased two units, built by EMD’s Canadian Subsidiary, General Motors Diesel (GMD), and featuring slight differences from their U.S. brethren on account of slightly different construction practices and materials, in addition to the uniquely Canadian options preferred by CP.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAs with just about every other locomotive produced by EMD, the GP30 would also undergo small production tweaks to the basic design during its production span, dubbed as production “phases” by locomotive enthusiasts, reflecting improvements made to improve serviceability, performance, or ease of construction. While most of the changes to the basic GP30 design were fairly benign, such as changes to the inertial intake grill pattern, radiator intake gills, dynamic brake intake vanes, and access panels for the inertial air compartment behind the cab, the most noticeable change was to the cab, at the request of Union Pacific. To accommodate 3-person crews consisting of an engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAll in all, GP30 would prove to be a success for EMD, helping them hold on to their status as the number one builder in the country, and more importantly, help their railroad customers move freight … and in the case of UP’s GP30Bs, passengers. Most of the various fleets of GP30s across the U.S. and Canada would have long careers, for their original owners, and in many cases, successors due to mergers, bringing even more color to the varied GP30 palette. Various fleets would be distilled down into new owners such as Conrail, Burlington Northern, and Chessie System, as the units toiled on over the years, with many being bumped down into less demanding duties off of the mainline as the years and mileage racked up. One Achilles’ Heel of the GP30 was its complex electrical system, which would give more than one railroad electrician a headache trying to diagnose ground relay faults or other maladies amongst its complex system of relays and switchgear; even its higher-selling successor, the GP35, was to suffer similar issues with its just-as-complex electrical system.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSeeing as the basic design was sound, many railroads would embark on rebuilding programs to try to cure their GP30s of some of those chronic ills. Chessie System would rebuild many members of its inherited B\u0026amp;O\/C\u0026amp;O fleet, dubbing the rebuilt units “GP30M”, and was not afraid to send them all over the system on all types of assignments. Some examples of these rebuilds have been documented in run-through service on the Southern Pacific in the 1990s, as far away from home as Southern California, while operating as assets of Chessie successor CSX.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eUltimately, CSX would embark on yet another transformation of their GP30 fleet, rebuilding many into road slugs, classified as “RDMT” (short for RoaD MaTe). Their prime movers and main generators were removed and replaced with concrete ballast, and any other feature needed for its operation as an independent locomotive — hood doors, radiator fans, exhaust stack — were removed and plated over. Like any other railroad “slug”, these units were dependent upon a “mother” unit, in this case, specially-equipped GP40-2s, coupled to it to provide electrical power for its traction motors. These units were popular with crews for their quiet ride and low-speed lugging ability that was the reason for their existence. These rebuilds would last until the late 2010s, before age and changes in railroad operating practices would sideline them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eMeanwhile, Southern Pacific, famous for its extensive locomotive capital rebuild programs at their Sacramento Shops throughout the 1970s and 80s, cautiously dabbled with a rebuild program for their small GP30 fleet, sending a single unit to Sacramento to be stripped down and evaluated. Sadly, the potential “GP30R” program wasn’t to be; between budget constraints, and the extensive changes that would have been needed to bring the GP30’s relatively oddball equipment layout in line with more contemporary units, the GP30 rebuild program died before it got off the ground, with their small fleet ultimately being retired by the mid-80s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNeighbor Santa Fe, on the other hand, themselves no stranger to locomotive rebuilding, decided to embark on a rebuild program on their fleet, dubbing the resulting product the “GP30u”. The units were renewed inside and out, and the most distinctive feature of most of the rebuilds was the elimination of the cab front “vee”, giving the center portion of the cab face a flat front. The rebuilt units were true jacks-of-all-trades and could be seen in all kinds of service, from lowly locals and yard switching jobs to locking couplers with gleaming new Santa Fe “Superfleet” C44-9Ws on high-priority intermodal trains streaking across the southwest.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFinally, some of the most distinctive GP30s were to be found on the Burlington Northern. They had a sizable fleet of units inherited from merger partners Great Northern and the Chicago, Burlington \u0026amp; Quincy, and found GP30s useful for many intermediate chores. So much so, in 1990 they embarked on an ambitious rebuild program that would rebuild most of their fleet, as well as used GP30s (and GP35s) acquired from across the country. Three different vendors — VMV Enterprises, EMD, and Morrison-Knudsen — were contracted for the program, with the resulting product designated as a GP39, with a suffix added at the end to denote who did the work; GP39E for EMD, GP39M for Morrison-Knudsen, and GP39V for VMV.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThese medium-HP rebuilds were brand-new for all intents and purposes, with the prime movers upgraded to 2,300hp 16-645 specs, an AR10 alternator replacing the original D32 generator, and a new Dash-2 electrical control cabinet replacing the troublesome original. While the GP30s rebuilt by VMV and M-K kept their signature GP30 appearance, a group of former Southern high-hood units would have the entire cab and nose assembly replaced with a newly fabricated EMD “Spartan” style cab and low hood, whose dimensions and utilitarian appearance clashed with the graceful curves and “humpback” of the GP30 carbody. Appearances notwithstanding, these rebuilds were a success, providing BN with needed medium-HP units suitable for a variety of assignments, with many remaining in service to this day with successor BNSF.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eSome 60 years after first rolling out of the main erecting hall at La Grange, that so many GP30s can still be found in daily service speaks volumes to the ruggedness and adaptability of the design. The GP39E\/M\/V rebuilds of BN successor BNSF Railway are the sole Class 1 GP30s (if at least the carbodies) still in service, the CSX RDMT slugs having been retired within the past few years. Those aside, there are still a handful of more-or-less “original” GP30s to be found on shortlines across the country, and examples preserved in museums. A few museum examples include Southern Railway 2601 residing at the North Carolina Museum of Transportation, which was one of the units photographed and measured for the all-new ScaleTrains model. Another example is Union Pacific 844 (almost as famous as its steam-driven cousin on the UP roster), which sees regular service pulling excursion trains at the Nevada State Railroad Museum, and also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, and the preservation efforts of those in museums, one of the most distinctive diesel locomotive designs of all time will be around for years to come for future generations of railfans to enjoy.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48916092322100,"sku":"SXT40985","price":329.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40985_844a.jpg?v=1760205043"},{"product_id":"broadway-limited-7704-baldwin-rf16-sharknose-a-unpowered-b-set-w-sound-dcc-paragon4tm-duluth-missabe-iron-range-728-729-fantasy-scheme-maroon-yellow-ho-scale","title":"Broadway Limited 7704 Baldwin RF16 Sharknose A-Unpowered B Set w\/Sound \u0026 DCC - Paragon4(TM) -- Duluth, Missabe \u0026 Iron Range #728, 729 (Fantasy Scheme, maroon, yellow) HO Scale","description":"Baldwin RF16 Sharknose A-Unpowered B Set w\/Sound \u0026amp; DCC - Paragon4(TM) -- Duluth, Missabe \u0026amp; Iron Range #728, 729 (Fantasy Scheme, maroon, yellow)","brand":"Broadway Limited","offers":[{"title":"Default Title","offer_id":48920718573876,"sku":"187-7704","price":359.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/88630973892907_vylb.jpg?v=1760654920"},{"product_id":"rapido-48564-ge-44-tonner-sound-and-dcc-strasburg-railroad-1-red-black-ho-scale","title":"Rapido 48564 GE 44-Tonner - Sound and DCC -- Strasburg Railroad #1 (red, black) HO Scale","description":"GE 44-Tonner - Sound and DCC -- Strasburg Railroad #1 (red, black)","brand":"Rapido","offers":[{"title":"Default Title","offer_id":48920743018804,"sku":"606-48564","price":306.86,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/30439973236708_vylb.jpg?v=1760656604"},{"product_id":"scaletrains-rivet-counter-sxt40757-emd-sd40-2-bn-burlington-northern-white-face-strobe-lights-6350-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40757 EMD SD40-2, BN Burlington Northern\/White Face\/Strobe Lights #6350 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40757 EMD SD40-2, BN Burlington Northern\/White Face\/Strobe Lights #6350 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe \u003c\/span\u003e\u003cstrong\u003eRivet Counter™\u003c\/strong\u003e\u003cspan\u003e series SD40-2 is the definitive HO Scale model of EMD’s best-selling diesel locomotive. Our model combines smooth operating performance with unparalleled \u003c\/span\u003e\u003cstrong\u003erailroad, road number, and era specific details™\u003c\/strong\u003e\u003cspan\u003e. Even though the first SD40-2s were built 50 years ago, many continue in revenue freight service today.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew road numbers \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: 1990s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries 6350 to 6363; ex-C\u0026amp;S 900 to 917, built 3-5\/1972 \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eRoad number 6350\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eRemoved front and blanked rear class lights with gasket \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBN-style latched battery box doors with narrow louvers and lift-off hinges \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “firecracker” antenna mounted on the cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to first axle on left front, additional speed recorder mounted to third axle on right front\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders on rear pilot face, additional spare knuckle holders on fuel tank between sight glass and air tanks\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eRoad numbers 6358 and 6363\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eBlanked front and rear class lights with gasket \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBN-style latched battery box doors with narrow louvers and lift-off hinges \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “firecracker” antenna mounted on the cab and EOT antenna mounted directly behind cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to first axle on left front\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders on rear pilot face\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMultiple road numbers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated front deck mounted Quantum Q2000 crossing strobes**\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-Illuminated rectangular walkway lights mounted between front and rear sanding valve doors and round walkway light, aft of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinted number boards with separately controlled backlit LED-illumination*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront EMD-style high pilot plow without multiple unit (MU) hose doors and grab irons and rear multiple unit (MU) hose catch tray\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; four inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNotched pilot faces without lifting holes or slots\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck mounted multiple unit (MU) receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDummy multiple unit (MU) receptacles mounted to pilot face \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e\"Tall\" stepwells with see-through steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear early small deck extension\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with inward facing end rail mounting brackets and chain\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail on walkways\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” low short hood with ratchet handbrake and angled chain guard\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRound vent retrofitted to right side of low hood\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD headlight in number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 cab with 11-bolt (top and bottom) side window panels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall clear wind wings with mirror at bottom mounted fore of cab side window on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie RS-3K-R horn mounted on the cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly electrical cabinet \"zig-zag\" seam, further from rear of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly “stand-off” ECAFB \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eIntermediate inertial air intake grills with top drip rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurately-profiled standard-range dynamic brakes with batten strip\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through dynamic brake intakes with resistor grid detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“Chicken-wire” radiator intake grilles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through standard 48” radiator fan housings with fan blades visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed HT-C trucks with Hyatt bearing caps, late center axle snubbers, sanding lines and brackets, and D-77 traction motor and air duct details\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRust-color painted wheelsets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRearward facing handbrake chain mount for HTC trucks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall jacking pads with holes (early)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eForward engineer’s side sidesill notch\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSill-mount EFCO\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted steel bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGraham-White (Salem) brand 824-170 and 818-170 primary and secondary centrifugal air filters (accordion-style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4,000-gallon fuel tank with dual fuel fillers, vertical gauge, round gauge in tank (right side only), vertical breather pipe, and waste retention tank\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much more\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83 and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle” functions\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged EMD 16 Cylinder 645E3 prime mover\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperates on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** In DC operation, both front ditch lights illuminate; rear ditch lights (if equipped) do not illuminate.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e*** Class lights illuminate in white color only in DC operation. Access and change the colors with an appropriately programmed ESU decoder while operating using DCC.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e**** “PowerPack” feature is only compatible with appropriately programmed ESU decoders operating on a DCC layout.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eIn January 1972, the Electro-Motive Division (EMD) of General Motors would build the first production models of a locomotive design that would prove legendary: the SD40-2. As the flagship of the “Dash-2” series, the SD40-2 would build upon the lessons learned from its predecessor, the SD40. While the sixteen-cylinder 645E3 turbocharged prime mover remained the same as its SD40 cousin, the SD40-2 boasted a modular, solid-state electrical system, which featured removable “cards” in place of troublesome relays in its high-voltage cabinet. These cards greatly simplified troubleshooting electrical problems and streamlined repairs.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eExternally, the biggest change was using new HT-C three-axle trucks instead of the Flexi-coil type C of the SD40s. The new truck promised greater adhesion, and was longer than the Flexi-coil C, necessitating an increase of the length of the SD40-2s frame to an overall length of 68’, 10” over the couplers. This also had the effect of giving the SD40-2 its characteristic long walkway “porches” at each end. Other small external improvements, such as longer battery box compartments, rear overhang on the cab roof, and drip rail over the front cab door, added to the list of external differences between it and the SD40.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eDomestic production of the SD40-2 continued until July 1984, making it one of EMDs most popular locomotives of all time. Many remain in service today with original owners and secondhand operators like regional railroads and shortlines. Within the past decade, CSX, Norfolk Southern, and Union Pacific have rebuilt hundreds of SD40-2s to extend their operating lives. This will ensure this venerable locomotive’s presence on U.S. rails for decades.\u003c\/span\u003e\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48926785241396,"sku":"SXT40757","price":339.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40757_web_a.jpg?v=1761245274"},{"product_id":"scaletrains-rivet-counter-sxt40759-emd-sd40-2-bn-burlington-northern-white-face-strobe-lights-6358-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40759 EMD SD40-2, BN Burlington Northern\/White Face\/Strobe Lights #6358 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40759 EMD SD40-2, BN Burlington Northern\/White Face\/Strobe Lights #6358 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe \u003c\/span\u003e\u003cstrong\u003eRivet Counter™\u003c\/strong\u003e\u003cspan\u003e series SD40-2 is the definitive HO Scale model of EMD’s best-selling diesel locomotive. Our model combines smooth operating performance with unparalleled \u003c\/span\u003e\u003cstrong\u003erailroad, road number, and era specific details™\u003c\/strong\u003e\u003cspan\u003e. Even though the first SD40-2s were built 50 years ago, many continue in revenue freight service today.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew road numbers \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: 1990s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries 6350 to 6363; ex-C\u0026amp;S 900 to 917, built 3-5\/1972 \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eRoad number 6350\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eRemoved front and blanked rear class lights with gasket \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBN-style latched battery box doors with narrow louvers and lift-off hinges \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “firecracker” antenna mounted on the cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to first axle on left front, additional speed recorder mounted to third axle on right front\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders on rear pilot face, additional spare knuckle holders on fuel tank between sight glass and air tanks\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eRoad numbers 6358 and 6363\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eBlanked front and rear class lights with gasket \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBN-style latched battery box doors with narrow louvers and lift-off hinges \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “firecracker” antenna mounted on the cab and EOT antenna mounted directly behind cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorder mounted to first axle on left front\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders on rear pilot face\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMultiple road numbers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated ground lights on both sides of locomotive*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated front deck mounted Quantum Q2000 crossing strobes**\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-Illuminated rectangular walkway lights mounted between front and rear sanding valve doors and round walkway light, aft of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinted number boards with separately controlled backlit LED-illumination*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront EMD-style high pilot plow without multiple unit (MU) hose doors and grab irons and rear multiple unit (MU) hose catch tray\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; four inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNotched pilot faces without lifting holes or slots\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck mounted multiple unit (MU) receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDummy multiple unit (MU) receptacles mounted to pilot face \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e\"Tall\" stepwells with see-through steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear early small deck extension\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with inward facing end rail mounting brackets and chain\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail on walkways\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e81” low short hood with ratchet handbrake and angled chain guard\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRound vent retrofitted to right side of low hood\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly cab sub-base doors with early hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD headlight in number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 cab with 11-bolt (top and bottom) side window panels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall clear wind wings with mirror at bottom mounted fore of cab side window on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie RS-3K-R horn mounted on the cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly electrical cabinet \"zig-zag\" seam, further from rear of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly “stand-off” ECAFB \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eIntermediate inertial air intake grills with top drip rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurately-profiled standard-range dynamic brakes with batten strip\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through dynamic brake intakes with resistor grid detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“Chicken-wire” radiator intake grilles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through standard 48” radiator fan housings with fan blades visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCurved radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed HT-C trucks with Hyatt bearing caps, late center axle snubbers, sanding lines and brackets, and D-77 traction motor and air duct details\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRust-color painted wheelsets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRearward facing handbrake chain mount for HTC trucks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall jacking pads with holes (early)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eForward engineer’s side sidesill notch\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSill-mount EFCO\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted steel bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGraham-White (Salem) brand 824-170 and 818-170 primary and secondary centrifugal air filters (accordion-style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4,000-gallon fuel tank with dual fuel fillers, vertical gauge, round gauge in tank (right side only), vertical breather pipe, and waste retention tank\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much more\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83 and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle” functions\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged EMD 16 Cylinder 645E3 prime mover\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperates on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** In DC operation, both front ditch lights illuminate; rear ditch lights (if equipped) do not illuminate.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e*** Class lights illuminate in white color only in DC operation. Access and change the colors with an appropriately programmed ESU decoder while operating using DCC.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e**** “PowerPack” feature is only compatible with appropriately programmed ESU decoders operating on a DCC layout.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eIn January 1972, the Electro-Motive Division (EMD) of General Motors would build the first production models of a locomotive design that would prove legendary: the SD40-2. As the flagship of the “Dash-2” series, the SD40-2 would build upon the lessons learned from its predecessor, the SD40. While the sixteen-cylinder 645E3 turbocharged prime mover remained the same as its SD40 cousin, the SD40-2 boasted a modular, solid-state electrical system, which featured removable “cards” in place of troublesome relays in its high-voltage cabinet. These cards greatly simplified troubleshooting electrical problems and streamlined repairs.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eExternally, the biggest change was using new HT-C three-axle trucks instead of the Flexi-coil type C of the SD40s. The new truck promised greater adhesion, and was longer than the Flexi-coil C, necessitating an increase of the length of the SD40-2s frame to an overall length of 68’, 10” over the couplers. This also had the effect of giving the SD40-2 its characteristic long walkway “porches” at each end. Other small external improvements, such as longer battery box compartments, rear overhang on the cab roof, and drip rail over the front cab door, added to the list of external differences between it and the SD40.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eDomestic production of the SD40-2 continued until July 1984, making it one of EMDs most popular locomotives of all time. Many remain in service today with original owners and secondhand operators like regional railroads and shortlines. Within the past decade, CSX, Norfolk Southern, and Union Pacific have rebuilt hundreds of SD40-2s to extend their operating lives. This will ensure this venerable locomotive’s presence on U.S. rails for decades.\u003c\/span\u003e\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48926786650420,"sku":"SXT40759","price":339.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40757_web_a.jpg?v=1761245274"},{"product_id":"scaletrains-rivet-counter-sxt40767-emd-sd40-2-csx-yn2-8028-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40767 EMD SD40-2, CSX\/YN2 #8028 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40767 EMD SD40-2, CSX\/YN2 #8028 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe \u003c\/span\u003e\u003cstrong\u003eRivet Counter™\u003c\/strong\u003e\u003cspan\u003e series SD40-2 is the definitive HO Scale model of EMD’s best-selling diesel locomotive. Our model combines smooth operating performance with unparalleled \u003c\/span\u003e\u003cstrong\u003erailroad, road number, and era specific details™\u003c\/strong\u003e\u003cspan\u003e. Even though the first SD40-2s were built 50 years ago, many continue in revenue freight service today.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eEra: 1991 to mid 1990s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries 8182 to 8211; ex-L\u0026amp;N 3554 to 3583, built 10-12\/1974\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRoad number 8194\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries 8000 to 8033; ex-L\u0026amp;N 8000 to 8033, built 3-4\/1979 \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eRoad number 8010\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eChessie “mailslot” battery box doors with battery terminals visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall clear wind wings with mirror at bottom mounted fore and aft of cab side window on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall communications antenna mounted to right side numberboard housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRetrofitted CSX style EOT antenna mounted over original radio “whip” base\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eRoad number 8028\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eBolted battery box doors with narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall clear wind wings with angled frame tops mounted fore and aft of cab side window on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“Whip” antenna mounted to right side numberboard housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall communications antenna mounted in middle of cab roof over original radio “whip” base\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRetrofitted CSX style EOT antenna mounted to left of communications antenna on cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMultiple road numbers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo truck ground lights (prototype not equipped) \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-Illuminated rectangular walkway lights mounted between front and rear sanding valve doors and round walkway light, aft of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBlanked front and rear class lights with gasket \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinted number boards with separately controlled backlit LED-illumination*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront EMD-style tall pilot plow with multiple unit (MU) hose doors and grab irons\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNotched pilot faces with high angled lifting slots\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck mounted multiple unit (MU) receptacles with permanently attached MU cable plugged into Dummy deck mounted receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“Short” stepwells with see-through steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear late small deck extension\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with outward facing end rail mounting brackets and chain\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear late “fixed” drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail on walkways\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e88” low short hood with wheel handbrake and round vent on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate cab sub-base doors with lift-off hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD headlight mounted on low nose, upper headlight location blanked over\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 cab with welded side window panels \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left cab side, towards rear of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with short sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie RS-5T-R horn mounted to cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly electrical cabinet \"zig-zag\" seam, further from rear of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate welded ECAFB\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eIntermediate inertial air intake grills with top drip rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurately-profiled extended-range dynamic brakes without batten strip\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through dynamic brake intakes with resistor grid detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCorrugated radiator intake grilles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through standard 48” radiator fan housings with fan blades visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAngled radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed HT-C trucks with Hyatt bearing caps, late center axle snubbers, sanding lines and brackets, and D-77 traction motor and air duct details\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRust-color painted wheelsets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGE type speed recorder mounted to first axle on left front \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eReward facing handbrake chain mount for HTC trucks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort jacking pads (late)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders on rear pilot face\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eForward engineer’s side sidesill notch\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSill-mount EFCO\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSide-mounted steel bell behind the dynamic brake on the fireman’s side \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGraham-White (Salem) brand 824-170 and 818-170 primary and secondary centrifugal air filters (accordion-style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4,000-gallon fuel tank with fuel fillers, vertical gauges, round gauge in tank sides, and vertical breather pipe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much more\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83 and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle” functions\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged EMD 16 Cylinder 645E3 prime mover\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperates on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** In DC operation, both front ditch lights illuminate; rear ditch lights (if equipped) do not illuminate.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e*** Class lights illuminate in white color only in DC operation. Access and change the colors with an appropriately programmed ESU decoder while operating using DCC.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e**** “PowerPack” feature is only compatible with appropriately programmed ESU decoders operating on a DCC layout.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eIn January 1972, the Electro-Motive Division (EMD) of General Motors would build the first production models of a locomotive design that would prove legendary: the SD40-2. As the flagship of the “Dash-2” series, the SD40-2 would build upon the lessons learned from its predecessor, the SD40. While the sixteen-cylinder 645E3 turbocharged prime mover remained the same as its SD40 cousin, the SD40-2 boasted a modular, solid-state electrical system, which featured removable “cards” in place of troublesome relays in its high-voltage cabinet. These cards greatly simplified troubleshooting electrical problems and streamlined repairs.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eExternally, the biggest change was using new HT-C three-axle trucks instead of the Flexi-coil type C of the SD40s. The new truck promised greater adhesion, and was longer than the Flexi-coil C, necessitating an increase of the length of the SD40-2s frame to an overall length of 68’, 10” over the couplers. This also had the effect of giving the SD40-2 its characteristic long walkway “porches” at each end. Other small external improvements, such as longer battery box compartments, rear overhang on the cab roof, and drip rail over the front cab door, added to the list of external differences between it and the SD40.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eDomestic production of the SD40-2 continued until July 1984, making it one of EMDs most popular locomotives of all time. Many remain in service today with original owners and secondhand operators like regional railroads and shortlines. Within the past decade, CSX, Norfolk Southern, and Union Pacific have rebuilt hundreds of SD40-2s to extend their operating lives. This will ensure this venerable locomotive’s presence on U.S. rails for decades.\u003c\/span\u003e\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48926791729460,"sku":"SXT40767","price":339.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40765_8010a.jpg?v=1761245904"},{"product_id":"scaletrains-rivet-counter-sxt40769-emd-sd40-2-csx-yn2-8194-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40769 EMD SD40-2, CSX\/YN2 #8194 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40769 EMD SD40-2, CSX\/YN2 #8194 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe \u003c\/span\u003e\u003cstrong\u003eRivet Counter™\u003c\/strong\u003e\u003cspan\u003e series SD40-2 is the definitive HO Scale model of EMD’s best-selling diesel locomotive. Our model combines smooth operating performance with unparalleled \u003c\/span\u003e\u003cstrong\u003erailroad, road number, and era specific details™\u003c\/strong\u003e\u003cspan\u003e. Even though the first SD40-2s were built 50 years ago, many continue in revenue freight service today.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eEra: 1991 to mid 1990s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries 8182 to 8211; ex-L\u0026amp;N 3554 to 3583, built 10-12\/1974\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRoad number 8194\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries 8000 to 8033; ex-L\u0026amp;N 8000 to 8033, built 3-4\/1979 \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eRoad number 8010\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eChessie “mailslot” battery box doors with battery terminals visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall clear wind wings with mirror at bottom mounted fore and aft of cab side window on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall communications antenna mounted to right side numberboard housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRetrofitted CSX style EOT antenna mounted over original radio “whip” base\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eRoad number 8028\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eBolted battery box doors with narrow louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall clear wind wings with angled frame tops mounted fore and aft of cab side window on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“Whip” antenna mounted to right side numberboard housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSmall communications antenna mounted in middle of cab roof over original radio “whip” base\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRetrofitted CSX style EOT antenna mounted to left of communications antenna on cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMultiple road numbers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo truck ground lights (prototype not equipped) \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-Illuminated rectangular walkway lights mounted between front and rear sanding valve doors and round walkway light, aft of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBlanked front and rear class lights with gasket \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinted number boards with separately controlled backlit LED-illumination*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront EMD-style tall pilot plow with multiple unit (MU) hose doors and grab irons\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNotched pilot faces with high angled lifting slots\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck mounted multiple unit (MU) receptacles with permanently attached MU cable plugged into Dummy deck mounted receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“Short” stepwells with see-through steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear late small deck extension\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with outward facing end rail mounting brackets and chain\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear late “fixed” drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail on walkways\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e88” low short hood with wheel handbrake and round vent on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate cab sub-base doors with lift-off hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD headlight mounted on low nose, upper headlight location blanked over\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 cab with welded side window panels \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left cab side, towards rear of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with short sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLost-wax brass cast Leslie RS-5T-R horn mounted to cab roof\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEarly electrical cabinet \"zig-zag\" seam, further from rear of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate welded ECAFB\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eIntermediate inertial air intake grills with top drip rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard turbo exhaust stack\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurately-profiled extended-range dynamic brakes without batten strip\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through dynamic brake intakes with resistor grid detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCorrugated radiator intake grilles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through standard 48” radiator fan housings with fan blades visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAngled radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed HT-C trucks with Hyatt bearing caps, late center axle snubbers, sanding lines and brackets, and D-77 traction motor and air duct details\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRust-color painted wheelsets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGE type speed recorder mounted to first axle on left front \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eReward facing handbrake chain mount for HTC trucks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort jacking pads (late)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpare knuckle holders on rear pilot face\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eForward engineer’s side sidesill notch\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSill-mount EFCO\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSide-mounted steel bell behind the dynamic brake on the fireman’s side \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGraham-White (Salem) brand 824-170 and 818-170 primary and secondary centrifugal air filters (accordion-style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4,000-gallon fuel tank with fuel fillers, vertical gauges, round gauge in tank sides, and vertical breather pipe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much more\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83 and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle” functions\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged EMD 16 Cylinder 645E3 prime mover\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperates on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** In DC operation, both front ditch lights illuminate; rear ditch lights (if equipped) do not illuminate.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e*** Class lights illuminate in white color only in DC operation. Access and change the colors with an appropriately programmed ESU decoder while operating using DCC.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e**** “PowerPack” feature is only compatible with appropriately programmed ESU decoders operating on a DCC layout.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eIn January 1972, the Electro-Motive Division (EMD) of General Motors would build the first production models of a locomotive design that would prove legendary: the SD40-2. As the flagship of the “Dash-2” series, the SD40-2 would build upon the lessons learned from its predecessor, the SD40. While the sixteen-cylinder 645E3 turbocharged prime mover remained the same as its SD40 cousin, the SD40-2 boasted a modular, solid-state electrical system, which featured removable “cards” in place of troublesome relays in its high-voltage cabinet. These cards greatly simplified troubleshooting electrical problems and streamlined repairs.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eExternally, the biggest change was using new HT-C three-axle trucks instead of the Flexi-coil type C of the SD40s. The new truck promised greater adhesion, and was longer than the Flexi-coil C, necessitating an increase of the length of the SD40-2s frame to an overall length of 68’, 10” over the couplers. This also had the effect of giving the SD40-2 its characteristic long walkway “porches” at each end. Other small external improvements, such as longer battery box compartments, rear overhang on the cab roof, and drip rail over the front cab door, added to the list of external differences between it and the SD40.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eDomestic production of the SD40-2 continued until July 1984, making it one of EMDs most popular locomotives of all time. Many remain in service today with original owners and secondhand operators like regional railroads and shortlines. Within the past decade, CSX, Norfolk Southern, and Union Pacific have rebuilt hundreds of SD40-2s to extend their operating lives. This will ensure this venerable locomotive’s presence on U.S. rails for decades.\u003c\/span\u003e\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48926792089908,"sku":"SXT40769","price":339.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40765_8010a.jpg?v=1761245904"},{"product_id":"scaletrains-rivet-counter-sxt40781-emd-sd40-2-mkt-missouri-kansas-texas-as-delivered-625-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40781 EMD SD40-2, MKT Missouri-Kansas-Texas\/As-Delivered #625 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40781 EMD SD40-2, MKT Missouri-Kansas-Texas\/As-Delivered #625 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe \u003c\/span\u003e\u003cstrong\u003eRivet Counter™\u003c\/strong\u003e\u003cspan\u003e series SD40-2 is the definitive HO Scale model of EMD’s best-selling diesel locomotive. Our model combines smooth operating performance with unparalleled \u003c\/span\u003e\u003cstrong\u003erailroad, road number, and era specific details™\u003c\/strong\u003e\u003cspan\u003e. Even though the first SD40-2s were built 50 years ago, many continue in revenue freight service today.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew roadname\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: early 1980s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eSeries 619 to 628; built 7\/1980\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eRoad numbers 620 and 625\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eSeries 629 to 636; built 8-9\/1981\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eRoad numbers 629, 632 and 635\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo truck ground lights (prototype not equipped) \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-Illuminated rectangular walkway lights mounted between front and rear sanding valve doors and round walkway light, aft of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated front tricolor stand-off class lights***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated Saturn 6552 strobe Light*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinted number boards with separately controlled backlit LED-illumination*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront EMD-style low pilot plow without multiple unit (MU) hose doors; with grab irons\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNotched pilot faces with high angled lifting slots\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck mounted multiple unit (MU) receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e\"Tall\" stepwells with see-through steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear early small deck extension\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with outward facing end rail mounting brackets and chain\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail on walkways\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e88” low short hood with wheel handbrake and round vent on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted battery box doors with wide louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate cab sub-base doors with lift-off hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD headlight in number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 cab with welded side window panels \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left cab side, towards rear of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall clear wind wings with mirror at bottom mounted fore of cab side window on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront mounted lost-wax brass cast Leslie RS-5T-R horn mounted cab numberboard housing with all chimes facing forward\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear mounted lost-wax brass cast Leslie S25 horn mounted on rear of long hood with single chime facing rearward\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “firecracker” antenna mounted on the cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate electrical cabinet \"zig-zag\" seam, closer to rear of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate welded ECAFB\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate inertial air intake grilles with top and bottom drip rail \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“Post-1980” exhaust silencer\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurately-profiled \"post-1980\" extended-range (bulged) dynamic brake housing \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through dynamic brake intakes with resistor grid detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCorrugated radiator intake grilles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through 48” single-speed radiator \"Q-Fans” with fan blades visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDrop grab radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed HT-C trucks with Hyatt bearing caps, late center axle snubbers, sanding lines and brackets, and D-77 traction motor and air duct details\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRust-color painted wheelsets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorders mounted to first and third axles on left front\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRearward facing handbrake chain mount for HTC trucks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort jacking pads (late)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAft engineer’s side sidesill notch\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTab-mount EFCO\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted steel bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGraham-White (Salem) brand 824-170 and 818-170 primary and secondary centrifugal air filters (accordion-style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4,000-gallon fuel tank with dual fuel fillers, vertical gauge, round gauge in tank (right side only), and vertical breather pipe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much more\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePaint colors match Tru-Color Paint color: TCP-318 MKT Green, TCP-319 MKT Yellow\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle” functions\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged EMD 16 Cylinder 645E3 prime mover\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperates on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** In DC operation, both front ditch lights illuminate; rear ditch lights (if equipped) do not illuminate.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e*** Class lights illuminate in white color only in DC operation. Access and change the colors with an appropriately programmed ESU decoder while operating using DCC.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e**** “PowerPack” feature is only compatible with appropriately programmed ESU decoders operating on a DCC layout.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eIn January 1972, the Electro-Motive Division (EMD) of General Motors would build the first production models of a locomotive design that would prove legendary: the SD40-2. As the flagship of the “Dash-2” series, the SD40-2 would build upon the lessons learned from its predecessor, the SD40. While the sixteen-cylinder 645E3 turbocharged prime mover remained the same as its SD40 cousin, the SD40-2 boasted a modular, solid-state electrical system, which featured removable “cards” in place of troublesome relays in its high-voltage cabinet. These cards greatly simplified troubleshooting electrical problems and streamlined repairs.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eExternally, the biggest change was using new HT-C three-axle trucks instead of the Flexi-coil type C of the SD40s. The new truck promised greater adhesion, and was longer than the Flexi-coil C, necessitating an increase of the length of the SD40-2s frame to an overall length of 68’, 10” over the couplers. This also had the effect of giving the SD40-2 its characteristic long walkway “porches” at each end. Other small external improvements, such as longer battery box compartments, rear overhang on the cab roof, and drip rail over the front cab door, added to the list of external differences between it and the SD40.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eDomestic production of the SD40-2 continued until July 1984, making it one of EMDs most popular locomotives of all time. Many remain in service today with original owners and secondhand operators like regional railroads and shortlines. Within the past decade, CSX, Norfolk Southern, and Union Pacific have rebuilt hundreds of SD40-2s to extend their operating lives. This will ensure this venerable locomotive’s presence on U.S. rails for decades.\u003c\/span\u003e\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48926834065716,"sku":"SXT40781","price":339.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40777_web_a.jpg?v=1761249323"},{"product_id":"scaletrains-rivet-counter-sxt40783-emd-sd40-2-mkt-missouri-kansas-texas-as-delivered-629-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40783 EMD SD40-2, MKT Missouri-Kansas-Texas\/As-Delivered #629 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40783 EMD SD40-2, MKT Missouri-Kansas-Texas\/As-Delivered #629 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe \u003c\/span\u003e\u003cstrong\u003eRivet Counter™\u003c\/strong\u003e\u003cspan\u003e series SD40-2 is the definitive HO Scale model of EMD’s best-selling diesel locomotive. Our model combines smooth operating performance with unparalleled \u003c\/span\u003e\u003cstrong\u003erailroad, road number, and era specific details™\u003c\/strong\u003e\u003cspan\u003e. Even though the first SD40-2s were built 50 years ago, many continue in revenue freight service today.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew roadname\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: early 1980s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eSeries 619 to 628; built 7\/1980\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eRoad numbers 620 and 625\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan\u003eSeries 629 to 636; built 8-9\/1981\u003c\/span\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eRoad numbers 629, 632 and 635\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo truck ground lights (prototype not equipped) \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-Illuminated rectangular walkway lights mounted between front and rear sanding valve doors and round walkway light, aft of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated front tricolor stand-off class lights***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated Saturn 6552 strobe Light*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinted number boards with separately controlled backlit LED-illumination*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront EMD-style low pilot plow without multiple unit (MU) hose doors; with grab irons\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNotched pilot faces with high angled lifting slots\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck mounted multiple unit (MU) receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e\"Tall\" stepwells with see-through steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear early small deck extension\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with outward facing end rail mounting brackets and chain\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail on walkways\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e88” low short hood with wheel handbrake and round vent on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted battery box doors with wide louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate cab sub-base doors with lift-off hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD headlight in number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 cab with welded side window panels \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left cab side, towards rear of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall clear wind wings with mirror at bottom mounted fore of cab side window on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront mounted lost-wax brass cast Leslie RS-5T-R horn mounted cab numberboard housing with all chimes facing forward\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear mounted lost-wax brass cast Leslie S25 horn mounted on rear of long hood with single chime facing rearward\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “firecracker” antenna mounted on the cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate electrical cabinet \"zig-zag\" seam, closer to rear of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate welded ECAFB\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate inertial air intake grilles with top and bottom drip rail \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“Post-1980” exhaust silencer\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurately-profiled \"post-1980\" extended-range (bulged) dynamic brake housing \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through dynamic brake intakes with resistor grid detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCorrugated radiator intake grilles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through 48” single-speed radiator \"Q-Fans” with fan blades visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDrop grab radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed HT-C trucks with Hyatt bearing caps, late center axle snubbers, sanding lines and brackets, and D-77 traction motor and air duct details\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRust-color painted wheelsets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorders mounted to first and third axles on left front\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRearward facing handbrake chain mount for HTC trucks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort jacking pads (late)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAft engineer’s side sidesill notch\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTab-mount EFCO\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted steel bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGraham-White (Salem) brand 824-170 and 818-170 primary and secondary centrifugal air filters (accordion-style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4,000-gallon fuel tank with dual fuel fillers, vertical gauge, round gauge in tank (right side only), and vertical breather pipe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much more\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePaint colors match Tru-Color Paint color: TCP-318 MKT Green, TCP-319 MKT Yellow\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle” functions\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged EMD 16 Cylinder 645E3 prime mover\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperates on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** In DC operation, both front ditch lights illuminate; rear ditch lights (if equipped) do not illuminate.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e*** Class lights illuminate in white color only in DC operation. Access and change the colors with an appropriately programmed ESU decoder while operating using DCC.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e**** “PowerPack” feature is only compatible with appropriately programmed ESU decoders operating on a DCC layout.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eIn January 1972, the Electro-Motive Division (EMD) of General Motors would build the first production models of a locomotive design that would prove legendary: the SD40-2. As the flagship of the “Dash-2” series, the SD40-2 would build upon the lessons learned from its predecessor, the SD40. While the sixteen-cylinder 645E3 turbocharged prime mover remained the same as its SD40 cousin, the SD40-2 boasted a modular, solid-state electrical system, which featured removable “cards” in place of troublesome relays in its high-voltage cabinet. These cards greatly simplified troubleshooting electrical problems and streamlined repairs.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eExternally, the biggest change was using new HT-C three-axle trucks instead of the Flexi-coil type C of the SD40s. The new truck promised greater adhesion, and was longer than the Flexi-coil C, necessitating an increase of the length of the SD40-2s frame to an overall length of 68’, 10” over the couplers. This also had the effect of giving the SD40-2 its characteristic long walkway “porches” at each end. Other small external improvements, such as longer battery box compartments, rear overhang on the cab roof, and drip rail over the front cab door, added to the list of external differences between it and the SD40.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eDomestic production of the SD40-2 continued until July 1984, making it one of EMDs most popular locomotives of all time. Many remain in service today with original owners and secondhand operators like regional railroads and shortlines. Within the past decade, CSX, Norfolk Southern, and Union Pacific have rebuilt hundreds of SD40-2s to extend their operating lives. This will ensure this venerable locomotive’s presence on U.S. rails for decades.\u003c\/span\u003e\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48926834131252,"sku":"SXT40783","price":339.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40777_web_a.jpg?v=1761249323"},{"product_id":"scaletrains-rivet-counter-sxt40779-emd-sd40-2-mkt-missouri-kansas-texas-as-delivered-unique-nose-striping-621-dcc-sound-ho-scale","title":"Scaletrains Rivet Counter SXT40779 EMD SD40-2, MKT Missouri-Kansas-Texas\/As-Delivered\/Unique Nose Striping #621 DCC \u0026 Sound HO Scale","description":"\u003cp\u003eScaletrains Rivet Counter SXT40779 EMD SD40-2, MKT Missouri-Kansas-Texas\/As-Delivered\/Unique Nose Striping #621 DCC \u0026amp; Sound HO Scale. Picture may show a different road number.\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe \u003c\/span\u003e\u003cstrong\u003eRivet Counter™\u003c\/strong\u003e\u003cspan\u003e series SD40-2 is the definitive HO Scale model of EMD’s best-selling diesel locomotive. Our model combines smooth operating performance with unparalleled \u003c\/span\u003e\u003cstrong\u003erailroad, road number, and era specific details™\u003c\/strong\u003e\u003cspan\u003e. Even though the first SD40-2s were built 50 years ago, many continue in revenue freight service today.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e\u003cstrong\u003eRoad Number Specific ScaleTrains\u003c\/strong\u003e\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eNew roadname\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eEra: early 1980s\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSeries 619 to 628; built 7\/1980\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRoad number 621\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFully-assembled\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNo truck ground lights (prototype not equipped) \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-Illuminated rectangular walkway lights mounted between front and rear sanding valve doors and round walkway light, aft of raised walkway duct*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated front tricolor stand-off class lights***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLED-illuminated Saturn 6552 strobe Light*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinted number boards with separately controlled backlit LED-illumination*\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront EMD-style low pilot plow without multiple unit (MU) hose doors; with grab irons\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear straight uncoupling levers with loop handles; two inner and two outer mounting brackets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eNotched pilot faces with high angled lifting slots\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDeck mounted multiple unit (MU) receptacles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e\"Tall\" stepwells with see-through steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear early small deck extension\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eHandrail set with outward facing end rail mounting brackets and chain\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront and rear standard drop steps\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eScale sectioned treadplate detail on walkways\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e88” low short hood with wheel handbrake and round vent on right side\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eBolted battery box doors with wide louvers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate cab sub-base doors with lift-off hinges\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD headlight in number board housing\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDash-2 cab with welded side window panels \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRectangular vent on left cab side, towards rear of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSliding cab side windows\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTall clear wind wings with mirror at bottom mounted fore of cab side window on both sides of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eStandard EMD sunshades with long sunshade tracks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFront mounted lost-wax brass cast Leslie RS-5T-R horn mounted cab numberboard housing with all chimes facing forward\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRear mounted lost-wax brass cast Leslie S25 horn mounted on rear of long hood with single chime facing rearward\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotorola ASP-16 “firecracker” antenna mounted on the cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurate hood door and long hood detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate electrical cabinet \"zig-zag\" seam, closer to rear of cab\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate welded ECAFB\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eLate inertial air intake grilles with top and bottom drip rail \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e“Post-1980” exhaust silencer\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAccurately-profiled \"post-1980\" extended-range (bulged) dynamic brake housing \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through dynamic brake intakes with resistor grid detail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eCorrugated radiator intake grilles\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSee-through 48” single-speed radiator \"Q-Fans” with fan blades visible inside\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDrop grab radiator fan grab iron\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDetailed HT-C trucks with Hyatt bearing caps, late center axle snubbers, sanding lines and brackets, and D-77 traction motor and air duct details\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRust-color painted wheelsets\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDimensionally accurate truck centers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eSpeed recorders mounted to first and third axles on left front\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRearward facing handbrake chain mount for HTC trucks\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eShort jacking pads (late)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAft engineer’s side sidesill notch\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTab-mount EFCO\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFrame-mounted steel bell\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eGraham-White (Salem) brand 824-170 and 818-170 primary and secondary centrifugal air filters (accordion-style)\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003e4,000-gallon fuel tank with dual fuel fillers, vertical gauge, round gauge in tank (right side only), and vertical breather pipe \u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eFactory-applied wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much more\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMotor with 5-pole skew wound armature\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDual flywheels\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel drive\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eAll-wheel electrical pick-up\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDirectional LED headlights\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePrinting and lettering legible even under magnification\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePaint colors match Tru-Color Paint color: TCP-318 MKT Green, TCP-319 MKT Yellow\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on Code 70, 83, and 100 rail\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003ePackaging safely stores model\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eMinimum radius: 18”\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eRecommended radius: 22”\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle” functions\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTwo (2) cube-type speakers\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eTurbocharged EMD 16 Cylinder 645E3 prime mover\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eESU designed “PowerPack” with two super capacitors***\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eOperates on both DC and DCC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003eDC\/DCC \u0026amp; sound ready locomotives also feature:\u003c\/span\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\u003cspan\u003eOperates on DC layouts\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan\u003eDCC ready with 21-pin connector\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e** In DC operation, both front ditch lights illuminate; rear ditch lights (if equipped) do not illuminate.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e*** Class lights illuminate in white color only in DC operation. Access and change the colors with an appropriately programmed ESU decoder while operating using DCC.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003e**** “PowerPack” feature is only compatible with appropriately programmed ESU decoders operating on a DCC layout.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eIn January 1972, the Electro-Motive Division (EMD) of General Motors would build the first production models of a locomotive design that would prove legendary: the SD40-2. As the flagship of the “Dash-2” series, the SD40-2 would build upon the lessons learned from its predecessor, the SD40. While the sixteen-cylinder 645E3 turbocharged prime mover remained the same as its SD40 cousin, the SD40-2 boasted a modular, solid-state electrical system, which featured removable “cards” in place of troublesome relays in its high-voltage cabinet. These cards greatly simplified troubleshooting electrical problems and streamlined repairs.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eExternally, the biggest change was using new HT-C three-axle trucks instead of the Flexi-coil type C of the SD40s. The new truck promised greater adhesion, and was longer than the Flexi-coil C, necessitating an increase of the length of the SD40-2s frame to an overall length of 68’, 10” over the couplers. This also had the effect of giving the SD40-2 its characteristic long walkway “porches” at each end. Other small external improvements, such as longer battery box compartments, rear overhang on the cab roof, and drip rail over the front cab door, added to the list of external differences between it and the SD40.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eDomestic production of the SD40-2 continued until July 1984, making it one of EMDs most popular locomotives of all time. Many remain in service today with original owners and secondhand operators like regional railroads and shortlines. Within the past decade, CSX, Norfolk Southern, and Union Pacific have rebuilt hundreds of SD40-2s to extend their operating lives. This will ensure this venerable locomotive’s presence on U.S. rails for decades.\u003c\/span\u003e\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":48927082905908,"sku":"SXT40779","price":339.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/sxt40799_621a.jpg?v=1761269399"},{"product_id":"atlas-10003933-emd-gp7-standard-dc-classicr-silver-maine-central-566-green-gold-ho-scale","title":"Atlas 10003933 EMD GP7 - Standard DC - Classic(R) Silver -- Maine Central 566 (green, gold) HO Scale","description":"EMD GP7 - Standard DC - Classic(R) Silver -- Maine Central 566 (green, gold)","brand":"Atlas","offers":[{"title":"Default Title","offer_id":48934330663220,"sku":"150-10003933","price":156.66,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/00363096356773_qylb.jpg?v=1761951272"},{"product_id":"atlas-10003934-emd-gp7-standard-dc-classicr-silver-maine-central-568-green-gold-ho-scale","title":"Atlas 10003934 EMD GP7 - Standard DC - Classic(R) Silver -- Maine Central 568 (green, gold) HO Scale","description":"EMD GP7 - Standard DC - Classic(R) Silver -- Maine Central 568 (green, gold)","brand":"Atlas","offers":[{"title":"Default Title","offer_id":48934330695988,"sku":"150-10003934","price":156.66,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/00363096356785_qylb.jpg?v=1761951277"},{"product_id":"atlas-10003940-emd-gp7-standard-dc-classicr-silver-western-maryland-21-black-yellow-ho-scale","title":"Atlas 10003940 EMD GP7 - Standard DC - Classic(R) Silver -- Western Maryland 21 (black, yellow) HO Scale","description":"EMD GP7 - Standard DC - Classic(R) Silver -- Western Maryland 21 (black, yellow)","brand":"Atlas","offers":[{"title":"Default Title","offer_id":48934330728756,"sku":"150-10003940","price":179.04,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0864\/8982\/5588\/files\/00363096356863_qylb.jpg?v=1761951283"}],"url":"https:\/\/yankeedabbler.com\/collections\/new-products-winter-2026-ho-scale-locomotives.oembed","provider":"YankeeDabbler","version":"1.0","type":"link"}