{"title":"HO Scale Denver \u0026 Rio Grande Western Model D\u0026RGW","description":"Browse our selection of HO Scale Denver \u0026amp; Rio Grande Western Model D\u0026amp;RGW Trains!","products":[{"product_id":"bachmann-19706-ho-scale-40-animated-stock-car-with-cows-denver-rio-grande-and-western-drg-w","title":"Bachmann 19706 HO Scale 40' Animated Stock Car with Cows Denver Rio Grande and Western DRG\u0026W","description":"\u003ch1\u003eBachmann 19706 HO Scale 40' Animated Stock Car with Cows Denver Rio Grande and Western DRG\u0026amp;W \u003c\/h1\u003e\u003cp\u003eEnjoy the fun action as four cow heads peek through windows on both sides as car moves around the track. The car also features sliding doors, metal wheels, and E-Z Mate® Mark II couplers. \u003c\/p\u003e\u003cp\u003eProducts bearing Union Pacific, Chicago \u0026amp; Northwestern, Denver \u0026amp; Rio Grande Western, Missouri Pacific, Pacific Fruit Express, Rio Grande, Southern Pacific, and Western Pacific marks are under trademark license from Union Pacific Railroad Company. \u003c\/p\u003e","brand":"Bachmann","offers":[{"title":"Default Title","offer_id":37649998577830,"sku":"BAC19706","price":39.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/bachmann-19706-ho-scale-40-animated-stock-car-with-cows-denver-rio-grande-and-western-drg-w.jpg?v=1611711227"},{"product_id":"bachmann-15010-ho-scale-track-cleaning-boxcar-rio-grande-drg-w","title":"Bachmann 15010 HO Scale Track Cleaning Boxcar Rio Grande DRG\u0026W","description":"\u003ch1\u003eBachmann 15010 HO Scale Track Cleaning Boxcar Rio Grande DRG\u0026amp;W \u003c\/h1\u003e\u003cp\u003e40' Steam Era Box Car - RIO GRANDE™ #68337 - HO Scale. This Steam Era Box Car from the 1930's - 1950's features a prototypical paint scheme, and is the perfect addition to your old time rail road. Features include: Highly Detailed Painted Body with Precision Graphics, Blackened machined-metal wheels with RP25 contours, Magnetically operated body mounted E-Mate® couplers, Blackened-brass axles with needlepoint bearings, Celcon trucks, and has added weight for optimum tracking. \u003c\/p\u003e\u003cp\u003eFeatures: \u003c\/p\u003e\u003cp\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eSilver Series® Rolling Stock – Fully Assembled \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eHighly Detailed Painted Bodies with Precision Graphics (where applicable) \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eBlackened Machined Metal Wheels with RP 25 Contours, Magnetically Operated E-Z Mate® Couplers \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eNon-magnetic Blackened Brass Axles with Needle-point Bearings, Celcon Trucks \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eAdded Weight for Optimum Tracking Performance, HO Scale 1:87 \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eProduct Measurements: L 6.5 in., W 1.5 in., H 2 in. \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eRetail Package Measurements: L 7.4 in., W 1.7 in., H 3.4 in. \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eUPC: 022899150109 \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Bachmann","offers":[{"title":"Default Title","offer_id":37653577498790,"sku":"BAC15010","price":29.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/bachmann-15010-ho-scale-track-cleaning-boxcar-rio-grande-drg-w.jpg?v=1611742451"},{"product_id":"walthers-proto-920-42703-ho-scale-emd-gp9-phase-ii-denver-rio-grande-d-rgw-5932-dcc-sound","title":"Walthers Proto 920-42703 HO Scale EMD GP9 Phase II Denver \u0026 Rio Grande D\u0026RGW 5932 DCC Sound","description":"\u003ch1\u003eWalthers Proto 920-42703 HO Scale EMD GP9 Phase II Denver \u0026amp; Rio Grande D\u0026amp;RGW 5932 DCC Sound \u003c\/h1\u003e\n\u003cp\u003eA signature diesel for your HO railroad, the WalthersProto GP9 Phase II with High Hood is a real workhorse! 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Features of the models include: \u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eLimited-edition - one time run of these roadnumbers \u003c\/li\u003e\n\u003cli\u003eBased on units in service from 1955 to the present \u003c\/li\u003e\n\u003cli\u003eImproved hood contours and Phase II detail \u003c\/li\u003e\n\u003cli\u003eRoad-specific details \u003c\/li\u003e\n\u003cli\u003eWire grab irons and lift rings \u003c\/li\u003e\n\u003cli\u003e21-pin DCC plug \u003c\/li\u003e\n\u003cli\u003eWarm white LED constant and directional headlights \u003c\/li\u003e\n\u003cli\u003e14:1 helical gears for ultra-quiet and smooth running \u003c\/li\u003e\n\u003cli\u003e5-pole, skew-wound, high-torque, high-efficiency can motor \u003c\/li\u003e\n\u003cli\u003eEasy multiple-unit operation \u003c\/li\u003e\n\u003cli\u003eSuperb paint and lettering \u003c\/li\u003e\n\u003cli\u003eHeavy die-cast metal underframe \u003c\/li\u003e\n\u003cli\u003eProto MAX(TM) metal knuckle couplers \u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBased on units in service from the 1960s to 1980s with: \u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eNathan M3 air horn \u003c\/li\u003e\n\u003cli\u003eNail-type radio antenna \u003c\/li\u003e\n\u003cli\u003eShort-hood forward operation \u003c\/li\u003e\n\u003cli\u003ePyle early dual sealed beam headlight \u003c\/li\u003e\n\u003cli\u003eStraight grab on left front and right rear ends \u003c\/li\u003e\n\u003cli\u003eNon-lifting spark arrestors \u003c\/li\u003e\n\u003cli\u003eAngled buffer block \u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Walthers Proto","offers":[{"title":"Default Title","offer_id":37784771461286,"sku":"920-42703","price":259.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-proto-920-42703-ho-scale-emd-gp9-phase-ii-denver-rio-grande-d-rgw-5932-dcc-sound.jpg?v=1613243340"},{"product_id":"walthers-proto-920-42704-ho-scale-emd-gp9-phase-ii-denver-rio-grande-d-rgw-5941-dcc-sound","title":"Walthers Proto 920-42704 HO Scale EMD GP9 Phase II Denver \u0026 Rio Grande D\u0026RGW 5941 DCC Sound","description":"\u003ch1\u003eWalthers Proto 920-42704 HO Scale EMD GP9 Phase II Denver \u0026amp; Rio Grande D\u0026amp;RGW 5941 DCC Sound \u003c\/h1\u003e\n\u003cp\u003eA signature diesel for your HO railroad, the WalthersProto GP9 Phase II with High Hood is a real workhorse! With revised tooling and road-specific details, the models are based on prototypes built from 1955 to 1957 (known to modelers and railfans as the \"phase two\" version), and many are still in service today. Features of the models include: \u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eLimited-edition - one time run of these roadnumbers \u003c\/li\u003e\n\u003cli\u003eBased on units in service from 1955 to the present \u003c\/li\u003e\n\u003cli\u003eImproved hood contours and Phase II detail \u003c\/li\u003e\n\u003cli\u003eRoad-specific details \u003c\/li\u003e\n\u003cli\u003eWire grab irons and lift rings \u003c\/li\u003e\n\u003cli\u003e21-pin DCC plug \u003c\/li\u003e\n\u003cli\u003eWarm white LED constant and directional headlights \u003c\/li\u003e\n\u003cli\u003e14:1 helical gears for ultra-quiet and smooth running \u003c\/li\u003e\n\u003cli\u003e5-pole, skew-wound, high-torque, high-efficiency can motor \u003c\/li\u003e\n\u003cli\u003eEasy multiple-unit operation \u003c\/li\u003e\n\u003cli\u003eSuperb paint and lettering \u003c\/li\u003e\n\u003cli\u003eHeavy die-cast metal underframe \u003c\/li\u003e\n\u003cli\u003eProto MAX(TM) metal knuckle couplers \u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBased on units in service from the 1960s to 1980s with: \u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eNathan M3 air horn \u003c\/li\u003e\n\u003cli\u003eNail-type radio antenna \u003c\/li\u003e\n\u003cli\u003eShort-hood forward operation \u003c\/li\u003e\n\u003cli\u003ePyle early dual sealed beam headlight \u003c\/li\u003e\n\u003cli\u003eStraight grab on left front and right rear ends \u003c\/li\u003e\n\u003cli\u003eNon-lifting spark arrestors \u003c\/li\u003e\n\u003cli\u003eAngled buffer block \u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Walthers Proto","offers":[{"title":"Default Title","offer_id":37784771494054,"sku":"920-42704","price":259.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-proto-920-42704-ho-scale-emd-gp9-phase-ii-denver-rio-grande-d-rgw-5941-dcc-sound.jpg?v=1613243398"},{"product_id":"walthers-proto-920-49703-ho-scale-emd-gp9-phase-ii-denver-rio-grande-d-rgw-5934","title":"Walthers Proto 920-49703 HO Scale EMD GP9 Phase II Denver \u0026 Rio Grande D\u0026RGW 5934","description":"\u003ch1\u003eWalthers Proto 920-49703 HO Scale EMD GP9 Phase II Denver \u0026amp; Rio Grande D\u0026amp;RGW 5934 \u003c\/h1\u003e\n\u003cp\u003eA signature diesel for your HO railroad, the WalthersProto GP9 Phase II with High Hood is a real workhorse! 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Features of the models include: \u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eLimited-edition - one time run of these roadnumbers \u003c\/li\u003e\n\u003cli\u003eBased on units in service from 1955 to the present \u003c\/li\u003e\n\u003cli\u003eImproved hood contours and Phase II detail \u003c\/li\u003e\n\u003cli\u003eRoad-specific details \u003c\/li\u003e\n\u003cli\u003eWire grab irons and lift rings \u003c\/li\u003e\n\u003cli\u003e21-pin DCC plug \u003c\/li\u003e\n\u003cli\u003eWarm white LED constant and directional headlights \u003c\/li\u003e\n\u003cli\u003e14:1 helical gears for ultra-quiet and smooth running \u003c\/li\u003e\n\u003cli\u003e5-pole, skew-wound, high-torque, high-efficiency can motor \u003c\/li\u003e\n\u003cli\u003eEasy multiple-unit operation \u003c\/li\u003e\n\u003cli\u003eSuperb paint and lettering \u003c\/li\u003e\n\u003cli\u003eHeavy die-cast metal underframe \u003c\/li\u003e\n\u003cli\u003eProto MAX(TM) metal knuckle couplers \u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBased on units in service from the 1960s to 1980s with: \u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eNathan M3 air horn \u003c\/li\u003e\n\u003cli\u003eNail-type radio antenna \u003c\/li\u003e\n\u003cli\u003eShort-hood forward operation \u003c\/li\u003e\n\u003cli\u003ePyle early dual sealed beam headlight \u003c\/li\u003e\n\u003cli\u003eStraight grab on left front and right rear ends \u003c\/li\u003e\n\u003cli\u003eNon-lifting spark arrestors \u003c\/li\u003e\n\u003cli\u003eAngled buffer block \u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Walthers Proto","offers":[{"title":"Default Title","offer_id":37784771592358,"sku":"920-49703","price":169.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-proto-920-42704-ho-scale-emd-gp9-phase-ii-denver-rio-grande-d-rgw-5941-dcc-sound_bf839ade-8024-4f63-a2d6-2c403e574a08.jpg?v=1613243521"},{"product_id":"walthers-proto-920-49704-ho-scale-emd-gp9-phase-ii-denver-rio-grande-d-rgw-5944","title":"Walthers Proto 920-49704 HO Scale EMD GP9 Phase II Denver \u0026 Rio Grande D\u0026RGW 5944","description":"\u003ch1\u003eWalthers Proto 920-49704 HO Scale EMD GP9 Phase II Denver \u0026amp; Rio Grande D\u0026amp;RGW 5944 \u003c\/h1\u003e\n\u003cp\u003eA signature diesel for your HO railroad, the WalthersProto GP9 Phase II with High Hood is a real workhorse! 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This locomotive and the SD45T-2 are popularly called tunnel motors, but EMD’s term is SD40-2s with “cooling system modifications” because they were designed for better engine cooling in tunnels. The difference between this locomotive and its non-tunnel motor cousin, the SD40-2, are the radiator intakes and radiator fan grills located at the rear of the locomotive. The radiator air intakes in this model were along the deck to allow more fresh, cooler air to enter and less hot exhaust fumes lingering around the tunnel’s ceiling.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e81” nose\u003c\/li\u003e\n\u003cli\u003eFunctioning nose light\u003c\/li\u003e\n\u003cli\u003eSinclair Antenna\u003c\/li\u003e\n\u003cli\u003eCorrect sized fuel tank\u003c\/li\u003e\n\u003cli\u003eSee-through lower air intakes\u003c\/li\u003e\n\u003cli\u003eSnow plow\u003c\/li\u003e\n\u003cli\u003eRatchet style brake\u003c\/li\u003e\n\u003cli\u003eDual fuel fillers\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSD40T-2 SERIES LOCOMOTIVE FEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFine scale handrails\u003c\/li\u003e\n\u003cli\u003eSeparately applied air tanks\u003c\/li\u003e\n\u003cli\u003eSee through cab windows\u003c\/li\u003e\n\u003cli\u003eWelded ECAFB\u003c\/li\u003e\n\u003cli\u003ePhotoetch windshield wipers\u003c\/li\u003e\n\u003cli\u003eLED Lighting\u003c\/li\u003e\n\u003cli\u003eHTC truck sideframes\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pickup\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake fans\u003c\/li\u003e\n\u003cli\u003e“Mushroom” nose vent on right side\u003c\/li\u003e\n\u003cli\u003eSeparately applied wire grab irons\u003c\/li\u003e\n\u003cli\u003eFully assembled and ready-to-run\u003c\/li\u003e\n\u003cli\u003eRubber trainline and MU hoses with silver ends\u003c\/li\u003e\n\u003cli\u003eStandard Dash-2 cab, windows correct per prototype\u003c\/li\u003e\n\u003cli\u003eSee-through radiator grilles with new rear truck gearbox speific for the tunnel motor\u003c\/li\u003e\n\u003cli\u003eSpeed recorder attached to appropriate axle per prototype (except undecorated)\u003c\/li\u003e\n\u003cli\u003eMcHenry scale knuckle spring couplers\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive with precision gears for smooth and quiet operation\u003c\/li\u003e\n\u003cli\u003e5-pole motor with flywheels and multi-link drivetrain for troublefree operation\u003c\/li\u003e\n\u003cli\u003eDCC Ready 21-pin NEM Quick Plug™ technology\u003c\/li\u003e\n\u003cli\u003eNickel plated, blackened machined wheels\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eReplacement parts available including motor brushes\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSOUND-EQUIPPED MODELS ALSO FEATURE\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard Econami Sound by SoundTraxx\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eFull DCC functions available when operated in DCC mode\u003c\/li\u003e\n\u003cli\u003eSome functions are limited in DC\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eSlow speed control\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eCV chart included in the box\u003c\/li\u003e\n\u003cli\u003eExcellent Slow speed control\u003c\/li\u003e\n\u003cli\u003eEffect lighting (if applicable) using F5 and\/or F6\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\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":37864408940710,"sku":"ATH72071","price":144.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-72071-ho-scale-rtr-emd-sd40t-2-rio-grande-d-rgw-5344.jpg?v=1614015765"},{"product_id":"athearn-72072-ho-scale-rtr-emd-sd40t-2-rio-grande-d-rgw-5350","title":"Athearn 72072 HO Scale RTR EMD SD40T-2 Rio Grande D\u0026RGW 5350","description":"\u003ch1\u003eAthearn 72072 HO Scale RTR EMD SD40T-2 Rio Grande D\u0026amp;RGW 5350\u003c\/h1\u003e\n\u003cp\u003eThe SD40T-2 is a 6-axle diesel-electric locomotive built by General Motors Electro-Motive Division having a 16-cylinder EMD 645E3 diesel engine producing 3,000 horsepower (2,240 kW). 312 SD40T-2s were built for North American railroads between April 1974 and July 1980. This locomotive and the SD45T-2 are popularly called tunnel motors, but EMD’s term is SD40-2s with “cooling system modifications” because they were designed for better engine cooling in tunnels. The difference between this locomotive and its non-tunnel motor cousin, the SD40-2, are the radiator intakes and radiator fan grills located at the rear of the locomotive. The radiator air intakes in this model were along the deck to allow more fresh, cooler air to enter and less hot exhaust fumes lingering around the tunnel’s ceiling.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e81” nose\u003c\/li\u003e\n\u003cli\u003eFunctioning nose light\u003c\/li\u003e\n\u003cli\u003eSinclair Antenna\u003c\/li\u003e\n\u003cli\u003eCorrect sized fuel tank\u003c\/li\u003e\n\u003cli\u003eSee-through lower air intakes\u003c\/li\u003e\n\u003cli\u003eSnow plow\u003c\/li\u003e\n\u003cli\u003eRatchet style brake\u003c\/li\u003e\n\u003cli\u003eDual fuel fillers\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSD40T-2 SERIES LOCOMOTIVE FEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFine scale handrails\u003c\/li\u003e\n\u003cli\u003eSeparately applied air tanks\u003c\/li\u003e\n\u003cli\u003eSee through cab windows\u003c\/li\u003e\n\u003cli\u003eWelded ECAFB\u003c\/li\u003e\n\u003cli\u003ePhotoetch windshield wipers\u003c\/li\u003e\n\u003cli\u003eLED Lighting\u003c\/li\u003e\n\u003cli\u003eHTC truck sideframes\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pickup\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake fans\u003c\/li\u003e\n\u003cli\u003e“Mushroom” nose vent on right side\u003c\/li\u003e\n\u003cli\u003eSeparately applied wire grab irons\u003c\/li\u003e\n\u003cli\u003eFully assembled and ready-to-run\u003c\/li\u003e\n\u003cli\u003eRubber trainline and MU hoses with silver ends\u003c\/li\u003e\n\u003cli\u003eStandard Dash-2 cab, windows correct per prototype\u003c\/li\u003e\n\u003cli\u003eSee-through radiator grilles with new rear truck gearbox speific for the tunnel motor\u003c\/li\u003e\n\u003cli\u003eSpeed recorder attached to appropriate axle per prototype (except undecorated)\u003c\/li\u003e\n\u003cli\u003eMcHenry scale knuckle spring couplers\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive with precision gears for smooth and quiet operation\u003c\/li\u003e\n\u003cli\u003e5-pole motor with flywheels and multi-link drivetrain for troublefree operation\u003c\/li\u003e\n\u003cli\u003eDCC Ready 21-pin NEM Quick Plug™ technology\u003c\/li\u003e\n\u003cli\u003eNickel plated, blackened machined wheels\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eReplacement parts available including motor brushes\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSOUND-EQUIPPED MODELS ALSO FEATURE\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard Econami Sound by SoundTraxx\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eFull DCC functions available when operated in DCC mode\u003c\/li\u003e\n\u003cli\u003eSome functions are limited in DC\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eSlow speed control\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eCV chart included in the box\u003c\/li\u003e\n\u003cli\u003eExcellent Slow speed control\u003c\/li\u003e\n\u003cli\u003eEffect lighting (if applicable) using F5 and\/or F6\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\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":37864409170086,"sku":"ATH72072","price":144.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-72072-ho-scale-rtr-emd-sd40t-2-rio-grande-d-rgw-5350.jpg?v=1614015851"},{"product_id":"athearn-72073-ho-scale-rtr-emd-sd40t-2-rio-grande-d-rgw-5353","title":"Athearn 72073 HO Scale RTR EMD SD40T-2 Rio Grande D\u0026RGW 5353","description":"\u003ch1\u003eAthearn 72073 HO Scale RTR EMD SD40T-2 Rio Grande D\u0026amp;RGW 5353\u003c\/h1\u003e\n\u003cp\u003eThe SD40T-2 is a 6-axle diesel-electric locomotive built by General Motors Electro-Motive Division having a 16-cylinder EMD 645E3 diesel engine producing 3,000 horsepower (2,240 kW). 312 SD40T-2s were built for North American railroads between April 1974 and July 1980. This locomotive and the SD45T-2 are popularly called tunnel motors, but EMD’s term is SD40-2s with “cooling system modifications” because they were designed for better engine cooling in tunnels. The difference between this locomotive and its non-tunnel motor cousin, the SD40-2, are the radiator intakes and radiator fan grills located at the rear of the locomotive. The radiator air intakes in this model were along the deck to allow more fresh, cooler air to enter and less hot exhaust fumes lingering around the tunnel’s ceiling.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e81” nose\u003c\/li\u003e\n\u003cli\u003eFunctioning nose light\u003c\/li\u003e\n\u003cli\u003eSinclair Antenna\u003c\/li\u003e\n\u003cli\u003eCorrect sized fuel tank\u003c\/li\u003e\n\u003cli\u003eSee-through lower air intakes\u003c\/li\u003e\n\u003cli\u003eSnow plow\u003c\/li\u003e\n\u003cli\u003eRatchet style brake\u003c\/li\u003e\n\u003cli\u003eDual fuel fillers\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSD40T-2 SERIES LOCOMOTIVE FEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFine scale handrails\u003c\/li\u003e\n\u003cli\u003eSeparately applied air tanks\u003c\/li\u003e\n\u003cli\u003eSee through cab windows\u003c\/li\u003e\n\u003cli\u003eWelded ECAFB\u003c\/li\u003e\n\u003cli\u003ePhotoetch windshield wipers\u003c\/li\u003e\n\u003cli\u003eLED Lighting\u003c\/li\u003e\n\u003cli\u003eHTC truck sideframes\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pickup\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake fans\u003c\/li\u003e\n\u003cli\u003e“Mushroom” nose vent on right side\u003c\/li\u003e\n\u003cli\u003eSeparately applied wire grab irons\u003c\/li\u003e\n\u003cli\u003eFully assembled and ready-to-run\u003c\/li\u003e\n\u003cli\u003eRubber trainline and MU hoses with silver ends\u003c\/li\u003e\n\u003cli\u003eStandard Dash-2 cab, windows correct per prototype\u003c\/li\u003e\n\u003cli\u003eSee-through radiator grilles with new rear truck gearbox speific for the tunnel motor\u003c\/li\u003e\n\u003cli\u003eSpeed recorder attached to appropriate axle per prototype (except undecorated)\u003c\/li\u003e\n\u003cli\u003eMcHenry scale knuckle spring couplers\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive with precision gears for smooth and quiet operation\u003c\/li\u003e\n\u003cli\u003e5-pole motor with flywheels and multi-link drivetrain for troublefree operation\u003c\/li\u003e\n\u003cli\u003eDCC Ready 21-pin NEM Quick Plug™ technology\u003c\/li\u003e\n\u003cli\u003eNickel plated, blackened machined wheels\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eReplacement parts available including motor brushes\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSOUND-EQUIPPED MODELS ALSO FEATURE\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard Econami Sound by SoundTraxx\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eFull DCC functions available when operated in DCC mode\u003c\/li\u003e\n\u003cli\u003eSome functions are limited in DC\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eSlow speed control\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eCV chart included in the box\u003c\/li\u003e\n\u003cli\u003eExcellent Slow speed control\u003c\/li\u003e\n\u003cli\u003eEffect lighting (if applicable) using F5 and\/or F6\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\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":37864409333926,"sku":"ATH72073","price":144.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-72073-ho-scale-rtr-emd-sd40t-2-rio-grande-d-rgw-5353.jpg?v=1614015923"},{"product_id":"athearn-72171-ho-scale-rtr-emd-sd40t-2-rio-grande-d-rgw-5344-dcc-sound","title":"Athearn 72171 HO Scale RTR EMD SD40T-2 Rio Grande D\u0026RGW 5344 DCC Sound","description":"\u003ch1\u003eAthearn 72171 HO Scale RTR EMD SD40T-2 Rio Grande D\u0026amp;RGW 5344 DCC Sound\u003c\/h1\u003e\n\u003cp\u003eThe SD40T-2 is a 6-axle diesel-electric locomotive built by General Motors Electro-Motive Division having a 16-cylinder EMD 645E3 diesel engine producing 3,000 horsepower (2,240 kW). 312 SD40T-2s were built for North American railroads between April 1974 and July 1980. This locomotive and the SD45T-2 are popularly called tunnel motors, but EMD’s term is SD40-2s with “cooling system modifications” because they were designed for better engine cooling in tunnels. The difference between this locomotive and its non-tunnel motor cousin, the SD40-2, are the radiator intakes and radiator fan grills located at the rear of the locomotive. The radiator air intakes in this model were along the deck to allow more fresh, cooler air to enter and less hot exhaust fumes lingering around the tunnel’s ceiling.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e81” nose\u003c\/li\u003e\n\u003cli\u003eFunctioning nose light\u003c\/li\u003e\n\u003cli\u003eSinclair Antenna\u003c\/li\u003e\n\u003cli\u003eCorrect sized fuel tank\u003c\/li\u003e\n\u003cli\u003eSee-through lower air intakes\u003c\/li\u003e\n\u003cli\u003eSnow plow\u003c\/li\u003e\n\u003cli\u003eRatchet style brake\u003c\/li\u003e\n\u003cli\u003eDual fuel fillers\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSD40T-2 SERIES LOCOMOTIVE FEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFine scale handrails\u003c\/li\u003e\n\u003cli\u003eSeparately applied air tanks\u003c\/li\u003e\n\u003cli\u003eSee through cab windows\u003c\/li\u003e\n\u003cli\u003eWelded ECAFB\u003c\/li\u003e\n\u003cli\u003ePhotoetch windshield wipers\u003c\/li\u003e\n\u003cli\u003eLED Lighting\u003c\/li\u003e\n\u003cli\u003eHTC truck sideframes\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pickup\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake fans\u003c\/li\u003e\n\u003cli\u003e“Mushroom” nose vent on right side\u003c\/li\u003e\n\u003cli\u003eSeparately applied wire grab irons\u003c\/li\u003e\n\u003cli\u003eFully assembled and ready-to-run\u003c\/li\u003e\n\u003cli\u003eRubber trainline and MU hoses with silver ends\u003c\/li\u003e\n\u003cli\u003eStandard Dash-2 cab, windows correct per prototype\u003c\/li\u003e\n\u003cli\u003eSee-through radiator grilles with new rear truck gearbox speific for the tunnel motor\u003c\/li\u003e\n\u003cli\u003eSpeed recorder attached to appropriate axle per prototype (except undecorated)\u003c\/li\u003e\n\u003cli\u003eMcHenry scale knuckle spring couplers\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive with precision gears for smooth and quiet operation\u003c\/li\u003e\n\u003cli\u003e5-pole motor with flywheels and multi-link drivetrain for troublefree operation\u003c\/li\u003e\n\u003cli\u003eDCC Ready 21-pin NEM Quick Plug™ technology\u003c\/li\u003e\n\u003cli\u003eNickel plated, blackened machined wheels\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eReplacement parts available including motor brushes\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSOUND-EQUIPPED MODELS ALSO FEATURE\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard Econami Sound by SoundTraxx\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eFull DCC functions available when operated in DCC mode\u003c\/li\u003e\n\u003cli\u003eSome functions are limited in DC\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eSlow speed control\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eCV chart included in the box\u003c\/li\u003e\n\u003cli\u003eExcellent Slow speed control\u003c\/li\u003e\n\u003cli\u003eEffect lighting (if applicable) using F5 and\/or F6\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\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":37864420540582,"sku":"ATH72171","price":209.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-72171-ho-scale-rtr-emd-sd40t-2-rio-grande-d-rgw-5344-dcc-sound.jpg?v=1614016465"},{"product_id":"athearn-72172-ho-scale-rtr-emd-sd40t-2-rio-grande-d-rgw-5350-dcc-sound","title":"Athearn 72172 HO Scale RTR EMD SD40T-2 Rio Grande D\u0026RGW 5350 DCC Sound","description":"\u003ch1\u003eAthearn 72172 HO Scale RTR EMD SD40T-2 Rio Grande D\u0026amp;RGW 5350 DCC Sound\u003c\/h1\u003e\n\u003cp\u003eThe SD40T-2 is a 6-axle diesel-electric locomotive built by General Motors Electro-Motive Division having a 16-cylinder EMD 645E3 diesel engine producing 3,000 horsepower (2,240 kW). 312 SD40T-2s were built for North American railroads between April 1974 and July 1980. This locomotive and the SD45T-2 are popularly called tunnel motors, but EMD’s term is SD40-2s with “cooling system modifications” because they were designed for better engine cooling in tunnels. The difference between this locomotive and its non-tunnel motor cousin, the SD40-2, are the radiator intakes and radiator fan grills located at the rear of the locomotive. The radiator air intakes in this model were along the deck to allow more fresh, cooler air to enter and less hot exhaust fumes lingering around the tunnel’s ceiling.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e81” nose\u003c\/li\u003e\n\u003cli\u003eFunctioning nose light\u003c\/li\u003e\n\u003cli\u003eSinclair Antenna\u003c\/li\u003e\n\u003cli\u003eCorrect sized fuel tank\u003c\/li\u003e\n\u003cli\u003eSee-through lower air intakes\u003c\/li\u003e\n\u003cli\u003eSnow plow\u003c\/li\u003e\n\u003cli\u003eRatchet style brake\u003c\/li\u003e\n\u003cli\u003eDual fuel fillers\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSD40T-2 SERIES LOCOMOTIVE FEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFine scale handrails\u003c\/li\u003e\n\u003cli\u003eSeparately applied air tanks\u003c\/li\u003e\n\u003cli\u003eSee through cab windows\u003c\/li\u003e\n\u003cli\u003eWelded ECAFB\u003c\/li\u003e\n\u003cli\u003ePhotoetch windshield wipers\u003c\/li\u003e\n\u003cli\u003eLED Lighting\u003c\/li\u003e\n\u003cli\u003eHTC truck sideframes\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pickup\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake fans\u003c\/li\u003e\n\u003cli\u003e“Mushroom” nose vent on right side\u003c\/li\u003e\n\u003cli\u003eSeparately applied wire grab irons\u003c\/li\u003e\n\u003cli\u003eFully assembled and ready-to-run\u003c\/li\u003e\n\u003cli\u003eRubber trainline and MU hoses with silver ends\u003c\/li\u003e\n\u003cli\u003eStandard Dash-2 cab, windows correct per prototype\u003c\/li\u003e\n\u003cli\u003eSee-through radiator grilles with new rear truck gearbox speific for the tunnel motor\u003c\/li\u003e\n\u003cli\u003eSpeed recorder attached to appropriate axle per prototype (except undecorated)\u003c\/li\u003e\n\u003cli\u003eMcHenry scale knuckle spring couplers\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive with precision gears for smooth and quiet operation\u003c\/li\u003e\n\u003cli\u003e5-pole motor with flywheels and multi-link drivetrain for troublefree operation\u003c\/li\u003e\n\u003cli\u003eDCC Ready 21-pin NEM Quick Plug™ technology\u003c\/li\u003e\n\u003cli\u003eNickel plated, blackened machined wheels\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eReplacement parts available including motor brushes\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSOUND-EQUIPPED MODELS ALSO FEATURE\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard Econami Sound by SoundTraxx\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eFull DCC functions available when operated in DCC mode\u003c\/li\u003e\n\u003cli\u003eSome functions are limited in DC\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eSlow speed control\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eCV chart included in the box\u003c\/li\u003e\n\u003cli\u003eExcellent Slow speed control\u003c\/li\u003e\n\u003cli\u003eEffect lighting (if applicable) using F5 and\/or F6\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\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":37864420802726,"sku":"ATH72172","price":209.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-72172-ho-scale-rtr-emd-sd40t-2-rio-grande-d-rgw-5350-dcc-sound.jpg?v=1614016085"},{"product_id":"athearn-72173-ho-scale-rtr-emd-sd40t-2-rio-grande-d-rgw-5353-dcc-sound","title":"Athearn 72173 HO Scale RTR EMD SD40T-2 Rio Grande D\u0026RGW 5353 DCC Sound","description":"\u003ch1\u003eAthearn 72173 HO Scale RTR EMD SD40T-2 Rio Grande D\u0026amp;RGW 5353 DCC Sound\u003c\/h1\u003e\n\u003cp\u003eThe SD40T-2 is a 6-axle diesel-electric locomotive built by General Motors Electro-Motive Division having a 16-cylinder EMD 645E3 diesel engine producing 3,000 horsepower (2,240 kW). 312 SD40T-2s were built for North American railroads between April 1974 and July 1980. This locomotive and the SD45T-2 are popularly called tunnel motors, but EMD’s term is SD40-2s with “cooling system modifications” because they were designed for better engine cooling in tunnels. The difference between this locomotive and its non-tunnel motor cousin, the SD40-2, are the radiator intakes and radiator fan grills located at the rear of the locomotive. The radiator air intakes in this model were along the deck to allow more fresh, cooler air to enter and less hot exhaust fumes lingering around the tunnel’s ceiling.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e81” nose\u003c\/li\u003e\n\u003cli\u003eFunctioning nose light\u003c\/li\u003e\n\u003cli\u003eSinclair Antenna\u003c\/li\u003e\n\u003cli\u003eCorrect sized fuel tank\u003c\/li\u003e\n\u003cli\u003eSee-through lower air intakes\u003c\/li\u003e\n\u003cli\u003eSnow plow\u003c\/li\u003e\n\u003cli\u003eRatchet style brake\u003c\/li\u003e\n\u003cli\u003eDual fuel fillers\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSD40T-2 SERIES LOCOMOTIVE FEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFine scale handrails\u003c\/li\u003e\n\u003cli\u003eSeparately applied air tanks\u003c\/li\u003e\n\u003cli\u003eSee through cab windows\u003c\/li\u003e\n\u003cli\u003eWelded ECAFB\u003c\/li\u003e\n\u003cli\u003ePhotoetch windshield wipers\u003c\/li\u003e\n\u003cli\u003eLED Lighting\u003c\/li\u003e\n\u003cli\u003eHTC truck sideframes\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pickup\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake fans\u003c\/li\u003e\n\u003cli\u003e“Mushroom” nose vent on right side\u003c\/li\u003e\n\u003cli\u003eSeparately applied wire grab irons\u003c\/li\u003e\n\u003cli\u003eFully assembled and ready-to-run\u003c\/li\u003e\n\u003cli\u003eRubber trainline and MU hoses with silver ends\u003c\/li\u003e\n\u003cli\u003eStandard Dash-2 cab, windows correct per prototype\u003c\/li\u003e\n\u003cli\u003eSee-through radiator grilles with new rear truck gearbox speific for the tunnel motor\u003c\/li\u003e\n\u003cli\u003eSpeed recorder attached to appropriate axle per prototype (except undecorated)\u003c\/li\u003e\n\u003cli\u003eMcHenry scale knuckle spring couplers\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive with precision gears for smooth and quiet operation\u003c\/li\u003e\n\u003cli\u003e5-pole motor with flywheels and multi-link drivetrain for troublefree operation\u003c\/li\u003e\n\u003cli\u003eDCC Ready 21-pin NEM Quick Plug™ technology\u003c\/li\u003e\n\u003cli\u003eNickel plated, blackened machined wheels\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eReplacement parts available including motor brushes\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSOUND-EQUIPPED MODELS ALSO FEATURE\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard Econami Sound by SoundTraxx\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eFull DCC functions available when operated in DCC mode\u003c\/li\u003e\n\u003cli\u003eSome functions are limited in DC\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eSlow speed control\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eCV chart included in the box\u003c\/li\u003e\n\u003cli\u003eExcellent Slow speed control\u003c\/li\u003e\n\u003cli\u003eEffect lighting (if applicable) using F5 and\/or F6\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\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":37864421064870,"sku":"ATH72173","price":159.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-72173-ho-scale-rtr-emd-sd40t-2-rio-grande-d-rgw-5353-dcc-sound.jpg?v=1614016149"},{"product_id":"athearn-91968-ho-scale-ford-f-850-stakebed-truck-rio-grand-d-rgw","title":"Athearn 91968 HO Scale Ford F-850 Stakebed Truck Rio Grande D\u0026RGW","description":"\u003ch1\u003eAthearn 91968 HO Scale Ford F-850 Stakebed Truck Rio Grande D\u0026amp;RGW\u003c\/h1\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFord licensed model\u003c\/li\u003e\n\u003cli\u003eFactory assembled with detail parts applied\u003c\/li\u003e\n\u003cli\u003eMolded cab interior with separately applied steering wheel\u003c\/li\u003e\n\u003cli\u003eClear window glazing\u003c\/li\u003e\n\u003cli\u003eRubber tires\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":39282990874790,"sku":"ATH91968","price":27.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-91968-ho-scale-ford-f-850-stakebed-truck-rio-grand-d-rgw.jpg?v=1614450019"},{"product_id":"athearn-16097-ho-scale-45-fruehauf-z-van-trailer-rio-grande-action-road-rgtz-230081","title":"Athearn 16097 HO Scale 45' Fruehauf Z-Van Trailer Rio Grande \"Action Road\" RGTZ 230081","description":"\u003ch1\u003eAthearn 16097 HO Scale 45' Fruehauf Z-Van Trailer Rio Grande \"Action Road\" RGTZ 230081\u003c\/h1\u003e\n\u003cp\u003eIn the 1970s and 1980s, Fruehauf Corporation was one of the more prolific builders of semi-trailers that were designed specifically for intermodal service. Trailer equipment that was designed to be carried on flatcars as part of rail operations usually carried the letter “Z” as the last letter of the reporting mark; hence Fruehauf’s designation of “Z-Van”. Such equipment was built to higher durability standards than normal trailers, as it had to withstand the rigors of both road and rail travel.\u003cbr\u003e\u003cbr\u003eThe Z-van was originally available in a 40’ length; 45’ was offered later. Many of the 40’ trailers were subsequently extended to 45’. Refrigeration equipment was available, as well as different landing gear and door rod configurations. Construction began with the ribbed-side versions, then proceeded to beaded-side construction, with the smooth side version representing the most modern construction method.\u003cbr\u003e\u003cbr\u003eWith three distinct body styles, the Athearn model makes a realistic addition to road or rail scenes from the 1970s to the 2000s.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eSeparately applied mud flaps\u003c\/li\u003e\n\u003cli\u003eRubber tires\u003c\/li\u003e\n\u003cli\u003eFully-assembled and ready to use out of the box\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection-molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":39286246932646,"sku":"ATH16097","price":28.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-16097-ho-scale-45-fruehauf-z-van-trailer-rio-grande-action-road-rgtz-230081.jpg?v=1614455662"},{"product_id":"athearn-16098-ho-scale-45-fruehauf-z-van-trailer-rio-grande-action-road-rgtz-230086","title":"Athearn 16098 HO Scale 45' Fruehauf Z-Van Trailer Rio Grande \"Action Road\" RGTZ 230086","description":"\u003ch1\u003eAthearn 16098 HO Scale 45' Fruehauf Z-Van Trailer Rio Grande \"Action Road\" RGTZ 230086\u003c\/h1\u003e\n\u003cp\u003eIn the 1970s and 1980s, Fruehauf Corporation was one of the more prolific builders of semi-trailers that were designed specifically for intermodal service. Trailer equipment that was designed to be carried on flatcars as part of rail operations usually carried the letter “Z” as the last letter of the reporting mark; hence Fruehauf’s designation of “Z-Van”. Such equipment was built to higher durability standards than normal trailers, as it had to withstand the rigors of both road and rail travel.\u003cbr\u003e\u003cbr\u003eThe Z-van was originally available in a 40’ length; 45’ was offered later. Many of the 40’ trailers were subsequently extended to 45’. Refrigeration equipment was available, as well as different landing gear and door rod configurations. Construction began with the ribbed-side versions, then proceeded to beaded-side construction, with the smooth side version representing the most modern construction method.\u003cbr\u003e\u003cbr\u003eWith three distinct body styles, the Athearn model makes a realistic addition to road or rail scenes from the 1970s to the 2000s.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eSeparately applied mud flaps\u003c\/li\u003e\n\u003cli\u003eRubber tires\u003c\/li\u003e\n\u003cli\u003eFully-assembled and ready to use out of the box\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection-molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":39286247784614,"sku":"ATH16098","price":28.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-16098-ho-scale-45-fruehauf-z-van-trailer-rio-grande-action-road-rgtz-230086.jpg?v=1614455686"},{"product_id":"athearn-16099-ho-scale-45-fruehauf-z-van-trailer-rio-grande-action-road-rgtz-230097","title":"Athearn 16099 HO Scale 45' Fruehauf Z-Van Trailer Rio Grande \"Action Road\" RGTZ 230097","description":"\u003ch1\u003eAthearn 16099 HO Scale 45' Fruehauf Z-Van Trailer Rio Grande \"Action Road\" RGTZ 230097\u003c\/h1\u003e\n\u003cp\u003eIn the 1970s and 1980s, Fruehauf Corporation was one of the more prolific builders of semi-trailers that were designed specifically for intermodal service. Trailer equipment that was designed to be carried on flatcars as part of rail operations usually carried the letter “Z” as the last letter of the reporting mark; hence Fruehauf’s designation of “Z-Van”. Such equipment was built to higher durability standards than normal trailers, as it had to withstand the rigors of both road and rail travel.\u003cbr\u003e\u003cbr\u003eThe Z-van was originally available in a 40’ length; 45’ was offered later. Many of the 40’ trailers were subsequently extended to 45’. Refrigeration equipment was available, as well as different landing gear and door rod configurations. 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Each flatcar was set up to transport two of the trailers. Subsequently, these dedicated TOFC (Trailer On Flat Car) flatcars became the defacto standard for intermodal service during this era.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFully assembled and ready for your layout\u003c\/li\u003e\n\u003cli\u003eDetailed trailer hitches\u003c\/li\u003e\n\u003cli\u003eFactory installed wire grab irons\u003c\/li\u003e\n\u003cli\u003eMetal underframe for correct rail height and optimum performance\u003c\/li\u003e\n\u003cli\u003eMachined RP25 profile 33” metal wheels\u003c\/li\u003e\n\u003cli\u003eSwing mount coupler boxes\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":39286766239910,"sku":"ATH27660","price":36.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-27660-ho-scale-rtr-85-tofc-flatcar-rio-grande-d-rgw-21505.jpg?v=1614456575"},{"product_id":"athearn-27661-ho-scale-rtr-85-tofc-flatcar-rio-grande-d-rgw-21507","title":"Athearn 27661 HO Scale RTR 85' TOFC Flatcar Rio Grande D\u0026RGW 21507","description":"\u003ch1\u003eAthearn 27661 HO Scale RTR 85' TOFC Flatcar Rio Grande D\u0026amp;RGW 21507\u003c\/h1\u003e\n\u003cp\u003eThe 85’ flatcar was introduced in the 1960’s to accommodate the latest 40’ trailers that were just being introduced on the nation’s highways. Each flatcar was set up to transport two of the trailers. 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Cabooses provide shelter for crew at the end of a train, who were long required for switching and shunting, and to keep a lookout for load shifting, damage to equipment and cargo, and overheating axles. In the cupola caboose, the cupola projected above the top of the car roof. The cupola allowed the crew to see past the top of the taller cars that began to appear after World War II.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFine end handrails and ladders\u003c\/li\u003e\n\u003cli\u003eClear windows\u003c\/li\u003e\n\u003cli\u003eALL-NEW Barber-Bettendorf Swing Motion caboose truck per prototype\u003c\/li\u003e\n\u003cli\u003eSeparately applied smoke jack and brake wheel\u003c\/li\u003e\n\u003cli\u003eFully-assembled and ready to run\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection-molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eMachined metal wheels\u003c\/li\u003e\n\u003cli\u003eWeighted for trouble free operation\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eBody mounted McHenry operating scale knuckle couplers\u003c\/li\u003e\n\u003cli\u003eWindow packaging for easy viewing\u003c\/li\u003e\n\u003cli\u003eInterior plastic blister carton safely holds model for convenient storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 15”\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Roundhouse","offers":[{"title":"Default Title","offer_id":39845432000678,"sku":"RND74292","price":26.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/roundhouse-74292-ho-scale-cupola-caboose-rio-grande-d-rgw-01411.jpg?v=1618935196"},{"product_id":"roundhouse-74293-ho-scale-cupola-caboose-rio-grande-d-rgw-01445","title":"Roundhouse 74293 HO Scale Cupola Caboose Rio Grande D\u0026RGW 01445","description":"\u003ch1\u003eRoundhouse 74293 HO Scale Cupola Caboose Rio Grande D\u0026amp;RGW 01445\u003c\/h1\u003e\n\u003cp\u003ePerhaps one of the most recognizable icons of American railroading, the caboose completed the train. Cabooses provide shelter for crew at the end of a train, who were long required for switching and shunting, and to keep a lookout for load shifting, damage to equipment and cargo, and overheating axles. In the cupola caboose, the cupola projected above the top of the car roof. The cupola allowed the crew to see past the top of the taller cars that began to appear after World War II.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFine end handrails and ladders\u003c\/li\u003e\n\u003cli\u003eClear windows\u003c\/li\u003e\n\u003cli\u003eALL-NEW Barber-Bettendorf Swing Motion caboose truck per prototype\u003c\/li\u003e\n\u003cli\u003eSeparately applied smoke jack and brake wheel\u003c\/li\u003e\n\u003cli\u003eFully-assembled and ready to run\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection-molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eMachined metal wheels\u003c\/li\u003e\n\u003cli\u003eWeighted for trouble free operation\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eBody mounted McHenry operating scale knuckle couplers\u003c\/li\u003e\n\u003cli\u003eWindow packaging for easy viewing\u003c\/li\u003e\n\u003cli\u003eInterior plastic blister carton safely holds model for convenient storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 15”\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Roundhouse","offers":[{"title":"Default Title","offer_id":39845432164518,"sku":"RND74293","price":26.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/roundhouse-74293-ho-scale-cupola-caboose-rio-grande-d-rgw-01445.jpg?v=1618935178"},{"product_id":"roundhouse-74294-ho-scale-cupola-caboose-rio-grande-d-rgw-01469","title":"Roundhouse 74294 HO Scale Cupola Caboose Rio Grande D\u0026RGW 01469","description":"\u003ch1\u003eRoundhouse 74294 HO Scale Cupola Caboose Rio Grande D\u0026amp;RGW 01469\u003c\/h1\u003e\n\u003cp\u003ePerhaps one of the most recognizable icons of American railroading, the caboose completed the train. 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After the late 1940s, covered hoppers greatly simplified the process by allowing the bulk material to be poured in through the roof hatches and dumped out the hopper bays. However, flour, starch, sugar and plastics do not “flow” easily from a standard hopper bay.\u003c\/p\u003e\n\u003cp\u003eTo solve this problem, the Fuller Company of Catasauqua, PA, patented the Airslide concept. In an Airslide covered hopper, the bays are formed into two narrow, steep-sided troughs with a layer of air-permeable material at the bottom. Air is pumped through the material causing the lading to fluidize and flow easily through the hopper outlets.\u003c\/p\u003e\n\u003cp\u003eStarting in 1953, General American Transportation began building Airslide covered hoppers. One of the two original configurations was a 2,600-cubic foot, single-bay car with a 70-ton capacity. 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In the early 1980s, after the railroads were deregulated, TOFC service exploded in North America. The railroad's ability to adjust haul rates to be competitive with trucking meant new revenue in areas that the railroads weren't able to successfully compete before.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eSeparately applied mud flaps\u003c\/li\u003e\n\u003cli\u003eRubber tires\u003c\/li\u003e\n\u003cli\u003eFully-assembled and ready to use out of the box\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection-molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eStackable\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSPECIFICATIONS:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eMinimum Age Recommendation: 14 years\u003c\/li\u003e\n\u003cli\u003eIs Assembly Required: No\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":42463341314261,"sku":"ATH15516","price":25.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-15516-ho-scale-45-trailer-denver-rio-grande-western-the-action-railroad-rgtz-230085.jpg?v=1643026732"},{"product_id":"athearn-15515-ho-scale-45-trailer-denver-rio-grande-western-the-action-railroad-rgtz-230077","title":"Athearn 15515 HO Scale 45' Trailer Denver \u0026 Rio Grande Western \"the Action railroad\" RGTZ 230077","description":"\u003ch1\u003eAthearn 15515 HO Scale 45' Trailer Denver \u0026amp; Rio Grande Western \"the Action railroad\" RGTZ 230077\u003c\/h1\u003e\n\u003cp\u003eTrailer On Flat Car (TOFC) has been in service since the 1940s when it was originally developed to load truck trailers onto flat cars to streamline service and minimize transferring cargo from boxcars to trailers. In the early 1980s, after the railroads were deregulated, TOFC service exploded in North America. The railroad's ability to adjust haul rates to be competitive with trucking meant new revenue in areas that the railroads weren't able to successfully compete before.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eSeparately applied mud flaps\u003c\/li\u003e\n\u003cli\u003eRubber tires\u003c\/li\u003e\n\u003cli\u003eFully-assembled and ready to use out of the box\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection-molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eStackable\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSPECIFICATIONS:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eMinimum Age Recommendation: 14 years\u003c\/li\u003e\n\u003cli\u003eIs Assembly Required: No\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":42463341674709,"sku":"ATH15515","price":25.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-15515-ho-scale-45-trailer-denver-rio-grande-western-the-action-railroad-rgtz-230077.jpg?v=1643026810"},{"product_id":"scaletrains-rivet-33373-ho-scale-emd-gp30-rio-grande-small-d-rgw-3023","title":"ScaleTrains Rivet 33373 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026RGW 3023","description":"\u003ch1\u003eScaleTrains Rivet 33373 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026amp;RGW 3023\u003c\/h1\u003e\n\u003cp\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. The first run includes classic roadnames and paint schemes from railroading’s golden age - and versions available for the first time in plastic - like Union Pacific’s Freight and Passenger B Units or CSX \"RDMT\" Slugs.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAll-new model\u003c\/li\u003e\n\u003cli\u003eEra: Late 1980s to Late 1990s\u003c\/li\u003e\n\u003cli\u003eSeries D\u0026amp;RGW 3014-3028, built 1-2\/96, Phase Id\u003c\/li\u003e\n\u003cul\u003e\u003c\/ul\u003e\n\u003cli\u003eD\u0026amp;RGW 3023\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperating LED-illuminated Pyle-National (Translite) #20585 Gyralite dual signal light in low short hood*\u003c\/li\u003e\n\u003cli\u003eLost-wax brass cast Nathan P-3 (P24R1 configuration) horn mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eMotorola ASP-16 “Firecracker” antenna mounted on the cab roof\u003c\/li\u003e\n\u003cli\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” cap-top center radiator fan\u003c\/li\u003e\n\u003cli\u003eDetailed Blomberg-B trucks with mixed square, sloped, and Hyatt bearing housings, elliptical springs, end transom detail, separate sanding lines and brackets, and separate swing hanger detail\u003c\/li\u003e\n\u003cli\u003eSpeed recorder mounted to second axle on right front truck sideframe\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eFully-assembled\u003c\/li\u003e\n\u003cli\u003eMultiple road numbers\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated ground lights on both sides of locomotive*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets**\u003c\/li\u003e\n\u003cli\u003eCab and rear number boards\u003c\/li\u003e\n\u003cli\u003e“McCarty” type re-rail frogs\u003c\/li\u003e\n\u003cli\u003eFront DRGW low plow with MU hose openings and wire form grab irons, and rear multiple unit (MU) hose catch boxes with flat debris deflector\u003c\/li\u003e\n\u003cli\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/li\u003e\n\u003cli\u003ePilot faces without uncoupling lever loop notches\u003c\/li\u003e\n\u003cli\u003eDeck-mounted multiple unit (MU) receptacles\u003c\/li\u003e\n\u003cli\u003e\"Tall\" stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003eHandrail set with center gangway chains\u003c\/li\u003e\n\u003cli\u003eFront and rear standard drop steps\u003c\/li\u003e\n\u003cli\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/li\u003e\n\u003cli\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/li\u003e\n\u003cli\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/li\u003e\n\u003cli\u003eEarly cab sub-base doors with early hinges\u003c\/li\u003e\n\u003cli\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/li\u003e\n\u003cli\u003eGP30 cab with increased length on left (fireman’s) side and inverted cab heater vents\u003c\/li\u003e\n\u003cli\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/li\u003e\n\u003cli\u003eNo cab vents\u003c\/li\u003e\n\u003cli\u003eSliding cab side windows\u003c\/li\u003e\n\u003cli\u003eTall clear wind wings mounted fore and aft of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eStandard EMD sunshades with long sunshade tracks\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood detail\u003c\/li\u003e\n\u003cli\u003eLate single-panel inertial compartment with blanked filter inspection glasses\u003c\/li\u003e\n\u003cli\u003eWire inertial air intake grills\u003c\/li\u003e\n\u003cli\u003eTall turbo exhaust stack\u003c\/li\u003e\n\u003cli\u003eStandard-range dynamic brakes with 48” fan\u003c\/li\u003e\n\u003cli\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/li\u003e\n\u003cli\u003e6-horizontal rib radiator intake grills\u003c\/li\u003e\n\u003cli\u003eCurved radiator fan grab iron\u003c\/li\u003e\n\u003cli\u003eSquare door-style sand fill door on right side hood end\u003c\/li\u003e\n\u003cli\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing\u003c\/li\u003e\n\u003cli\u003eDimensionally accurate truck centers\u003c\/li\u003e\n\u003cli\u003eFrame-mounted bronze bell\u003c\/li\u003e\n\u003cli\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more\u003c\/li\u003e\n\u003cli\u003eMotor with 5-pole skew wound armature\u003c\/li\u003e\n\u003cli\u003eDual flywheels\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pick-up\u003c\/li\u003e\n\u003cli\u003eDirectional LED-illuminated headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\u003c\/li\u003e\n\u003cli\u003ePaint colors match Tru-Color Paint color: (note TCP item number and color)\u003c\/li\u003e\n\u003cli\u003eOperates on Code 70, 83 and 100 rail\u003c\/li\u003e\n\u003cli\u003ePackaging safely stores model\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003cli\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/li\u003e\n\u003cli\u003eTwo (2) cube-type speakers\u003c\/li\u003e\n\u003cli\u003ePrime mover sound\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e16-cylinder 567D3 prime mover sound\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eESU designed “PowerPack” with two super capacitors***\u003c\/li\u003e\n\u003cli\u003eOperates on both DC and DCC layouts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperable on DC layouts\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003csmall\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003cbr\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\u003cbr\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/small\u003e\u003c\/p\u003e\n\u003cp\u003eNOTE: Road number may vary from picture shown.\u003c\/p\u003e\n\u003cp\u003eThe 1960s … a turbulent decade of change, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 from 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. And 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 were not afraid to send them all over the system on all types of assignments. In fact, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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, as well as 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 which was also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, as well as 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\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":42491520778453,"sku":"SXT33373","price":194.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/gp30-rio-grande-small-d-rgw.jpg?v=1643498991"},{"product_id":"scaletrains-rivet-33372-ho-scale-emd-gp30-rio-grande-small-d-rgw-3023-dcc-loksound","title":"ScaleTrains Rivet 33372 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026RGW 3023 DCC LokSound","description":"\u003ch1\u003eScaleTrains Rivet 33372 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026amp;RGW 3023 DCC LokSound\u003c\/h1\u003e\n\u003cp\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. The first run includes classic roadnames and paint schemes from railroading’s golden age - and versions available for the first time in plastic - like Union Pacific’s Freight and Passenger B Units or CSX \"RDMT\" Slugs.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAll-new model\u003c\/li\u003e\n\u003cli\u003eEra: Late 1980s to Late 1990s\u003c\/li\u003e\n\u003cli\u003eSeries D\u0026amp;RGW 3014-3028, built 1-2\/96, Phase Id\u003c\/li\u003e\n\u003cli\u003eD\u0026amp;RGW 3023\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperating LED-illuminated Pyle-National (Translite) #20585 Gyralite dual signal light in low short hood*\u003c\/li\u003e\n\u003cli\u003eLost-wax brass cast Nathan P-3 (P24R1 configuration) horn mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eMotorola ASP-16 “Firecracker” antenna mounted on the cab roof\u003c\/li\u003e\n\u003cli\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” cap-top center radiator fan\u003c\/li\u003e\n\u003cli\u003eDetailed Blomberg-B trucks with mixed square, sloped, and Hyatt bearing housings, elliptical springs, end transom detail, separate sanding lines and brackets, and separate swing hanger detail\u003c\/li\u003e\n\u003cli\u003eSpeed recorder mounted to second axle on right front truck sideframe\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eFully-assembled\u003c\/li\u003e\n\u003cli\u003eMultiple road numbers\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated ground lights on both sides of locomotive*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets**\u003c\/li\u003e\n\u003cli\u003eCab and rear number boards\u003c\/li\u003e\n\u003cli\u003e“McCarty” type re-rail frogs\u003c\/li\u003e\n\u003cli\u003eFront DRGW low plow with MU hose openings and wire form grab irons, and rear multiple unit (MU) hose catch boxes with flat debris deflector\u003c\/li\u003e\n\u003cli\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/li\u003e\n\u003cli\u003ePilot faces without uncoupling lever loop notches\u003c\/li\u003e\n\u003cli\u003eDeck-mounted multiple unit (MU) receptacles\u003c\/li\u003e\n\u003cli\u003e\"Tall\" stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003eHandrail set with center gangway chains\u003c\/li\u003e\n\u003cli\u003eFront and rear standard drop steps\u003c\/li\u003e\n\u003cli\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/li\u003e\n\u003cli\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/li\u003e\n\u003cli\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/li\u003e\n\u003cli\u003eEarly cab sub-base doors with early hinges\u003c\/li\u003e\n\u003cli\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/li\u003e\n\u003cli\u003eGP30 cab with increased length on left (fireman’s) side and inverted cab heater vents\u003c\/li\u003e\n\u003cli\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/li\u003e\n\u003cli\u003eNo cab vents\u003c\/li\u003e\n\u003cli\u003eSliding cab side windows\u003c\/li\u003e\n\u003cli\u003eTall clear wind wings mounted fore and aft of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eStandard EMD sunshades with long sunshade tracks\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood detail\u003c\/li\u003e\n\u003cli\u003eLate single-panel inertial compartment with blanked filter inspection glasses\u003c\/li\u003e\n\u003cli\u003eWire inertial air intake grills\u003c\/li\u003e\n\u003cli\u003eTall turbo exhaust stack\u003c\/li\u003e\n\u003cli\u003eStandard-range dynamic brakes with 48” fan\u003c\/li\u003e\n\u003cli\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/li\u003e\n\u003cli\u003e6-horizontal rib radiator intake grills\u003c\/li\u003e\n\u003cli\u003eCurved radiator fan grab iron\u003c\/li\u003e\n\u003cli\u003eSquare door-style sand fill door on right side hood end\u003c\/li\u003e\n\u003cli\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing\u003c\/li\u003e\n\u003cli\u003eDimensionally accurate truck centers\u003c\/li\u003e\n\u003cli\u003eFrame-mounted bronze bell\u003c\/li\u003e\n\u003cli\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more\u003c\/li\u003e\n\u003cli\u003eMotor with 5-pole skew wound armature\u003c\/li\u003e\n\u003cli\u003eDual flywheels\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pick-up\u003c\/li\u003e\n\u003cli\u003eDirectional LED-illuminated headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\u003c\/li\u003e\n\u003cli\u003ePaint colors match Tru-Color Paint color: (note TCP item number and color)\u003c\/li\u003e\n\u003cli\u003eOperates on Code 70, 83 and 100 rail\u003c\/li\u003e\n\u003cli\u003ePackaging safely stores model\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003cli\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/li\u003e\n\u003cli\u003eTwo (2) cube-type speakers\u003c\/li\u003e\n\u003cli\u003ePrime mover sound\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e16-cylinder 567D3 prime mover sound\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eESU designed “PowerPack” with two super capacitors***\u003c\/li\u003e\n\u003cli\u003eOperates on both DC and DCC layouts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperable on DC layouts\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003csmall\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003cbr\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\u003cbr\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/small\u003e\u003c\/p\u003e\n\u003cp\u003eNOTE: Road number may vary from picture shown.\u003c\/p\u003e\n\u003cp\u003eThe 1960s … a turbulent decade of change, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 from 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. And 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 were not afraid to send them all over the system on all types of assignments. In fact, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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, as well as 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 which was also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, as well as 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\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":42491520843989,"sku":"SXT33372","price":289.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/gp30-rio-grande-small-d-rgw_9d5e78ee-e2ff-4e5f-823e-b30d016dc023.jpg?v=1643499046"},{"product_id":"scaletrains-rivet-33371-ho-scale-emd-gp30-rio-grande-small-d-rgw-3021","title":"ScaleTrains Rivet 33371 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026RGW 3021","description":"\u003ch1\u003eScaleTrains Rivet 33371 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026amp;RGW 3021\u003c\/h1\u003e\n\u003cp\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. The first run includes classic roadnames and paint schemes from railroading’s golden age - and versions available for the first time in plastic - like Union Pacific’s Freight and Passenger B Units or CSX \"RDMT\" Slugs.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAll-new model\u003c\/li\u003e\n\u003cli\u003eEra: Late 1980s to Late 1990s\u003c\/li\u003e\n\u003cli\u003eSeries D\u0026amp;RGW 3014-3028, built 1-2\/96, Phase Id\u003c\/li\u003e\n\u003cli\u003eD\u0026amp;RGW 3021\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperating LED-illuminated MARS SBW-2-301 dual signal light in low short hood*\u003c\/li\u003e\n\u003cli\u003eLost-wax brass cast Nathan M-3 (M3R1 configuration) horn mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eLow-profile large Sinclair Excalibur “ice skate” antenna mounted on the cab roof\u003c\/li\u003e\n\u003cli\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/li\u003e\n\u003cli\u003eDetailed Blomberg-B trucks with Hyatt bearing housings, elliptical springs, end transom detail, separate sanding lines and brackets, and separate swing hanger detail\u003c\/li\u003e\n\u003cli\u003eSpeed recorder mounted to second axle on right front truck sideframe\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eFully-assembled\u003c\/li\u003e\n\u003cli\u003eMultiple road numbers\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated ground lights on both sides of locomotive*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets**\u003c\/li\u003e\n\u003cli\u003eCab and rear number boards\u003c\/li\u003e\n\u003cli\u003e“McCarty” type re-rail frogs\u003c\/li\u003e\n\u003cli\u003eFront DRGW low plow with MU hose openings and wire form grab irons, and rear multiple unit (MU) hose catch boxes with flat debris deflector\u003c\/li\u003e\n\u003cli\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/li\u003e\n\u003cli\u003ePilot faces without uncoupling lever loop notches\u003c\/li\u003e\n\u003cli\u003eDeck-mounted multiple unit (MU) receptacles\u003c\/li\u003e\n\u003cli\u003e\"Tall\" stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003eHandrail set with center gangway chains\u003c\/li\u003e\n\u003cli\u003eFront and rear standard drop steps\u003c\/li\u003e\n\u003cli\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/li\u003e\n\u003cli\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/li\u003e\n\u003cli\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/li\u003e\n\u003cli\u003eEarly cab sub-base doors with early hinges\u003c\/li\u003e\n\u003cli\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/li\u003e\n\u003cli\u003eGP30 cab with increased length on left (fireman’s) side and inverted cab heater vents\u003c\/li\u003e\n\u003cli\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/li\u003e\n\u003cli\u003eNo cab vents\u003c\/li\u003e\n\u003cli\u003eSliding cab side windows\u003c\/li\u003e\n\u003cli\u003eTall clear wind wings mounted fore and aft of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eStandard EMD sunshades with long sunshade tracks\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood detail\u003c\/li\u003e\n\u003cli\u003eLate single-panel inertial compartment with blanked filter inspection glasses\u003c\/li\u003e\n\u003cli\u003eWire inertial air intake grills\u003c\/li\u003e\n\u003cli\u003eTall turbo exhaust stack\u003c\/li\u003e\n\u003cli\u003eStandard-range dynamic brakes with 48” fan\u003c\/li\u003e\n\u003cli\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/li\u003e\n\u003cli\u003e6-horizontal rib radiator intake grills\u003c\/li\u003e\n\u003cli\u003eCurved radiator fan grab iron\u003c\/li\u003e\n\u003cli\u003eSquare door-style sand fill door on right side hood end\u003c\/li\u003e\n\u003cli\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing\u003c\/li\u003e\n\u003cli\u003eDimensionally accurate truck centers\u003c\/li\u003e\n\u003cli\u003eFrame-mounted bronze bell\u003c\/li\u003e\n\u003cli\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more\u003c\/li\u003e\n\u003cli\u003eMotor with 5-pole skew wound armature\u003c\/li\u003e\n\u003cli\u003eDual flywheels\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pick-up\u003c\/li\u003e\n\u003cli\u003eDirectional LED-illuminated headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\u003c\/li\u003e\n\u003cli\u003ePaint colors match Tru-Color Paint color: (note TCP item number and color)\u003c\/li\u003e\n\u003cli\u003eOperates on Code 70, 83 and 100 rail\u003c\/li\u003e\n\u003cli\u003ePackaging safely stores model\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003cli\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/li\u003e\n\u003cli\u003eTwo (2) cube-type speakers\u003c\/li\u003e\n\u003cli\u003ePrime mover sound\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e16-cylinder 567D3 prime mover sound\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eESU designed “PowerPack” with two super capacitors***\u003c\/li\u003e\n\u003cli\u003eOperates on both DC and DCC layouts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperable on DC layouts\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003csmall\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003cbr\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\u003cbr\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/small\u003e\u003c\/p\u003e\n\u003cp\u003eNOTE: Road number may vary from picture shown.\u003c\/p\u003e\n\u003cp\u003eThe 1960s … a turbulent decade of change, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 from 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. And 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 were not afraid to send them all over the system on all types of assignments. In fact, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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, as well as 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 which was also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, as well as 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\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":42491520876757,"sku":"SXT33371","price":194.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/gp30-rio-grande-small-d-rgw_7aa0c732-84ba-4002-aed4-199658792b2c.jpg?v=1643499106"},{"product_id":"scaletrains-rivet-33370-ho-scale-emd-gp30-rio-grande-small-d-rgw-3021-dcc-loksound","title":"ScaleTrains Rivet 33370 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026RGW 3021 DCC LokSound","description":"\u003ch1\u003eScaleTrains Rivet 33370 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026amp;RGW 3021 DCC LokSound\u003c\/h1\u003e\n\u003cp\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. The first run includes classic roadnames and paint schemes from railroading’s golden age - and versions available for the first time in plastic - like Union Pacific’s Freight and Passenger B Units or CSX \"RDMT\" Slugs.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAll-new model\u003c\/li\u003e\n\u003cli\u003eEra: Late 1980s to Late 1990s\u003c\/li\u003e\n\u003cli\u003eSeries D\u0026amp;RGW 3014-3028, built 1-2\/96, Phase Id\u003c\/li\u003e\n\u003cli\u003eD\u0026amp;RGW 3021\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperating LED-illuminated MARS SBW-2-301 dual signal light in low short hood*\u003c\/li\u003e\n\u003cli\u003eLost-wax brass cast Nathan M-3 (M3R1 configuration) horn mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eLow-profile large Sinclair Excalibur “ice skate” antenna mounted on the cab roof\u003c\/li\u003e\n\u003cli\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/li\u003e\n\u003cli\u003eDetailed Blomberg-B trucks with Hyatt bearing housings, elliptical springs, end transom detail, separate sanding lines and brackets, and separate swing hanger detail\u003c\/li\u003e\n\u003cli\u003eSpeed recorder mounted to second axle on right front truck sideframe\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eFully-assembled\u003c\/li\u003e\n\u003cli\u003eMultiple road numbers\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated ground lights on both sides of locomotive*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets**\u003c\/li\u003e\n\u003cli\u003eCab and rear number boards\u003c\/li\u003e\n\u003cli\u003e“McCarty” type re-rail frogs\u003c\/li\u003e\n\u003cli\u003eFront DRGW low plow with MU hose openings and wire form grab irons, and rear multiple unit (MU) hose catch boxes with flat debris deflector\u003c\/li\u003e\n\u003cli\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/li\u003e\n\u003cli\u003ePilot faces without uncoupling lever loop notches\u003c\/li\u003e\n\u003cli\u003eDeck-mounted multiple unit (MU) receptacles\u003c\/li\u003e\n\u003cli\u003e\"Tall\" stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003eHandrail set with center gangway chains\u003c\/li\u003e\n\u003cli\u003eFront and rear standard drop steps\u003c\/li\u003e\n\u003cli\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/li\u003e\n\u003cli\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/li\u003e\n\u003cli\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/li\u003e\n\u003cli\u003eEarly cab sub-base doors with early hinges\u003c\/li\u003e\n\u003cli\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/li\u003e\n\u003cli\u003eGP30 cab with increased length on left (fireman’s) side and inverted cab heater vents\u003c\/li\u003e\n\u003cli\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/li\u003e\n\u003cli\u003eNo cab vents\u003c\/li\u003e\n\u003cli\u003eSliding cab side windows\u003c\/li\u003e\n\u003cli\u003eTall clear wind wings mounted fore and aft of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eStandard EMD sunshades with long sunshade tracks\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood detail\u003c\/li\u003e\n\u003cli\u003eLate single-panel inertial compartment with blanked filter inspection glasses\u003c\/li\u003e\n\u003cli\u003eWire inertial air intake grills\u003c\/li\u003e\n\u003cli\u003eTall turbo exhaust stack\u003c\/li\u003e\n\u003cli\u003eStandard-range dynamic brakes with 48” fan\u003c\/li\u003e\n\u003cli\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/li\u003e\n\u003cli\u003e6-horizontal rib radiator intake grills\u003c\/li\u003e\n\u003cli\u003eCurved radiator fan grab iron\u003c\/li\u003e\n\u003cli\u003eSquare door-style sand fill door on right side hood end\u003c\/li\u003e\n\u003cli\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing\u003c\/li\u003e\n\u003cli\u003eDimensionally accurate truck centers\u003c\/li\u003e\n\u003cli\u003eFrame-mounted bronze bell\u003c\/li\u003e\n\u003cli\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more\u003c\/li\u003e\n\u003cli\u003eMotor with 5-pole skew wound armature\u003c\/li\u003e\n\u003cli\u003eDual flywheels\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pick-up\u003c\/li\u003e\n\u003cli\u003eDirectional LED-illuminated headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\u003c\/li\u003e\n\u003cli\u003ePaint colors match Tru-Color Paint color: (note TCP item number and color)\u003c\/li\u003e\n\u003cli\u003eOperates on Code 70, 83 and 100 rail\u003c\/li\u003e\n\u003cli\u003ePackaging safely stores model\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003cli\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/li\u003e\n\u003cli\u003eTwo (2) cube-type speakers\u003c\/li\u003e\n\u003cli\u003ePrime mover sound\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e16-cylinder 567D3 prime mover sound\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eESU designed “PowerPack” with two super capacitors***\u003c\/li\u003e\n\u003cli\u003eOperates on both DC and DCC layouts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperable on DC layouts\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003csmall\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003cbr\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\u003cbr\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/small\u003e\u003c\/p\u003e\n\u003cp\u003eNOTE: Road number may vary from picture shown.\u003c\/p\u003e\n\u003cp\u003eThe 1960s … a turbulent decade of change, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 from 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. And 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 were not afraid to send them all over the system on all types of assignments. In fact, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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, as well as 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 which was also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, as well as 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\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":42491520909525,"sku":"SXT33370","price":289.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/gp30-rio-grande-small-d-rgw_e2cbd2d3-b47a-4a48-bf83-f5b1ceb730f4.jpg?v=1643499145"},{"product_id":"scaletrains-rivet-33369-ho-scale-emd-gp30-rio-grande-small-d-rgw-3018","title":"ScaleTrains Rivet 33369 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026RGW 3018","description":"\u003ch1\u003eScaleTrains Rivet 33369 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026amp;RGW 3018\u003c\/h1\u003e\n\u003cp\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. The first run includes classic roadnames and paint schemes from railroading’s golden age - and versions available for the first time in plastic - like Union Pacific’s Freight and Passenger B Units or CSX \"RDMT\" Slugs.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAll-new model\u003c\/li\u003e\n\u003cli\u003eEra: Late 1980s to Late 1990s\u003c\/li\u003e\n\u003cli\u003eSeries D\u0026amp;RGW 3014-3028, built 1-2\/96, Phase Id\u003c\/li\u003e\n\u003cli\u003eD\u0026amp;RGW 3018\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperating LED-illuminated MARS SBW-2-301 dual signal light in low short hood*\u003c\/li\u003e\n\u003cli\u003eLost-wax brass cast Nathan M-3 (M3R1 configuration) horn mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eLow-profile large Sinclair Excalibur “ice skate” antenna mounted on the cab roof\u003c\/li\u003e\n\u003cli\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/li\u003e\n\u003cli\u003eDetailed Blomberg-B trucks with mixed square, sloped, and Hyatt bearing housings, elliptical springs, end transom detail, separate sanding lines and brackets, and separate swing hanger detail\u003c\/li\u003e\n\u003cli\u003eSpeed recorders mounted to second axle on right and left front truck sideframe\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eFully-assembled\u003c\/li\u003e\n\u003cli\u003eMultiple road numbers\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated ground lights on both sides of locomotive*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets**\u003c\/li\u003e\n\u003cli\u003eCab and rear number boards\u003c\/li\u003e\n\u003cli\u003e“McCarty” type re-rail frogs\u003c\/li\u003e\n\u003cli\u003eFront DRGW low plow with MU hose openings and wire form grab irons, and rear multiple unit (MU) hose catch boxes with flat debris deflector\u003c\/li\u003e\n\u003cli\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/li\u003e\n\u003cli\u003ePilot faces without uncoupling lever loop notches\u003c\/li\u003e\n\u003cli\u003eDeck-mounted multiple unit (MU) receptacles\u003c\/li\u003e\n\u003cli\u003e\"Tall\" stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003eHandrail set with center gangway chains\u003c\/li\u003e\n\u003cli\u003eFront and rear standard drop steps\u003c\/li\u003e\n\u003cli\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/li\u003e\n\u003cli\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/li\u003e\n\u003cli\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/li\u003e\n\u003cli\u003eEarly cab sub-base doors with early hinges\u003c\/li\u003e\n\u003cli\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/li\u003e\n\u003cli\u003eGP30 cab with increased length on left (fireman’s) side and inverted cab heater vents\u003c\/li\u003e\n\u003cli\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/li\u003e\n\u003cli\u003eNo cab vents\u003c\/li\u003e\n\u003cli\u003eSliding cab side windows\u003c\/li\u003e\n\u003cli\u003eTall clear wind wings mounted fore and aft of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eStandard EMD sunshades with long sunshade tracks\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood detail\u003c\/li\u003e\n\u003cli\u003eLate single-panel inertial compartment with blanked filter inspection glasses\u003c\/li\u003e\n\u003cli\u003eWire inertial air intake grills\u003c\/li\u003e\n\u003cli\u003eTall turbo exhaust stack\u003c\/li\u003e\n\u003cli\u003eStandard-range dynamic brakes with 48” fan\u003c\/li\u003e\n\u003cli\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/li\u003e\n\u003cli\u003e6-horizontal rib radiator intake grills\u003c\/li\u003e\n\u003cli\u003eCurved radiator fan grab iron\u003c\/li\u003e\n\u003cli\u003eSquare door-style sand fill door on right side hood end\u003c\/li\u003e\n\u003cli\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing\u003c\/li\u003e\n\u003cli\u003eDimensionally accurate truck centers\u003c\/li\u003e\n\u003cli\u003eFrame-mounted bronze bell\u003c\/li\u003e\n\u003cli\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more\u003c\/li\u003e\n\u003cli\u003eMotor with 5-pole skew wound armature\u003c\/li\u003e\n\u003cli\u003eDual flywheels\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pick-up\u003c\/li\u003e\n\u003cli\u003eDirectional LED-illuminated headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\u003c\/li\u003e\n\u003cli\u003ePaint colors match Tru-Color Paint color: (note TCP item number and color)\u003c\/li\u003e\n\u003cli\u003eOperates on Code 70, 83 and 100 rail\u003c\/li\u003e\n\u003cli\u003ePackaging safely stores model\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003cli\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/li\u003e\n\u003cli\u003eTwo (2) cube-type speakers\u003c\/li\u003e\n\u003cli\u003ePrime mover sound\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e16-cylinder 567D3 prime mover sound\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eESU designed “PowerPack” with two super capacitors***\u003c\/li\u003e\n\u003cli\u003eOperates on both DC and DCC layouts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperable on DC layouts\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003csmall\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003cbr\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\u003cbr\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/small\u003e\u003c\/p\u003e\n\u003cp\u003eNOTE: Road number may vary from picture shown.\u003c\/p\u003e\n\u003cp\u003eThe 1960s … a turbulent decade of change, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 from 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. And 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 were not afraid to send them all over the system on all types of assignments. In fact, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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, as well as 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 which was also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, as well as 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\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":42491520942293,"sku":"SXT33369","price":194.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/gp30-rio-grande-small-d-rgw_4857b25e-c3fb-49f9-894a-0b6b4778d9b9.jpg?v=1643499219"},{"product_id":"scaletrains-rivet-33368-ho-scale-emd-gp30-rio-grande-small-d-rgw-3018-dcc-loksound","title":"ScaleTrains Rivet 33368 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026RGW 3018 DCC LokSound","description":"\u003ch1\u003eScaleTrains Rivet 33368 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026amp;RGW 3018 DCC LokSound\u003c\/h1\u003e\n\u003cp\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. The first run includes classic roadnames and paint schemes from railroading’s golden age - and versions available for the first time in plastic - like Union Pacific’s Freight and Passenger B Units or CSX \"RDMT\" Slugs.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAll-new model\u003c\/li\u003e\n\u003cli\u003eEra: Late 1980s to Late 1990s\u003c\/li\u003e\n\u003cli\u003eSeries D\u0026amp;RGW 3014-3028, built 1-2\/96, Phase Id\u003c\/li\u003e\n\u003cli\u003eD\u0026amp;RGW 3018\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperating LED-illuminated MARS SBW-2-301 dual signal light in low short hood*\u003c\/li\u003e\n\u003cli\u003eLost-wax brass cast Nathan M-3 (M3R1 configuration) horn mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eLow-profile large Sinclair Excalibur “ice skate” antenna mounted on the cab roof\u003c\/li\u003e\n\u003cli\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/li\u003e\n\u003cli\u003eDetailed Blomberg-B trucks with mixed square, sloped, and Hyatt bearing housings, elliptical springs, end transom detail, separate sanding lines and brackets, and separate swing hanger detail\u003c\/li\u003e\n\u003cli\u003eSpeed recorders mounted to second axle on right and left front truck sideframe\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eFully-assembled\u003c\/li\u003e\n\u003cli\u003eMultiple road numbers\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated ground lights on both sides of locomotive*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets**\u003c\/li\u003e\n\u003cli\u003eCab and rear number boards\u003c\/li\u003e\n\u003cli\u003e“McCarty” type re-rail frogs\u003c\/li\u003e\n\u003cli\u003eFront DRGW low plow with MU hose openings and wire form grab irons, and rear multiple unit (MU) hose catch boxes with flat debris deflector\u003c\/li\u003e\n\u003cli\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/li\u003e\n\u003cli\u003ePilot faces without uncoupling lever loop notches\u003c\/li\u003e\n\u003cli\u003eDeck-mounted multiple unit (MU) receptacles\u003c\/li\u003e\n\u003cli\u003e\"Tall\" stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003eHandrail set with center gangway chains\u003c\/li\u003e\n\u003cli\u003eFront and rear standard drop steps\u003c\/li\u003e\n\u003cli\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/li\u003e\n\u003cli\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/li\u003e\n\u003cli\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/li\u003e\n\u003cli\u003eEarly cab sub-base doors with early hinges\u003c\/li\u003e\n\u003cli\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/li\u003e\n\u003cli\u003eGP30 cab with increased length on left (fireman’s) side and inverted cab heater vents\u003c\/li\u003e\n\u003cli\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/li\u003e\n\u003cli\u003eNo cab vents\u003c\/li\u003e\n\u003cli\u003eSliding cab side windows\u003c\/li\u003e\n\u003cli\u003eTall clear wind wings mounted fore and aft of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eStandard EMD sunshades with long sunshade tracks\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood detail\u003c\/li\u003e\n\u003cli\u003eLate single-panel inertial compartment with blanked filter inspection glasses\u003c\/li\u003e\n\u003cli\u003eWire inertial air intake grills\u003c\/li\u003e\n\u003cli\u003eTall turbo exhaust stack\u003c\/li\u003e\n\u003cli\u003eStandard-range dynamic brakes with 48” fan\u003c\/li\u003e\n\u003cli\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/li\u003e\n\u003cli\u003e6-horizontal rib radiator intake grills\u003c\/li\u003e\n\u003cli\u003eCurved radiator fan grab iron\u003c\/li\u003e\n\u003cli\u003eSquare door-style sand fill door on right side hood end\u003c\/li\u003e\n\u003cli\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing\u003c\/li\u003e\n\u003cli\u003eDimensionally accurate truck centers\u003c\/li\u003e\n\u003cli\u003eFrame-mounted bronze bell\u003c\/li\u003e\n\u003cli\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more\u003c\/li\u003e\n\u003cli\u003eMotor with 5-pole skew wound armature\u003c\/li\u003e\n\u003cli\u003eDual flywheels\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pick-up\u003c\/li\u003e\n\u003cli\u003eDirectional LED-illuminated headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\u003c\/li\u003e\n\u003cli\u003ePaint colors match Tru-Color Paint color: (note TCP item number and color)\u003c\/li\u003e\n\u003cli\u003eOperates on Code 70, 83 and 100 rail\u003c\/li\u003e\n\u003cli\u003ePackaging safely stores model\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003cli\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/li\u003e\n\u003cli\u003eTwo (2) cube-type speakers\u003c\/li\u003e\n\u003cli\u003ePrime mover sound\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e16-cylinder 567D3 prime mover sound\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eESU designed “PowerPack” with two super capacitors***\u003c\/li\u003e\n\u003cli\u003eOperates on both DC and DCC layouts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperable on DC layouts\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003csmall\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003cbr\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\u003cbr\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/small\u003e\u003c\/p\u003e\n\u003cp\u003eNOTE: Road number may vary from picture shown.\u003c\/p\u003e\n\u003cp\u003eThe 1960s … a turbulent decade of change, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 from 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. And 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 were not afraid to send them all over the system on all types of assignments. In fact, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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, as well as 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 which was also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, as well as 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\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":42491520975061,"sku":"SXT33368","price":289.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/gp30-rio-grande-small-d-rgw_5538648c-f282-4994-9a4d-c16ac4d835cd.jpg?v=1643499256"},{"product_id":"scaletrains-rivet-33367-ho-scale-emd-gp30-rio-grande-small-d-rgw-3015","title":"ScaleTrains Rivet 33367 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026RGW 3015","description":"\u003ch1\u003eScaleTrains Rivet 33367 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026amp;RGW 3015\u003c\/h1\u003e\n\u003cp\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. The first run includes classic roadnames and paint schemes from railroading’s golden age - and versions available for the first time in plastic - like Union Pacific’s Freight and Passenger B Units or CSX \"RDMT\" Slugs.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAll-new model\u003c\/li\u003e\n\u003cli\u003eEra: Late 1980s to Late 1990s\u003c\/li\u003e\n\u003cli\u003eSeries D\u0026amp;RGW 3014-3028, built 1-2\/96, Phase Id\u003c\/li\u003e\n\u003cli\u003eD\u0026amp;RGW 3015\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperating LED-illuminated MARS SBW-2-301 dual signal light in low short hood*\u003c\/li\u003e\n\u003cli\u003eLost-wax brass cast Nathan P-3 (P24R1 configuration) horn mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eSmall “wedge” antenna mounted on the cab roof\u003c\/li\u003e\n\u003cli\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/li\u003e\n\u003cli\u003eDetailed Blomberg-B trucks with mixed square, sloped, and Hyatt bearing housings, elliptical springs, end transom detail, separate sanding lines and brackets, and separate swing hanger detail\u003c\/li\u003e\n\u003cli\u003eSpeed recorder mounted to second axle on right front truck sideframe\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eFully-assembled\u003c\/li\u003e\n\u003cli\u003eMultiple road numbers\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated ground lights on both sides of locomotive*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets**\u003c\/li\u003e\n\u003cli\u003eCab and rear number boards\u003c\/li\u003e\n\u003cli\u003e“McCarty” type re-rail frogs\u003c\/li\u003e\n\u003cli\u003eFront DRGW low plow with MU hose openings and wire form grab irons, and rear multiple unit (MU) hose catch boxes with flat debris deflector\u003c\/li\u003e\n\u003cli\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/li\u003e\n\u003cli\u003ePilot faces without uncoupling lever loop notches\u003c\/li\u003e\n\u003cli\u003eDeck-mounted multiple unit (MU) receptacles\u003c\/li\u003e\n\u003cli\u003e\"Tall\" stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003eHandrail set with center gangway chains\u003c\/li\u003e\n\u003cli\u003eFront and rear standard drop steps\u003c\/li\u003e\n\u003cli\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/li\u003e\n\u003cli\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/li\u003e\n\u003cli\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/li\u003e\n\u003cli\u003eEarly cab sub-base doors with early hinges\u003c\/li\u003e\n\u003cli\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/li\u003e\n\u003cli\u003eGP30 cab with increased length on left (fireman’s) side and inverted cab heater vents\u003c\/li\u003e\n\u003cli\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/li\u003e\n\u003cli\u003eNo cab vents\u003c\/li\u003e\n\u003cli\u003eSliding cab side windows\u003c\/li\u003e\n\u003cli\u003eTall clear wind wings mounted fore and aft of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eStandard EMD sunshades with long sunshade tracks\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood detail\u003c\/li\u003e\n\u003cli\u003eLate single-panel inertial compartment with blanked filter inspection glasses\u003c\/li\u003e\n\u003cli\u003eWire inertial air intake grills\u003c\/li\u003e\n\u003cli\u003eTall turbo exhaust stack\u003c\/li\u003e\n\u003cli\u003eStandard-range dynamic brakes with 48” fan\u003c\/li\u003e\n\u003cli\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/li\u003e\n\u003cli\u003e6-horizontal rib radiator intake grills\u003c\/li\u003e\n\u003cli\u003eCurved radiator fan grab iron\u003c\/li\u003e\n\u003cli\u003eSquare door-style sand fill door on right side hood end\u003c\/li\u003e\n\u003cli\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing\u003c\/li\u003e\n\u003cli\u003eDimensionally accurate truck centers\u003c\/li\u003e\n\u003cli\u003eFrame-mounted bronze bell\u003c\/li\u003e\n\u003cli\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more\u003c\/li\u003e\n\u003cli\u003eMotor with 5-pole skew wound armature\u003c\/li\u003e\n\u003cli\u003eDual flywheels\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pick-up\u003c\/li\u003e\n\u003cli\u003eDirectional LED-illuminated headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\u003c\/li\u003e\n\u003cli\u003ePaint colors match Tru-Color Paint color: (note TCP item number and color)\u003c\/li\u003e\n\u003cli\u003eOperates on Code 70, 83 and 100 rail\u003c\/li\u003e\n\u003cli\u003ePackaging safely stores model\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003cli\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/li\u003e\n\u003cli\u003eTwo (2) cube-type speakers\u003c\/li\u003e\n\u003cli\u003ePrime mover sound\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e16-cylinder 567D3 prime mover sound\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eESU designed “PowerPack” with two super capacitors***\u003c\/li\u003e\n\u003cli\u003eOperates on both DC and DCC layouts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperable on DC layouts\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003csmall\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003cbr\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\u003cbr\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/small\u003e\u003c\/p\u003e\n\u003cp\u003eThe 1960s … a turbulent decade of change, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 from 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. And 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 were not afraid to send them all over the system on all types of assignments. In fact, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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, as well as 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 which was also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, as well as 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\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":42491521040597,"sku":"SXT33367","price":194.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/gp30-rio-grande-small-d-rgw_7b6ff431-5796-4aef-9ff7-b9b5062e388a.jpg?v=1643499292"},{"product_id":"scaletrains-rivet-33366-ho-scale-emd-gp30-rio-grande-small-d-rgw-3015-dcc-loksound","title":"ScaleTrains Rivet 33366 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026RGW 3015 DCC LokSound","description":"\u003ch1\u003eScaleTrains Rivet 33366 HO Scale EMD GP30 Rio Grande \"Small\" D\u0026amp;RGW 3015 DCC LokSound\u003c\/h1\u003e\n\u003cp\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. The first run includes classic roadnames and paint schemes from railroading’s golden age - and versions available for the first time in plastic - like Union Pacific’s Freight and Passenger B Units or CSX \"RDMT\" Slugs.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAll-new model\u003c\/li\u003e\n\u003cli\u003eEra: Late 1980s to Late 1990s\u003c\/li\u003e\n\u003cli\u003eSeries D\u0026amp;RGW 3014-3028, built 1-2\/96, Phase Id\u003c\/li\u003e\n\u003cli\u003eD\u0026amp;RGW 3015\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperating LED-illuminated MARS SBW-2-301 dual signal light in low short hood*\u003c\/li\u003e\n\u003cli\u003eLost-wax brass cast Nathan P-3 (P24R1 configuration) horn mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eSmall “wedge” antenna mounted on the cab roof\u003c\/li\u003e\n\u003cli\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/li\u003e\n\u003cli\u003eDetailed Blomberg-B trucks with mixed square, sloped, and Hyatt bearing housings, elliptical springs, end transom detail, separate sanding lines and brackets, and separate swing hanger detail\u003c\/li\u003e\n\u003cli\u003eSpeed recorder mounted to second axle on right front truck sideframe\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eFully-assembled\u003c\/li\u003e\n\u003cli\u003eMultiple road numbers\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated ground lights on both sides of locomotive*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets**\u003c\/li\u003e\n\u003cli\u003eCab and rear number boards\u003c\/li\u003e\n\u003cli\u003e“McCarty” type re-rail frogs\u003c\/li\u003e\n\u003cli\u003eFront DRGW low plow with MU hose openings and wire form grab irons, and rear multiple unit (MU) hose catch boxes with flat debris deflector\u003c\/li\u003e\n\u003cli\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/li\u003e\n\u003cli\u003ePilot faces without uncoupling lever loop notches\u003c\/li\u003e\n\u003cli\u003eDeck-mounted multiple unit (MU) receptacles\u003c\/li\u003e\n\u003cli\u003e\"Tall\" stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003eHandrail set with center gangway chains\u003c\/li\u003e\n\u003cli\u003eFront and rear standard drop steps\u003c\/li\u003e\n\u003cli\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/li\u003e\n\u003cli\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/li\u003e\n\u003cli\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/li\u003e\n\u003cli\u003eEarly cab sub-base doors with early hinges\u003c\/li\u003e\n\u003cli\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/li\u003e\n\u003cli\u003eGP30 cab with increased length on left (fireman’s) side and inverted cab heater vents\u003c\/li\u003e\n\u003cli\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/li\u003e\n\u003cli\u003eNo cab vents\u003c\/li\u003e\n\u003cli\u003eSliding cab side windows\u003c\/li\u003e\n\u003cli\u003eTall clear wind wings mounted fore and aft of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eStandard EMD sunshades with long sunshade tracks\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood detail\u003c\/li\u003e\n\u003cli\u003eLate single-panel inertial compartment with blanked filter inspection glasses\u003c\/li\u003e\n\u003cli\u003eWire inertial air intake grills\u003c\/li\u003e\n\u003cli\u003eTall turbo exhaust stack\u003c\/li\u003e\n\u003cli\u003eStandard-range dynamic brakes with 48” fan\u003c\/li\u003e\n\u003cli\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/li\u003e\n\u003cli\u003e6-horizontal rib radiator intake grills\u003c\/li\u003e\n\u003cli\u003eCurved radiator fan grab iron\u003c\/li\u003e\n\u003cli\u003eSquare door-style sand fill door on right side hood end\u003c\/li\u003e\n\u003cli\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing\u003c\/li\u003e\n\u003cli\u003eDimensionally accurate truck centers\u003c\/li\u003e\n\u003cli\u003eFrame-mounted bronze bell\u003c\/li\u003e\n\u003cli\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more\u003c\/li\u003e\n\u003cli\u003eMotor with 5-pole skew wound armature\u003c\/li\u003e\n\u003cli\u003eDual flywheels\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pick-up\u003c\/li\u003e\n\u003cli\u003eDirectional LED-illuminated headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\u003c\/li\u003e\n\u003cli\u003ePaint colors match Tru-Color Paint color: (note TCP item number and color)\u003c\/li\u003e\n\u003cli\u003eOperates on Code 70, 83 and 100 rail\u003c\/li\u003e\n\u003cli\u003ePackaging safely stores model\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003cli\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/li\u003e\n\u003cli\u003eTwo (2) cube-type speakers\u003c\/li\u003e\n\u003cli\u003ePrime mover sound\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e16-cylinder 567D3 prime mover sound\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eESU designed “PowerPack” with two super capacitors***\u003c\/li\u003e\n\u003cli\u003eOperates on both DC and DCC layouts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperable on DC layouts\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003csmall\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003cbr\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\u003cbr\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/small\u003e\u003c\/p\u003e\n\u003cp\u003eThe 1960s … a turbulent decade of change, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 from 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. And 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 were not afraid to send them all over the system on all types of assignments. In fact, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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, as well as 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 which was also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, as well as 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\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":42491549483221,"sku":"SXT33366","price":289.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/gp30-rio-grande-small-d-rgw_dd7a7709-77ab-4570-8b1f-3b6e3d100020.jpg?v=1643499335"},{"product_id":"scaletrains-rivet-33377-ho-scale-emd-gp30-rio-grande-large-d-rgw-3027","title":"ScaleTrains Rivet 33377 HO Scale EMD GP30 Rio Grande \"Large\" D\u0026RGW 3027","description":"\u003ch1\u003eScaleTrains Rivet 33377 HO Scale EMD GP30 Rio Grande \"Large\" D\u0026amp;RGW 3027\u003c\/h1\u003e\n\u003cp\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. The first run includes classic roadnames and paint schemes from railroading’s golden age - and versions available for the first time in plastic - like Union Pacific’s Freight and Passenger B Units or CSX \"RDMT\" Slugs.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAll-new model\u003c\/li\u003e\n\u003cli\u003eEra: Late 1980s to Late 1990s\u003c\/li\u003e\n\u003cli\u003eSeries D\u0026amp;RGW 3014-3028, built 1-2\/96, Phase Id\u003c\/li\u003e\n\u003cli\u003eD\u0026amp;RGW 3027\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eSpeed recorder mounted to second axle on right front truck sideframe\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eFully-assembled\u003c\/li\u003e\n\u003cli\u003eMultiple road numbers\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated Pyle-National (Translite) #20585 Gyralite dual signal light in low short hood*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated ground lights on both sides of locomotive*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets**\u003c\/li\u003e\n\u003cli\u003eCab and rear number boards\u003c\/li\u003e\n\u003cli\u003e“McCarty” type re-rail frogs\u003c\/li\u003e\n\u003cli\u003eFront DRGW low plow with MU hose openings and wire form grab irons, and rear multiple unit (MU) hose catch boxes with flat debris deflector\u003c\/li\u003e\n\u003cli\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/li\u003e\n\u003cli\u003ePilot faces without uncoupling lever loop notches\u003c\/li\u003e\n\u003cli\u003eDeck-mounted multiple unit (MU) receptacles\u003c\/li\u003e\n\u003cli\u003e\"Tall\" stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003eHandrail set with center gangway chains\u003c\/li\u003e\n\u003cli\u003eFront and rear standard drop steps\u003c\/li\u003e\n\u003cli\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/li\u003e\n\u003cli\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/li\u003e\n\u003cli\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/li\u003e\n\u003cli\u003eEarly cab sub-base doors with early hinges\u003c\/li\u003e\n\u003cli\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/li\u003e\n\u003cli\u003eGP30 cab with increased length on left (fireman’s) side and inverted cab heater vents\u003c\/li\u003e\n\u003cli\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/li\u003e\n\u003cli\u003eNo cab vents\u003c\/li\u003e\n\u003cli\u003eSliding cab side windows\u003c\/li\u003e\n\u003cli\u003eTall clear wind wings mounted fore and aft of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eStandard EMD sunshades with long sunshade tracks\u003c\/li\u003e\n\u003cli\u003eLost-wax brass cast Nathan M-3 (M3R1 configuration) horn mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eStandard-height large Sinclair Excalibur “ice skate” antenna mounted on the cab roof\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood detail\u003c\/li\u003e\n\u003cli\u003eLate single-panel inertial compartment with blanked filter inspection glasses\u003c\/li\u003e\n\u003cli\u003eWire inertial air intake grills\u003c\/li\u003e\n\u003cli\u003eTall turbo exhaust stack\u003c\/li\u003e\n\u003cli\u003eStandard-range dynamic brakes with 48” fan\u003c\/li\u003e\n\u003cli\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/li\u003e\n\u003cli\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/li\u003e\n\u003cli\u003e6-horizontal rib radiator intake grills\u003c\/li\u003e\n\u003cli\u003eCurved radiator fan grab iron\u003c\/li\u003e\n\u003cli\u003eSquare door-style sand fill door on right side hood end\u003c\/li\u003e\n\u003cli\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing\u003c\/li\u003e\n\u003cli\u003eDetailed Blomberg-B trucks with mixed square, sloped, and Hyatt bearing housings, elliptical springs, end transom detail, separate sanding lines and brackets, and separate swing hanger detail\u003c\/li\u003e\n\u003cli\u003eDimensionally accurate truck centers\u003c\/li\u003e\n\u003cli\u003eFrame-mounted bronze bell\u003c\/li\u003e\n\u003cli\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more\u003c\/li\u003e\n\u003cli\u003eMotor with 5-pole skew wound armature\u003c\/li\u003e\n\u003cli\u003eDual flywheels\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pick-up\u003c\/li\u003e\n\u003cli\u003eDirectional LED-illuminated headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\u003c\/li\u003e\n\u003cli\u003ePaint colors match Tru-Color Paint color: (note TCP item number and color)\u003c\/li\u003e\n\u003cli\u003eOperates on Code 70, 83 and 100 rail\u003c\/li\u003e\n\u003cli\u003ePackaging safely stores model\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cul\u003e\n\u003cli\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/li\u003e\n\u003cli\u003eTwo (2) cube-type speakers\u003c\/li\u003e\n\u003cli\u003ePrime mover sound\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e16-cylinder 567D3 prime mover sound\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eESU designed “PowerPack” with two super capacitors***\u003c\/li\u003e\n\u003cli\u003eOperates on both DC and DCC layouts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperable on DC layouts\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003csmall\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003cbr\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\u003cbr\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/small\u003e\u003c\/p\u003e\n\u003cp\u003eThe 1960s … a turbulent decade of change, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 from 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. And 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 were not afraid to send them all over the system on all types of assignments. In fact, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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, as well as 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 which was also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, as well as 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\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":42491601486037,"sku":"SXT33377","price":194.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-rivet-33377-ho-scale-emd-gp30-rio-grande-large-d-rgw-3027.jpg?v=1643500181"},{"product_id":"scaletrains-rivet-33376-ho-scale-emd-gp30-rio-grande-large-d-rgw-3027-dcc-loksound","title":"ScaleTrains Rivet 33376 HO Scale EMD GP30 Rio Grande \"Large\" D\u0026RGW 3027 DCC LokSound","description":"\u003ch1\u003eScaleTrains Rivet 33376 HO Scale EMD GP30 Rio Grande \"Large\" D\u0026amp;RGW 3027 DCC LokSound\u003c\/h1\u003e\n\u003cp\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. The first run includes classic roadnames and paint schemes from railroading’s golden age - and versions available for the first time in plastic - like Union Pacific’s Freight and Passenger B Units or CSX \"RDMT\" Slugs.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAll-new model\u003c\/li\u003e\n\u003cli\u003eEra: Late 1980s to Late 1990s\u003c\/li\u003e\n\u003cli\u003eSeries D\u0026amp;RGW 3014-3028, built 1-2\/96, Phase Id\u003c\/li\u003e\n\u003cli\u003eD\u0026amp;RGW 3027\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eSpeed recorder mounted to second axle on right front truck sideframe\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eFully-assembled\u003c\/li\u003e\n\u003cli\u003eMultiple road numbers\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated Pyle-National (Translite) #20585 Gyralite dual signal light in low short hood*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated ground lights on both sides of locomotive*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets**\u003c\/li\u003e\n\u003cli\u003eCab and rear number boards\u003c\/li\u003e\n\u003cli\u003e“McCarty” type re-rail frogs\u003c\/li\u003e\n\u003cli\u003eFront DRGW low plow with MU hose openings and wire form grab irons, and rear multiple unit (MU) hose catch boxes with flat debris deflector\u003c\/li\u003e\n\u003cli\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/li\u003e\n\u003cli\u003ePilot faces without uncoupling lever loop notches\u003c\/li\u003e\n\u003cli\u003eDeck-mounted multiple unit (MU) receptacles\u003c\/li\u003e\n\u003cli\u003e\"Tall\" stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003eHandrail set with center gangway chains\u003c\/li\u003e\n\u003cli\u003eFront and rear standard drop steps\u003c\/li\u003e\n\u003cli\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/li\u003e\n\u003cli\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/li\u003e\n\u003cli\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/li\u003e\n\u003cli\u003eEarly cab sub-base doors with early hinges\u003c\/li\u003e\n\u003cli\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/li\u003e\n\u003cli\u003eGP30 cab with increased length on left (fireman’s) side and inverted cab heater vents\u003c\/li\u003e\n\u003cli\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/li\u003e\n\u003cli\u003eNo cab vents\u003c\/li\u003e\n\u003cli\u003eSliding cab side windows\u003c\/li\u003e\n\u003cli\u003eTall clear wind wings mounted fore and aft of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eStandard EMD sunshades with long sunshade tracks\u003c\/li\u003e\n\u003cli\u003eLost-wax brass cast Nathan M-3 (M3R1 configuration) horn mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eStandard-height large Sinclair Excalibur “ice skate” antenna mounted on the cab roof\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood detail\u003c\/li\u003e\n\u003cli\u003eLate single-panel inertial compartment with blanked filter inspection glasses\u003c\/li\u003e\n\u003cli\u003eWire inertial air intake grills\u003c\/li\u003e\n\u003cli\u003eTall turbo exhaust stack\u003c\/li\u003e\n\u003cli\u003eStandard-range dynamic brakes with 48” fan\u003c\/li\u003e\n\u003cli\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/li\u003e\n\u003cli\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/li\u003e\n\u003cli\u003e6-horizontal rib radiator intake grills\u003c\/li\u003e\n\u003cli\u003eCurved radiator fan grab iron\u003c\/li\u003e\n\u003cli\u003eSquare door-style sand fill door on right side hood end\u003c\/li\u003e\n\u003cli\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing\u003c\/li\u003e\n\u003cli\u003eDetailed Blomberg-B trucks with mixed square, sloped, and Hyatt bearing housings, elliptical springs, end transom detail, separate sanding lines and brackets, and separate swing hanger detail\u003c\/li\u003e\n\u003cli\u003eDimensionally accurate truck centers\u003c\/li\u003e\n\u003cli\u003eFrame-mounted bronze bell\u003c\/li\u003e\n\u003cli\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more\u003c\/li\u003e\n\u003cli\u003eMotor with 5-pole skew wound armature\u003c\/li\u003e\n\u003cli\u003eDual flywheels\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pick-up\u003c\/li\u003e\n\u003cli\u003eDirectional LED-illuminated headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\u003c\/li\u003e\n\u003cli\u003ePaint colors match Tru-Color Paint color: (note TCP item number and color)\u003c\/li\u003e\n\u003cli\u003eOperates on Code 70, 83 and 100 rail\u003c\/li\u003e\n\u003cli\u003ePackaging safely stores model\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cul\u003e\n\u003cli\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/li\u003e\n\u003cli\u003eTwo (2) cube-type speakers\u003c\/li\u003e\n\u003cli\u003ePrime mover sound\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e16-cylinder 567D3 prime mover sound\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eESU designed “PowerPack” with two super capacitors***\u003c\/li\u003e\n\u003cli\u003eOperates on both DC and DCC layouts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperable on DC layouts\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003csmall\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003cbr\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\u003cbr\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/small\u003e\u003c\/p\u003e\n\u003cp\u003eThe 1960s … a turbulent decade of change, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 from 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. And 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 were not afraid to send them all over the system on all types of assignments. In fact, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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, as well as 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 which was also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, as well as 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\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":42491601682645,"sku":"SXT33376","price":289.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-rivet-33376-ho-scale-emd-gp30-rio-grande-large-d-rgw-3027-dcc-loksound.jpg?v=1643500218"},{"product_id":"scaletrains-rivet-33375-ho-scale-emd-gp30-rio-grande-large-d-rgw-3014","title":"ScaleTrains Rivet 33375 HO Scale EMD GP30 Rio Grande \"Large\" D\u0026RGW 3014","description":"\u003ch1\u003eScaleTrains Rivet 33375 HO Scale EMD GP30 Rio Grande \"Large\" D\u0026amp;RGW 3014\u003c\/h1\u003e\n\u003cp\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. The first run includes classic roadnames and paint schemes from railroading’s golden age - and versions available for the first time in plastic - like Union Pacific’s Freight and Passenger B Units or CSX \"RDMT\" Slugs.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAll-new model\u003c\/li\u003e\n\u003cli\u003eEra: Late 1980s to Late 1990s\u003c\/li\u003e\n\u003cli\u003eSeries D\u0026amp;RGW 3014-3028, built 1-2\/96, Phase Id\u003c\/li\u003e\n\u003cli\u003eD\u0026amp;RGW 3014\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eSpeed recorders mounted to second axle on right and left front truck sideframes\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eFully-assembled\u003c\/li\u003e\n\u003cli\u003eMultiple road numbers\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated Pyle-National (Translite) #20585 Gyralite dual signal light in low short hood*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated ground lights on both sides of locomotive*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets**\u003c\/li\u003e\n\u003cli\u003eCab and rear number boards\u003c\/li\u003e\n\u003cli\u003e“McCarty” type re-rail frogs\u003c\/li\u003e\n\u003cli\u003eFront DRGW low plow with MU hose openings and wire form grab irons, and rear multiple unit (MU) hose catch boxes with flat debris deflector\u003c\/li\u003e\n\u003cli\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/li\u003e\n\u003cli\u003ePilot faces without uncoupling lever loop notches\u003c\/li\u003e\n\u003cli\u003eDeck-mounted multiple unit (MU) receptacles\u003c\/li\u003e\n\u003cli\u003e\"Tall\" stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003eHandrail set with center gangway chains\u003c\/li\u003e\n\u003cli\u003eFront and rear standard drop steps\u003c\/li\u003e\n\u003cli\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/li\u003e\n\u003cli\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/li\u003e\n\u003cli\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/li\u003e\n\u003cli\u003eEarly cab sub-base doors with early hinges\u003c\/li\u003e\n\u003cli\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/li\u003e\n\u003cli\u003eGP30 cab with increased length on left (fireman’s) side and inverted cab heater vents\u003c\/li\u003e\n\u003cli\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/li\u003e\n\u003cli\u003eNo cab vents\u003c\/li\u003e\n\u003cli\u003eSliding cab side windows\u003c\/li\u003e\n\u003cli\u003eTall clear wind wings mounted fore and aft of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eStandard EMD sunshades with long sunshade tracks\u003c\/li\u003e\n\u003cli\u003eLost-wax brass cast Nathan M-3 (M3R1 configuration) horn mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eStandard-height large Sinclair Excalibur “ice skate” antenna mounted on the cab roof\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood detail\u003c\/li\u003e\n\u003cli\u003eLate single-panel inertial compartment with blanked filter inspection glasses\u003c\/li\u003e\n\u003cli\u003eWire inertial air intake grills\u003c\/li\u003e\n\u003cli\u003eTall turbo exhaust stack\u003c\/li\u003e\n\u003cli\u003eStandard-range dynamic brakes with 48” fan\u003c\/li\u003e\n\u003cli\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/li\u003e\n\u003cli\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/li\u003e\n\u003cli\u003e6-horizontal rib radiator intake grills\u003c\/li\u003e\n\u003cli\u003eCurved radiator fan grab iron\u003c\/li\u003e\n\u003cli\u003eSquare door-style sand fill door on right side hood end\u003c\/li\u003e\n\u003cli\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing\u003c\/li\u003e\n\u003cli\u003eDetailed Blomberg-B trucks with mixed square, sloped, and Hyatt bearing housings, elliptical springs, end transom detail, separate sanding lines and brackets, and separate swing hanger detail\u003c\/li\u003e\n\u003cli\u003eDimensionally accurate truck centers\u003c\/li\u003e\n\u003cli\u003eFrame-mounted bronze bell\u003c\/li\u003e\n\u003cli\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more\u003c\/li\u003e\n\u003cli\u003eMotor with 5-pole skew wound armature\u003c\/li\u003e\n\u003cli\u003eDual flywheels\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pick-up\u003c\/li\u003e\n\u003cli\u003eDirectional LED-illuminated headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\u003c\/li\u003e\n\u003cli\u003ePaint colors match Tru-Color Paint color: (note TCP item number and color)\u003c\/li\u003e\n\u003cli\u003eOperates on Code 70, 83 and 100 rail\u003c\/li\u003e\n\u003cli\u003ePackaging safely stores model\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cul\u003e\n\u003cli\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/li\u003e\n\u003cli\u003eTwo (2) cube-type speakers\u003c\/li\u003e\n\u003cli\u003ePrime mover sound\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e16-cylinder 567D3 prime mover sound\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eESU designed “PowerPack” with two super capacitors***\u003c\/li\u003e\n\u003cli\u003eOperates on both DC and DCC layouts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperable on DC layouts\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003csmall\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003cbr\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\u003cbr\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/small\u003e\u003c\/p\u003e\n\u003cp\u003eThe 1960s … a turbulent decade of change, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 from 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. And 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 were not afraid to send them all over the system on all types of assignments. In fact, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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, as well as 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 which was also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, as well as 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\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":42491601748181,"sku":"SXT33375","price":194.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-rivet-33375-ho-scale-emd-gp30-rio-grande-large-d-rgw-3014.jpg?v=1643500273"},{"product_id":"scaletrains-rivet-33374-ho-scale-emd-gp30-rio-grande-large-d-rgw-3014-dcc-loksound","title":"ScaleTrains Rivet 33374 HO Scale EMD GP30 Rio Grande \"Large\" D\u0026RGW 3014 DCC LokSound","description":"\u003ch1\u003eScaleTrains Rivet 33374 HO Scale EMD GP30 Rio Grande \"Large\" D\u0026amp;RGW 3014 DCC LokSound\u003c\/h1\u003e\n\u003cp\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. The first run includes classic roadnames and paint schemes from railroading’s golden age - and versions available for the first time in plastic - like Union Pacific’s Freight and Passenger B Units or CSX \"RDMT\" Slugs.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAll-new model\u003c\/li\u003e\n\u003cli\u003eEra: Late 1980s to Late 1990s\u003c\/li\u003e\n\u003cli\u003eSeries D\u0026amp;RGW 3014-3028, built 1-2\/96, Phase Id\u003c\/li\u003e\n\u003cli\u003eD\u0026amp;RGW 3014\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eSpeed recorders mounted to second axle on right and left front truck sideframes\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eFully-assembled\u003c\/li\u003e\n\u003cli\u003eMultiple road numbers\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated Pyle-National (Translite) #20585 Gyralite dual signal light in low short hood*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated ground lights on both sides of locomotive*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated “hemisphere” walkway lights on hood ends, and at end of raised walkway duct*\u003c\/li\u003e\n\u003cli\u003eOperating LED-illuminated tricolor front and rear flush-mounted class lights with lenses and raised gaskets**\u003c\/li\u003e\n\u003cli\u003eCab and rear number boards\u003c\/li\u003e\n\u003cli\u003e“McCarty” type re-rail frogs\u003c\/li\u003e\n\u003cli\u003eFront DRGW low plow with MU hose openings and wire form grab irons, and rear multiple unit (MU) hose catch boxes with flat debris deflector\u003c\/li\u003e\n\u003cli\u003e3-hose multiple unit (MU) hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eSemi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFront and rear straight uncoupling levers with retrofitted switchman grab handles\u003c\/li\u003e\n\u003cli\u003ePilot faces without uncoupling lever loop notches\u003c\/li\u003e\n\u003cli\u003eDeck-mounted multiple unit (MU) receptacles\u003c\/li\u003e\n\u003cli\u003e\"Tall\" stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003eHandrail set with center gangway chains\u003c\/li\u003e\n\u003cli\u003eFront and rear standard drop steps\u003c\/li\u003e\n\u003cli\u003eScale sectioned treadplate detail with EMD early “X” style pattern\u003c\/li\u003e\n\u003cli\u003e81” GP30 low short hood with ratchet handbrake and square sand fill\u003c\/li\u003e\n\u003cli\u003eHinged battery box doors with early hinges and narrow louvers\u003c\/li\u003e\n\u003cli\u003eEarly cab sub-base doors with early hinges\u003c\/li\u003e\n\u003cli\u003eFront standard EMD LED-illuminated headlight with lenses on number board housing\u003c\/li\u003e\n\u003cli\u003eGP30 cab with increased length on left (fireman’s) side and inverted cab heater vents\u003c\/li\u003e\n\u003cli\u003eDetailed cab interior with separate floor, rear wall, seats, and standard AAR control stand\u003c\/li\u003e\n\u003cli\u003eNo cab vents\u003c\/li\u003e\n\u003cli\u003eSliding cab side windows\u003c\/li\u003e\n\u003cli\u003eTall clear wind wings mounted fore and aft of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eStandard EMD sunshades with long sunshade tracks\u003c\/li\u003e\n\u003cli\u003eLost-wax brass cast Nathan M-3 (M3R1 configuration) horn mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eStandard-height large Sinclair Excalibur “ice skate” antenna mounted on the cab roof\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood detail\u003c\/li\u003e\n\u003cli\u003eLate single-panel inertial compartment with blanked filter inspection glasses\u003c\/li\u003e\n\u003cli\u003eWire inertial air intake grills\u003c\/li\u003e\n\u003cli\u003eTall turbo exhaust stack\u003c\/li\u003e\n\u003cli\u003eStandard-range dynamic brakes with 48” fan\u003c\/li\u003e\n\u003cli\u003eLate See-through dynamic brake intake grills with horizontal wires through vertical vanes\u003c\/li\u003e\n\u003cli\u003eSee-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan\u003c\/li\u003e\n\u003cli\u003e6-horizontal rib radiator intake grills\u003c\/li\u003e\n\u003cli\u003eCurved radiator fan grab iron\u003c\/li\u003e\n\u003cli\u003eSquare door-style sand fill door on right side hood end\u003c\/li\u003e\n\u003cli\u003eRear LED-illuminated horizontal headlight with lenses\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing\u003c\/li\u003e\n\u003cli\u003eDetailed Blomberg-B trucks with mixed square, sloped, and Hyatt bearing housings, elliptical springs, end transom detail, separate sanding lines and brackets, and separate swing hanger detail\u003c\/li\u003e\n\u003cli\u003eDimensionally accurate truck centers\u003c\/li\u003e\n\u003cli\u003eFrame-mounted bronze bell\u003c\/li\u003e\n\u003cli\u003e2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied wire grab irons, photoetched lift rings, windshield wipers, trainline hoses with silver gladhands, air tanks, sand hatch covers and more\u003c\/li\u003e\n\u003cli\u003eMotor with 5-pole skew wound armature\u003c\/li\u003e\n\u003cli\u003eDual flywheels\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pick-up\u003c\/li\u003e\n\u003cli\u003eDirectional LED-illuminated headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\u003c\/li\u003e\n\u003cli\u003ePaint colors match Tru-Color Paint color: (note TCP item number and color)\u003c\/li\u003e\n\u003cli\u003eOperates on Code 70, 83 and 100 rail\u003c\/li\u003e\n\u003cli\u003ePackaging safely stores model\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cul\u003e\n\u003cli\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle”\u003c\/li\u003e\n\u003cli\u003eTwo (2) cube-type speakers\u003c\/li\u003e\n\u003cli\u003ePrime mover sound\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e16-cylinder 567D3 prime mover sound\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eESU designed “PowerPack” with two super capacitors***\u003c\/li\u003e\n\u003cli\u003eOperates on both DC and DCC layouts\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eDC\/DCC \u0026amp; sound-ready locomotives also feature:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOperable on DC layouts\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003csmall\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003cbr\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\u003cbr\u003e***“PowerPack” feature only compatible with appropriately programmed ESU decoders operating on a DCC layout\u003c\/small\u003e\u003c\/p\u003e\n\u003cp\u003eThe 1960s … a turbulent decade of change, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 from 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. And 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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 were not afraid to send them all over the system on all types of assignments. In fact, 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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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\/p\u003e\n\u003cp\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, as well as 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 which was also photographed, measured, and LIDAR scanned for the project. Thanks to EMDs solid design, as well as 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\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":42491601846485,"sku":"SXT33374","price":289.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-rivet-33374-ho-scale-emd-gp30-rio-grande-large-d-rgw-3014-dcc-loksound.jpg?v=1643500312"},{"product_id":"walthers-mainline-910-19971-ho-scale-emd-f7a-b-diesel-set-rio-grande-d-rgw-5681-5682-dcc-sound","title":"Walthers Mainline 910-19971 HO Scale EMD F7A-B Diesel Set Rio Grande D\u0026RGW 5681\/5682 DCC Sound","description":"\u003ch1\u003eWalthers Mainline 910-19971 HO Scale EMD F7A-B Diesel Set Rio Grande D\u0026amp;RGW 5681\/5682 DCC Sound\u003c\/h1\u003e\n\u003cp\u003eAdd classic diesel power to your HO roster in minutes with WalthersMainline F7 diesels! Introduced in 1949 as railroads began dieselizing with a vengeance, they were equally at home in freight or passenger service. Delivered in a rainbow of color schemes for nearly every railroad in America, many served into the 1980s. Ready to take on any assignment on your HO railroad.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOne time run of these road numbers, order now - limited quantity available!\u003c\/li\u003e\n\u003cli\u003ePrototypes in freight and passenger service from 1949 to the 1980s\u003c\/li\u003e\n\u003cli\u003eColorful paint and lettering schemes\u003c\/li\u003e\n\u003cli\u003eFactory-installed handrails\u003c\/li\u003e\n\u003cli\u003eAvailable with ESU Sound for DCC and DC layouts featuring:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e4 function outputs with brightness control by CV\u003c\/li\u003e\n\u003cli\u003eFully DCC compatible\u003c\/li\u003e\n\u003cli\u003e14, 28, 128 speed steps\u003c\/li\u003e\n\u003cli\u003eDual mode DC and DCC\u003c\/li\u003e\n\u003cli\u003e4 air horns changeable by CVs\u003c\/li\u003e\n\u003cli\u003e2 bells changeable by CVs\u003c\/li\u003e\n\u003cli\u003eFull 8-notch prime mover sounds\u003c\/li\u003e\n\u003cli\u003eCompressor\u003c\/li\u003e\n\u003cli\u003eDynamic brake\u003c\/li\u003e\n\u003cli\u003eMultiple realistic lighting effects\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eSame powerful drive as WalthersProto(R) locos featuring:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eFive-pole skew-wound motor\u003c\/li\u003e\n\u003cli\u003e14:1 gear ratio\u003c\/li\u003e\n\u003cli\u003eHelical-cut gears for quiet, easy multiple unit operation\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive and electrical pickup\u003c\/li\u003e\n\u003cli\u003eDual machined brass flywheels\u003c\/li\u003e\n\u003cli\u003eHeavy die cast metal chassis\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eLED Mars Light (upper) and headlight (lower) on A Unit\u003c\/li\u003e\n\u003cli\u003e21-pin plug on Standard DC models for easy DCC conversion\u003c\/li\u003e\n\u003cli\u003eCorrect size RP-25 metal wheels\u003c\/li\u003e\n\u003cli\u003eProto MAX(TM) metal knuckle couplers\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003ePLEASE NOTE: When operating Walthers-branded DCC-equipped locomotives in DC mode, do not use power packs that exceed an 18V rating. This includes MRC 1300-series power packs, which have known issues with our decoders.\u003c\/p\u003e\n\u003cp\u003eAlternate horns and bell sounds can be programmed on the sound decoder using these CVs:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eHorns:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eCV163 = 0 - Leslie A-200\u003c\/li\u003e\n\u003cli\u003eCV163 = 1 - Wabco Single Chime\u003c\/li\u003e\n\u003cli\u003eCV163 = 2 - Nathan M3\u003c\/li\u003e\n\u003cli\u003eCV163 = 3 - Leslie S3L\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eBells:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eCV164 = 0 - Bronze Bell (default)\u003c\/li\u003e\n\u003cli\u003eCV164 = 1 - Steel Bell\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e","brand":"Walthers Mainline","offers":[{"title":"Default Title","offer_id":42523149369557,"sku":"910-19971","price":339.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-mainline-910-19971-ho-scale-emd-f7a-b-diesel-set-rio-grande-d-rgw-5681-5682-dcc-sound.jpg?v=1644083630"},{"product_id":"walthers-mainline-910-9954-ho-scale-emd-f7a-b-diesel-set-rio-grande-d-rgw-5714-5713","title":"Walthers Mainline 910-9954 HO Scale EMD F7A-B Diesel Set Rio Grande D\u0026RGW 5714\/5713","description":"\u003ch1\u003eWalthers Mainline 910-9954 HO Scale EMD F7A-B Diesel Set Rio Grande D\u0026amp;RGW 5714\/5713\u003c\/h1\u003e\n\u003cp\u003eAdd classic diesel power to your HO roster in minutes with WalthersMainline F7 diesels! Introduced in 1949 as railroads began dieselizing with a vengeance, they were equally at home in freight or passenger service. Delivered in a rainbow of color schemes for nearly every railroad in America, many served into the 1980s. Ready to take on any assignment on your HO railroad.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOne time run of these road numbers, order now - limited quantity available!\u003c\/li\u003e\n\u003cli\u003ePrototypes in freight and passenger service from 1949 to the 1980s\u003c\/li\u003e\n\u003cli\u003eColorful paint and lettering schemes\u003c\/li\u003e\n\u003cli\u003eFactory-installed handrails\u003c\/li\u003e\n\u003cli\u003eSame powerful drive as WalthersProto(R) locos featuring:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eFive-pole skew-wound motor\u003c\/li\u003e\n\u003cli\u003e14:1 gear ratio\u003c\/li\u003e\n\u003cli\u003eHelical-cut gears for quiet, easy multiple unit operation\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive and electrical pickup\u003c\/li\u003e\n\u003cli\u003eDual machined brass flywheels\u003c\/li\u003e\n\u003cli\u003eHeavy die cast metal chassis\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eLED Mars Light (upper) and headlight (lower) on A Unit\u003c\/li\u003e\n\u003cli\u003e21-pin plug on Standard DC models for easy DCC conversion\u003c\/li\u003e\n\u003cli\u003eCorrect size RP-25 metal wheels\u003c\/li\u003e\n\u003cli\u003eProto MAX(TM) metal knuckle couplers\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eNOTE: Road number may vary from picture shown.\u003c\/p\u003e","brand":"Walthers Mainline","offers":[{"title":"Default Title","offer_id":42523184758997,"sku":"910-9954","price":239.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-mainline-910-9954-ho-scale-emd-f7a-b-diesel-set-rio-grande-d-rgw-5714-5713.jpg?v=1644084395"},{"product_id":"broadway-limited-bli-7571-ho-scale-emd-gp30-rio-grande-small-logo-d-rgw-3018-paragon4","title":"Broadway Limited BLI 7571 HO Scale EMD GP30 Rio Grande \"Small Logo\" D\u0026RGW 3018 Paragon4","description":"\u003ch1\u003eBroadway Limited BLI 7571 HO Scale EMD GP30 Rio Grande \"Small Logo\" D\u0026amp;RGW 3018 Paragon4\u003c\/h1\u003e\n\u003cp\u003eThe EMD GP30 is a 4-axle diesel-electric locomotive built by General Motors Electro-Motive Division between July 1961 and November 1963. A total of 948 units were built for railroads in the United States and Canada. The GP30's were designed to compete with GE's U25B. The U25B offered 2500 horsepower, while the existing EMD GP20 was only rated at 2,000 hp. The EMD's engineering department ended up using a 16 cylinder 567D3 engine that produced 2250 hp for the GP30. They also made several improvements on the GP20 design meant to match the U25B - a sealed airtight long hood, a single central air intake, and easier access for maintenance. These changes required more space behind the cab, and this was achieved vertically by raising the height of the locomotive, providing space for the central air system, the turbocharger, and electrical cabinet. This increased height meant a new body was required. EMD wanted the new body to be modern and updated, so the GM Automotive Styling Center created the GP30's unique \"hump\" and cab roof profile.\u003c\/p\u003e\n\u003cp\u003eIn the first production, BLI is modeling eleven railroads and twelve distinct paint schemes - all models with prototypically accurate road numbers and paint schemes. Each model has our newest Paragon4 Sound\/DC\/DCC control system featuring Rolling Thunder, and equipped with integral GoPack capacitor packs. All of the models have road-specific details and lighting.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eParagon4 Sound \u0026amp; Control System featuring ROLLING THUNDER\u003c\/li\u003e\n\u003cli\u003eIntegral Dual-Mode Decoder with Back EMF for Superb Slow Speed Operation in DC and DCC\u003c\/li\u003e\n\u003cli\u003ePrecision Drive Mechanism Engineered for Heavy Towing and Smooth Slow Speed Operation\u003c\/li\u003e\n\u003cli\u003eAll Wheel Electrical Pick-up\u003c\/li\u003e\n\u003cli\u003eABS Body with Die Cast Chassis for Maximum Tractive Effort\u003c\/li\u003e\n\u003cli\u003ePremium Caliber Painting\u003c\/li\u003e\n\u003cli\u003ePrototypically Accurate Paint Schemes and Road Numbers\u003c\/li\u003e\n\u003cli\u003eMany Separately Applied Details such as Handrails, Grab Irons, Horn, Bell, Wipers, and Etched Metal Grills\u003c\/li\u003e\n\u003cli\u003ePrototypical Light Operation - accurate for each paint scheme\u003c\/li\u003e\n\u003cli\u003ePrototypically Accurate Sounds for the EMD GP30 Diesel Locomotive\u003c\/li\u003e\n\u003cli\u003eMetal Kadee-compatible Couplers (2)\u003c\/li\u003e\n\u003cli\u003eWill Operate on Code 70, Code 83, and Code 100 Rail\u003c\/li\u003e\n\u003cli\u003eMinimum Operating Radius: 18 inches\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eIndividually controllable lights in the EMD GP30 models:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eHeadlight\u003c\/li\u003e\n\u003cli\u003eRear Light\u003c\/li\u003e\n\u003cli\u003eNumberboard Lights (Front \u0026amp; Rear)\u003c\/li\u003e\n\u003cli\u003eFront Classification Lights\u003c\/li\u003e\n\u003cli\u003eRear Classification Lights\u003c\/li\u003e\n\u003cli\u003eCab Light\u003c\/li\u003e\n\u003cli\u003eMars Light (where appropriate)\u003c\/li\u003e\n\u003cli\u003eRotary Beacon (where appropriate)\u003c\/li\u003e\n\u003cli\u003eDitch Lights (where appropriate)\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eRoad-specific detail options that are prototypically accurate for each road name:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eTruck sideframes\u003c\/li\u003e\n\u003cli\u003eDynamic brake hatch\u003c\/li\u003e\n\u003cli\u003eRoof fan arrangement and type\u003c\/li\u003e\n\u003cli\u003eShort hood detail arrangement\u003c\/li\u003e\n\u003cli\u003eLong hood end detail arrangement\u003c\/li\u003e\n\u003cli\u003eHigh short hood option where accurate\u003c\/li\u003e\n\u003cli\u003eHorn type and location\u003c\/li\u003e\n\u003cli\u003eBell location\u003c\/li\u003e\n\u003cli\u003eFront pilot details\u003c\/li\u003e\n\u003cli\u003eRear pilot details\u003c\/li\u003e\n\u003cli\u003eCut level details\u003c\/li\u003e\n\u003cli\u003eMU receptacle arrangement\u003c\/li\u003e\n\u003cli\u003eSunshade options\u003c\/li\u003e\n\u003cli\u003eAntenna type and location\u003c\/li\u003e\n\u003cli\u003eWind deflector type\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBroadway Limited Imports is proud to introduce Paragon4\u003cbr\u003eThe new benchmark for premium HO sound-equipped locomotives. These DC and DCC-Sound equipped locomotives feature the ALL-NEW Paragon4 sound and control system. Each Paragon4 locomotive comes with BLI's own integral DCC Decoder factory installed. Paragon4 locomotives offer Dual Mode DC and DCC operation with superb back EMF motor control, improved DC motor control, built-in capacitor pack for more reliable electrical pick-up, industry best on-board sound with Rolling Thunder functionality, Pro Lighting Mode for prototypical light control, Switcher model for precise low speed control, recordable DCC operation for automated playback, and the same excellent detail level as Broadway Limited's Paragon3 Series models.\u003c\/p\u003e\n\u003cp\u003eParagon4 Sound \u0026amp; Control System Features:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOperates in DC \u0026amp; DCC with improved DC speed control (use DCMaster for DC Sound)\u003c\/li\u003e\n\u003cli\u003eBuilt-In extra capacitance to navigate imperfect track\u003c\/li\u003e\n\u003cli\u003ePro Lighting Mode offers individual control of all lights on model\u003c\/li\u003e\n\u003cli\u003eSwitcher Mode for precise low speed control\u003c\/li\u003e\n\u003cli\u003eRecord \u0026amp; Play Operation - Records and plays back sounds and movements once or repeatedly for automatic operation\u003c\/li\u003e\n\u003cli\u003eHigh Resolution Audio\u003c\/li\u003e\n\u003cli\u003eQuillable Horn for various whistle lengths and patterns\u003c\/li\u003e\n\u003cli\u003eChoice of 3 selectable Horns\u003c\/li\u003e\n\u003cli\u003eAlternate Whistle \/ Horn where applicable for locomotive with air horn and steam whistle - both the main whistle and alternate can be easily played\u003c\/li\u003e\n\u003cli\u003eAdjustable bell ringing interval for faster or slower bell\u003c\/li\u003e\n\u003cli\u003eNumerous user-mappable functions with available keys\u003c\/li\u003e\n\u003cli\u003eMultiple realistic passenger and crew sounds play on command\u003c\/li\u003e\n\u003cli\u003eGrade Crossing Automatic Signal\u003c\/li\u003e\n\u003cli\u003eAutomatic Forward \/ Reverse Signal\u003c\/li\u003e\n\u003cli\u003ePrime Mover sound intensity varies with load\u003c\/li\u003e\n\u003cli\u003eIndividually adjustable sound volumes for each effect\u003c\/li\u003e\n\u003cli\u003eEZ Reset Button for quick return to factory default settings\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eNOTE: Road number may vary from picture shown.\u003c\/p\u003e","brand":"BLI (Broadway Limited Imports)","offers":[{"title":"Default Title","offer_id":42623927714005,"sku":"BLI7571","price":249.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/broadway-limited-bli-7571-ho-scale-emd-gp30-rio-grande-small-logo-d-rgw-3018-paragon4.jpg?v=1669563714"},{"product_id":"broadway-limited-bli-7570-ho-scale-emd-gp30-rio-grande-small-logo-d-rgw-3015-paragon4","title":"Broadway Limited BLI 7570 HO Scale EMD GP30 Rio Grande \"Small Logo\" D\u0026RGW 3015 Paragon4","description":"\u003ch1\u003eBroadway Limited BLI 7570 HO Scale EMD GP30 Rio Grande \"Small Logo\" D\u0026amp;RGW 3015 Paragon4\u003c\/h1\u003e\n\u003cp\u003eThe EMD GP30 is a 4-axle diesel-electric locomotive built by General Motors Electro-Motive Division between July 1961 and November 1963. A total of 948 units were built for railroads in the United States and Canada. The GP30's were designed to compete with GE's U25B. The U25B offered 2500 horsepower, while the existing EMD GP20 was only rated at 2,000 hp. The EMD's engineering department ended up using a 16 cylinder 567D3 engine that produced 2250 hp for the GP30. They also made several improvements on the GP20 design meant to match the U25B - a sealed airtight long hood, a single central air intake, and easier access for maintenance. These changes required more space behind the cab, and this was achieved vertically by raising the height of the locomotive, providing space for the central air system, the turbocharger, and electrical cabinet. This increased height meant a new body was required. EMD wanted the new body to be modern and updated, so the GM Automotive Styling Center created the GP30's unique \"hump\" and cab roof profile.\u003c\/p\u003e\n\u003cp\u003eIn the first production, BLI is modeling eleven railroads and twelve distinct paint schemes - all models with prototypically accurate road numbers and paint schemes. Each model has our newest Paragon4 Sound\/DC\/DCC control system featuring Rolling Thunder, and equipped with integral GoPack capacitor packs. All of the models have road-specific details and lighting.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eParagon4 Sound \u0026amp; Control System featuring ROLLING THUNDER\u003c\/li\u003e\n\u003cli\u003eIntegral Dual-Mode Decoder with Back EMF for Superb Slow Speed Operation in DC and DCC\u003c\/li\u003e\n\u003cli\u003ePrecision Drive Mechanism Engineered for Heavy Towing and Smooth Slow Speed Operation\u003c\/li\u003e\n\u003cli\u003eAll Wheel Electrical Pick-up\u003c\/li\u003e\n\u003cli\u003eABS Body with Die Cast Chassis for Maximum Tractive Effort\u003c\/li\u003e\n\u003cli\u003ePremium Caliber Painting\u003c\/li\u003e\n\u003cli\u003ePrototypically Accurate Paint Schemes and Road Numbers\u003c\/li\u003e\n\u003cli\u003eMany Separately Applied Details such as Handrails, Grab Irons, Horn, Bell, Wipers, and Etched Metal Grills\u003c\/li\u003e\n\u003cli\u003ePrototypical Light Operation - accurate for each paint scheme\u003c\/li\u003e\n\u003cli\u003ePrototypically Accurate Sounds for the EMD GP30 Diesel Locomotive\u003c\/li\u003e\n\u003cli\u003eMetal Kadee-compatible Couplers (2)\u003c\/li\u003e\n\u003cli\u003eWill Operate on Code 70, Code 83, and Code 100 Rail\u003c\/li\u003e\n\u003cli\u003eMinimum Operating Radius: 18 inches\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eIndividually controllable lights in the EMD GP30 models:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eHeadlight\u003c\/li\u003e\n\u003cli\u003eRear Light\u003c\/li\u003e\n\u003cli\u003eNumberboard Lights (Front \u0026amp; Rear)\u003c\/li\u003e\n\u003cli\u003eFront Classification Lights\u003c\/li\u003e\n\u003cli\u003eRear Classification Lights\u003c\/li\u003e\n\u003cli\u003eCab Light\u003c\/li\u003e\n\u003cli\u003eMars Light (where appropriate)\u003c\/li\u003e\n\u003cli\u003eRotary Beacon (where appropriate)\u003c\/li\u003e\n\u003cli\u003eDitch Lights (where appropriate)\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eRoad-specific detail options that are prototypically accurate for each road name:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eTruck sideframes\u003c\/li\u003e\n\u003cli\u003eDynamic brake hatch\u003c\/li\u003e\n\u003cli\u003eRoof fan arrangement and type\u003c\/li\u003e\n\u003cli\u003eShort hood detail arrangement\u003c\/li\u003e\n\u003cli\u003eLong hood end detail arrangement\u003c\/li\u003e\n\u003cli\u003eHigh short hood option where accurate\u003c\/li\u003e\n\u003cli\u003eHorn type and location\u003c\/li\u003e\n\u003cli\u003eBell location\u003c\/li\u003e\n\u003cli\u003eFront pilot details\u003c\/li\u003e\n\u003cli\u003eRear pilot details\u003c\/li\u003e\n\u003cli\u003eCut level details\u003c\/li\u003e\n\u003cli\u003eMU receptacle arrangement\u003c\/li\u003e\n\u003cli\u003eSunshade options\u003c\/li\u003e\n\u003cli\u003eAntenna type and location\u003c\/li\u003e\n\u003cli\u003eWind deflector type\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBroadway Limited Imports is proud to introduce Paragon4\u003cbr\u003eThe new benchmark for premium HO sound-equipped locomotives. These DC and DCC-Sound equipped locomotives feature the ALL-NEW Paragon4 sound and control system. Each Paragon4 locomotive comes with BLI's own integral DCC Decoder factory installed. Paragon4 locomotives offer Dual Mode DC and DCC operation with superb back EMF motor control, improved DC motor control, built-in capacitor pack for more reliable electrical pick-up, industry best on-board sound with Rolling Thunder functionality, Pro Lighting Mode for prototypical light control, Switcher model for precise low speed control, recordable DCC operation for automated playback, and the same excellent detail level as Broadway Limited's Paragon3 Series models.\u003c\/p\u003e\n\u003cp\u003eParagon4 Sound \u0026amp; Control System Features:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOperates in DC \u0026amp; DCC with improved DC speed control (use DCMaster for DC Sound)\u003c\/li\u003e\n\u003cli\u003eBuilt-In extra capacitance to navigate imperfect track\u003c\/li\u003e\n\u003cli\u003ePro Lighting Mode offers individual control of all lights on model\u003c\/li\u003e\n\u003cli\u003eSwitcher Mode for precise low speed control\u003c\/li\u003e\n\u003cli\u003eRecord \u0026amp; Play Operation - Records and plays back sounds and movements once or repeatedly for automatic operation\u003c\/li\u003e\n\u003cli\u003eHigh Resolution Audio\u003c\/li\u003e\n\u003cli\u003eQuillable Horn for various whistle lengths and patterns\u003c\/li\u003e\n\u003cli\u003eChoice of 3 selectable Horns\u003c\/li\u003e\n\u003cli\u003eAlternate Whistle \/ Horn where applicable for locomotive with air horn and steam whistle - both the main whistle and alternate can be easily played\u003c\/li\u003e\n\u003cli\u003eAdjustable bell ringing interval for faster or slower bell\u003c\/li\u003e\n\u003cli\u003eNumerous user-mappable functions with available keys\u003c\/li\u003e\n\u003cli\u003eMultiple realistic passenger and crew sounds play on command\u003c\/li\u003e\n\u003cli\u003eGrade Crossing Automatic Signal\u003c\/li\u003e\n\u003cli\u003eAutomatic Forward \/ Reverse Signal\u003c\/li\u003e\n\u003cli\u003ePrime Mover sound intensity varies with load\u003c\/li\u003e\n\u003cli\u003eIndividually adjustable sound volumes for each effect\u003c\/li\u003e\n\u003cli\u003eEZ Reset Button for quick return to factory default settings\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"BLI (Broadway Limited Imports)","offers":[{"title":"Default Title","offer_id":42623966970069,"sku":"BLI7570","price":249.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/broadway-limited-bli-7570-ho-scale-emd-gp30-rio-grande-small-logo-d-rgw-3015-paragon4.jpg?v=1669563764"},{"product_id":"athearn-28778-ho-scale-alco-rs-3-rio-grande-d-rgw-5203-with-dcc-and-sound","title":"Athearn 28778 HO Scale ALCo RS-3 Rio Grande D\u0026RGW 5203 with DCC and Sound","description":"\u003ch1\u003eAthearn 28778 HO Scale ALCo RS-3 Rio Grande D\u0026amp;RGW 5203 with DCC and Sound\u003c\/h1\u003e\n\u003cp\u003eALCO built the RS-3 to respond to competition with EMD, Fairbanks-Morse, and Baldwin Locomotive Works. In the case of ALCO, the builder added more improvements to create new locomotive lines beyond the RS-2. ALCO produced 377 RS-2s versus the more successful RS-3s at 1,418.\u003c\/p\u003e\n\u003cp\u003eThe new model produced slightly more horsepower than the earlier design at 1,600 hp using Alco’s 12-cylinder, model 244 prime mover. Visually, the RS3 very similar to the RS2. Both had much more styling then ALCO’s first diesel, the RS1. Additional curves with strong beveling to corners and edges giving the unit a much more streamlined appearance. At the time, some railroads elected to employ theirs RS3 diesels in passenger\/commuter service. Many railroads appreciated this model for its versatility and reliability. RS3s were one of Alco’s shops more popular locomotives.\u003c\/p\u003e\n\u003cp\u003eDRGW purchased five RS-3s in 1951 and used them for local and switching service. Along with the S2s and PAs, they were the only ALCOs on the roster. Only unit 5204 was ever repainted into the black switcher scheme; the other units wore their original paint until retirement. By 1966 the units were off of the roster.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDual single-note horns\u003c\/li\u003e\n\u003cli\u003eFirecracker antenna\u003c\/li\u003e\n\u003cli\u003eLong hood-forward operation\u003c\/li\u003e\n\u003cli\u003eNewly designed can motor is more powerful and quieter than before\u003c\/li\u003e\n\u003cli\u003eDCC-ready models feature 21-pin plug\u003c\/li\u003e\n\u003cli\u003eDCC \u0026amp; sound models feature Tsunami2 sound with cube speaker\u003c\/li\u003e\n\u003cli\u003eLED lighting for long life and reliable operation\u003c\/li\u003e\n\u003cli\u003eMetal grab irons\u003c\/li\u003e\n\u003cli\u003eLarge or small fuel tank per prototype\u003c\/li\u003e\n\u003cli\u003eFine scale handrails\u003c\/li\u003e\n\u003cli\u003eMcHenry® scale knuckle couplers - Kadee® compatible\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\u003eSee through etched metal radiator fan\u003c\/li\u003e\n\u003cli\u003eSee through cab windows\u003c\/li\u003e\n\u003cli\u003eDCC-ready features Quick Plug™ plug-and-play technology\u003c\/li\u003e\n\u003cli\u003eImproved 5-pole skew wound can motor with flywheels and multi-link drivetrain for with 21-pin NEM connector trouble-free operation\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eWindow packaging for easy viewing\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eFully assembled and ready-to-run\u003c\/li\u003e\n\u003cli\u003eInterior plastic blister safely holds the model for convenient storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eSOUND-EQUIPPED MODELS ALSO FEATURE:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard Tsunami2 DCC\/Sound decoder\u003c\/li\u003e\n\u003cli\u003eCube speaker for optimal sound quality\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eSome functions are limited in DC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eOperating lighting functions with F5 and\/or F6 (Flashing ditch lights, beacon, etc)\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSPECIFICATIONS:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDCC: Equipped\u003c\/li\u003e\n\u003cli\u003eSOUND: Tsunami2\u003c\/li\u003e\n\u003cli\u003ePROTOTYPE MANUFACTURER: ALCO\u003c\/li\u003e\n\u003cli\u003eAxles: 4\u003c\/li\u003e\n\u003cli\u003eLIGHTED: LED Lighting\u003c\/li\u003e\n\u003cli\u003eMinimum Age Recommendation: 14 years\u003c\/li\u003e\n\u003cli\u003eIs Assembly Required: No\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":42634478616789,"sku":"ATH28778","price":169.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-28778-ho-scale-alco-rs-3-rio-grande-d-rgw-5203-with-dcc-and-sound.jpg?v=1645901104"},{"product_id":"athearn-28777-ho-scale-alco-rs-3-rio-grande-d-rgw-5202-with-dcc-and-sound","title":"Athearn 28777 HO Scale ALCo RS-3 Rio Grande D\u0026RGW 5202 with DCC and Sound","description":"\u003ch1\u003eAthearn 28777 HO Scale ALCo RS-3 Rio Grande D\u0026amp;RGW 5202 with DCC and Sound\u003c\/h1\u003e\n\u003cp\u003eALCO built the RS-3 to respond to competition with EMD, Fairbanks-Morse, and Baldwin Locomotive Works. In the case of ALCO, the builder added more improvements to create new locomotive lines beyond the RS-2. ALCO produced 377 RS-2s versus the more successful RS-3s at 1,418.\u003c\/p\u003e\n\u003cp\u003eThe new model produced slightly more horsepower than the earlier design at 1,600 hp using Alco’s 12-cylinder, model 244 prime mover. Visually, the RS3 very similar to the RS2. Both had much more styling then ALCO’s first diesel, the RS1. Additional curves with strong beveling to corners and edges giving the unit a much more streamlined appearance. At the time, some railroads elected to employ theirs RS3 diesels in passenger\/commuter service. Many railroads appreciated this model for its versatility and reliability. RS3s were one of Alco’s shops more popular locomotives.\u003c\/p\u003e\n\u003cp\u003eDRGW purchased five RS-3s in 1951 and used them for local and switching service. Along with the S2s and PAs, they were the only ALCOs on the roster. Only unit 5204 was ever repainted into the black switcher scheme; the other units wore their original paint until retirement. By 1966 the units were off of the roster.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDual single-note horns\u003c\/li\u003e\n\u003cli\u003eFirecracker antenna\u003c\/li\u003e\n\u003cli\u003eLong hood-forward operation\u003c\/li\u003e\n\u003cli\u003eNewly designed can motor is more powerful and quieter than before\u003c\/li\u003e\n\u003cli\u003eDCC-ready models feature 21-pin plug\u003c\/li\u003e\n\u003cli\u003eDCC \u0026amp; sound models feature Tsunami2 sound with cube speaker\u003c\/li\u003e\n\u003cli\u003eLED lighting for long life and reliable operation\u003c\/li\u003e\n\u003cli\u003eMetal grab irons\u003c\/li\u003e\n\u003cli\u003eLarge or small fuel tank per prototype\u003c\/li\u003e\n\u003cli\u003eFine scale handrails\u003c\/li\u003e\n\u003cli\u003eMcHenry® scale knuckle couplers - Kadee® compatible\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\u003eSee through etched metal radiator fan\u003c\/li\u003e\n\u003cli\u003eSee through cab windows\u003c\/li\u003e\n\u003cli\u003eDCC-ready features Quick Plug™ plug-and-play technology\u003c\/li\u003e\n\u003cli\u003eImproved 5-pole skew wound can motor with flywheels and multi-link drivetrain for with 21-pin NEM connector trouble-free operation\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eWindow packaging for easy viewing\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eFully assembled and ready-to-run\u003c\/li\u003e\n\u003cli\u003eInterior plastic blister safely holds the model for convenient storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eSOUND-EQUIPPED MODELS ALSO FEATURE:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard Tsunami2 DCC\/Sound decoder\u003c\/li\u003e\n\u003cli\u003eCube speaker for optimal sound quality\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eSome functions are limited in DC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eOperating lighting functions with F5 and\/or F6 (Flashing ditch lights, beacon, etc)\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSPECIFICATIONS:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDCC: Equipped\u003c\/li\u003e\n\u003cli\u003eSOUND: Tsunami2\u003c\/li\u003e\n\u003cli\u003ePROTOTYPE MANUFACTURER: ALCO\u003c\/li\u003e\n\u003cli\u003eAxles: 4\u003c\/li\u003e\n\u003cli\u003eLIGHTED: LED Lighting\u003c\/li\u003e\n\u003cli\u003eMinimum Age Recommendation: 14 years\u003c\/li\u003e\n\u003cli\u003eIs Assembly Required: No\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":42634478715093,"sku":"ATH28777","price":209.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-28777-ho-scale-alco-rs-3-rio-grande-d-rgw-5202-with-dcc-and-sound.jpg?v=1645901176"},{"product_id":"athearn-28776-ho-scale-alco-rs-3-rio-grande-d-rgw-5200-with-dcc-and-sound","title":"Athearn 28776 HO Scale ALCo RS-3 Rio Grande D\u0026RGW 5200 with DCC and Sound","description":"\u003ch1\u003eAthearn 28776 HO Scale ALCo RS-3 Rio Grande D\u0026amp;RGW 5200 with DCC and Sound\u003c\/h1\u003e\n\u003cp\u003eALCO built the RS-3 to respond to competition with EMD, Fairbanks-Morse, and Baldwin Locomotive Works. In the case of ALCO, the builder added more improvements to create new locomotive lines beyond the RS-2. ALCO produced 377 RS-2s versus the more successful RS-3s at 1,418.\u003c\/p\u003e\n\u003cp\u003eThe new model produced slightly more horsepower than the earlier design at 1,600 hp using Alco’s 12-cylinder, model 244 prime mover. Visually, the RS3 very similar to the RS2. Both had much more styling then ALCO’s first diesel, the RS1. Additional curves with strong beveling to corners and edges giving the unit a much more streamlined appearance. At the time, some railroads elected to employ theirs RS3 diesels in passenger\/commuter service. Many railroads appreciated this model for its versatility and reliability. RS3s were one of Alco’s shops more popular locomotives.\u003c\/p\u003e\n\u003cp\u003eDRGW purchased five RS-3s in 1951 and used them for local and switching service. Along with the S2s and PAs, they were the only ALCOs on the roster. Only unit 5204 was ever repainted into the black switcher scheme; the other units wore their original paint until retirement. By 1966 the units were off of the roster.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDual single-note horns\u003c\/li\u003e\n\u003cli\u003eFirecracker antenna\u003c\/li\u003e\n\u003cli\u003eLong hood-forward operation\u003c\/li\u003e\n\u003cli\u003eNewly designed can motor is more powerful and quieter than before\u003c\/li\u003e\n\u003cli\u003eDCC-ready models feature 21-pin plug\u003c\/li\u003e\n\u003cli\u003eDCC \u0026amp; sound models feature Tsunami2 sound with cube speaker\u003c\/li\u003e\n\u003cli\u003eLED lighting for long life and reliable operation\u003c\/li\u003e\n\u003cli\u003eMetal grab irons\u003c\/li\u003e\n\u003cli\u003eLarge or small fuel tank per prototype\u003c\/li\u003e\n\u003cli\u003eFine scale handrails\u003c\/li\u003e\n\u003cli\u003eMcHenry® scale knuckle couplers - Kadee® compatible\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\u003eSee through etched metal radiator fan\u003c\/li\u003e\n\u003cli\u003eSee through cab windows\u003c\/li\u003e\n\u003cli\u003eDCC-ready features Quick Plug™ plug-and-play technology\u003c\/li\u003e\n\u003cli\u003eImproved 5-pole skew wound can motor with flywheels and multi-link drivetrain for with 21-pin NEM connector trouble-free operation\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eWindow packaging for easy viewing\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eFully assembled and ready-to-run\u003c\/li\u003e\n\u003cli\u003eInterior plastic blister safely holds the model for convenient storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eSOUND-EQUIPPED MODELS ALSO FEATURE:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eOnboard Tsunami2 DCC\/Sound decoder\u003c\/li\u003e\n\u003cli\u003eCube speaker for optimal sound quality\u003c\/li\u003e\n\u003cli\u003eSound units operate in both DC and DCC\u003c\/li\u003e\n\u003cli\u003eEngine, horn, and bell sounds work in DC\u003c\/li\u003e\n\u003cli\u003eSome functions are limited in DC\u003c\/li\u003e\n\u003cli\u003eAll functions NMRA compatible in DCC mode\u003c\/li\u003e\n\u003cli\u003eOperating lighting functions with F5 and\/or F6 (Flashing ditch lights, beacon, etc)\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSPECIFICATIONS:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDCC: Equipped\u003c\/li\u003e\n\u003cli\u003eSOUND: Tsunami2\u003c\/li\u003e\n\u003cli\u003ePROTOTYPE MANUFACTURER: ALCO\u003c\/li\u003e\n\u003cli\u003eAxles: 4\u003c\/li\u003e\n\u003cli\u003eLIGHTED: LED Lighting\u003c\/li\u003e\n\u003cli\u003eMinimum Age Recommendation: 14 years\u003c\/li\u003e\n\u003cli\u003eIs Assembly Required: No\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":42634478813397,"sku":"ATH28776","price":209.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-28776-ho-scale-alco-rs-3-rio-grande-d-rgw-5200-with-dcc-and-sound.jpg?v=1645901235"},{"product_id":"athearn-28678-ho-scale-alco-rs-3-rio-grande-d-rgw-5203","title":"Athearn 28678 HO Scale ALCo RS-3 Rio Grande D\u0026RGW 5203","description":"\u003ch1\u003eAthearn 28678 HO Scale ALCo RS-3 Rio Grande D\u0026amp;RGW 5203\u003c\/h1\u003e\n\u003cp\u003eALCO built the RS-3 to respond to competition with EMD, Fairbanks-Morse, and Baldwin Locomotive Works. In the case of ALCO, the builder added more improvements to create new locomotive lines beyond the RS-2. ALCO produced 377 RS-2s versus the more successful RS-3s at 1,418.\u003c\/p\u003e\n\u003cp\u003eThe new model produced slightly more horsepower than the earlier design at 1,600 hp using Alco’s 12-cylinder, model 244 prime mover. Visually, the RS3 very similar to the RS2. Both had much more styling then ALCO’s first diesel, the RS1. Additional curves with strong beveling to corners and edges giving the unit a much more streamlined appearance. At the time, some railroads elected to employ theirs RS3 diesels in passenger\/commuter service. Many railroads appreciated this model for its versatility and reliability. RS3s were one of Alco’s shops more popular locomotives.\u003c\/p\u003e\n\u003cp\u003eDRGW purchased five RS-3s in 1951 and used them for local and switching service. Along with the S2s and PAs, they were the only ALCOs on the roster. Only unit 5204 was ever repainted into the black switcher scheme; the other units wore their original paint until retirement. By 1966 the units were off of the roster.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDual single-note horns\u003c\/li\u003e\n\u003cli\u003eFirecracker antenna\u003c\/li\u003e\n\u003cli\u003eLong hood-forward operation\u003c\/li\u003e\n\u003cli\u003eNewly designed can motor is more powerful and quieter than before\u003c\/li\u003e\n\u003cli\u003eDCC-ready models feature 21-pin plug\u003c\/li\u003e\n\u003cli\u003eDCC \u0026amp; sound models feature Tsunami2 sound with cube speaker\u003c\/li\u003e\n\u003cli\u003eLED lighting for long life and reliable operation\u003c\/li\u003e\n\u003cli\u003eMetal grab irons\u003c\/li\u003e\n\u003cli\u003eLarge or small fuel tank per prototype\u003c\/li\u003e\n\u003cli\u003eFine scale handrails\u003c\/li\u003e\n\u003cli\u003eMcHenry® scale knuckle couplers - Kadee® compatible\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\u003eSee through etched metal radiator fan\u003c\/li\u003e\n\u003cli\u003eSee through cab windows\u003c\/li\u003e\n\u003cli\u003eDCC-ready features Quick Plug™ plug-and-play technology\u003c\/li\u003e\n\u003cli\u003eImproved 5-pole skew wound can motor with flywheels and multi-link drivetrain for with 21-pin NEM connector trouble-free operation\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eWindow packaging for easy viewing\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eFully assembled and ready-to-run\u003c\/li\u003e\n\u003cli\u003eInterior plastic blister safely holds the model for convenient storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSPECIFICATIONS:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDCC: Ready\/21-Pin NEM\u003c\/li\u003e\n\u003cli\u003eSOUND: Ready\u003c\/li\u003e\n\u003cli\u003ePROTOTYPE MANUFACTURER: ALCO\u003c\/li\u003e\n\u003cli\u003eAxles: 4\u003c\/li\u003e\n\u003cli\u003eLIGHTED: LED Lighting\u003c\/li\u003e\n\u003cli\u003eMinimum Age Recommendation: 14 years\u003c\/li\u003e\n\u003cli\u003eIs Assembly Required: No\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":42634808590549,"sku":"ATH28678","price":127.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-28678-ho-scale-alco-rs-3-rio-grande-d-rgw-5203.jpg?v=1645901277"},{"product_id":"athearn-28677-ho-scale-alco-rs-3-rio-grande-d-rgw-5202","title":"Athearn 28677 HO Scale ALCo RS-3 Rio Grande D\u0026RGW 5202","description":"\u003ch1\u003eAthearn 28677 HO Scale ALCo RS-3 Rio Grande D\u0026amp;RGW 5202\u003c\/h1\u003e\n\u003cp\u003eALCO built the RS-3 to respond to competition with EMD, Fairbanks-Morse, and Baldwin Locomotive Works. In the case of ALCO, the builder added more improvements to create new locomotive lines beyond the RS-2. ALCO produced 377 RS-2s versus the more successful RS-3s at 1,418.\u003c\/p\u003e\n\u003cp\u003eThe new model produced slightly more horsepower than the earlier design at 1,600 hp using Alco’s 12-cylinder, model 244 prime mover. Visually, the RS3 very similar to the RS2. Both had much more styling then ALCO’s first diesel, the RS1. Additional curves with strong beveling to corners and edges giving the unit a much more streamlined appearance. At the time, some railroads elected to employ theirs RS3 diesels in passenger\/commuter service. Many railroads appreciated this model for its versatility and reliability. RS3s were one of Alco’s shops more popular locomotives.\u003c\/p\u003e\n\u003cp\u003eDRGW purchased five RS-3s in 1951 and used them for local and switching service. Along with the S2s and PAs, they were the only ALCOs on the roster. Only unit 5204 was ever repainted into the black switcher scheme; the other units wore their original paint until retirement. By 1966 the units were off of the roster.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDual single-note horns\u003c\/li\u003e\n\u003cli\u003eFirecracker antenna\u003c\/li\u003e\n\u003cli\u003eLong hood-forward operation\u003c\/li\u003e\n\u003cli\u003eNewly designed can motor is more powerful and quieter than before\u003c\/li\u003e\n\u003cli\u003eDCC-ready models feature 21-pin plug\u003c\/li\u003e\n\u003cli\u003eDCC \u0026amp; sound models feature Tsunami2 sound with cube speaker\u003c\/li\u003e\n\u003cli\u003eLED lighting for long life and reliable operation\u003c\/li\u003e\n\u003cli\u003eMetal grab irons\u003c\/li\u003e\n\u003cli\u003eLarge or small fuel tank per prototype\u003c\/li\u003e\n\u003cli\u003eFine scale handrails\u003c\/li\u003e\n\u003cli\u003eMcHenry® scale knuckle couplers - Kadee® compatible\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\u003eSee through etched metal radiator fan\u003c\/li\u003e\n\u003cli\u003eSee through cab windows\u003c\/li\u003e\n\u003cli\u003eDCC-ready features Quick Plug™ plug-and-play technology\u003c\/li\u003e\n\u003cli\u003eImproved 5-pole skew wound can motor with flywheels and multi-link drivetrain for with 21-pin NEM connector trouble-free operation\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eWindow packaging for easy viewing\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eFully assembled and ready-to-run\u003c\/li\u003e\n\u003cli\u003eInterior plastic blister safely holds the model for convenient storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSPECIFICATIONS:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDCC: Ready\/21-Pin NEM\u003c\/li\u003e\n\u003cli\u003eSOUND: Ready\u003c\/li\u003e\n\u003cli\u003ePROTOTYPE MANUFACTURER: ALCO\u003c\/li\u003e\n\u003cli\u003eAxles: 4\u003c\/li\u003e\n\u003cli\u003eLIGHTED: LED Lighting\u003c\/li\u003e\n\u003cli\u003eMinimum Age Recommendation: 14 years\u003c\/li\u003e\n\u003cli\u003eIs Assembly Required: No\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":42634810327253,"sku":"ATH28677","price":127.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-28677-ho-scale-alco-rs-3-rio-grande-d-rgw-5202.jpg?v=1645901314"},{"product_id":"athearn-28676-ho-scale-alco-rs-3-rio-grande-d-rgw-5200","title":"Athearn 28676 HO Scale ALCo RS-3 Rio Grande D\u0026RGW 5200","description":"\u003ch1\u003eAthearn 28676 HO Scale ALCo RS-3 Rio Grande D\u0026amp;RGW 5200\u003c\/h1\u003e\n\u003cp\u003eALCO built the RS-3 to respond to competition with EMD, Fairbanks-Morse, and Baldwin Locomotive Works. In the case of ALCO, the builder added more improvements to create new locomotive lines beyond the RS-2. ALCO produced 377 RS-2s versus the more successful RS-3s at 1,418.\u003c\/p\u003e\n\u003cp\u003eThe new model produced slightly more horsepower than the earlier design at 1,600 hp using Alco’s 12-cylinder, model 244 prime mover. Visually, the RS3 very similar to the RS2. Both had much more styling then ALCO’s first diesel, the RS1. Additional curves with strong beveling to corners and edges giving the unit a much more streamlined appearance. At the time, some railroads elected to employ theirs RS3 diesels in passenger\/commuter service. Many railroads appreciated this model for its versatility and reliability. RS3s were one of Alco’s shops more popular locomotives.\u003c\/p\u003e\n\u003cp\u003eDRGW purchased five RS-3s in 1951 and used them for local and switching service. Along with the S2s and PAs, they were the only ALCOs on the roster. Only unit 5204 was ever repainted into the black switcher scheme; the other units wore their original paint until retirement. By 1966 the units were off of the roster.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDual single-note horns\u003c\/li\u003e\n\u003cli\u003eFirecracker antenna\u003c\/li\u003e\n\u003cli\u003eLong hood-forward operation\u003c\/li\u003e\n\u003cli\u003eNewly designed can motor is more powerful and quieter than before\u003c\/li\u003e\n\u003cli\u003eDCC-ready models feature 21-pin plug\u003c\/li\u003e\n\u003cli\u003eDCC \u0026amp; sound models feature Tsunami2 sound with cube speaker\u003c\/li\u003e\n\u003cli\u003eLED lighting for long life and reliable operation\u003c\/li\u003e\n\u003cli\u003eMetal grab irons\u003c\/li\u003e\n\u003cli\u003eLarge or small fuel tank per prototype\u003c\/li\u003e\n\u003cli\u003eFine scale handrails\u003c\/li\u003e\n\u003cli\u003eMcHenry® scale knuckle couplers - Kadee® compatible\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\u003eSee through etched metal radiator fan\u003c\/li\u003e\n\u003cli\u003eSee through cab windows\u003c\/li\u003e\n\u003cli\u003eDCC-ready features Quick Plug™ plug-and-play technology\u003c\/li\u003e\n\u003cli\u003eImproved 5-pole skew wound can motor with flywheels and multi-link drivetrain for with 21-pin NEM connector trouble-free operation\u003c\/li\u003e\n\u003cli\u003eWheels with RP25 contours operate on all popular brands of track\u003c\/li\u003e\n\u003cli\u003eWindow packaging for easy viewing\u003c\/li\u003e\n\u003cli\u003eHighly-detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003ePainted and printed for realistic decoration\u003c\/li\u003e\n\u003cli\u003eFully assembled and ready-to-run\u003c\/li\u003e\n\u003cli\u003eInterior plastic blister safely holds the model for convenient storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eSPECIFICATIONS:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDCC: Ready\/21-Pin NEM\u003c\/li\u003e\n\u003cli\u003eSOUND: Ready\u003c\/li\u003e\n\u003cli\u003ePROTOTYPE MANUFACTURER: ALCO\u003c\/li\u003e\n\u003cli\u003eAxles: 4\u003c\/li\u003e\n\u003cli\u003eLIGHTED: LED Lighting\u003c\/li\u003e\n\u003cli\u003eMinimum Age Recommendation: 14 years\u003c\/li\u003e\n\u003cli\u003eIs Assembly Required: No\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":42634810622165,"sku":"ATH28676","price":127.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-28676-ho-scale-alco-rs-3-rio-grande-d-rgw-5200.jpg?v=1645901341"},{"product_id":"walthers-910-1994-ho-scale-4-bay-100-ton-hopper-rio-grande-d-rgw-16996","title":"Walthers 910-1994 HO Scale 4 Bay 100 Ton Hopper Rio Grande D\u0026RGW 16996","description":"\u003ch1\u003eWalthers 910-1994 HO Scale 4 Bay 100 Ton Hopper Rio Grande D\u0026amp;RGW 16996\u003c\/h1\u003e\n\u003cp\u003eUsed to move coal and other bulk loads all over the US, these hard-working hoppers were in service from the mid-1960s to mid 2000s. Each WalthersMainline(R) model is highly detailed and ready for service on your HO railroad with a die-cast metal underframe, sloped sheet braces, updated brake gear, correct 36\" RP-25 turned metal wheelsets and Proto MAX(TM) metal knuckle couplers.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOne time run of these road numbers, order now - limited quantity available!\u003c\/li\u003e\n\u003cli\u003ePrototypes in service from mid-1960s to mid-2000s\u003c\/li\u003e\n\u003cli\u003eStandard car for 1980s and later Powder River unit coal trains serving power plants\u003c\/li\u003e\n\u003cli\u003eAlso used to transport stone and other bulk loads\u003c\/li\u003e\n\u003cli\u003eDie-cast metal underframe for excellent performance loaded or empty\u003c\/li\u003e\n\u003cli\u003eSloped sheet braces \u0026amp; update brake gear\u003c\/li\u003e\n\u003cli\u003eCorrect 36\" turned metal RP-25 wheels\u003c\/li\u003e\n\u003cli\u003eProto MAX(TM) metal knuckle couplers\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Walthers Mainline","offers":[{"title":"Default Title","offer_id":42685334356181,"sku":"910-1994","price":24.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-910-1994-ho-scale-4-bay-100-ton-hopper-rio-grande-d-rgw-16996.jpg?v=1646766453"},{"product_id":"walthers-910-1993-ho-scale-4-bay-100-ton-hopper-rio-grande-d-rgw-16990","title":"Walthers 910-1993 HO Scale 4 Bay 100 Ton Hopper Rio Grande D\u0026RGW 16990","description":"\u003ch1\u003eWalthers 910-1993 HO Scale 4 Bay 100 Ton Hopper Rio Grande D\u0026amp;RGW 16990\u003c\/h1\u003e\n\u003cp\u003eUsed to move coal and other bulk loads all over the US, these hard-working hoppers were in service from the mid-1960s to mid 2000s. Each WalthersMainline(R) model is highly detailed and ready for service on your HO railroad with a die-cast metal underframe, sloped sheet braces, updated brake gear, correct 36\" RP-25 turned metal wheelsets and Proto MAX(TM) metal knuckle couplers.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOne time run of these road numbers, order now - limited quantity available!\u003c\/li\u003e\n\u003cli\u003ePrototypes in service from mid-1960s to mid-2000s\u003c\/li\u003e\n\u003cli\u003eStandard car for 1980s and later Powder River unit coal trains serving power plants\u003c\/li\u003e\n\u003cli\u003eAlso used to transport stone and other bulk loads\u003c\/li\u003e\n\u003cli\u003eDie-cast metal underframe for excellent performance loaded or empty\u003c\/li\u003e\n\u003cli\u003eSloped sheet braces \u0026amp; update brake gear\u003c\/li\u003e\n\u003cli\u003eCorrect 36\" turned metal RP-25 wheels\u003c\/li\u003e\n\u003cli\u003eProto MAX(TM) metal knuckle couplers\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Walthers Mainline","offers":[{"title":"Default Title","offer_id":42685334454485,"sku":"910-1993","price":24.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-910-1993-ho-scale-4-bay-100-ton-hopper-rio-grande-d-rgw-16990.jpg?v=1646766737"},{"product_id":"walthers-910-1992-ho-scale-4-bay-100-ton-hopper-rio-grande-d-rgw-16982","title":"Walthers 910-1992 HO Scale 4 Bay 100 Ton Hopper Rio Grande D\u0026RGW 16982","description":"\u003ch1\u003eWalthers 910-1992 HO Scale 4 Bay 100 Ton Hopper Rio Grande D\u0026amp;RGW 16982\u003c\/h1\u003e\n\u003cp\u003eUsed to move coal and other bulk loads all over the US, these hard-working hoppers were in service from the mid-1960s to mid 2000s. Each WalthersMainline(R) model is highly detailed and ready for service on your HO railroad with a die-cast metal underframe, sloped sheet braces, updated brake gear, correct 36\" RP-25 turned metal wheelsets and Proto MAX(TM) metal knuckle couplers.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOne time run of these road numbers, order now - limited quantity available!\u003c\/li\u003e\n\u003cli\u003ePrototypes in service from mid-1960s to mid-2000s\u003c\/li\u003e\n\u003cli\u003eStandard car for 1980s and later Powder River unit coal trains serving power plants\u003c\/li\u003e\n\u003cli\u003eAlso used to transport stone and other bulk loads\u003c\/li\u003e\n\u003cli\u003eDie-cast metal underframe for excellent performance loaded or empty\u003c\/li\u003e\n\u003cli\u003eSloped sheet braces \u0026amp; update brake gear\u003c\/li\u003e\n\u003cli\u003eCorrect 36\" turned metal RP-25 wheels\u003c\/li\u003e\n\u003cli\u003eProto MAX(TM) metal knuckle couplers\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Walthers Mainline","offers":[{"title":"Default Title","offer_id":42685334880469,"sku":"910-1992","price":24.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-910-1992-ho-scale-4-bay-100-ton-hopper-rio-grande-d-rgw-16982.jpg?v=1646766791"}],"url":"https:\/\/www.whiterosehobbies.com\/collections\/ho-scale-denver-rio-grande-western-model-d-rgw.oembed?page=12","provider":"White Rose Hobbies","version":"1.0","type":"link"}