{"title":"HO Scale Penn Central PC","description":"\u003cspan data-mce-fragment=\"1\"\u003eBrowse our selection of HO Scale Penn Central PC \u003c\/span\u003e\u003cspan data-mce-fragment=\"1\"\u003eModel Trains!\u003c\/span\u003e","products":[{"product_id":"microscale-87-84-ho-scale-penn-central-pc-hoods-and-cab-diesel-decals","title":"Microscale 87-84 HO Scale Penn Central PC Hoods and Cab Diesel Decals","description":"\u003ch1\u003eMicroscale 87-84 HO Scale Penn Central PC Hoods and Cab Diesel Decals\u003c\/h1\u003e\n\u003cp\u003ePenn Central Diesels (1968-1976) - Waterslide Decal - HO Scale\u003c\/p\u003e","brand":"Microscale","offers":[{"title":"Default Title","offer_id":37648870932646,"sku":"MSI8784","price":6.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/microscale-87-84-ho-scale-penn-central-pc-hoods-and-cab-diesel-decals.jpg?v=1611695379"},{"product_id":"walthers-proto-920-105233-ho-scale-50-cushion-coil-car-penn-central-pc-752250","title":"Walthers Proto 920-105233 HO Scale 50' Cushion Coil Car Penn Central PC 752250","description":"\u003ch1\u003eWalthers Proto 920-105233 HO Scale 50' Cushion Coil Car Penn Central PC 752250\u003c\/h1\u003e\n\u003cp\u003eDesigned to speed loading and unloading while protecting large stgeel coils in transit, the WalthersProto(R) 50' Evans Cushion Coil Car is a great way to add steel traffic to any HO layout. Featuring updated tooling with removable angled, round or glass fiber hoods.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eLimited edition - one time run of these roadnumbers \u003c\/li\u003e\n\u003cli\u003eBased on cars in service 1970s to early 2000s \u003c\/li\u003e\n\u003cli\u003ePrototypes carry larger steel coils used to make automobiles, appliances and food packaging \u003c\/li\u003e\n\u003cli\u003eMatching, removable hoods in angled, round and glass fiber styles with lifting and stacking brackets - additional hoods available separately \u003c\/li\u003e\n\u003cli\u003eFully assembled with etched metal walkways, grab irons, underframe cushioning device, separate brake gear and more \u003c\/li\u003e\n\u003cli\u003eDetailed body with V-shaped load cradle and separate restraints\u003c\/li\u003e\n\u003cli\u003eHeavy die-cast metal frame for enhanced performance\u003c\/li\u003e\n\u003cli\u003e100-ton roller-bearing trucks \u003c\/li\u003e\n\u003cli\u003eCorrect 36\" turned metal wheelsets \u003c\/li\u003e\n\u003cli\u003eProto MAX(TM) metal knuckle couplers \u003c\/li\u003e\n\u003cli\u003eDetail your new coil cars in minutes with the Cornerstone Steel Coil Load (#933-1499), sold separately) \u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Walthers Proto","offers":[{"title":"Default Title","offer_id":37652242923686,"sku":"920-105233","price":49.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-proto-920-105233-ho-scale-50-cushion-coil-car-penn-central-pc-752250.jpg?v=1611732232"},{"product_id":"walthers-proto-920-105234-ho-scale-50-cushion-coil-car-penn-central-pc-752571","title":"Walthers Proto 920-105234 HO Scale 50' Cushion Coil Car Penn Central PC 752571","description":"\u003ch1\u003eWalthers Proto 920-105234 HO Scale 50' Cushion Coil Car Penn Central PC 752571 \u003c\/h1\u003e\u003cp\u003eDesigned to speed loading and unloading while protecting large stgeel coils in transit, the WalthersProto(R) 50' Evans Cushion Coil Car is a great way to add steel traffic to any HO layout. Featuring updated tooling with removable angled, round or glass fiber hoods, additional features include: \u003c\/p\u003e\u003cp\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eLimited edition - one time run of these roadnumbers \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eBased on cars in service 1970s to early 2000s \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003ePrototypes carry larger steel coils used to make automobiles, appliances and food packaging \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eMatching, removable hoods in angled, round and glass fiber styles with lifting and stacking brackets - additional hoods available separately \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eFully assembled with etched metal walkways, grab irons, underframe cushioning device, separate brake gear and more \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eDetailed body with V-shaped load cradle and separate restraints \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eHeavy die-cast metal frame for enhanced performance \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003e100-ton roller-bearing trucks \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eCorrect 36\" turned metal wheelsets \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eProto MAX(TM) metal knuckle couplers \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eDetail your new coil cars in minutes with the Cornerstone Steel Coil Load (#933-1499), sold separately)  \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Walthers Proto","offers":[{"title":"Default Title","offer_id":37652242956454,"sku":"920-105234","price":49.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-proto-920-105234-ho-scale-50-cushion-coil-car-penn-central-pc-752571.jpg?v=1611732234"},{"product_id":"roundhouse-ho-scale-79110-50-plug-door-boxcar-penn-central-pc-360193","title":"Roundhouse HO Scale 79110 50' Plug Door Boxcar Penn Central PC 360193","description":"\u003ch1\u003eRoundhouse HO Scale 79110 50' Plug Door Boxcar Penn Central PC 360193 \u003c\/h1\u003e\u003cp\u003ePullman Standard introduced the all steel PS-1 box car in several diffent sizes including 40’, 50’ and 60’ lengths. Multiple door configurations and styles made these box cars very flexible. Pullman Standard had their own signature details, such as rolled non-terminating ends, and bow-tie stamped metal roofs. These were signature elements that identified the PS-1 among the other freight car builders of the time. \u003cbr\u003e\u003c\/p\u003e\u003cp\u003eFEATURES: \u003c\/p\u003e\u003cp\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eFully-assembled and ready to run out of the box \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eCars feature standard or cushioned underframe per prototype. \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eHighly-detailed, injection-molded body \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eSeparately applied roof walk and brake wheel \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003ePositionable sliding doors \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003ePainted and printed for realistic decoration \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eWeighted for trouble free operation \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003e33” machined metal wheels with RP25 contours operate on all popular brands of track \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eBody mounted McHenry operating scale knuckle couplers \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eWindow packaging for easy viewing plus interior plastic blister safely holds the model for convenient storage \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eReplacement parts available \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e\n\u003cspan style=\"font-size: 1em;\"\u003eMinimum radius: 18” \u003c\/span\u003e\u003cbr\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Roundhouse","offers":[{"title":"Default Title","offer_id":37653675114662,"sku":"RND79110","price":22.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/roundhouse-ho-scale-79110-50-plug-door-boxcar-penn-central-pc-360193.jpg?v=1611743099"},{"product_id":"roundhouse-ho-scale-79109-50-plug-door-boxcar-penn-central-pc-360124","title":"Roundhouse HO Scale 79109 50' Plug Door Boxcar Penn Central PC 360124","description":"\u003ch1\u003eRoundhouse HO Scale 79109 50' Plug Door Boxcar Penn Central PC 360124 \u003c\/h1\u003e\u003cp\u003ePullman Standard introduced the all steel PS-1 box car in several diffent sizes including 40’, 50’ and 60’ lengths. Multiple door configurations and styles made these box cars very flexible. Pullman Standard had their own signature details, such as rolled non-terminating ends, and bow-tie stamped metal roofs. 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Multiple door configurations and styles made these box cars very flexible. Pullman Standard had their own signature details, such as rolled non-terminating ends, and bow-tie stamped metal roofs. 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Built by the thousands after WWII, most had lots of life left in them when new safety standards were adopted in the mid-1960s to eliminate most freight car running boards. Many roads opted for inexpensive upgrades to bring the cars into compliance, installing short ladders on the A end, while retaining the longer ladder, high brake wheel and a single roof-mounted grab iron on the B end. Running into the 1980s in regular service, some were later reassigned to maintenance-of-way work. Features of these HO models include: \u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFits 1960s to 1980s operations \u003c\/li\u003e\n\u003cli\u003eBased on cars rebuilt to comply with updated safety standards featuring: \u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eNo running board or mounts on roof \u003c\/li\u003e\n\u003cli\u003eTall ladders at B (brake wheel) end \u003c\/li\u003e\n\u003cli\u003eShort ladders at A end \u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eLimited edition - one time run of these roadnumbers \u003c\/li\u003e\n\u003cli\u003eImproved Dreadnaught 4-4 end with rectangular top rib \u003c\/li\u003e\n\u003cli\u003eDiagonal panel roof \u003c\/li\u003e\n\u003cli\u003e6' Youngstown doors \u003c\/li\u003e\n\u003cli\u003e10-panel riveted sides \u003c\/li\u003e\n\u003cli\u003e10'6\" Interior height \u003c\/li\u003e\n\u003cli\u003eAjax hand brake wheel \u003c\/li\u003e\n\u003cli\u003eBettendorf trucks \u003c\/li\u003e\n\u003cli\u003eCorrect 33\" turned-metal wheelsets \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":37774305493158,"sku":"910-1169","price":22.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-mainline-910-1169-ho-scale-40-modernized-aar-1948-boxcar-penn-central-pc-252990.jpg?v=1613070307"},{"product_id":"walthers-proto-920-42707-ho-scale-emd-gp9-phase-ii-penn-central-pc-7106-dcc-sound","title":"Walthers Proto 920-42707 HO Scale EMD GP9 Phase II Penn Central PC 7106 DCC Sound","description":"\u003ch1\u003eWalthers Proto 920-42707 HO Scale EMD GP9 Phase II Penn Central PC 7106 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 1970s featuring: \u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eLeslie RS-3L air horn \u003c\/li\u003e\n\u003cli\u003eSinclair radio antenna \u003c\/li\u003e\n\u003cli\u003eLong-hood forward operation \u003c\/li\u003e\n\u003cli\u003ePyle early dual sealed beam headlight \u003c\/li\u003e\n\u003cli\u003eEtched metal sunshades \u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Walthers Proto","offers":[{"title":"Default Title","offer_id":37784772313254,"sku":"920-42707","price":259.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-proto-920-42707-ho-scale-emd-gp9-phase-ii-penn-central-pc-7106-dcc-sound.jpg?v=1613244631"},{"product_id":"walthers-proto-920-42708-ho-scale-emd-gp9-phase-ii-penn-central-pc-7135-dcc-sound","title":"Walthers Proto 920-42708 HO Scale EMD GP9 Phase II Penn Central PC 7135 DCC Sound","description":"\u003ch1\u003eWalthers Proto 920-42708 HO Scale EMD GP9 Phase II Penn Central PC 7135 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 1970s featuring: \u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eLeslie RS-3L air horn \u003c\/li\u003e\n\u003cli\u003eSinclair radio antenna \u003c\/li\u003e\n\u003cli\u003eLong-hood forward operation \u003c\/li\u003e\n\u003cli\u003ePyle early dual sealed beam headlight \u003c\/li\u003e\n\u003cli\u003eEtched metal sunshades \u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Walthers Proto","offers":[{"title":"Default Title","offer_id":37784772378790,"sku":"920-42708","price":259.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-proto-920-42707-ho-scale-emd-gp9-phase-ii-penn-central-pc-7106-dcc-sound_c6168474-ceff-4bb5-a64d-2d9f984a71fa.jpg?v=1613244665"},{"product_id":"walthers-proto-920-49707-ho-scale-emd-gp9-phase-ii-penn-central-pc-7110","title":"Walthers Proto 920-49707 HO Scale EMD GP9 Phase II Penn Central PC 7110","description":"\u003ch1\u003eWalthers Proto 920-49707 HO Scale EMD GP9 Phase II Penn Central PC 7110 \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 1970s featuring: \u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eLeslie RS-3L air horn \u003c\/li\u003e\n\u003cli\u003eSinclair radio antenna \u003c\/li\u003e\n\u003cli\u003eLong-hood forward operation \u003c\/li\u003e\n\u003cli\u003ePyle early dual sealed beam headlight \u003c\/li\u003e\n\u003cli\u003eEtched metal sunshades \u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Walthers Proto","offers":[{"title":"Default Title","offer_id":37784772608166,"sku":"920-49707","price":169.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-proto-920-42707-ho-scale-emd-gp9-phase-ii-penn-central-pc-7106-dcc-sound_ed53d7c8-0434-495a-b506-8b83551bdbb5.jpg?v=1613244717"},{"product_id":"walthers-proto-920-49708-ho-scale-emd-gp9-phase-ii-penn-central-pc-7139","title":"Walthers Proto 920-49708 HO Scale EMD GP9 Phase II Penn Central PC 7139","description":"\u003ch1\u003eWalthers Proto 920-49708 HO Scale EMD GP9 Phase II Penn Central PC 7139 \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 1970s featuring: \u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eLeslie RS-3L air horn \u003c\/li\u003e\n\u003cli\u003eSinclair radio antenna \u003c\/li\u003e\n\u003cli\u003eLong-hood forward operation \u003c\/li\u003e\n\u003cli\u003ePyle early dual sealed beam headlight \u003c\/li\u003e\n\u003cli\u003eEtched metal sunshades \u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Walthers Proto","offers":[{"title":"Default Title","offer_id":37784772640934,"sku":"920-49708","price":169.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-proto-920-42707-ho-scale-emd-gp9-phase-ii-penn-central-pc-7106-dcc-sound_152af8f8-ef39-4f4d-b1bd-e5a66e0fc6a1.jpg?v=1613244759"},{"product_id":"scaletrains-operator-11182-ho-scale-emd-sd45-penn-central-pc-6137-dcc-sound","title":"ScaleTrains Operator 11182 HO Scale EMD SD45 Penn Central PC 6137 DCC Sound","description":"\u003ch1\u003eScaleTrains Operator 11182 HO Scale EMD SD45 Penn Central PC 6137 DCC Sound\u003c\/h1\u003e\n\u003cp\u003eEntering production in 1966, the SD45 was the “Big Block Chevy” of EMD’s “1966 Line” of locomotives. During the early 1960s, railroads were demanding more and more horsepower from locomotives to meet the demanding schedules of growing high-priority and intermodal (TOFC) traffic. Higher horsepower equates to faster acceleration and the ability to maintain faster speeds. American railroads wanted as much of both as they could get.\u003cbr\u003e\u003cbr\u003eUnion Pacific (UP), in particular, prodded builders to up the horsepower ante which resulted in several exotic locomotives in the 1950s and 1960s. This included the GE\/Alco Gas Turbine designs and various double-diesel designs such as the Alco C855, GE U50 and U50C, and EMD DD35 and DDA35.\u003cbr\u003e\u003cbr\u003eWhile these UP locomotives delivered plenty of raw horsepower, they were big, unwieldy machines, which limited their operational territory. This also made them unattractive to interchange partner railroads as run-through or pool power. In addition, a failure of one prime mover or other critical system of a double-diesel would sideline the entire locomotive, effectively resulting in two locomotives out of service.\u003cbr\u003e\u003cbr\u003eWestern giant Southern Pacific (SP) would also dabble with double-diesels by acquiring a handful of GE U50s and EMD DD35s. While these various locomotives delivered impressive performance, the size of the double diesels were still a liability plus reliability was questionable.\u003cbr\u003e\u003cbr\u003eSP would even go as far as across the Atlantic Ocean to satisfy their appetite for more horsepower, acquiring diesel-hydraulic drive locomotives from Bavarian manufacturer Krauss-Maffei. The precision-tuned Krauss-Maffei’s were not up to the rigors and deferred maintenance of American railroading so they had relatively brief careers.\u003cbr\u003e\u003cbr\u003eTo meet the demand of greater horsepower from a more standardized package, EMD would go back to the drawing board in 1965 to develop a new prime mover. The previous prime mover series, the 567, used in models from F and E-units, to GP7s and GP35s, and everything in between had reached its developmental limits. EMD would increase the cylinder bore of the new prime mover, resulting in 645 cubic inches of displacement per cylinder … thus, the 645 was born.\u003cbr\u003e\u003cbr\u003eAs with the 567-series of prime movers, the 645 was built in several variations for different applications. 8 and 12-cylinder versions would power switchers and medium horsepower units, while a 16-cylinder, 3,000hp turbocharged version would power one of the flagships of the line, the SD40. To answer the call for even more horsepower, a 20-cylinder, 3,600hp turbocharged variant was developed. This variant, designated the 20-645E3, would be installed in a set of SD45 demonstrator units in late 1965. The SD45 would define the 1960s horsepower race.\u003cbr\u003e\u003cbr\u003eDressed in EMD white and metallic blue, the SD45 demonstrators made a striking appearance. Part of the new lineup of locomotives introduced in EMD’s 1966 catalog, the SD45 was the brute of the bunch. While keeping the basic family appearance of its stablemates, the SD45s featured distinctive outward-canted, or “flared” radiator intakes at the rear of the carbody that smoothly blending into the contour of the dynamic brake hatch.\u003cbr\u003e\u003cbr\u003eWhile the “SD40X” 645 prime mover testbeds of 1964 featured flared radiators as well, the SD45 was the first EMD to go into production with this feature. While it added to the brutish, broad-shouldered look of the SD45, this feature was a practical one. It allowed for deeper radiator cores to help cool the massive 20-cylinder prime mover. The demonstrator units would barnstorm across the country to help promote the new technology.\u003cbr\u003e\u003cbr\u003eFrom the beginning, the SD45 was a hit. When production commenced in 1966, nearly all major railroads of the era would purchase SD45s.\u003cbr\u003e\u003cbr\u003eWestern carriers Southern Pacific, Santa Fe, and Union Pacific would acquire fleets of SD45s. They handled priority TOFC trains, coal drags, and everything in between.\u003cbr\u003e\u003cbr\u003eThe Hill Railroads of the Pacific Northwest also bought SD45 including Great Northern (GN), Northern Pacific, and Frisco. In fact, GN’s first SD45, GN #400, would hold the distinction of being the very first production SD45 built. To celebrate the power and versatility of the latest EMD locomotive, GN #400 received the nickname “HUSTLE MUSCLE” on its long hood.\u003cbr\u003e\u003cbr\u003eEastern carriers purchased the SD45 as well. Pennsylvania Railroad acquired a sizable fleet, which lasted only a few years before being folded into Penn Central. Erie-Lackawanna was another notable customer because their SD45s were equipped with low-profile radiator and dynamic brake fans, exhausts, and horns to meet lowere overhead clearances on one of their routes.\u003cbr\u003e\u003cbr\u003eSD45s were prevalent in the Southeast as well. Seaboard Coast Line units lasted all the way through mergers into CSX. Norfolk Southern and Southern operated their SD45s long hood forward.\u003cbr\u003e\u003cbr\u003eDespite their initial success, the SD45 had teething troubles. The massive 20-645 prime mover had a tendency to break crankshafts early on. EMD quickly re-engineered and implemented a running change. Leakage from the extra-deep radiator cores that gave the SD45 its distinctive appearance was an issue some railroads faced early on. Once again, EMD would quickly diagnose and correct the problem.\u003cbr\u003e\u003cbr\u003eThroughout the 1960s until production ended in 1971 with the introduction of the Dash-2 line and its successor, the SD45-2, the SD45 sold well. Burlington Northern (BN) 6567 holds the distinction of being the last SD45 ever built.\u003cbr\u003e\u003cbr\u003eAs the nation entered the 1970s, there was a driving force that was to sour railroads on the SD45: fuel costs. Its high horsepower rating came at a price, with its 20-cylinder prime mover gulping fuel at a higher rate in comparison to other models like the SD40 and SD40-2. Several railroads felt the extra 600hp over models like the SD40 and SD40-2 did not justify the increased fuel costs. The OPEC oil embargo of 1973-74 didn’t help matters. Skyrocketing fuel costs made every drop of fuel precious so conservation and efficiency becoming paramount. Models like the SD40-2 were to shine, while on most roads, the SD45 came under greater scrutiny.\u003cbr\u003e\u003cbr\u003eAs the 1970s wore into the 1980s, SD45s quickly started to fall out of favor. With fuel efficiency and reliability the watchwords of the day and newer models from EMD and GE being introduced, tired SD45s quickly filled dead lines across the country. Some were retired relatively young. For example, BN 6567, built in 1971, was retired in 1986, which is a relatively brief career for a locomotive. While some became trade-in fodder, others met their end at end of a cutting torch.\u003cbr\u003e\u003cbr\u003eSecondhand sales gave a new lease on life to many SD45s. They found work on shortline and regional railroads like Susquehanna and Wisconsin Central where they became the backbones of their fleet.\u003cbr\u003e\u003cbr\u003eSome original owners weren’t ready to give up on the SD45. Southern Pacific, for example, embarked on a capital rebuilding program in the early 1980s. Electrical cabinets were rebuilt and rewired to Dash-2 standards. New engine governors dropped the horsepower slightly to 3,200hp to help save fuel. Santa Fe also upgraded many members of their fleet as well, extending their useful service lives.\u003cbr\u003e\u003cbr\u003eThe secondhand locomotive market was extended the life of several SD45s as well. In the early 90s, SD45s were to find newfound popularity as “cores” for rebuilding projects. Tired, rusty hulks that had been sitting dead in dealer backshops were suddenly in demand, with leasing companies, and railroads like Southern Pacific, seeing value in SD45s rebuilt to the latest specifications.\u003cbr\u003e\u003cbr\u003eMost dramatically, these rebuilds would see the original 20-645s removed, and replaced with 16-cylinder versions in their place, to help make them more fuel-efficient. Locomotive leaser and rebuilder Morrison-Knudsen, who undertook the program to rebuild secondhand SD45s for SP, became so adept at the process, they even developed a technique to cut-down the original 20-645 engine blocks into 16-645s, fabricating new crankshafts and other parts as well. While they may be the mechanical equivalent of an SD40-2 on the inside, externally they still looked like SD45s.\u003cbr\u003e\u003cbr\u003eAs the 90s drew to a close, the sun began to set on the SD45 and rebuilt lookalikes. Mergers and fleet consolidations saw many rebuilt SD45s retired in favor of newer power. In the 2000s, stricter emissions standards took effect, and newer, more fuel-efficient and environmentally-friendly locomotives were being produced en masse. The few remaining SD45s, rebuilt or otherwise, were suddenly out of work. As of this writing, there are precious few remaining, mostly on shortlines.\u003cbr\u003e\u003cbr\u003eThankfully, there are several preserved SD45s. GN 400, aka Hustle Muscle, has been restored and is enjoying retirement at the Minnesota Railroad Museum. SP’s first SD45, SP 8800 was rebuilt as part of their in-house SD45 rebuild program and becoming became SD45R 7457 in the process. After a long career with SP, and a stint under merger partner UP, it was donated to the Utah State Railroad Museum in Ogden, Utah where it currently resides. Thankfully, it’s undergoing restoration back to its classic SP appearance. These are a few examples of SD45s that still exist for future generations to see and admire.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEra: mid-1970s through early 1980s\u003c\/li\u003e\n\u003cli\u003eSeries 6105-6122, built 10-66\u003c\/li\u003e\n\u003cli\u003eFully assembled (except undecorated)\u003c\/li\u003e\n\u003cli\u003eMultiple road numbers\u003c\/li\u003e\n\u003cli\u003eDirectional LED headlights\u003c\/li\u003e\n\u003cli\u003ePrinted and LED lighted number boards\u003c\/li\u003e\n\u003cli\u003eFront and rear full-width MU catch trays with footboards\u003c\/li\u003e\n\u003cli\u003eFront and rear early small deck extension with dropsteps\u003c\/li\u003e\n\u003cli\u003eShort stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003eEarly (“X”) pattern walkway treadplate\u003c\/li\u003e\n\u003cli\u003eLatched battery box doors with single louvers\u003c\/li\u003e\n\u003cli\u003eCab sub-base doors with stiffener rib\u003c\/li\u003e\n\u003cli\u003e81” low short hood with plated-over handbrake location\u003c\/li\u003e\n\u003cli\u003eStandard EMD high headlight in face of short hood\u003c\/li\u003e\n\u003cli\u003e“35-Line” cab with standard front windshields\u003c\/li\u003e\n\u003cli\u003eFinely-detailed cab interior\u003c\/li\u003e\n\u003cli\u003eLeslie RS-3L-R horn mounted on number board housing\u003c\/li\u003e\n\u003cli\u003eStandard electrical cabinet seam\u003c\/li\u003e\n\u003cli\u003eNo ECAFB\u003c\/li\u003e\n\u003cli\u003eLate (ribbed) blower duct housing\u003c\/li\u003e\n\u003cli\u003eInertial air intake grilles without drip rails\u003c\/li\u003e\n\u003cli\u003eSeparately applied dust bin and exhaust stack\u003c\/li\u003e\n\u003cli\u003eEarly (short forward taper) extended-range dynamic brakes\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake intake grilles\u003c\/li\u003e\n\u003cli\u003eChickenwire-pattern radiator intake grille mesh\u003c\/li\u003e\n\u003cli\u003eFinely-molded 48” spiral-grille dynamic and radiator fans\u003c\/li\u003e\n\u003cli\u003eShort “Nub-Bottom” pilot face\u003c\/li\u003e\n\u003cli\u003eEnd handrails with top-and-end mount stanchions\u003c\/li\u003e\n\u003cli\u003eAccurately profiled underbody frame rail with separate bolster webs\u003c\/li\u003e\n\u003cli\u003eTall jacking pads with holes (early)\u003c\/li\u003e\n\u003cli\u003eFlush-mount EFCO button\u003c\/li\u003e\n\u003cli\u003e4,000-gallon fuel tank\u003c\/li\u003e\n\u003cli\u003eDetailed Flexicoil-C trucks with low-mounted brake cylinders and Hyatt bearing caps\u003c\/li\u003e\n\u003cli\u003eSemi-scale coupler buffer equipped with semi-scale Type “E” knuckle couplers\u003c\/li\u003e\n\u003cli\u003eAll-wheel drive\u003c\/li\u003e\n\u003cli\u003eAll-wheel electrical pick-up\u003c\/li\u003e\n\u003cli\u003eMotor with 5-pole skew-wound armature\u003c\/li\u003e\n\u003cli\u003eDual balanced flywheels\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible under magnification\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\u003eDetail kit available separately: wire grab irons, trainline hoses, MU hose clusters, uncoupling levers, windshield wipers, and more (SXT81180)\u003c\/li\u003e\n\u003cli\u003eColor matched to Tru-Color Paint colors whenever possible\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e“Essential Sound Unit” DCC \u0026amp; Sound Decoder\u003c\/li\u003e\n\u003cli\u003eOval speaker\u003c\/li\u003e\n\u003cli\u003eAccurate EMD 20-645E3 prime mover and auxiliary sounds\u003c\/li\u003e\n\u003cli\u003eOperates on both DC and DCC layouts*\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eDCC \u0026amp; sound ready locomotives also feature:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOperate using DC\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cul\u003e\u003c\/ul\u003e\n\u003cp\u003eNOTE: Images shown may differ from the road number offered.\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":37790951014566,"sku":"SXT11182","price":149.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-operator-11182-ho-scale-emd-sd45-penn-central-pc-6137-dcc-sound.jpg?v=1613583020"},{"product_id":"bowser-42530-ho-scale-prr-n5c-caboose-cabin-penn-central-pc-23000","title":"Bowser 42530 HO Scale PRR N5c Caboose Cabin Penn Central PC 23000","description":"\u003ch1\u003eBowser 42530 HO Scale PRR N5c Caboose Cabin Penn Central PC 23000\u003c\/h1\u003e\n\u003cp\u003eBowser HO Scale ready-to-run PRR Class N5C Steel Cabin Cars (Cabooses) are based on unique cabin cars used by the Pennsylvania Railroad and sold to, or inherited by, other lines and successors. These layout-ready cars feature the trademark porthole windows, accurate decoration, molded details, free-rolling trucks with metal wheels and magnetic knuckle couplers. Cars feature appropriate Pennsy region markings and paint variations, as well as the eye-catching Trainphone rooftop antennas as appropriate. The PRR Class N5C Steel Center-Cupola Cabin Car (Caboose) is a great addition to your steam and diesel-era car fleet.\u003c\/p\u003e","brand":"Bowser","offers":[{"title":"Default Title","offer_id":37808743776422,"sku":"BOW42530","price":26.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/bowser-42530-ho-scale-prr-n5c-caboose-cabin-penn-central-pc-23000.jpg?v=1613588612"},{"product_id":"walthers-mainline-910-1171-ho-scale-40-modernized-aar-1948-boxcar-penn-central-pc-253120","title":"Walthers Mainline 910-1171 HO Scale 40' Modernized AAR 1948 Boxcar Penn Central PC 253120","description":"\u003ch1\u003eWalthers Mainline 910-1171 HO Scale 40' Modernized AAR 1948 Boxcar Penn Central PC 253120\u003c\/h1\u003e\n\u003cp\u003eAdd authentic equipment to operations from the 1960s to 1980s with WalthersMainline 40' Association of American Railroads (AAR) 40' Modernized 1948 Boxcars. Built by the thousands after WWII, most had lots of life left in them when new safety standards were adopted in the mid-1960s to eliminate most freight car running boards. Many roads opted for inexpensive upgrades to bring the cars into compliance, installing short ladders on the A end, while retaining the longer ladder, high brake wheel and a single roof-mounted grab iron on the B end. Running into the 1980s in regular service, some were later reassigned to maintenance-of-way work.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFits 1960s to 1980s operations\u003c\/li\u003e\n\u003cli\u003eBased on cars rebuilt to comply with updated safety standards featuring:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eNo running board or mounts on roof\u003c\/li\u003e\n\u003cli\u003eTall ladders at B (brake wheel) end\u003c\/li\u003e\n\u003cli\u003eShort ladders at A end\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eLimited edition - one time run of these roadnumbers\u003c\/li\u003e\n\u003cli\u003eImproved Dreadnaught 4-4 end with rectangular top rib\u003c\/li\u003e\n\u003cli\u003eDiagonal panel roof\u003c\/li\u003e\n\u003cli\u003e6' Youngstown doors\u003c\/li\u003e\n\u003cli\u003e10-panel riveted sides\u003c\/li\u003e\n\u003cli\u003e10'6\" Interior height\u003c\/li\u003e\n\u003cli\u003eAjax hand brake wheel\u003c\/li\u003e\n\u003cli\u003eBettendorf trucks\u003c\/li\u003e\n\u003cli\u003eCorrect 33\" turned-metal wheelsets\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":39254831595686,"sku":"910-1171","price":22.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/walthers-mainline-910-1171-ho-scale-40-modernized-aar-1948-boxcar-penn-central-pc-253120.jpg?v=1614199202"},{"product_id":"rapido-trains-138004a-ho-scale-f30a-50-flatcar-penn-central-pc-varies","title":"Rapido Trains 138004A HO Scale F30A 50' Flatcar Penn Central PC # Varies","description":"\u003ch1\u003eRapido Trains 138004A HO Scale F30A 50' Flatcar Penn Central PC # Varies\u003c\/h1\u003e\n\u003cp\u003eThe Pennsylvania Railroad’s class F30A flat cars were one of the most numerous classes of flat cars on that railroad with 1500 being built between 1933 and 1934. The PRR utilized a massive one-piece steel casting on these cars, and that sturdy construction meant that many lasted an incredibly ling time. The cars were so successful that the PRR built another 250 nearly identical copies in 1951, classified as F30D.\u003cbr\u003e\u003cbr\u003eStarting in 1954 the Pennsy converted many F30D flat cars into early piggyback service cars. These cars received perforated side rub rails, end loading ramps and four side posts.\u003c\/p\u003e\n\u003cp\u003eEighty-six cars were transferred to the new Trailer Train Company (TTX) between 1957 and 1958. These cars received additional upgrades in the form of ACF trailer hitches and revised side rails and upgraded end ramps. The TTX cars also received roller bearing conversions on their trucks. Classified as F30G, these cars were used by TTX into the 1980s, many being upgraded with full roller bearing trucks and many even painted in TTX’s yellow scheme.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDie-cast chassis and deck for optimum weight\u003c\/li\u003e\n\u003cli\u003eCorrect trucks (PRR 2E-F10, roller bearing converted or full roller bearing trucks)\u003c\/li\u003e\n\u003cli\u003eTurned metal wheels\u003c\/li\u003e\n\u003cli\u003eKadee #158 semi-scale couplers\u003c\/li\u003e\n\u003cli\u003eFull brake rigging\u003c\/li\u003e\n\u003cli\u003eSeparate grab irons\u003c\/li\u003e\n\u003cli\u003eCorrect piggy-back details (Class F30D \u0026amp; G)\u003c\/li\u003e\n\u003cli\u003eSix car numbers per paint scheme available\u003c\/li\u003e\n\u003cli\u003eSingle Car - random car #\u003cbr\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Rapido Trains","offers":[{"title":"Default Title","offer_id":39270891520166,"sku":"RAP138004A","price":44.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/rapido-trains-138004a-ho-scale-f30a-50-flatcar-penn-central-pc-varies.jpg?v=1738868915"},{"product_id":"rapido-trains-138004-ho-scale-f30a-50-flatcar-penn-central-pc-6-pack","title":"Rapido Trains 138004 HO Scale F30A 50' Flatcar Penn Central PC 6 Pack","description":"\u003ch1\u003eRapido Trains 138004 HO Scale F30A 50' Flatcar Penn Central PC 6 Pack\u003c\/h1\u003e\n\u003cp\u003eThe Pennsylvania Railroad’s class F30A flat cars were one of the most numerous classes of flat cars on that railroad with 1500 being built between 1933 and 1934. The PRR utilized a massive one-piece steel casting on these cars, and that sturdy construction meant that many lasted an incredibly ling time. The cars were so successful that the PRR built another 250 nearly identical copies in 1951, classified as F30D.\u003cbr\u003e\u003cbr\u003eStarting in 1954 the Pennsy converted many F30D flat cars into early piggyback service cars. These cars received perforated side rub rails, end loading ramps and four side posts.\u003c\/p\u003e\n\u003cp\u003eEighty-six cars were transferred to the new Trailer Train Company (TTX) between 1957 and 1958. These cars received additional upgrades in the form of ACF trailer hitches and revised side rails and upgraded end ramps. The TTX cars also received roller bearing conversions on their trucks. Classified as F30G, these cars were used by TTX into the 1980s, many being upgraded with full roller bearing trucks and many even painted in TTX’s yellow scheme.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDie-cast chassis and deck for optimum weight\u003c\/li\u003e\n\u003cli\u003eCorrect trucks (PRR 2E-F10, roller bearing converted or full roller bearing trucks)\u003c\/li\u003e\n\u003cli\u003eTurned metal wheels\u003c\/li\u003e\n\u003cli\u003eKadee #158 semi-scale couplers\u003c\/li\u003e\n\u003cli\u003eFull brake rigging\u003c\/li\u003e\n\u003cli\u003eSeparate grab irons\u003c\/li\u003e\n\u003cli\u003eCorrect piggy-back details (Class F30D \u0026amp; G)\u003c\/li\u003e\n\u003cli\u003eSix car numbers per paint scheme available\u003c\/li\u003e\n\u003cli\u003e6-pack includes the following numbers, all individually packaged:\u003cbr\u003e\n\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e#701096\u003c\/li\u003e\n\u003cli\u003e#701482\u003c\/li\u003e\n\u003cli\u003e#701550\u003c\/li\u003e\n\u003cli\u003e#701832\u003c\/li\u003e\n\u003cli\u003e#701987\u003c\/li\u003e\n\u003cli\u003e#702058\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e","brand":"Rapido Trains","offers":[{"title":"Default Title","offer_id":39270891684006,"sku":"RAP138004","price":289.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/rapido-trains-138004-ho-scale-f30a-50-flatcar-penn-central-pc-6-pack.jpg?v=1738868915"},{"product_id":"rapido-trains-403025-ho-scale-40-fruehauf-exterior-post-van-trailer-penn-central-pc","title":"Rapido Trains 403025 HO Scale 40' Fruehauf Exterior-Post Van Trailer Penn Central PC","description":"\u003ch1\u003eRapido Trains 403025 HO Scale 40' Fruehauf Exterior-Post Van Trailer Penn Central PC\u003c\/h1\u003e\n\u003cp\u003eA transport revolution started in the 1950s – the advent of the piggyback trailer. No longer was it necessary to transfer loads to and from freight cars to local trucks for shipment or delivery. Instead, the entire loaded trailer could be driven from a loading dock to a freight yard, loaded on a train, then delivered to its final destination.\u003c\/p\u003e\n\u003cp\u003eThe Pennsylvania Railroad’s “TrucTrain” was a pioneer in this area, but many other railroads offered their own services. The Trailer Train Company (TTX) was formed in 1955 and quickly became the major player in TOFC (Trailer On Flat Car) operations. Its cars run on railroads throughout North America. Following on the introduction of our PRR and TTX F30D\/G flat cars, Rapido is pleased to announce three groups of trailers that perfectly accompany out flat – or anybody else’s! These three body styles have not been available in HO plastic models before and cover the time period from the mid-1950s through the 1970s.\u003c\/p\u003e\n\u003cp\u003eFor the 1955-60s era, we offer the 35’ Fruehauf Integral-Post Volume Van with ribbed sides and rounded corners. These trailers will also be available with or without curb-side loading doors.\u003c\/p\u003e\n\u003cp\u003eOur 1960s offerings include two designs; the 40’ Fruehauf Exterior-Post Volume Van and the 40’ Fruehauf Fluted-Side Volume Van, both with side door options where appropriate and the later in both refrigerated and dry van forms.\u003c\/p\u003e\n\u003cp\u003eAll of these trailers will be available in a variety of prototypical paint schemes for both railroads and private trucking companies. All schemes will be offered in three individual numbers.\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEquipped with side door\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Rapido Trains","offers":[{"title":"Default Title","offer_id":39278330773670,"sku":"RAP403025","price":27.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/rapido-trains-403025-ho-scale-40-fruehauf-exterior-post-van-trailer-penn-central-pc.jpg?v=1738868879"},{"product_id":"rapido-trains-403026-ho-scale-40-fruehauf-exterior-post-van-trailer-penn-central-pc","title":"Rapido Trains 403026 HO Scale 40' Fruehauf Exterior-Post Van Trailer Penn Central PC","description":"\u003ch1\u003eRapido Trains 403026 HO Scale 40' Fruehauf Exterior-Post Van Trailer Penn Central PC\u003c\/h1\u003e\n\u003cp\u003eA transport revolution started in the 1950s – the advent of the piggyback trailer. No longer was it necessary to transfer loads to and from freight cars to local trucks for shipment or delivery. Instead, the entire loaded trailer could be driven from a loading dock to a freight yard, loaded on a train, then delivered to its final destination.\u003c\/p\u003e\n\u003cp\u003eThe Pennsylvania Railroad’s “TrucTrain” was a pioneer in this area, but many other railroads offered their own services. The Trailer Train Company (TTX) was formed in 1955 and quickly became the major player in TOFC (Trailer On Flat Car) operations. Its cars run on railroads throughout North America. Following on the introduction of our PRR and TTX F30D\/G flat cars, Rapido is pleased to announce three groups of trailers that perfectly accompany out flat – or anybody else’s! These three body styles have not been available in HO plastic models before and cover the time period from the mid-1950s through the 1970s.\u003c\/p\u003e\n\u003cp\u003eFor the 1955-60s era, we offer the 35’ Fruehauf Integral-Post Volume Van with ribbed sides and rounded corners. These trailers will also be available with or without curb-side loading doors.\u003c\/p\u003e\n\u003cp\u003eOur 1960s offerings include two designs; the 40’ Fruehauf Exterior-Post Volume Van and the 40’ Fruehauf Fluted-Side Volume Van, both with side door options where appropriate and the later in both refrigerated and dry van forms.\u003c\/p\u003e\n\u003cp\u003eAll of these trailers will be available in a variety of prototypical paint schemes for both railroads and private trucking companies. All schemes will be offered in three individual numbers.\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEquipped with side door\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Rapido Trains","offers":[{"title":"Default Title","offer_id":39278331461798,"sku":"RAP403026","price":27.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/rapido-trains-403026-ho-scale-40-fruehauf-exterior-post-van-trailer-penn-central-pc.jpg?v=1738868878"},{"product_id":"rapido-trains-403027-ho-scale-40-fruehauf-exterior-post-van-trailer-penn-central-pc","title":"Rapido Trains 403027 HO Scale 40' Fruehauf Exterior-Post Van Trailer Penn Central PC","description":"\u003ch1\u003eRapido Trains 403027 HO Scale 40' Fruehauf Exterior-Post Van Trailer Penn Central PC\u003c\/h1\u003e\n\u003cp\u003eA transport revolution started in the 1950s – the advent of the piggyback trailer. No longer was it necessary to transfer loads to and from freight cars to local trucks for shipment or delivery. Instead, the entire loaded trailer could be driven from a loading dock to a freight yard, loaded on a train, then delivered to its final destination.\u003c\/p\u003e\n\u003cp\u003eThe Pennsylvania Railroad’s “TrucTrain” was a pioneer in this area, but many other railroads offered their own services. The Trailer Train Company (TTX) was formed in 1955 and quickly became the major player in TOFC (Trailer On Flat Car) operations. Its cars run on railroads throughout North America. Following on the introduction of our PRR and TTX F30D\/G flat cars, Rapido is pleased to announce three groups of trailers that perfectly accompany out flat – or anybody else’s! These three body styles have not been available in HO plastic models before and cover the time period from the mid-1950s through the 1970s.\u003c\/p\u003e\n\u003cp\u003eFor the 1955-60s era, we offer the 35’ Fruehauf Integral-Post Volume Van with ribbed sides and rounded corners. These trailers will also be available with or without curb-side loading doors.\u003c\/p\u003e\n\u003cp\u003eOur 1960s offerings include two designs; the 40’ Fruehauf Exterior-Post Volume Van and the 40’ Fruehauf Fluted-Side Volume Van, both with side door options where appropriate and the later in both refrigerated and dry van forms.\u003c\/p\u003e\n\u003cp\u003eAll of these trailers will be available in a variety of prototypical paint schemes for both railroads and private trucking companies. All schemes will be offered in three individual numbers.\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEquipped with side door\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Rapido Trains","offers":[{"title":"Default Title","offer_id":39278331920550,"sku":"RAP403027","price":22.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/rapido-trains-403027-ho-scale-40-fruehauf-exterior-post-van-trailer-penn-central-pc.jpg?v=1738868877"},{"product_id":"athearn-67751-ho-scale-rtr-40-modernized-boxcar-penn-cental-pc-252932","title":"Athearn 67751 HO Scale RTR 40' Modernized Boxcar Penn Cental PC 252932","description":"\u003ch1\u003eAthearn 67751 HO Scale RTR 40' Modernized Boxcar Penn Cental PC 252932\u003c\/h1\u003e\n\u003cp\u003eRailroad boxcars are perhaps not only the best-recognized pieces of equipment ever put into service but also one of the most identifiable symbols of the industry itself. During the early years of the industry freight was hauled on simple flatcars or early gondolas. In Upstate New York was the burgeoning Mohawk \u0026amp; Hudson Railroad, the first chartered system in the United States which later became part of the New York Central, came up with the novel idea of covering its gondolas in 1833 since the railroad dealt with snow throughout much of the winter. The car’s development continued to improve over the years such as switching from basic wood construction with steel outside-bracing, within the same size specifications; 40 feet, a standard size employed by the American Association of Railroads (AAR). To better enhance crew safety, in 1968 the AAR legislated the removal of roof walks. The 40 foot boxcars needed to be “modernized” to adhere to the AAR mandate. This was to be completed by 1978 for cars in interchange service. Some of these cars had side and end ladders cut down, in some cases, modification included lowering the brakewheel. What made boxcars great, at least in the eyes of the railroads, was, their ability to haul about anything! Railroads thrive on redundancy to maximize efficiency.\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\u003eUnderbody with brake system details\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\u003eReplacement parts available\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":39285796372646,"sku":"ATH67751","price":29.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-67751-ho-scale-rtr-40-modernized-boxcar-penn-cental-pc-252932.jpg?v=1614453494"},{"product_id":"athearn-67752-ho-scale-rtr-40-modernized-boxcar-penn-cental-pc-252977","title":"Athearn 67752 HO Scale RTR 40' Modernized Boxcar Penn Cental PC 252977","description":"\u003ch1\u003eAthearn 67752 HO Scale RTR 40' Modernized Boxcar Penn Cental PC 252977\u003c\/h1\u003e\n\u003cp\u003eRailroad boxcars are perhaps not only the best-recognized pieces of equipment ever put into service but also one of the most identifiable symbols of the industry itself. During the early years of the industry freight was hauled on simple flatcars or early gondolas. In Upstate New York was the burgeoning Mohawk \u0026amp; Hudson Railroad, the first chartered system in the United States which later became part of the New York Central, came up with the novel idea of covering its gondolas in 1833 since the railroad dealt with snow throughout much of the winter. The car’s development continued to improve over the years such as switching from basic wood construction with steel outside-bracing, within the same size specifications; 40 feet, a standard size employed by the American Association of Railroads (AAR). To better enhance crew safety, in 1968 the AAR legislated the removal of roof walks. The 40 foot boxcars needed to be “modernized” to adhere to the AAR mandate. This was to be completed by 1978 for cars in interchange service. Some of these cars had side and end ladders cut down, in some cases, modification included lowering the brakewheel. What made boxcars great, at least in the eyes of the railroads, was, their ability to haul about anything! Railroads thrive on redundancy to maximize efficiency.\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\u003eUnderbody with brake system details\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\u003eReplacement parts available\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":39285796569254,"sku":"ATH67752","price":27.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-67752-ho-scale-rtr-40-modernized-boxcar-penn-cental-pc-252977.jpg?v=1614453512"},{"product_id":"athearn-67753-ho-scale-rtr-40-modernized-boxcar-penn-cental-pc-3-pack","title":"Athearn 67753 HO Scale RTR 40' Modernized Boxcar Penn Cental PC 3 Pack","description":"\u003ch1\u003eAthearn 67753 HO Scale RTR 40' Modernized Boxcar Penn Cental PC\u003c\/h1\u003e\n\u003ch2\u003e3 Pack\u003c\/h2\u003e\n\u003cp\u003eRailroad boxcars are perhaps not only the best-recognized pieces of equipment ever put into service but also one of the most identifiable symbols of the industry itself. During the early years of the industry freight was hauled on simple flatcars or early gondolas. In Upstate New York was the burgeoning Mohawk \u0026amp; Hudson Railroad, the first chartered system in the United States which later became part of the New York Central, came up with the novel idea of covering its gondolas in 1833 since the railroad dealt with snow throughout much of the winter. The car’s development continued to improve over the years such as switching from basic wood construction with steel outside-bracing, within the same size specifications; 40 feet, a standard size employed by the American Association of Railroads (AAR). To better enhance crew safety, in 1968 the AAR legislated the removal of roof walks. The 40 foot boxcars needed to be “modernized” to adhere to the AAR mandate. This was to be completed by 1978 for cars in interchange service. Some of these cars had side and end ladders cut down, in some cases, modification included lowering the brakewheel. What made boxcars great, at least in the eyes of the railroads, was, their ability to haul about anything! Railroads thrive on redundancy to maximize efficiency.\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\u003eUnderbody with brake system details\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\u003eReplacement parts available\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn","offers":[{"title":"Default Title","offer_id":39285796700326,"sku":"ATH67753","price":79.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-67753-ho-scale-rtr-40-modernized-boxcar-penn-cental-pc-3-pack.jpg?v=1614453530"},{"product_id":"rapido-trains-139001-ho-scale-evans-x72-boxcar-large-logo-penn-central-pc-6-pack","title":"Rapido Trains 139001 HO Scale Evans X72A Boxcar Large Logo Penn Central PC 6 Pack","description":"\u003ch1\u003eRapido Trains 139001 HO Scale Evans X72A Boxcar Large Logo Penn Central PC\u003c\/h1\u003e\n\u003ch2\u003e6 Pack\u003c\/h2\u003e\n\u003cp\u003eBetween 1972 and 1973, Penn Central received the first of over 1065 boxcars in the X72\/X72A fleet from US Railroad Manufacturing's (Evans) Blue Island, Illinois plant. These cars would eventually find their way to Conrail in 1976, retaining their PC numbering series while getting CR reporting marks. Some cars received full repaints, while others received just patch jobs. After toiling for many years with Penn Central\/Conrail, CN acquired a substantial portion of the remaining fleet, many of which were sold off to leasing companies more recently.\u003c\/p\u003e\n\u003cp\u003eThe only subclass of the X72 was the X72A. As pointed-out by Jim Six in his Railroad Model Craftsman article, there appears to be no external distinction between the X72 and X72A. Both cars have same welded 12-panel construction and feature 6-panel Superior doors.\u003c\/p\u003e\n\u003cp\u003eThe X72 is a general purpose boxcar that can be found in nearly every service, making it a very common piece of equipment throughout North America. Some cars are equipped with DF Belt Loaders for assisting in loading and unloading of special equipment, while other cars are equipped with Dual Air Paks for in-shipment shock control of goods and pallets. These specially equipped cars are in assigned service to specific industries for specific loading\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDrawn from original blueprints and drawings\u003c\/li\u003e\n\u003cli\u003eArtworks sourced from original design drawings and photos\u003c\/li\u003e\n\u003cli\u003eSeparate door posts, door latches and coupler cut levers\u003c\/li\u003e\n\u003cli\u003eFully-detailed underframe including separate piping and equipment\u003c\/li\u003e\n\u003cli\u003eDetailed cushion draft gear with Rapido semi-scale knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFully-detailed 70-ton trucks with 33” metal wheels\u003c\/li\u003e\n\u003cli\u003e6-pack includes the following numbers:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e#229192\u003c\/li\u003e\n\u003cli\u003e#229196\u003c\/li\u003e\n\u003cli\u003e#229235\u003c\/li\u003e\n\u003cli\u003e#229254\u003c\/li\u003e\n\u003cli\u003e#229348\u003c\/li\u003e\n\u003cli\u003e#229447\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e","brand":"Rapido Trains","offers":[{"title":"Default Title","offer_id":39345054318758,"sku":"RAP139001","price":269.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/rapido-trains-139001-ho-scale-evans-x72-boxcar-large-logo-penn-central-pc-6-pack.jpg?v=1738868852"},{"product_id":"rapido-trains-139001a-ho-scale-evans-x72-boxcar-large-logo-penn-central-pc-single-car-varies","title":"Rapido Trains 139001A HO Scale Evans X72A Boxcar Large Logo Penn Central PC Single Car #Varies","description":"\u003ch1\u003eRapido Trains 139001A HO Scale Evans X72A Boxcar Large Logo Penn Central PC Single Car #Varies\u003c\/h1\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAs operated between 1973 to 1976.\u003c\/li\u003e\n\u003cli\u003eSingle Car - random car #\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Rapido Trains","offers":[{"title":"Default Title","offer_id":39345055367334,"sku":"RAP139001A","price":44.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/rapido-trains-139001a-ho-scale-evans-x72-boxcar-large-logo-penn-central-pc-single-car-varies.jpg?v=1738868850"},{"product_id":"rapido-trains-139002-ho-scale-evans-x72-boxcar-small-logo-penn-central-pc-6-pack","title":"Rapido Trains 139002 HO Scale Evans X72 Boxcar Small Logo Penn Central PC 6 Pack","description":"\u003ch1\u003eRapido Trains 139002 HO Scale Evans X72 Boxcar Small Logo Penn Central PC\u003c\/h1\u003e\n\u003ch2\u003e6 Pack\u003c\/h2\u003e\n\u003cp\u003eBetween 1972 and 1973, Penn Central received the first of over 1065 boxcars in the X72\/X72A fleet from US Railroad Manufacturing's (Evans) Blue Island, Illinois plant. These cars would eventually find their way to Conrail in 1976, retaining their PC numbering series while getting CR reporting marks. Some cars received full repaints, while others received just patch jobs. After toiling for many years with Penn Central\/Conrail, CN acquired a substantial portion of the remaining fleet, many of which were sold off to leasing companies more recently.\u003c\/p\u003e\n\u003cp\u003eThe only subclass of the X72 was the X72A. As pointed-out by Jim Six in his Railroad Model Craftsman article, there appears to be no external distinction between the X72 and X72A. Both cars have same welded 12-panel construction and feature 6-panel Superior doors.\u003c\/p\u003e\n\u003cp\u003eThe X72 is a general purpose boxcar that can be found in nearly every service, making it a very common piece of equipment throughout North America. Some cars are equipped with DF Belt Loaders for assisting in loading and unloading of special equipment, while other cars are equipped with Dual Air Paks for in-shipment shock control of goods and pallets. These specially equipped cars are in assigned service to specific industries for specific loading\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDrawn from original blueprints and drawings\u003c\/li\u003e\n\u003cli\u003eArtworks sourced from original design drawings and photos\u003c\/li\u003e\n\u003cli\u003eSeparate door posts, door latches and coupler cut levers\u003c\/li\u003e\n\u003cli\u003eFully-detailed underframe including separate piping and equipment\u003c\/li\u003e\n\u003cli\u003eDetailed cushion draft gear with Rapido semi-scale knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFully-detailed 70-ton trucks with 33” metal wheels\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e6-pack includes the following numbers:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e#266500\u003c\/li\u003e\n\u003cli\u003e#266822\u003c\/li\u003e\n\u003cli\u003e#266899\u003c\/li\u003e\n\u003cli\u003e#269175\u003c\/li\u003e\n\u003cli\u003e#269447\u003c\/li\u003e\n\u003cli\u003e#269990\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e","brand":"Rapido Trains","offers":[{"title":"Default Title","offer_id":39345055858854,"sku":"RAP139002","price":269.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/rapido-trains-139002-ho-scale-evans-x72-boxcar-small-logo-penn-central-pc-6-pack.jpg?v=1738868850"},{"product_id":"rapido-trains-139002a-ho-scale-evans-x72-boxcar-small-logo-penn-central-pc-single-car-varies","title":"Rapido Trains 139002A HO Scale Evans X72 Boxcar Small Logo Penn Central PC Single Car #Varies","description":"\u003ch1\u003eRapido Trains 139002A HO Scale Evans X72 Boxcar Small Logo Penn Central PC Single Car #Varies\u003c\/h1\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAs operated between 1973 to 1976.\u003c\/li\u003e\n\u003cli\u003eSingle Car - random car #\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Rapido Trains","offers":[{"title":"Default Title","offer_id":39345056514214,"sku":"RAP139002A","price":44.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/rapido-trains-139002a-ho-scale-evans-x72-boxcar-small-logo-penn-central-pc-single-car-varies.jpg?v=1738868849"},{"product_id":"rapido-trains-139003-ho-scale-evans-x72-boxcar-small-logo-penn-central-pc-6-pack","title":"Rapido Trains 139003 HO Scale Evans X72 Boxcar Small Logo Penn Central PC 6 Pack","description":"\u003ch1\u003eRapido Trains 139003 HO Scale Evans X72 Boxcar Small Logo Penn Central PC\u003c\/h1\u003e\n\u003ch2\u003e6 Pack\u003c\/h2\u003e\n\u003cp\u003eBetween 1972 and 1973, Penn Central received the first of over 1065 boxcars in the X72\/X72A fleet from US Railroad Manufacturing's (Evans) Blue Island, Illinois plant. These cars would eventually find their way to Conrail in 1976, retaining their PC numbering series while getting CR reporting marks. Some cars received full repaints, while others received just patch jobs. After toiling for many years with Penn Central\/Conrail, CN acquired a substantial portion of the remaining fleet, many of which were sold off to leasing companies more recently.\u003c\/p\u003e\n\u003cp\u003eThe only subclass of the X72 was the X72A. As pointed-out by Jim Six in his Railroad Model Craftsman article, there appears to be no external distinction between the X72 and X72A. Both cars have same welded 12-panel construction and feature 6-panel Superior doors.\u003c\/p\u003e\n\u003cp\u003eThe X72 is a general purpose boxcar that can be found in nearly every service, making it a very common piece of equipment throughout North America. Some cars are equipped with DF Belt Loaders for assisting in loading and unloading of special equipment, while other cars are equipped with Dual Air Paks for in-shipment shock control of goods and pallets. These specially equipped cars are in assigned service to specific industries for specific loading\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDrawn from original blueprints and drawings\u003c\/li\u003e\n\u003cli\u003eArtworks sourced from original design drawings and photos\u003c\/li\u003e\n\u003cli\u003eSeparate door posts, door latches and coupler cut levers\u003c\/li\u003e\n\u003cli\u003eFully-detailed underframe including separate piping and equipment\u003c\/li\u003e\n\u003cli\u003eDetailed cushion draft gear with Rapido semi-scale knuckle couplers\u003c\/li\u003e\n\u003cli\u003eFully-detailed 70-ton trucks with 33” metal wheels\u003c\/li\u003e\n\u003cli\u003e6-pack includes the following numbers:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003e#266577\u003c\/li\u003e\n\u003cli\u003e#266850\u003c\/li\u003e\n\u003cli\u003e#269268\u003c\/li\u003e\n\u003cli\u003e#269320\u003c\/li\u003e\n\u003cli\u003e#269827\u003c\/li\u003e\n\u003cli\u003e#269899\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/ul\u003e","brand":"Rapido Trains","offers":[{"title":"Default Title","offer_id":39345057038502,"sku":"RAP139003","price":269.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/rapido-trains-139003-ho-scale-evans-x72-boxcar-small-logo-penn-central-pc-6-pack.jpg?v=1738868848"},{"product_id":"rapido-trains-139003a-ho-scale-evans-x72-boxcar-small-logo-penn-central-pc-single-car-varies","title":"Rapido Trains 139003A HO Scale Evans X72 Boxcar Small Logo Penn Central PC Single Car #Varies","description":"\u003ch1\u003eRapido Trains 139003A HO Scale Evans X72 Boxcar Small Logo Penn Central PC Single Car #Varies\u003c\/h1\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eAs operated between 1973 to 1976.\u003c\/li\u003e\n\u003cli\u003eSingle Car - random car #\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Rapido Trains","offers":[{"title":"Default Title","offer_id":39345057497254,"sku":"RAP139003A","price":44.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/rapido-trains-139003a-ho-scale-evans-x72-boxcar-small-logo-penn-central-pc-single-car-varies.jpg?v=1738868847"},{"product_id":"scaletrains-32544-ho-scale-rivet-counter-ps-2cd-4785-h54a-covered-hopper-pc-890056","title":"ScaleTrains 32544 HO Scale Rivet Counter PS-2CD 4785 H54A Covered Hopper PC 890056","description":"\u003ch1\u003eScaleTrains 32544 HO Scale Rivet Counter PS-2CD 4785 H54A Covered Hopper PC 890056\u003c\/h1\u003e\n\u003cp\u003eOne of the larger sizes offered in the Pullman-Standard covered hopper catalog, the PS-2CD 4785 cubic foot design could be optimized for a variety of commodities, from grain products, to chemical or mineral ladings. Introduced in 1967 and built at their Butler, PA plant, the basic design would see refinements to its basic design over its five-year production span. The end “cages” of the cars would change over this period, with revisions to the end grab iron and support arrangements. Later production would also feature tall shear plates as part of the end sills, adding another visual distinction to this family of cars.\u003c\/p\u003e\n\u003cp\u003eAnd as common with other covered hopper production, the customer could option the cars with different roof hatch options; full-length trough, three-trough, or round hatches. The full-length trough hatches were typically applied to cars intended for grain duty, allowing easy loading from spouts used at grain elevators. Round hatches are easier to seal, and were preferred for cars designed for commodities that needed better protection from the elements. The three-trough option, unique to Cotton Belt, was essentially the full-length trough divided into three smaller sections, making it a “best-of-both-worlds” option that combined the ease of loading of the full-length trough, with the better sealing capability of a round hatch.\u003c\/p\u003e\n\u003cp\u003eDifferent outlet types and brands could also be fitted, with gravity or gravity-pneumatic types installed for optimal handling of different commodities. Gravity outlets were preferred for grains, while the gravity-pneumatic outlet type offered greater flexibility in the types of commodities that could be handled. The gravity setting allowed the commodity to discharge from the outlets via normal gravity (such as grain), while the pneumatic setting allowed commodities to be unloaded via vacuum hose. This was used for ladings such as plastic pellets, or powdery chemical or foodstuff commodities, that would tend to “cake-up” in the outlet, and needed the vacuum for smoother and contamination-free unloading. Running board and end coupler platforms could also vary per customer option, with Apex (slotted-hole), Morton (round-hole), and U.S. Gypsum (diamond-hole) types seen fitted to these cars.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEra: 1972-1990s\u003c\/li\u003e\n\u003cli\u003eSeries 890001-890100, H54A, built 1972 (P-S Lot 9593)\u003c\/li\u003e\n\u003cli\u003eAs-built cars delivered in jade green paint – model color approved by the Penn Central Historical Society\u003c\/li\u003e\n\u003cli\u003eBody with shear plates\u003c\/li\u003e\n\u003cli\u003eShort center sill\u003c\/li\u003e\n\u003cli\u003eU.S. Gypsum (diamond-hole) running boards and coupler platforms\u003c\/li\u003e\n\u003cli\u003eAs built pressed steel trough loading hatches\u003c\/li\u003e\n\u003cli\u003eKeystone “Portloc” Gravity-Pneumatic outlet gates\u003c\/li\u003e\n\u003cli\u003eHandbrake mounted to shear plate\u003c\/li\u003e\n\u003cli\u003eMultiple roof hatch options per prototype: Continuous Trough, 3-Trough, or Round Hatch – see roadname above for specific version\u003c\/li\u003e\n\u003cli\u003eApex (slotted), Morton (round-hole), or U.S. Gypsum (diamond-hole) walkways and coupler platforms – see roadname above for specific version\u003c\/li\u003e\n\u003cli\u003ePhoto-etched stainless-steel see-through running board with metal grab irons\u003c\/li\u003e\n\u003cli\u003ePhoto-etched stainless-steel see-through end crossover platforms\u003c\/li\u003e\n\u003cli\u003eMultiple end brace and grab variations– see roadname above for specific version\u003c\/li\u003e\n\u003cli\u003eMultiple “end cage” grab iron and support configurations – see roadname above for specific version Gravity or Gravity-Pneumatic outlets – see roadname above for specific version\u003c\/li\u003e\n\u003cli\u003eEnd shear plates – denoted as appropriate by roadname above\u003c\/li\u003e\n\u003cli\u003eFactory-applied ladders with metal rungs\u003c\/li\u003e\n\u003cli\u003eFactory-applied trainline pipe\u003c\/li\u003e\n\u003cli\u003eBrake plumbing with separate air reservoir, control valve, and retainer valve details plus separately applied wireform plumbing\u003c\/li\u003e\n\u003cli\u003eHandbrakes mounted to stands, end supports, and or end shear plate – see roadname above for specific version\u003c\/li\u003e\n\u003cli\u003eDurable die-cast metal semi-scale standard Type E couplers\u003c\/li\u003e\n\u003cli\u003eHighly-detailed Barber S-2 100-ton trucks with finely rendered raised foundry data, rotating bearing caps, side bearing detail, and truck-mounted brake beams\u003c\/li\u003e\n\u003cli\u003e36” machined metal wheels\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003cli\u003eRecommended radius: 22”\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eAll Rivet Counter Freight Cars Feature:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eFully assembled\u003c\/li\u003e\n\u003cli\u003eMultiple road numbers\u003c\/li\u003e\n\u003cli\u003eFactory-applied metal grab irons, coupler cut levers, and trainline hoses\u003c\/li\u003e\n\u003cli\u003eIntricate brake plumbing\u003c\/li\u003e\n\u003cli\u003ePhoto-etched stainless-steel see-through end crossover platforms\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\u003c\/li\u003e\n\u003cli\u003eAccurately profiled .110″ wheels\u003c\/li\u003e\n\u003cli\u003eWeighted to Industry standards for reliable operation\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\u003eColor matched to existing Tru-Color Paint colors whenever possible\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan class=\"author-d-1gg9uz65z1iz85zgdz68zmqkz84zo2qowz82zpz66zz72zo5z71zz86zz78zz67zwoz76z8ydwz74zz79zez75z7z73zvz84zpod7yz70z\"\u003eNOTE: Road number may vary from picture shown.\u003c\/span\u003e\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":39379618529446,"sku":"SXT32544","price":42.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-32544-ho-scale-rivet-counter-ps-2cd-4785-h54a-covered-hopper-pc-890056.jpg?v=1615055925"},{"product_id":"atlas-trainman-20006552-ho-scale-ps-2-covered-hopper-penn-central-pc-74212","title":"Atlas Trainman 20006552 HO Scale PS-2 Covered Hopper Penn Central PC 74212","description":"\u003ch1\u003eAtlas Trainman 20006552 HO Scale PS-2 Covered Hopper Penn Central PC 74212\u003c\/h1\u003e\n\u003cp\u003eCovered hoppers are a relatively new car family. The AAR considered these “special” cars until the 1980’s when they finally got their own car type code category. These early covered hopper designs were built primarily for more efficient cement loading and unloading (previously cement was bagged and placed in box cars). This two-bay covered hopper car design was built by Pullman-Standard starting in the late 1940s with production continuing into the 1950s. This car features eight round roof hatches for quick loading. Two large gravity gates were used to discharge the commodity as quickly as possible. Capacity is rated at 2,003 cubic foot.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e50-ton friction bearing or 70-ton roller bearing trucks (as appropriate by road name)\u003c\/li\u003e\n\u003cli\u003eDetailed brake gear\u003c\/li\u003e\n\u003cli\u003eAccumate® couplers\u003c\/li\u003e\n\u003cli\u003ePrototypical painting and printing\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eAccuMate® couplers are made under license from AccuRail, Inc.\u003c\/p\u003e\n\u003cp\u003eNOTE: Road number may vary from picture shown.\u003c\/p\u003e","brand":"Atlas Trainman","offers":[{"title":"Default Title","offer_id":39441785192614,"sku":"ATL20006552","price":27.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/atlas-trainman-2006552-ho-scale-ps-2-covered-hopper-penn-central-pc-74212.jpg?v=1615563977"},{"product_id":"atlas-trainman-20006553-ho-scale-ps-2-covered-hopper-penn-central-pc-74214","title":"Atlas Trainman 20006553 HO Scale PS-2 Covered Hopper Penn Central PC 74214","description":"\u003ch1\u003eAtlas Trainman 2006553 HO Scale PS-2 Covered Hopper Penn Central PC 74214\u003c\/h1\u003e\n\u003cp\u003eCovered hoppers are a relatively new car family. The AAR considered these “special” cars until the 1980’s when they finally got their own car type code category. These early covered hopper designs were built primarily for more efficient cement loading and unloading (previously cement was bagged and placed in box cars). This two-bay covered hopper car design was built by Pullman-Standard starting in the late 1940s with production continuing into the 1950s. This car features eight round roof hatches for quick loading. Two large gravity gates were used to discharge the commodity as quickly as possible. Capacity is rated at 2,003 cubic foot.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e50-ton friction bearing or 70-ton roller bearing trucks (as appropriate by road name)\u003c\/li\u003e\n\u003cli\u003eDetailed brake gear\u003c\/li\u003e\n\u003cli\u003eAccumate® couplers\u003c\/li\u003e\n\u003cli\u003ePrototypical painting and printing\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eAccuMate® couplers are made under license from AccuRail, Inc.\u003c\/p\u003e\n\u003cp\u003eNOTE: Road number may vary from picture shown.\u003c\/p\u003e","brand":"Atlas Trainman","offers":[{"title":"Default Title","offer_id":39441785225382,"sku":"ATL20006553","price":27.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/atlas-trainman-2006553-ho-scale-ps-2-covered-hopper-penn-central-pc-74214.jpg?v=1615564007"},{"product_id":"atlas-trainman-20006554-ho-scale-ps-2-covered-hopper-penn-central-pc-74216","title":"Atlas Trainman 20006554 HO Scale PS-2 Covered Hopper Penn Central PC 74216","description":"\u003ch1\u003eAtlas Trainman 20006554 HO Scale PS-2 Covered Hopper Penn Central PC 74216\u003c\/h1\u003e\n\u003cp\u003eCovered hoppers are a relatively new car family. The AAR considered these “special” cars until the 1980’s when they finally got their own car type code category. These early covered hopper designs were built primarily for more efficient cement loading and unloading (previously cement was bagged and placed in box cars). This two-bay covered hopper car design was built by Pullman-Standard starting in the late 1940s with production continuing into the 1950s. This car features eight round roof hatches for quick loading. Two large gravity gates were used to discharge the commodity as quickly as possible. Capacity is rated at 2,003 cubic foot.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e50-ton friction bearing or 70-ton roller bearing trucks (as appropriate by road name)\u003c\/li\u003e\n\u003cli\u003eDetailed brake gear\u003c\/li\u003e\n\u003cli\u003eAccumate® couplers\u003c\/li\u003e\n\u003cli\u003ePrototypical painting and printing\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eAccuMate® couplers are made under license from AccuRail, Inc.\u003c\/p\u003e\n\u003cp\u003eNOTE: Road number may vary from picture shown.\u003c\/p\u003e","brand":"Atlas Trainman","offers":[{"title":"Default Title","offer_id":39441785421990,"sku":"ATL20006554","price":27.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/atlas-trainman-2006554-ho-scale-ps-2-covered-hopper-penn-central-pc-74216.jpg?v=1615564034"},{"product_id":"scaletrains-33036-ho-scale-rivet-counter-ps-2cd-4785-h54-covered-hopper-penn-central-pc-888753","title":"ScaleTrains 33036 HO Scale Rivet Counter PS-2CD 4785 H54 Covered Hopper Penn Central PC 888753","description":"\u003ch1\u003eScaleTrains 33036 HO Scale Rivet Counter PS-2CD 4785 H54 Covered Hopper Penn Central PC 888753\u003c\/h1\u003e\n\u003cp\u003eOne of the larger sizes offered in the Pullman-Standard covered hopper catalog, the PS-2CD 4785 cubic foot design could be optimized for a variety of commodities, from grain products, to chemical or mineral ladings. Introduced in 1967 and built at their Butler, PA plant, the basic design would see refinements to its basic design over its five-year production span. The end “cages” of the cars would change over this period, with revisions to the end grab iron and support arrangements. Later production would also feature tall shear plates as part of the end sills, adding another visual distinction to this family of cars.\u003c\/p\u003e\n\u003cp\u003eAnd as common with other covered hopper production, the customer could option the cars with different roof hatch options; full-length trough, three-trough, or round hatches. The full-length trough hatches were typically applied to cars intended for grain duty, allowing easy loading from spouts used at grain elevators. Round hatches are easier to seal, and were preferred for cars designed for commodities that needed better protection from the elements. The three-trough option, unique to Cotton Belt, was essentially the full-length trough divided into three smaller sections, making it a “best-of-both-worlds” option that combined the ease of loading of the full-length trough, with the better sealing capability of a round hatch.\u003c\/p\u003e\n\u003cp\u003eDifferent outlet types and brands could also be fitted, with gravity or gravity-pneumatic types installed for optimal handling of different commodities. Gravity outlets were preferred for grains, while the gravity-pneumatic outlet type offered greater flexibility in the types of commodities that could be handled. The gravity setting allowed the commodity to discharge from the outlets via normal gravity (such as grain), while the pneumatic setting allowed commodities to be unloaded via vacuum hose. This was used for ladings such as plastic pellets, or powdery chemical or foodstuff commodities, that would tend to “cake-up” in the outlet, and needed the vacuum for smoother and contamination-free unloading. Running board and end coupler platforms could also vary per customer option, with Apex (slotted-hole), Morton (round-hole), and U.S. Gypsum (diamond-hole) types seen fitted to these cars.\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":39939380412582,"sku":"SXT33036","price":42.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-33036-ho-scale-rivet-counter-ps-2cd-4785-h54-covered-hopper-penn-central-pc-888753.jpg?v=1619793853"},{"product_id":"scaletrains-33037-ho-scale-rivet-counter-ps-2cd-4785-h54-covered-hopper-penn-central-pc-888986","title":"ScaleTrains 33037 HO Scale Rivet Counter PS-2CD 4785 H54 Covered Hopper Penn Central PC 888986","description":"\u003ch1\u003eScaleTrains 33037 HO Scale Rivet Counter PS-2CD 4785 H54 Covered Hopper Penn Central PC 888986\u003c\/h1\u003e\n\u003cp\u003eOne of the larger sizes offered in the Pullman-Standard covered hopper catalog, the PS-2CD 4785 cubic foot design could be optimized for a variety of commodities, from grain products, to chemical or mineral ladings. Introduced in 1967 and built at their Butler, PA plant, the basic design would see refinements to its basic design over its five-year production span. The end “cages” of the cars would change over this period, with revisions to the end grab iron and support arrangements. Later production would also feature tall shear plates as part of the end sills, adding another visual distinction to this family of cars.\u003c\/p\u003e\n\u003cp\u003eAnd as common with other covered hopper production, the customer could option the cars with different roof hatch options; full-length trough, three-trough, or round hatches. The full-length trough hatches were typically applied to cars intended for grain duty, allowing easy loading from spouts used at grain elevators. Round hatches are easier to seal, and were preferred for cars designed for commodities that needed better protection from the elements. The three-trough option, unique to Cotton Belt, was essentially the full-length trough divided into three smaller sections, making it a “best-of-both-worlds” option that combined the ease of loading of the full-length trough, with the better sealing capability of a round hatch.\u003c\/p\u003e\n\u003cp\u003eDifferent outlet types and brands could also be fitted, with gravity or gravity-pneumatic types installed for optimal handling of different commodities. Gravity outlets were preferred for grains, while the gravity-pneumatic outlet type offered greater flexibility in the types of commodities that could be handled. The gravity setting allowed the commodity to discharge from the outlets via normal gravity (such as grain), while the pneumatic setting allowed commodities to be unloaded via vacuum hose. This was used for ladings such as plastic pellets, or powdery chemical or foodstuff commodities, that would tend to “cake-up” in the outlet, and needed the vacuum for smoother and contamination-free unloading. Running board and end coupler platforms could also vary per customer option, with Apex (slotted-hole), Morton (round-hole), and U.S. Gypsum (diamond-hole) types seen fitted to these cars.\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":39939380445350,"sku":"SXT33037","price":42.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-33037-ho-scale-rivet-counter-ps-2cd-4785-h54-covered-hopper-penn-central-pc-888986.jpg?v=1619794106"},{"product_id":"scaletrains-33038-ho-scale-rivet-counter-ps-2cd-4785-h54-covered-hopper-penn-central-pc-889100","title":"ScaleTrains 33038 HO Scale Rivet Counter PS-2CD 4785 H54 Covered Hopper Penn Central PC 889100","description":"\u003ch1\u003eScaleTrains 33038 HO Scale Rivet Counter PS-2CD 4785 H54 Covered Hopper Penn Central PC 889100\u003c\/h1\u003e\n\u003cp\u003eOne of the larger sizes offered in the Pullman-Standard covered hopper catalog, the PS-2CD 4785 cubic foot design could be optimized for a variety of commodities, from grain products, to chemical or mineral ladings. Introduced in 1967 and built at their Butler, PA plant, the basic design would see refinements to its basic design over its five-year production span. The end “cages” of the cars would change over this period, with revisions to the end grab iron and support arrangements. Later production would also feature tall shear plates as part of the end sills, adding another visual distinction to this family of cars.\u003c\/p\u003e\n\u003cp\u003eAnd as common with other covered hopper production, the customer could option the cars with different roof hatch options; full-length trough, three-trough, or round hatches. The full-length trough hatches were typically applied to cars intended for grain duty, allowing easy loading from spouts used at grain elevators. Round hatches are easier to seal, and were preferred for cars designed for commodities that needed better protection from the elements. The three-trough option, unique to Cotton Belt, was essentially the full-length trough divided into three smaller sections, making it a “best-of-both-worlds” option that combined the ease of loading of the full-length trough, with the better sealing capability of a round hatch.\u003c\/p\u003e\n\u003cp\u003eDifferent outlet types and brands could also be fitted, with gravity or gravity-pneumatic types installed for optimal handling of different commodities. Gravity outlets were preferred for grains, while the gravity-pneumatic outlet type offered greater flexibility in the types of commodities that could be handled. The gravity setting allowed the commodity to discharge from the outlets via normal gravity (such as grain), while the pneumatic setting allowed commodities to be unloaded via vacuum hose. This was used for ladings such as plastic pellets, or powdery chemical or foodstuff commodities, that would tend to “cake-up” in the outlet, and needed the vacuum for smoother and contamination-free unloading. Running board and end coupler platforms could also vary per customer option, with Apex (slotted-hole), Morton (round-hole), and U.S. Gypsum (diamond-hole) types seen fitted to these cars.\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":39939380510886,"sku":"SXT33038","price":42.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-33038-ho-scale-rivet-counter-ps-2cd-4785-h54-covered-hopper-penn-central-pc-889100.jpg?v=1619794249"},{"product_id":"scaletrains-32912-ho-scale-emd-sd45-penn-central-pc-6110-dcc-sound","title":"ScaleTrains 32912 HO Scale EMD SD45 Penn Central PC 6110 DCC Sound","description":"\u003ch1\u003eScaleTrains 32912 HO Scale EMD SD45 Penn Central PC 6110 DCC Sound\u003c\/h1\u003e\n\u003cp\u003eWith countless railroad, road number, and era specific details, the Rivet Counter HO Scale SD45 is the definitive model of this ground-breaking high horsepower locomotive. First built in 1966, the SD45 served numerous Class I railroads and eventually secondhand owners and shortlines. Most including rebuilds were retired by the early 2000s.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEra: early 1970s to mid 1970s\u003c\/li\u003e\n\u003cli\u003ePhase Ib1\u003c\/li\u003e\n\u003cli\u003eRoad numbers 6110, 6127, and 6131\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eSeries 6105 to 6122 (ex-PRR), built 10\/66\u003c\/li\u003e\n\u003cli\u003eSeries 6123 to 6138 (ex-PRR), built 11\/66\u003c\/li\u003e\n\u003cli\u003eLate (2-strap) cab signal cabinet on top of battery box, engineer’s side\u003c\/li\u003e\n\u003cli\u003eLost-wax brass Leslie SU-3L-LRO horn mounted center rear of number board housing \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, red-only marker lights**\u003c\/li\u003e\n\u003cli\u003eOperating LED ground lights on both sides of locomotive\u003c\/li\u003e\n\u003cli\u003ePrinted and LED-lighted number boards\u003c\/li\u003e\n\u003cli\u003eFront and rear full-width MU hose catch trays without footboards\u003c\/li\u003e\n\u003cli\u003e“Short” stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003e“Early” (“X”) pattern walkway treadplate\u003c\/li\u003e\n\u003cli\u003eFront and rear early small deck extension\u003c\/li\u003e\n\u003cli\u003ePivoting front and rear drop steps\u003c\/li\u003e\n\u003cli\u003eRectangular walkway lights (non-operating)\u003c\/li\u003e\n\u003cli\u003eLatched battery box doors with narrow louvers\u003c\/li\u003e\n\u003cli\u003eCab sub-base doors with stiffener rib\u003c\/li\u003e\n\u003cli\u003e81” low short hood with plated-over handbrake location\u003c\/li\u003e\n\u003cli\u003eStandard EMD high headlight in numberboard housing\u003c\/li\u003e\n\u003cli\u003eEarly straight grabs and “flipped” nut-bolt-washer (NBW) mounting on nose front and top; top and side grabs relocated to left side to clear cab signal cabinet\u003c\/li\u003e\n\u003cli\u003e“35-Line” cab with standard front windshields\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 windows\u003c\/li\u003e\n\u003cli\u003eTall square corner clear wind wings with mirrors at the bottom mounted fore of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eNo sunshades\u003c\/li\u003e\n\u003cli\u003eNo arm rests\u003c\/li\u003e\n\u003cli\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood details\u003c\/li\u003e\n\u003cli\u003eStandard electrical cabinet seam and bolted alternator door\u003c\/li\u003e\n\u003cli\u003eNo ECAFB\u003c\/li\u003e\n\u003cli\u003eEarly (smooth) blower duct housing\u003c\/li\u003e\n\u003cli\u003eInertial air intake grilles without drip rails\u003c\/li\u003e\n\u003cli\u003eStandard-height dust bin\u003c\/li\u003e\n\u003cli\u003eStandard-height exhaust stack\u003c\/li\u003e\n\u003cli\u003eEarly (short forward taper) extended-range dynamic brakes\u003c\/li\u003e\n\u003cli\u003eAccurately profiled dynamic brake housing\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake intakes with resistor grid\u003c\/li\u003e\n\u003cli\u003e“Chickenwire” radiator intake grilles with diamond-pattern mesh screens\u003c\/li\u003e\n\u003cli\u003eStandard-height fan housings\u003c\/li\u003e\n\u003cli\u003ePhotoetched spiral-ring fan grilles with center disk\u003c\/li\u003e\n\u003cli\u003eLong walkway duct with three short stanchions\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 four brackets \u003c\/li\u003e\n\u003cli\u003eHandrail set with pilot face mounted outer end rail stanchions\u003c\/li\u003e\n\u003cli\u003e4-hose MU hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eDual early (angled) deck-mounted MU receptacles\u003c\/li\u003e\n\u003cli\u003eShort “nub-bottom” pilot face\u003c\/li\u003e\n\u003cli\u003ePilot face bracing detail behind stepwells\u003c\/li\u003e\n\u003cli\u003ePilot face grab iron with inner mounting points\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/li\u003e\n\u003cli\u003eTall jacking pads with holes\u003c\/li\u003e\n\u003cli\u003eSill-mount EFCO button\u003c\/li\u003e\n\u003cli\u003eFrame-mounted steel bell\u003c\/li\u003e\n\u003cli\u003eSalem air filter (accordion style)\u003c\/li\u003e\n\u003cli\u003e4,000-gallon fuel tank with single fuel filler, single vertical fuel gauge, and round dial fuel gauge per side\u003c\/li\u003e\n\u003cli\u003eDetailed Flexicoil-C (high-mount brake cylinder) trucks with Hyatt bearing caps and sanding lines and brackets\u003c\/li\u003e\n\u003cli\u003eSpeed recorder second axle, right side\u003c\/li\u003e\n\u003cli\u003eACI labels attached to long hood sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied detail parts: wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much 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 headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\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\u003cp\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle” feature\u003c\/li\u003e\n\u003cli\u003eDual cube-type speakers\u003c\/li\u003e\n\u003cli\u003eEMD 20-Cylinder 645E3 turbocharged prime mover sounds\u003c\/li\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\u003cp\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/p\u003e\n\u003cp\u003e** During DC operation, class lights illuminate in white. Access to other colors and the ability to change colors requires an ESU DCC decoder while operating in DCC\u003c\/p\u003e\n\u003cp\u003e*** Compatible with appropriately programmed ESU decoders while operating using DCC\u003c\/p\u003e\n\u003cp\u003eEntering production in 1966, the SD45 was the “Big Block Chevy” of EMD’s “1966 Line” of locomotives. During the early 1960s, railroads were demanding more and more horsepower from locomotives to meet the demanding schedules of growing high-priority and intermodal (TOFC) traffic. Higher horsepower equates to faster acceleration and the ability to maintain faster speeds. American railroads wanted as much of both as they could get.\u003c\/p\u003e\n\u003cp\u003eUnion Pacific (UP), in particular, prodded builders to up the horsepower ante which resulted in several exotic locomotives in the 1950s and 1960s. This included the GE\/Alco Gas Turbine designs and various double-diesel designs such as the Alco C855, GE U50 and U50C, and EMD DD35 and DDA35.\u003c\/p\u003e\n\u003cp\u003eWhile these UP locomotives delivered plenty of raw horsepower, they were big, unwieldy machines, which limited their operational territory. This also made them unattractive to interchange partner railroads as run-through or pool power. In addition, a failure of one prime mover or other critical system of a double-diesel would sideline the entire locomotive, effectively resulting in two locomotives out of service.\u003c\/p\u003e\n\u003cp\u003eWestern giant Southern Pacific (SP) would also dabble with double-diesels by acquiring a handful of GE U50s and EMD DD35s. While these various locomotives delivered impressive performance, the size of the double diesels were still a liability plus reliability was questionable.\u003c\/p\u003e\n\u003cp\u003eSP would even go as far as across the Atlantic Ocean to satisfy their appetite for more horsepower, acquiring diesel-hydraulic drive locomotives from Bavarian manufacturer Krauss-Maffei. The precision-tuned Krauss-Maffei’s were not up to the rigors and deferred maintenance of American railroading so they had relatively brief careers.\u003c\/p\u003e\n\u003cp\u003eTo meet the demand of greater horsepower from a more standardized package, EMD would go back to the drawing board in 1965 to develop a new prime mover. The previous prime mover series, the 567, used in models from F and E-units, to GP7s and GP35s, and everything in between had reached its developmental limits. EMD would increase the cylinder bore of the new prime mover, resulting in 645 cubic inches of displacement per cylinder … thus, the 645 was born.\u003c\/p\u003e\n\u003cp\u003eAs with the 567-series of prime movers, the 645 was built in several variations for different applications. 8 and 12-cylinder versions would power switchers and medium horsepower units, while a 16-cylinder, 3,000hp turbocharged version would power one of the flagships of the line, the SD40. To answer the call for even more horsepower, a 20-cylinder, 3,600hp turbocharged variant was developed. This variant, designated the 20-645E3, would be installed in a set of SD45 demonstrator units in late 1965. The SD45 would define the 1960s horsepower race.\u003c\/p\u003e\n\u003cp\u003eDressed in EMD white and metallic blue, the SD45 demonstrators made a striking appearance. Part of the new lineup of locomotives introduced in EMD’s 1966 catalog, the SD45 was the brute of the bunch. While keeping the basic family appearance of its stablemates, the SD45s featured distinctive outward-canted, or “flared” radiator intakes at the rear of the carbody that smoothly blending into the contour of the dynamic brake hatch.\u003c\/p\u003e\n\u003cp\u003eWhile the “SD40X” 645 prime mover testbeds of 1964 featured flared radiators as well, the SD45 was the first EMD to go into production with this feature. While it added to the brutish, broad-shouldered look of the SD45, this feature was a practical one. It allowed for deeper radiator cores to help cool the massive 20-cylinder prime mover. The demonstrator units would barnstorm across the country to help promote the new technology.\u003c\/p\u003e\n\u003cp\u003eFrom the beginning, the SD45 was a hit. When production commenced in 1966, nearly all major railroads of the era would purchase SD45s.\u003c\/p\u003e\n\u003cp\u003eWestern carriers Southern Pacific, Santa Fe, and Union Pacific would acquire fleets of SD45s. They handled priority TOFC trains, coal drags, and everything in between.\u003c\/p\u003e\n\u003cp\u003eThe Hill Railroads of the Pacific Northwest also bought SD45 including Great Northern (GN), Northern Pacific, and Frisco. In fact, GN’s first SD45, GN #400, would hold the distinction of being the very first production SD45 built. To celebrate the power and versatility of the latest EMD locomotive, GN #400 received the nickname “HUSTLE MUSCLE” on its long hood.\u003c\/p\u003e\n\u003cp\u003eEastern carriers purchased the SD45 as well. Pennsylvania Railroad acquired a sizable fleet, which lasted only a few years before being folded into Penn Central. Erie-Lackawanna was another notable customer because their SD45s were equipped with low-profile radiator and dynamic brake fans, exhausts, and horns to meet lowere overhead clearances on one of their routes.\u003c\/p\u003e\n\u003cp\u003eSD45s were prevalent in the Southeast as well. Seaboard Coast Line units lasted all the way through mergers into CSX. Norfolk Southern and Southern operated their SD45s long hood forward.\u003c\/p\u003e\n\u003cp\u003eDespite their initial success, the SD45 had teething troubles. The massive 20-645 prime mover had a tendency to break crankshafts early on. EMD quickly re-engineered and implemented a running change. Leakage from the extra-deep radiator cores that gave the SD45 its distinctive appearance was an issue some railroads faced early on. Once again, EMD would quickly diagnose and correct the problem.\u003c\/p\u003e\n\u003cp\u003eThroughout the 1960s until production ended in 1971 with the introduction of the Dash-2 line and its successor, the SD45-2, the SD45 sold well. Burlington Northern (BN) 6567 holds the distinction of being the last SD45 ever built.\u003c\/p\u003e\n\u003cp\u003eAs the nation entered the 1970s, there was a driving force that was to sour railroads on the SD45: fuel costs. Its high horsepower rating came at a price, with its 20-cylinder prime mover gulping fuel at a higher rate in comparison to other models like the SD40 and SD40-2. Several railroads felt the extra 600hp over models like the SD40 and SD40-2 did not justify the increased fuel costs. The OPEC oil embargo of 1973-74 didn’t help matters. Skyrocketing fuel costs made every drop of fuel precious so conservation and efficiency becoming paramount. Models like the SD40-2 were to shine, while on most roads, the SD45 came under greater scrutiny.\u003c\/p\u003e\n\u003cp\u003eAs the 1970s wore into the 1980s, SD45s quickly started to fall out of favor. With fuel efficiency and reliability the watchwords of the day and newer models from EMD and GE being introduced, tired SD45s quickly filled dead lines across the country. Some were retired relatively young. For example, BN 6567, built in 1971, was retired in 1986, which is a relatively brief career for a locomotive. While some became trade-in fodder, others met their end at end of a cutting torch.\u003c\/p\u003e\n\u003cp\u003eSecondhand sales gave a new lease on life to many SD45s. They found work on shortline and regional railroads like Susquehanna and Wisconsin Central where they became the backbones of their fleet.\u003c\/p\u003e\n\u003cp\u003eSome original owners weren’t ready to give up on the SD45. Southern Pacific, for example, embarked on a capital rebuilding program in the early 1980s. Electrical cabinets were rebuilt and rewired to Dash-2 standards. New engine governors dropped the horsepower slightly to 3,200hp to help save fuel. Santa Fe also upgraded many members of their fleet as well, extending their useful service lives.\u003c\/p\u003e\n\u003cp\u003eThe secondhand locomotive market was extended the life of several SD45s as well. In the early 90s, SD45s were to find newfound popularity as “cores” for rebuilding projects. Tired, rusty hulks that had been sitting dead in dealer backshops were suddenly in demand, with leasing companies, and railroads like Southern Pacific, seeing value in SD45s rebuilt to the latest specifications.\u003c\/p\u003e\n\u003cp\u003eMost dramatically, these rebuilds would see the original 20-645s removed, and replaced with 16-cylinder versions in their place, to help make them more fuel-efficient. Locomotive leaser and rebuilder Morrison-Knudsen, who undertook the program to rebuild secondhand SD45s for SP, became so adept at the process, they even developed a technique to cut-down the original 20-645 engine blocks into 16-645s, fabricating new crankshafts and other parts as well. While they may be the mechanical equivalent of an SD40-2 on the inside, externally they still looked like SD45s.\u003c\/p\u003e\n\u003cp\u003eAs the 90s drew to a close, the sun began to set on the SD45 and rebuilt lookalikes. Mergers and fleet consolidations saw many rebuilt SD45s retired in favor of newer power. In the 2000s, stricter emissions standards took effect, and newer, more fuel-efficient and environmentally-friendly locomotives were being produced en masse. The few remaining SD45s, rebuilt or otherwise, were suddenly out of work. As of this writing, there are precious few remaining, mostly on shortlines.\u003c\/p\u003e\n\u003cp\u003eThankfully, there are several preserved SD45s. GN 400, aka Hustle Muscle, has been restored and is enjoying retirement at the Minnesota Railroad Museum. SP’s first SD45, SP 8800 was rebuilt as part of their in-house SD45 rebuild program and becoming became SD45R 7457 in the process. After a long career with SP, and a stint under merger partner UP, it was donated to the Utah State Railroad Museum in Ogden, Utah where it currently resides. Thankfully, it’s undergoing restoration back to its classic SP appearance. These are a few examples of SD45s that still exist for future generations to see and admire.\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":39958744006822,"sku":"SXT32912","price":279.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-32912-ho-scale-emd-sd45-penn-central-pc-6110-dcc-sound.jpg?v=1619967755"},{"product_id":"scaletrains-32913-ho-scale-emd-sd45-penn-central-pc-6110","title":"ScaleTrains 32913 HO Scale EMD SD45 Penn Central PC 6110","description":"\u003ch1\u003eScaleTrains 32913 HO Scale EMD SD45 Penn Central PC 6110\u003c\/h1\u003e\n\u003cp\u003eWith countless railroad, road number, and era specific details, the Rivet Counter HO Scale SD45 is the definitive model of this ground-breaking high horsepower locomotive. First built in 1966, the SD45 served numerous Class I railroads and eventually secondhand owners and shortlines. Most including rebuilds were retired by the early 2000s.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEra: early 1970s to mid 1970s\u003c\/li\u003e\n\u003cli\u003ePhase Ib1\u003c\/li\u003e\n\u003cli\u003eRoad numbers 6110, 6127, and 6131\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eSeries 6105 to 6122 (ex-PRR), built 10\/66\u003c\/li\u003e\n\u003cli\u003eSeries 6123 to 6138 (ex-PRR), built 11\/66\u003c\/li\u003e\n\u003cli\u003eLate (2-strap) cab signal cabinet on top of battery box, engineer’s side\u003c\/li\u003e\n\u003cli\u003eLost-wax brass Leslie SU-3L-LRO horn mounted center rear of number board housing \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, red-only marker lights**\u003c\/li\u003e\n\u003cli\u003eOperating LED ground lights on both sides of locomotive\u003c\/li\u003e\n\u003cli\u003ePrinted and LED-lighted number boards\u003c\/li\u003e\n\u003cli\u003eFront and rear full-width MU hose catch trays without footboards\u003c\/li\u003e\n\u003cli\u003e“Short” stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003e“Early” (“X”) pattern walkway treadplate\u003c\/li\u003e\n\u003cli\u003eFront and rear early small deck extension\u003c\/li\u003e\n\u003cli\u003ePivoting front and rear drop steps\u003c\/li\u003e\n\u003cli\u003eRectangular walkway lights (non-operating)\u003c\/li\u003e\n\u003cli\u003eLatched battery box doors with narrow louvers\u003c\/li\u003e\n\u003cli\u003eCab sub-base doors with stiffener rib\u003c\/li\u003e\n\u003cli\u003e81” low short hood with plated-over handbrake location\u003c\/li\u003e\n\u003cli\u003eStandard EMD high headlight in numberboard housing\u003c\/li\u003e\n\u003cli\u003eEarly straight grabs and “flipped” nut-bolt-washer (NBW) mounting on nose front and top; top and side grabs relocated to left side to clear cab signal cabinet\u003c\/li\u003e\n\u003cli\u003e“35-Line” cab with standard front windshields\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 windows\u003c\/li\u003e\n\u003cli\u003eTall square corner clear wind wings with mirrors at the bottom mounted fore of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eNo sunshades\u003c\/li\u003e\n\u003cli\u003eNo arm rests\u003c\/li\u003e\n\u003cli\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood details\u003c\/li\u003e\n\u003cli\u003eStandard electrical cabinet seam and bolted alternator door\u003c\/li\u003e\n\u003cli\u003eNo ECAFB\u003c\/li\u003e\n\u003cli\u003eEarly (smooth) blower duct housing\u003c\/li\u003e\n\u003cli\u003eInertial air intake grilles without drip rails\u003c\/li\u003e\n\u003cli\u003eStandard-height dust bin\u003c\/li\u003e\n\u003cli\u003eStandard-height exhaust stack\u003c\/li\u003e\n\u003cli\u003eEarly (short forward taper) extended-range dynamic brakes\u003c\/li\u003e\n\u003cli\u003eAccurately profiled dynamic brake housing\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake intakes with resistor grid\u003c\/li\u003e\n\u003cli\u003e“Chickenwire” radiator intake grilles with diamond-pattern mesh screens\u003c\/li\u003e\n\u003cli\u003eStandard-height fan housings\u003c\/li\u003e\n\u003cli\u003ePhotoetched spiral-ring fan grilles with center disk\u003c\/li\u003e\n\u003cli\u003eLong walkway duct with three short stanchions\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 four brackets \u003c\/li\u003e\n\u003cli\u003eHandrail set with pilot face mounted outer end rail stanchions\u003c\/li\u003e\n\u003cli\u003e4-hose MU hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eDual early (angled) deck-mounted MU receptacles\u003c\/li\u003e\n\u003cli\u003eShort “nub-bottom” pilot face\u003c\/li\u003e\n\u003cli\u003ePilot face bracing detail behind stepwells\u003c\/li\u003e\n\u003cli\u003ePilot face grab iron with inner mounting points\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/li\u003e\n\u003cli\u003eTall jacking pads with holes\u003c\/li\u003e\n\u003cli\u003eSill-mount EFCO button\u003c\/li\u003e\n\u003cli\u003eFrame-mounted steel bell\u003c\/li\u003e\n\u003cli\u003eSalem air filter (accordion style)\u003c\/li\u003e\n\u003cli\u003e4,000-gallon fuel tank with single fuel filler, single vertical fuel gauge, and round dial fuel gauge per side\u003c\/li\u003e\n\u003cli\u003eDetailed Flexicoil-C (high-mount brake cylinder) trucks with Hyatt bearing caps and sanding lines and brackets\u003c\/li\u003e\n\u003cli\u003eSpeed recorder second axle, right side\u003c\/li\u003e\n\u003cli\u003eACI labels attached to long hood sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied detail parts: wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much 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 headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\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\u003cp\u003eDCC \u0026amp; sound ready locomotives also feature:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOperable using DC power pack\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/p\u003e\n\u003cp\u003e** During DC operation, class lights illuminate in white. Access to other colors and the ability to change colors requires an ESU DCC decoder while operating in DCC\u003c\/p\u003e\n\u003cp\u003e*** Compatible with appropriately programmed ESU decoders while operating using DCC\u003c\/p\u003e\n\u003cp\u003eEntering production in 1966, the SD45 was the “Big Block Chevy” of EMD’s “1966 Line” of locomotives. During the early 1960s, railroads were demanding more and more horsepower from locomotives to meet the demanding schedules of growing high-priority and intermodal (TOFC) traffic. Higher horsepower equates to faster acceleration and the ability to maintain faster speeds. American railroads wanted as much of both as they could get.\u003c\/p\u003e\n\u003cp\u003eUnion Pacific (UP), in particular, prodded builders to up the horsepower ante which resulted in several exotic locomotives in the 1950s and 1960s. This included the GE\/Alco Gas Turbine designs and various double-diesel designs such as the Alco C855, GE U50 and U50C, and EMD DD35 and DDA35.\u003c\/p\u003e\n\u003cp\u003eWhile these UP locomotives delivered plenty of raw horsepower, they were big, unwieldy machines, which limited their operational territory. This also made them unattractive to interchange partner railroads as run-through or pool power. In addition, a failure of one prime mover or other critical system of a double-diesel would sideline the entire locomotive, effectively resulting in two locomotives out of service.\u003c\/p\u003e\n\u003cp\u003eWestern giant Southern Pacific (SP) would also dabble with double-diesels by acquiring a handful of GE U50s and EMD DD35s. While these various locomotives delivered impressive performance, the size of the double diesels were still a liability plus reliability was questionable.\u003c\/p\u003e\n\u003cp\u003eSP would even go as far as across the Atlantic Ocean to satisfy their appetite for more horsepower, acquiring diesel-hydraulic drive locomotives from Bavarian manufacturer Krauss-Maffei. The precision-tuned Krauss-Maffei’s were not up to the rigors and deferred maintenance of American railroading so they had relatively brief careers.\u003c\/p\u003e\n\u003cp\u003eTo meet the demand of greater horsepower from a more standardized package, EMD would go back to the drawing board in 1965 to develop a new prime mover. The previous prime mover series, the 567, used in models from F and E-units, to GP7s and GP35s, and everything in between had reached its developmental limits. EMD would increase the cylinder bore of the new prime mover, resulting in 645 cubic inches of displacement per cylinder … thus, the 645 was born.\u003c\/p\u003e\n\u003cp\u003eAs with the 567-series of prime movers, the 645 was built in several variations for different applications. 8 and 12-cylinder versions would power switchers and medium horsepower units, while a 16-cylinder, 3,000hp turbocharged version would power one of the flagships of the line, the SD40. To answer the call for even more horsepower, a 20-cylinder, 3,600hp turbocharged variant was developed. This variant, designated the 20-645E3, would be installed in a set of SD45 demonstrator units in late 1965. The SD45 would define the 1960s horsepower race.\u003c\/p\u003e\n\u003cp\u003eDressed in EMD white and metallic blue, the SD45 demonstrators made a striking appearance. Part of the new lineup of locomotives introduced in EMD’s 1966 catalog, the SD45 was the brute of the bunch. While keeping the basic family appearance of its stablemates, the SD45s featured distinctive outward-canted, or “flared” radiator intakes at the rear of the carbody that smoothly blending into the contour of the dynamic brake hatch.\u003c\/p\u003e\n\u003cp\u003eWhile the “SD40X” 645 prime mover testbeds of 1964 featured flared radiators as well, the SD45 was the first EMD to go into production with this feature. While it added to the brutish, broad-shouldered look of the SD45, this feature was a practical one. It allowed for deeper radiator cores to help cool the massive 20-cylinder prime mover. The demonstrator units would barnstorm across the country to help promote the new technology.\u003c\/p\u003e\n\u003cp\u003eFrom the beginning, the SD45 was a hit. When production commenced in 1966, nearly all major railroads of the era would purchase SD45s.\u003c\/p\u003e\n\u003cp\u003eWestern carriers Southern Pacific, Santa Fe, and Union Pacific would acquire fleets of SD45s. They handled priority TOFC trains, coal drags, and everything in between.\u003c\/p\u003e\n\u003cp\u003eThe Hill Railroads of the Pacific Northwest also bought SD45 including Great Northern (GN), Northern Pacific, and Frisco. In fact, GN’s first SD45, GN #400, would hold the distinction of being the very first production SD45 built. To celebrate the power and versatility of the latest EMD locomotive, GN #400 received the nickname “HUSTLE MUSCLE” on its long hood.\u003c\/p\u003e\n\u003cp\u003eEastern carriers purchased the SD45 as well. Pennsylvania Railroad acquired a sizable fleet, which lasted only a few years before being folded into Penn Central. Erie-Lackawanna was another notable customer because their SD45s were equipped with low-profile radiator and dynamic brake fans, exhausts, and horns to meet lowere overhead clearances on one of their routes.\u003c\/p\u003e\n\u003cp\u003eSD45s were prevalent in the Southeast as well. Seaboard Coast Line units lasted all the way through mergers into CSX. Norfolk Southern and Southern operated their SD45s long hood forward.\u003c\/p\u003e\n\u003cp\u003eDespite their initial success, the SD45 had teething troubles. The massive 20-645 prime mover had a tendency to break crankshafts early on. EMD quickly re-engineered and implemented a running change. Leakage from the extra-deep radiator cores that gave the SD45 its distinctive appearance was an issue some railroads faced early on. Once again, EMD would quickly diagnose and correct the problem.\u003c\/p\u003e\n\u003cp\u003eThroughout the 1960s until production ended in 1971 with the introduction of the Dash-2 line and its successor, the SD45-2, the SD45 sold well. Burlington Northern (BN) 6567 holds the distinction of being the last SD45 ever built.\u003c\/p\u003e\n\u003cp\u003eAs the nation entered the 1970s, there was a driving force that was to sour railroads on the SD45: fuel costs. Its high horsepower rating came at a price, with its 20-cylinder prime mover gulping fuel at a higher rate in comparison to other models like the SD40 and SD40-2. Several railroads felt the extra 600hp over models like the SD40 and SD40-2 did not justify the increased fuel costs. The OPEC oil embargo of 1973-74 didn’t help matters. Skyrocketing fuel costs made every drop of fuel precious so conservation and efficiency becoming paramount. Models like the SD40-2 were to shine, while on most roads, the SD45 came under greater scrutiny.\u003c\/p\u003e\n\u003cp\u003eAs the 1970s wore into the 1980s, SD45s quickly started to fall out of favor. With fuel efficiency and reliability the watchwords of the day and newer models from EMD and GE being introduced, tired SD45s quickly filled dead lines across the country. Some were retired relatively young. For example, BN 6567, built in 1971, was retired in 1986, which is a relatively brief career for a locomotive. While some became trade-in fodder, others met their end at end of a cutting torch.\u003c\/p\u003e\n\u003cp\u003eSecondhand sales gave a new lease on life to many SD45s. They found work on shortline and regional railroads like Susquehanna and Wisconsin Central where they became the backbones of their fleet.\u003c\/p\u003e\n\u003cp\u003eSome original owners weren’t ready to give up on the SD45. Southern Pacific, for example, embarked on a capital rebuilding program in the early 1980s. Electrical cabinets were rebuilt and rewired to Dash-2 standards. New engine governors dropped the horsepower slightly to 3,200hp to help save fuel. Santa Fe also upgraded many members of their fleet as well, extending their useful service lives.\u003c\/p\u003e\n\u003cp\u003eThe secondhand locomotive market was extended the life of several SD45s as well. In the early 90s, SD45s were to find newfound popularity as “cores” for rebuilding projects. Tired, rusty hulks that had been sitting dead in dealer backshops were suddenly in demand, with leasing companies, and railroads like Southern Pacific, seeing value in SD45s rebuilt to the latest specifications.\u003c\/p\u003e\n\u003cp\u003eMost dramatically, these rebuilds would see the original 20-645s removed, and replaced with 16-cylinder versions in their place, to help make them more fuel-efficient. Locomotive leaser and rebuilder Morrison-Knudsen, who undertook the program to rebuild secondhand SD45s for SP, became so adept at the process, they even developed a technique to cut-down the original 20-645 engine blocks into 16-645s, fabricating new crankshafts and other parts as well. While they may be the mechanical equivalent of an SD40-2 on the inside, externally they still looked like SD45s.\u003c\/p\u003e\n\u003cp\u003eAs the 90s drew to a close, the sun began to set on the SD45 and rebuilt lookalikes. Mergers and fleet consolidations saw many rebuilt SD45s retired in favor of newer power. In the 2000s, stricter emissions standards took effect, and newer, more fuel-efficient and environmentally-friendly locomotives were being produced en masse. The few remaining SD45s, rebuilt or otherwise, were suddenly out of work. As of this writing, there are precious few remaining, mostly on shortlines.\u003c\/p\u003e\n\u003cp\u003eThankfully, there are several preserved SD45s. GN 400, aka Hustle Muscle, has been restored and is enjoying retirement at the Minnesota Railroad Museum. SP’s first SD45, SP 8800 was rebuilt as part of their in-house SD45 rebuild program and becoming became SD45R 7457 in the process. After a long career with SP, and a stint under merger partner UP, it was donated to the Utah State Railroad Museum in Ogden, Utah where it currently resides. Thankfully, it’s undergoing restoration back to its classic SP appearance. These are a few examples of SD45s that still exist for future generations to see and admire.\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":39958744137894,"sku":"SXT32913","price":189.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-32913-ho-scale-emd-sd45-penn-central-pc-6110.jpg?v=1619967805"},{"product_id":"scaletrains-32914-ho-scale-emd-sd45-penn-central-red-p-pc-6125-dcc-sound","title":"ScaleTrains 32914 HO Scale EMD SD45 Penn Central (Red P) PC 6125 DCC Sound","description":"\u003ch1\u003eScaleTrains 32914 HO Scale EMD SD45 Penn Central (Red P) PC 6125 DCC Sound\u003c\/h1\u003e\n\u003cp\u003eWith countless railroad, road number, and era specific details, the Rivet Counter HO Scale SD45 is the definitive model of this ground-breaking high horsepower locomotive. First built in 1966, the SD45 served numerous Class I railroads and eventually secondhand owners and shortlines. Most including rebuilds were retired by the early 2000s.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEra: early 1970s to mid 1970s\u003c\/li\u003e\n\u003cli\u003eSeries 6123 to 6138 (ex-PRR), built 11\/66\u003c\/li\u003e\n\u003cli\u003ePhase Ib1\u003c\/li\u003e\n\u003cli\u003eFully-assembled\u003c\/li\u003e\n\u003cli\u003eOperating LED, red-only marker lights**\u003c\/li\u003e\n\u003cli\u003eOperating LED ground lights on both sides of locomotive\u003c\/li\u003e\n\u003cli\u003ePrinted and LED-lighted number boards\u003c\/li\u003e\n\u003cli\u003eLate (2-strap) cab signal cabinet on top of battery box, engineer’s side\u003c\/li\u003e\n\u003cli\u003eFront and rear full-width MU hose catch trays without footboards\u003c\/li\u003e\n\u003cli\u003e“Short” stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003e“Early” (“X”) pattern walkway treadplate\u003c\/li\u003e\n\u003cli\u003eFront and rear early small deck extension\u003c\/li\u003e\n\u003cli\u003ePivoting front and rear drop steps\u003c\/li\u003e\n\u003cli\u003eRectangular walkway lights (non-operating)\u003c\/li\u003e\n\u003cli\u003eLatched battery box doors with narrow louvers\u003c\/li\u003e\n\u003cli\u003eCab sub-base doors with stiffener rib\u003c\/li\u003e\n\u003cli\u003e81” low short hood with plated-over handbrake location\u003c\/li\u003e\n\u003cli\u003eStandard EMD high headlight in numberboard housing\u003c\/li\u003e\n\u003cli\u003eEarly straight grabs and “flipped” nut-bolt-washer (NBW) mounting on nose front and top; top and side grabs relocated to left side to clear cab signal cabinet\u003c\/li\u003e\n\u003cli\u003e“35-Line” cab with standard front windshields\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 windows\u003c\/li\u003e\n\u003cli\u003eTall square corner clear wind wings with mirrors at the bottom mounted fore of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eNo sunshades\u003c\/li\u003e\n\u003cli\u003eNo arm rests\u003c\/li\u003e\n\u003cli\u003eLost-wax brass Leslie SU-3L-LRO horn mounted center rear of number board housing\u003c\/li\u003e\n\u003cli\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood details\u003c\/li\u003e\n\u003cli\u003eStandard electrical cabinet seam and bolted alternator door\u003c\/li\u003e\n\u003cli\u003eNo ECAFB\u003c\/li\u003e\n\u003cli\u003eEarly (smooth) blower duct housing\u003c\/li\u003e\n\u003cli\u003eInertial air intake grilles without drip rails\u003c\/li\u003e\n\u003cli\u003eStandard-height dust bin\u003c\/li\u003e\n\u003cli\u003eStandard-height exhaust stack\u003c\/li\u003e\n\u003cli\u003eEarly (short forward taper) extended-range dynamic brakes\u003c\/li\u003e\n\u003cli\u003eAccurately profiled dynamic brake housing\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake intakes with resistor grid\u003c\/li\u003e\n\u003cli\u003e“Chickenwire” radiator intake grilles with diamond-pattern mesh screens\u003c\/li\u003e\n\u003cli\u003eStandard-height fan housings\u003c\/li\u003e\n\u003cli\u003ePhotoetched spiral-ring fan grilles with center disk\u003c\/li\u003e\n\u003cli\u003eLong walkway duct with three short stanchions\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 four brackets \u003c\/li\u003e\n\u003cli\u003eHandrail set with pilot face mounted outer end rail stanchions\u003c\/li\u003e\n\u003cli\u003e4-hose MU hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eDual early (angled) deck-mounted MU receptacles\u003c\/li\u003e\n\u003cli\u003eShort “nub-bottom” pilot face\u003c\/li\u003e\n\u003cli\u003ePilot face bracing detail behind stepwells\u003c\/li\u003e\n\u003cli\u003ePilot face grab iron with inner mounting points\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/li\u003e\n\u003cli\u003eTall jacking pads with holes\u003c\/li\u003e\n\u003cli\u003eSill-mount EFCO button\u003c\/li\u003e\n\u003cli\u003eFrame-mounted steel bell\u003c\/li\u003e\n\u003cli\u003eSalem air filter (accordion style)\u003c\/li\u003e\n\u003cli\u003e4,000-gallon fuel tank with single fuel filler, single vertical fuel gauge, and round dial fuel gauge per side\u003c\/li\u003e\n\u003cli\u003eDetailed Flexicoil-C (low-mount brake cylinder) trucks with Hyatt bearing caps and sanding lines and brackets\u003c\/li\u003e\n\u003cli\u003eSpeed recorder second axle, right side\u003c\/li\u003e\n\u003cli\u003eACI labels attached to long hood sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied detail parts: wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much 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 headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\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\u003cp\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle” feature\u003c\/li\u003e\n\u003cli\u003eDual cube-type speakers\u003c\/li\u003e\n\u003cli\u003eEMD 20-Cylinder 645E3 turbocharged prime mover sounds\u003c\/li\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\u003cp\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/p\u003e\n\u003cp\u003e** During DC operation, class lights illuminate in white. Access to other colors and the ability to change colors requires an ESU DCC decoder while operating in DCC\u003c\/p\u003e\n\u003cp\u003e*** Compatible with appropriately programmed ESU decoders while operating using DCC\u003c\/p\u003e\n\u003cp\u003eEntering production in 1966, the SD45 was the “Big Block Chevy” of EMD’s “1966 Line” of locomotives. During the early 1960s, railroads were demanding more and more horsepower from locomotives to meet the demanding schedules of growing high-priority and intermodal (TOFC) traffic. Higher horsepower equates to faster acceleration and the ability to maintain faster speeds. American railroads wanted as much of both as they could get.\u003c\/p\u003e\n\u003cp\u003eUnion Pacific (UP), in particular, prodded builders to up the horsepower ante which resulted in several exotic locomotives in the 1950s and 1960s. This included the GE\/Alco Gas Turbine designs and various double-diesel designs such as the Alco C855, GE U50 and U50C, and EMD DD35 and DDA35.\u003c\/p\u003e\n\u003cp\u003eWhile these UP locomotives delivered plenty of raw horsepower, they were big, unwieldy machines, which limited their operational territory. This also made them unattractive to interchange partner railroads as run-through or pool power. In addition, a failure of one prime mover or other critical system of a double-diesel would sideline the entire locomotive, effectively resulting in two locomotives out of service.\u003c\/p\u003e\n\u003cp\u003eWestern giant Southern Pacific (SP) would also dabble with double-diesels by acquiring a handful of GE U50s and EMD DD35s. While these various locomotives delivered impressive performance, the size of the double diesels were still a liability plus reliability was questionable.\u003c\/p\u003e\n\u003cp\u003eSP would even go as far as across the Atlantic Ocean to satisfy their appetite for more horsepower, acquiring diesel-hydraulic drive locomotives from Bavarian manufacturer Krauss-Maffei. The precision-tuned Krauss-Maffei’s were not up to the rigors and deferred maintenance of American railroading so they had relatively brief careers.\u003c\/p\u003e\n\u003cp\u003eTo meet the demand of greater horsepower from a more standardized package, EMD would go back to the drawing board in 1965 to develop a new prime mover. The previous prime mover series, the 567, used in models from F and E-units, to GP7s and GP35s, and everything in between had reached its developmental limits. EMD would increase the cylinder bore of the new prime mover, resulting in 645 cubic inches of displacement per cylinder … thus, the 645 was born.\u003c\/p\u003e\n\u003cp\u003eAs with the 567-series of prime movers, the 645 was built in several variations for different applications. 8 and 12-cylinder versions would power switchers and medium horsepower units, while a 16-cylinder, 3,000hp turbocharged version would power one of the flagships of the line, the SD40. To answer the call for even more horsepower, a 20-cylinder, 3,600hp turbocharged variant was developed. This variant, designated the 20-645E3, would be installed in a set of SD45 demonstrator units in late 1965. The SD45 would define the 1960s horsepower race.\u003c\/p\u003e\n\u003cp\u003eDressed in EMD white and metallic blue, the SD45 demonstrators made a striking appearance. Part of the new lineup of locomotives introduced in EMD’s 1966 catalog, the SD45 was the brute of the bunch. While keeping the basic family appearance of its stablemates, the SD45s featured distinctive outward-canted, or “flared” radiator intakes at the rear of the carbody that smoothly blending into the contour of the dynamic brake hatch.\u003c\/p\u003e\n\u003cp\u003eWhile the “SD40X” 645 prime mover testbeds of 1964 featured flared radiators as well, the SD45 was the first EMD to go into production with this feature. While it added to the brutish, broad-shouldered look of the SD45, this feature was a practical one. It allowed for deeper radiator cores to help cool the massive 20-cylinder prime mover. The demonstrator units would barnstorm across the country to help promote the new technology.\u003c\/p\u003e\n\u003cp\u003eFrom the beginning, the SD45 was a hit. When production commenced in 1966, nearly all major railroads of the era would purchase SD45s.\u003c\/p\u003e\n\u003cp\u003eWestern carriers Southern Pacific, Santa Fe, and Union Pacific would acquire fleets of SD45s. They handled priority TOFC trains, coal drags, and everything in between.\u003c\/p\u003e\n\u003cp\u003eThe Hill Railroads of the Pacific Northwest also bought SD45 including Great Northern (GN), Northern Pacific, and Frisco. In fact, GN’s first SD45, GN #400, would hold the distinction of being the very first production SD45 built. To celebrate the power and versatility of the latest EMD locomotive, GN #400 received the nickname “HUSTLE MUSCLE” on its long hood.\u003c\/p\u003e\n\u003cp\u003eEastern carriers purchased the SD45 as well. Pennsylvania Railroad acquired a sizable fleet, which lasted only a few years before being folded into Penn Central. Erie-Lackawanna was another notable customer because their SD45s were equipped with low-profile radiator and dynamic brake fans, exhausts, and horns to meet lowere overhead clearances on one of their routes.\u003c\/p\u003e\n\u003cp\u003eSD45s were prevalent in the Southeast as well. Seaboard Coast Line units lasted all the way through mergers into CSX. Norfolk Southern and Southern operated their SD45s long hood forward.\u003c\/p\u003e\n\u003cp\u003eDespite their initial success, the SD45 had teething troubles. The massive 20-645 prime mover had a tendency to break crankshafts early on. EMD quickly re-engineered and implemented a running change. Leakage from the extra-deep radiator cores that gave the SD45 its distinctive appearance was an issue some railroads faced early on. Once again, EMD would quickly diagnose and correct the problem.\u003c\/p\u003e\n\u003cp\u003eThroughout the 1960s until production ended in 1971 with the introduction of the Dash-2 line and its successor, the SD45-2, the SD45 sold well. Burlington Northern (BN) 6567 holds the distinction of being the last SD45 ever built.\u003c\/p\u003e\n\u003cp\u003eAs the nation entered the 1970s, there was a driving force that was to sour railroads on the SD45: fuel costs. Its high horsepower rating came at a price, with its 20-cylinder prime mover gulping fuel at a higher rate in comparison to other models like the SD40 and SD40-2. Several railroads felt the extra 600hp over models like the SD40 and SD40-2 did not justify the increased fuel costs. The OPEC oil embargo of 1973-74 didn’t help matters. Skyrocketing fuel costs made every drop of fuel precious so conservation and efficiency becoming paramount. Models like the SD40-2 were to shine, while on most roads, the SD45 came under greater scrutiny.\u003c\/p\u003e\n\u003cp\u003eAs the 1970s wore into the 1980s, SD45s quickly started to fall out of favor. With fuel efficiency and reliability the watchwords of the day and newer models from EMD and GE being introduced, tired SD45s quickly filled dead lines across the country. Some were retired relatively young. For example, BN 6567, built in 1971, was retired in 1986, which is a relatively brief career for a locomotive. While some became trade-in fodder, others met their end at end of a cutting torch.\u003c\/p\u003e\n\u003cp\u003eSecondhand sales gave a new lease on life to many SD45s. They found work on shortline and regional railroads like Susquehanna and Wisconsin Central where they became the backbones of their fleet.\u003c\/p\u003e\n\u003cp\u003eSome original owners weren’t ready to give up on the SD45. Southern Pacific, for example, embarked on a capital rebuilding program in the early 1980s. Electrical cabinets were rebuilt and rewired to Dash-2 standards. New engine governors dropped the horsepower slightly to 3,200hp to help save fuel. Santa Fe also upgraded many members of their fleet as well, extending their useful service lives.\u003c\/p\u003e\n\u003cp\u003eThe secondhand locomotive market was extended the life of several SD45s as well. In the early 90s, SD45s were to find newfound popularity as “cores” for rebuilding projects. Tired, rusty hulks that had been sitting dead in dealer backshops were suddenly in demand, with leasing companies, and railroads like Southern Pacific, seeing value in SD45s rebuilt to the latest specifications.\u003c\/p\u003e\n\u003cp\u003eMost dramatically, these rebuilds would see the original 20-645s removed, and replaced with 16-cylinder versions in their place, to help make them more fuel-efficient. Locomotive leaser and rebuilder Morrison-Knudsen, who undertook the program to rebuild secondhand SD45s for SP, became so adept at the process, they even developed a technique to cut-down the original 20-645 engine blocks into 16-645s, fabricating new crankshafts and other parts as well. While they may be the mechanical equivalent of an SD40-2 on the inside, externally they still looked like SD45s.\u003c\/p\u003e\n\u003cp\u003eAs the 90s drew to a close, the sun began to set on the SD45 and rebuilt lookalikes. Mergers and fleet consolidations saw many rebuilt SD45s retired in favor of newer power. In the 2000s, stricter emissions standards took effect, and newer, more fuel-efficient and environmentally-friendly locomotives were being produced en masse. The few remaining SD45s, rebuilt or otherwise, were suddenly out of work. As of this writing, there are precious few remaining, mostly on shortlines.\u003c\/p\u003e\n\u003cp\u003eThankfully, there are several preserved SD45s. GN 400, aka Hustle Muscle, has been restored and is enjoying retirement at the Minnesota Railroad Museum. SP’s first SD45, SP 8800 was rebuilt as part of their in-house SD45 rebuild program and becoming became SD45R 7457 in the process. After a long career with SP, and a stint under merger partner UP, it was donated to the Utah State Railroad Museum in Ogden, Utah where it currently resides. Thankfully, it’s undergoing restoration back to its classic SP appearance. These are a few examples of SD45s that still exist for future generations to see and admire.\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":39958744400038,"sku":"SXT32914","price":279.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-32914-ho-scale-emd-sd45-penn-central-red-p-pc-6125-dcc-sound.jpg?v=1619967607"},{"product_id":"scaletrains-32916-ho-scale-emd-sd45-penn-central-pc-6127-dcc-sound","title":"ScaleTrains 32916 HO Scale EMD SD45 Penn Central PC 6127 DCC Sound","description":"\u003ch1\u003eScaleTrains 32916 HO Scale EMD SD45 Penn Central PC 6127 DCC Sound\u003c\/h1\u003e\n\u003cp\u003eWith countless railroad, road number, and era specific details, the Rivet Counter HO Scale SD45 is the definitive model of this ground-breaking high horsepower locomotive. First built in 1966, the SD45 served numerous Class I railroads and eventually secondhand owners and shortlines. Most including rebuilds were retired by the early 2000s.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEra: early 1970s to mid 1970s\u003c\/li\u003e\n\u003cli\u003ePhase Ib1\u003c\/li\u003e\n\u003cli\u003eRoad numbers 6110, 6127, and 6131\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eSeries 6105 to 6122 (ex-PRR), built 10\/66\u003c\/li\u003e\n\u003cli\u003eSeries 6123 to 6138 (ex-PRR), built 11\/66\u003c\/li\u003e\n\u003cli\u003eLate (2-strap) cab signal cabinet on top of battery box, engineer’s side\u003c\/li\u003e\n\u003cli\u003eLost-wax brass Leslie SU-3L-LRO horn mounted center rear of number board housing \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, red-only marker lights**\u003c\/li\u003e\n\u003cli\u003eOperating LED ground lights on both sides of locomotive\u003c\/li\u003e\n\u003cli\u003ePrinted and LED-lighted number boards\u003c\/li\u003e\n\u003cli\u003eFront and rear full-width MU hose catch trays without footboards\u003c\/li\u003e\n\u003cli\u003e“Short” stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003e“Early” (“X”) pattern walkway treadplate\u003c\/li\u003e\n\u003cli\u003eFront and rear early small deck extension\u003c\/li\u003e\n\u003cli\u003ePivoting front and rear drop steps\u003c\/li\u003e\n\u003cli\u003eRectangular walkway lights (non-operating)\u003c\/li\u003e\n\u003cli\u003eLatched battery box doors with narrow louvers\u003c\/li\u003e\n\u003cli\u003eCab sub-base doors with stiffener rib\u003c\/li\u003e\n\u003cli\u003e81” low short hood with plated-over handbrake location\u003c\/li\u003e\n\u003cli\u003eStandard EMD high headlight in numberboard housing\u003c\/li\u003e\n\u003cli\u003eEarly straight grabs and “flipped” nut-bolt-washer (NBW) mounting on nose front and top; top and side grabs relocated to left side to clear cab signal cabinet\u003c\/li\u003e\n\u003cli\u003e“35-Line” cab with standard front windshields\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 windows\u003c\/li\u003e\n\u003cli\u003eTall square corner clear wind wings with mirrors at the bottom mounted fore of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eNo sunshades\u003c\/li\u003e\n\u003cli\u003eNo arm rests\u003c\/li\u003e\n\u003cli\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood details\u003c\/li\u003e\n\u003cli\u003eStandard electrical cabinet seam and bolted alternator door\u003c\/li\u003e\n\u003cli\u003eNo ECAFB\u003c\/li\u003e\n\u003cli\u003eEarly (smooth) blower duct housing\u003c\/li\u003e\n\u003cli\u003eInertial air intake grilles without drip rails\u003c\/li\u003e\n\u003cli\u003eStandard-height dust bin\u003c\/li\u003e\n\u003cli\u003eStandard-height exhaust stack\u003c\/li\u003e\n\u003cli\u003eEarly (short forward taper) extended-range dynamic brakes\u003c\/li\u003e\n\u003cli\u003eAccurately profiled dynamic brake housing\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake intakes with resistor grid\u003c\/li\u003e\n\u003cli\u003e“Chickenwire” radiator intake grilles with diamond-pattern mesh screens\u003c\/li\u003e\n\u003cli\u003eStandard-height fan housings\u003c\/li\u003e\n\u003cli\u003ePhotoetched spiral-ring fan grilles with center disk\u003c\/li\u003e\n\u003cli\u003eLong walkway duct with three short stanchions\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 four brackets \u003c\/li\u003e\n\u003cli\u003eHandrail set with pilot face mounted outer end rail stanchions\u003c\/li\u003e\n\u003cli\u003e4-hose MU hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eDual early (angled) deck-mounted MU receptacles\u003c\/li\u003e\n\u003cli\u003eShort “nub-bottom” pilot face\u003c\/li\u003e\n\u003cli\u003ePilot face bracing detail behind stepwells\u003c\/li\u003e\n\u003cli\u003ePilot face grab iron with inner mounting points\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/li\u003e\n\u003cli\u003eTall jacking pads with holes\u003c\/li\u003e\n\u003cli\u003eSill-mount EFCO button\u003c\/li\u003e\n\u003cli\u003eFrame-mounted steel bell\u003c\/li\u003e\n\u003cli\u003eSalem air filter (accordion style)\u003c\/li\u003e\n\u003cli\u003e4,000-gallon fuel tank with single fuel filler, single vertical fuel gauge, and round dial fuel gauge per side\u003c\/li\u003e\n\u003cli\u003eDetailed Flexicoil-C (high-mount brake cylinder) trucks with Hyatt bearing caps and sanding lines and brackets\u003c\/li\u003e\n\u003cli\u003eSpeed recorder second axle, right side\u003c\/li\u003e\n\u003cli\u003eACI labels attached to long hood sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied detail parts: wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much 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 headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\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\u003cp\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle” feature\u003c\/li\u003e\n\u003cli\u003eDual cube-type speakers\u003c\/li\u003e\n\u003cli\u003eEMD 20-Cylinder 645E3 turbocharged prime mover sounds\u003c\/li\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\u003cp\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/p\u003e\n\u003cp\u003e** During DC operation, class lights illuminate in white. Access to other colors and the ability to change colors requires an ESU DCC decoder while operating in DCC\u003c\/p\u003e\n\u003cp\u003e*** Compatible with appropriately programmed ESU decoders while operating using DCC\u003c\/p\u003e\n\u003cp\u003eEntering production in 1966, the SD45 was the “Big Block Chevy” of EMD’s “1966 Line” of locomotives. During the early 1960s, railroads were demanding more and more horsepower from locomotives to meet the demanding schedules of growing high-priority and intermodal (TOFC) traffic. Higher horsepower equates to faster acceleration and the ability to maintain faster speeds. American railroads wanted as much of both as they could get.\u003c\/p\u003e\n\u003cp\u003eUnion Pacific (UP), in particular, prodded builders to up the horsepower ante which resulted in several exotic locomotives in the 1950s and 1960s. This included the GE\/Alco Gas Turbine designs and various double-diesel designs such as the Alco C855, GE U50 and U50C, and EMD DD35 and DDA35.\u003c\/p\u003e\n\u003cp\u003eWhile these UP locomotives delivered plenty of raw horsepower, they were big, unwieldy machines, which limited their operational territory. This also made them unattractive to interchange partner railroads as run-through or pool power. In addition, a failure of one prime mover or other critical system of a double-diesel would sideline the entire locomotive, effectively resulting in two locomotives out of service.\u003c\/p\u003e\n\u003cp\u003eWestern giant Southern Pacific (SP) would also dabble with double-diesels by acquiring a handful of GE U50s and EMD DD35s. While these various locomotives delivered impressive performance, the size of the double diesels were still a liability plus reliability was questionable.\u003c\/p\u003e\n\u003cp\u003eSP would even go as far as across the Atlantic Ocean to satisfy their appetite for more horsepower, acquiring diesel-hydraulic drive locomotives from Bavarian manufacturer Krauss-Maffei. The precision-tuned Krauss-Maffei’s were not up to the rigors and deferred maintenance of American railroading so they had relatively brief careers.\u003c\/p\u003e\n\u003cp\u003eTo meet the demand of greater horsepower from a more standardized package, EMD would go back to the drawing board in 1965 to develop a new prime mover. The previous prime mover series, the 567, used in models from F and E-units, to GP7s and GP35s, and everything in between had reached its developmental limits. EMD would increase the cylinder bore of the new prime mover, resulting in 645 cubic inches of displacement per cylinder … thus, the 645 was born.\u003c\/p\u003e\n\u003cp\u003eAs with the 567-series of prime movers, the 645 was built in several variations for different applications. 8 and 12-cylinder versions would power switchers and medium horsepower units, while a 16-cylinder, 3,000hp turbocharged version would power one of the flagships of the line, the SD40. To answer the call for even more horsepower, a 20-cylinder, 3,600hp turbocharged variant was developed. This variant, designated the 20-645E3, would be installed in a set of SD45 demonstrator units in late 1965. The SD45 would define the 1960s horsepower race.\u003c\/p\u003e\n\u003cp\u003eDressed in EMD white and metallic blue, the SD45 demonstrators made a striking appearance. Part of the new lineup of locomotives introduced in EMD’s 1966 catalog, the SD45 was the brute of the bunch. While keeping the basic family appearance of its stablemates, the SD45s featured distinctive outward-canted, or “flared” radiator intakes at the rear of the carbody that smoothly blending into the contour of the dynamic brake hatch.\u003c\/p\u003e\n\u003cp\u003eWhile the “SD40X” 645 prime mover testbeds of 1964 featured flared radiators as well, the SD45 was the first EMD to go into production with this feature. While it added to the brutish, broad-shouldered look of the SD45, this feature was a practical one. It allowed for deeper radiator cores to help cool the massive 20-cylinder prime mover. The demonstrator units would barnstorm across the country to help promote the new technology.\u003c\/p\u003e\n\u003cp\u003eFrom the beginning, the SD45 was a hit. When production commenced in 1966, nearly all major railroads of the era would purchase SD45s.\u003c\/p\u003e\n\u003cp\u003eWestern carriers Southern Pacific, Santa Fe, and Union Pacific would acquire fleets of SD45s. They handled priority TOFC trains, coal drags, and everything in between.\u003c\/p\u003e\n\u003cp\u003eThe Hill Railroads of the Pacific Northwest also bought SD45 including Great Northern (GN), Northern Pacific, and Frisco. In fact, GN’s first SD45, GN #400, would hold the distinction of being the very first production SD45 built. To celebrate the power and versatility of the latest EMD locomotive, GN #400 received the nickname “HUSTLE MUSCLE” on its long hood.\u003c\/p\u003e\n\u003cp\u003eEastern carriers purchased the SD45 as well. Pennsylvania Railroad acquired a sizable fleet, which lasted only a few years before being folded into Penn Central. Erie-Lackawanna was another notable customer because their SD45s were equipped with low-profile radiator and dynamic brake fans, exhausts, and horns to meet lowere overhead clearances on one of their routes.\u003c\/p\u003e\n\u003cp\u003eSD45s were prevalent in the Southeast as well. Seaboard Coast Line units lasted all the way through mergers into CSX. Norfolk Southern and Southern operated their SD45s long hood forward.\u003c\/p\u003e\n\u003cp\u003eDespite their initial success, the SD45 had teething troubles. The massive 20-645 prime mover had a tendency to break crankshafts early on. EMD quickly re-engineered and implemented a running change. Leakage from the extra-deep radiator cores that gave the SD45 its distinctive appearance was an issue some railroads faced early on. Once again, EMD would quickly diagnose and correct the problem.\u003c\/p\u003e\n\u003cp\u003eThroughout the 1960s until production ended in 1971 with the introduction of the Dash-2 line and its successor, the SD45-2, the SD45 sold well. Burlington Northern (BN) 6567 holds the distinction of being the last SD45 ever built.\u003c\/p\u003e\n\u003cp\u003eAs the nation entered the 1970s, there was a driving force that was to sour railroads on the SD45: fuel costs. Its high horsepower rating came at a price, with its 20-cylinder prime mover gulping fuel at a higher rate in comparison to other models like the SD40 and SD40-2. Several railroads felt the extra 600hp over models like the SD40 and SD40-2 did not justify the increased fuel costs. The OPEC oil embargo of 1973-74 didn’t help matters. Skyrocketing fuel costs made every drop of fuel precious so conservation and efficiency becoming paramount. Models like the SD40-2 were to shine, while on most roads, the SD45 came under greater scrutiny.\u003c\/p\u003e\n\u003cp\u003eAs the 1970s wore into the 1980s, SD45s quickly started to fall out of favor. With fuel efficiency and reliability the watchwords of the day and newer models from EMD and GE being introduced, tired SD45s quickly filled dead lines across the country. Some were retired relatively young. For example, BN 6567, built in 1971, was retired in 1986, which is a relatively brief career for a locomotive. While some became trade-in fodder, others met their end at end of a cutting torch.\u003c\/p\u003e\n\u003cp\u003eSecondhand sales gave a new lease on life to many SD45s. They found work on shortline and regional railroads like Susquehanna and Wisconsin Central where they became the backbones of their fleet.\u003c\/p\u003e\n\u003cp\u003eSome original owners weren’t ready to give up on the SD45. Southern Pacific, for example, embarked on a capital rebuilding program in the early 1980s. Electrical cabinets were rebuilt and rewired to Dash-2 standards. New engine governors dropped the horsepower slightly to 3,200hp to help save fuel. Santa Fe also upgraded many members of their fleet as well, extending their useful service lives.\u003c\/p\u003e\n\u003cp\u003eThe secondhand locomotive market was extended the life of several SD45s as well. In the early 90s, SD45s were to find newfound popularity as “cores” for rebuilding projects. Tired, rusty hulks that had been sitting dead in dealer backshops were suddenly in demand, with leasing companies, and railroads like Southern Pacific, seeing value in SD45s rebuilt to the latest specifications.\u003c\/p\u003e\n\u003cp\u003eMost dramatically, these rebuilds would see the original 20-645s removed, and replaced with 16-cylinder versions in their place, to help make them more fuel-efficient. Locomotive leaser and rebuilder Morrison-Knudsen, who undertook the program to rebuild secondhand SD45s for SP, became so adept at the process, they even developed a technique to cut-down the original 20-645 engine blocks into 16-645s, fabricating new crankshafts and other parts as well. While they may be the mechanical equivalent of an SD40-2 on the inside, externally they still looked like SD45s.\u003c\/p\u003e\n\u003cp\u003eAs the 90s drew to a close, the sun began to set on the SD45 and rebuilt lookalikes. Mergers and fleet consolidations saw many rebuilt SD45s retired in favor of newer power. In the 2000s, stricter emissions standards took effect, and newer, more fuel-efficient and environmentally-friendly locomotives were being produced en masse. The few remaining SD45s, rebuilt or otherwise, were suddenly out of work. As of this writing, there are precious few remaining, mostly on shortlines.\u003c\/p\u003e\n\u003cp\u003eThankfully, there are several preserved SD45s. GN 400, aka Hustle Muscle, has been restored and is enjoying retirement at the Minnesota Railroad Museum. SP’s first SD45, SP 8800 was rebuilt as part of their in-house SD45 rebuild program and becoming became SD45R 7457 in the process. After a long career with SP, and a stint under merger partner UP, it was donated to the Utah State Railroad Museum in Ogden, Utah where it currently resides. Thankfully, it’s undergoing restoration back to its classic SP appearance. These are a few examples of SD45s that still exist for future generations to see and admire.\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":39958744531110,"sku":"SXT32916","price":279.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-32916-ho-scale-emd-sd45-penn-central-pc-6127-dcc-sound.jpg?v=1619967859"},{"product_id":"scaletrains-32918-ho-scale-emd-sd45-penn-central-pc-6131-dcc-sound","title":"ScaleTrains 32918 HO Scale EMD SD45 Penn Central PC 6131 DCC Sound","description":"\u003ch1\u003eScaleTrains 32918 HO Scale EMD SD45 Penn Central PC 6131 DCC Sound\u003c\/h1\u003e\n\u003cp\u003eWith countless railroad, road number, and era specific details, the Rivet Counter HO Scale SD45 is the definitive model of this ground-breaking high horsepower locomotive. First built in 1966, the SD45 served numerous Class I railroads and eventually secondhand owners and shortlines. Most including rebuilds were retired by the early 2000s.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEra: early 1970s to mid 1970s\u003c\/li\u003e\n\u003cli\u003ePhase Ib1\u003c\/li\u003e\n\u003cli\u003eRoad numbers 6110, 6127, and 6131\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eSeries 6105 to 6122 (ex-PRR), built 10\/66\u003c\/li\u003e\n\u003cli\u003eSeries 6123 to 6138 (ex-PRR), built 11\/66\u003c\/li\u003e\n\u003cli\u003eLate (2-strap) cab signal cabinet on top of battery box, engineer’s side\u003c\/li\u003e\n\u003cli\u003eLost-wax brass Leslie SU-3L-LRO horn mounted center rear of number board housing \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, red-only marker lights**\u003c\/li\u003e\n\u003cli\u003eOperating LED ground lights on both sides of locomotive\u003c\/li\u003e\n\u003cli\u003ePrinted and LED-lighted number boards\u003c\/li\u003e\n\u003cli\u003eFront and rear full-width MU hose catch trays without footboards\u003c\/li\u003e\n\u003cli\u003e“Short” stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003e“Early” (“X”) pattern walkway treadplate\u003c\/li\u003e\n\u003cli\u003eFront and rear early small deck extension\u003c\/li\u003e\n\u003cli\u003ePivoting front and rear drop steps\u003c\/li\u003e\n\u003cli\u003eRectangular walkway lights (non-operating)\u003c\/li\u003e\n\u003cli\u003eLatched battery box doors with narrow louvers\u003c\/li\u003e\n\u003cli\u003eCab sub-base doors with stiffener rib\u003c\/li\u003e\n\u003cli\u003e81” low short hood with plated-over handbrake location\u003c\/li\u003e\n\u003cli\u003eStandard EMD high headlight in numberboard housing\u003c\/li\u003e\n\u003cli\u003eEarly straight grabs and “flipped” nut-bolt-washer (NBW) mounting on nose front and top; top and side grabs relocated to left side to clear cab signal cabinet\u003c\/li\u003e\n\u003cli\u003e“35-Line” cab with standard front windshields\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 windows\u003c\/li\u003e\n\u003cli\u003eTall square corner clear wind wings with mirrors at the bottom mounted fore of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eNo sunshades\u003c\/li\u003e\n\u003cli\u003eNo arm rests\u003c\/li\u003e\n\u003cli\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood details\u003c\/li\u003e\n\u003cli\u003eStandard electrical cabinet seam and bolted alternator door\u003c\/li\u003e\n\u003cli\u003eNo ECAFB\u003c\/li\u003e\n\u003cli\u003eEarly (smooth) blower duct housing\u003c\/li\u003e\n\u003cli\u003eInertial air intake grilles without drip rails\u003c\/li\u003e\n\u003cli\u003eStandard-height dust bin\u003c\/li\u003e\n\u003cli\u003eStandard-height exhaust stack\u003c\/li\u003e\n\u003cli\u003eEarly (short forward taper) extended-range dynamic brakes\u003c\/li\u003e\n\u003cli\u003eAccurately profiled dynamic brake housing\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake intakes with resistor grid\u003c\/li\u003e\n\u003cli\u003e“Chickenwire” radiator intake grilles with diamond-pattern mesh screens\u003c\/li\u003e\n\u003cli\u003eStandard-height fan housings\u003c\/li\u003e\n\u003cli\u003ePhotoetched spiral-ring fan grilles with center disk\u003c\/li\u003e\n\u003cli\u003eLong walkway duct with three short stanchions\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 four brackets \u003c\/li\u003e\n\u003cli\u003eHandrail set with pilot face mounted outer end rail stanchions\u003c\/li\u003e\n\u003cli\u003e4-hose MU hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eDual early (angled) deck-mounted MU receptacles\u003c\/li\u003e\n\u003cli\u003eShort “nub-bottom” pilot face\u003c\/li\u003e\n\u003cli\u003ePilot face bracing detail behind stepwells\u003c\/li\u003e\n\u003cli\u003ePilot face grab iron with inner mounting points\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/li\u003e\n\u003cli\u003eTall jacking pads with holes\u003c\/li\u003e\n\u003cli\u003eSill-mount EFCO button\u003c\/li\u003e\n\u003cli\u003eFrame-mounted steel bell\u003c\/li\u003e\n\u003cli\u003eSalem air filter (accordion style)\u003c\/li\u003e\n\u003cli\u003e4,000-gallon fuel tank with single fuel filler, single vertical fuel gauge, and round dial fuel gauge per side\u003c\/li\u003e\n\u003cli\u003eDetailed Flexicoil-C (high-mount brake cylinder) trucks with Hyatt bearing caps and sanding lines and brackets\u003c\/li\u003e\n\u003cli\u003eSpeed recorder second axle, right side\u003c\/li\u003e\n\u003cli\u003eACI labels attached to long hood sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied detail parts: wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much 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 headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\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\u003cp\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle” feature\u003c\/li\u003e\n\u003cli\u003eDual cube-type speakers\u003c\/li\u003e\n\u003cli\u003eEMD 20-Cylinder 645E3 turbocharged prime mover sounds\u003c\/li\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\u003cp\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/p\u003e\n\u003cp\u003e** During DC operation, class lights illuminate in white. Access to other colors and the ability to change colors requires an ESU DCC decoder while operating in DCC\u003c\/p\u003e\n\u003cp\u003e*** Compatible with appropriately programmed ESU decoders while operating using DCC\u003c\/p\u003e\n\u003cp\u003eEntering production in 1966, the SD45 was the “Big Block Chevy” of EMD’s “1966 Line” of locomotives. During the early 1960s, railroads were demanding more and more horsepower from locomotives to meet the demanding schedules of growing high-priority and intermodal (TOFC) traffic. Higher horsepower equates to faster acceleration and the ability to maintain faster speeds. American railroads wanted as much of both as they could get.\u003c\/p\u003e\n\u003cp\u003eUnion Pacific (UP), in particular, prodded builders to up the horsepower ante which resulted in several exotic locomotives in the 1950s and 1960s. This included the GE\/Alco Gas Turbine designs and various double-diesel designs such as the Alco C855, GE U50 and U50C, and EMD DD35 and DDA35.\u003c\/p\u003e\n\u003cp\u003eWhile these UP locomotives delivered plenty of raw horsepower, they were big, unwieldy machines, which limited their operational territory. This also made them unattractive to interchange partner railroads as run-through or pool power. In addition, a failure of one prime mover or other critical system of a double-diesel would sideline the entire locomotive, effectively resulting in two locomotives out of service.\u003c\/p\u003e\n\u003cp\u003eWestern giant Southern Pacific (SP) would also dabble with double-diesels by acquiring a handful of GE U50s and EMD DD35s. While these various locomotives delivered impressive performance, the size of the double diesels were still a liability plus reliability was questionable.\u003c\/p\u003e\n\u003cp\u003eSP would even go as far as across the Atlantic Ocean to satisfy their appetite for more horsepower, acquiring diesel-hydraulic drive locomotives from Bavarian manufacturer Krauss-Maffei. The precision-tuned Krauss-Maffei’s were not up to the rigors and deferred maintenance of American railroading so they had relatively brief careers.\u003c\/p\u003e\n\u003cp\u003eTo meet the demand of greater horsepower from a more standardized package, EMD would go back to the drawing board in 1965 to develop a new prime mover. The previous prime mover series, the 567, used in models from F and E-units, to GP7s and GP35s, and everything in between had reached its developmental limits. EMD would increase the cylinder bore of the new prime mover, resulting in 645 cubic inches of displacement per cylinder … thus, the 645 was born.\u003c\/p\u003e\n\u003cp\u003eAs with the 567-series of prime movers, the 645 was built in several variations for different applications. 8 and 12-cylinder versions would power switchers and medium horsepower units, while a 16-cylinder, 3,000hp turbocharged version would power one of the flagships of the line, the SD40. To answer the call for even more horsepower, a 20-cylinder, 3,600hp turbocharged variant was developed. This variant, designated the 20-645E3, would be installed in a set of SD45 demonstrator units in late 1965. The SD45 would define the 1960s horsepower race.\u003c\/p\u003e\n\u003cp\u003eDressed in EMD white and metallic blue, the SD45 demonstrators made a striking appearance. Part of the new lineup of locomotives introduced in EMD’s 1966 catalog, the SD45 was the brute of the bunch. While keeping the basic family appearance of its stablemates, the SD45s featured distinctive outward-canted, or “flared” radiator intakes at the rear of the carbody that smoothly blending into the contour of the dynamic brake hatch.\u003c\/p\u003e\n\u003cp\u003eWhile the “SD40X” 645 prime mover testbeds of 1964 featured flared radiators as well, the SD45 was the first EMD to go into production with this feature. While it added to the brutish, broad-shouldered look of the SD45, this feature was a practical one. It allowed for deeper radiator cores to help cool the massive 20-cylinder prime mover. The demonstrator units would barnstorm across the country to help promote the new technology.\u003c\/p\u003e\n\u003cp\u003eFrom the beginning, the SD45 was a hit. When production commenced in 1966, nearly all major railroads of the era would purchase SD45s.\u003c\/p\u003e\n\u003cp\u003eWestern carriers Southern Pacific, Santa Fe, and Union Pacific would acquire fleets of SD45s. They handled priority TOFC trains, coal drags, and everything in between.\u003c\/p\u003e\n\u003cp\u003eThe Hill Railroads of the Pacific Northwest also bought SD45 including Great Northern (GN), Northern Pacific, and Frisco. In fact, GN’s first SD45, GN #400, would hold the distinction of being the very first production SD45 built. To celebrate the power and versatility of the latest EMD locomotive, GN #400 received the nickname “HUSTLE MUSCLE” on its long hood.\u003c\/p\u003e\n\u003cp\u003eEastern carriers purchased the SD45 as well. Pennsylvania Railroad acquired a sizable fleet, which lasted only a few years before being folded into Penn Central. Erie-Lackawanna was another notable customer because their SD45s were equipped with low-profile radiator and dynamic brake fans, exhausts, and horns to meet lowere overhead clearances on one of their routes.\u003c\/p\u003e\n\u003cp\u003eSD45s were prevalent in the Southeast as well. Seaboard Coast Line units lasted all the way through mergers into CSX. Norfolk Southern and Southern operated their SD45s long hood forward.\u003c\/p\u003e\n\u003cp\u003eDespite their initial success, the SD45 had teething troubles. The massive 20-645 prime mover had a tendency to break crankshafts early on. EMD quickly re-engineered and implemented a running change. Leakage from the extra-deep radiator cores that gave the SD45 its distinctive appearance was an issue some railroads faced early on. Once again, EMD would quickly diagnose and correct the problem.\u003c\/p\u003e\n\u003cp\u003eThroughout the 1960s until production ended in 1971 with the introduction of the Dash-2 line and its successor, the SD45-2, the SD45 sold well. Burlington Northern (BN) 6567 holds the distinction of being the last SD45 ever built.\u003c\/p\u003e\n\u003cp\u003eAs the nation entered the 1970s, there was a driving force that was to sour railroads on the SD45: fuel costs. Its high horsepower rating came at a price, with its 20-cylinder prime mover gulping fuel at a higher rate in comparison to other models like the SD40 and SD40-2. Several railroads felt the extra 600hp over models like the SD40 and SD40-2 did not justify the increased fuel costs. The OPEC oil embargo of 1973-74 didn’t help matters. Skyrocketing fuel costs made every drop of fuel precious so conservation and efficiency becoming paramount. Models like the SD40-2 were to shine, while on most roads, the SD45 came under greater scrutiny.\u003c\/p\u003e\n\u003cp\u003eAs the 1970s wore into the 1980s, SD45s quickly started to fall out of favor. With fuel efficiency and reliability the watchwords of the day and newer models from EMD and GE being introduced, tired SD45s quickly filled dead lines across the country. Some were retired relatively young. For example, BN 6567, built in 1971, was retired in 1986, which is a relatively brief career for a locomotive. While some became trade-in fodder, others met their end at end of a cutting torch.\u003c\/p\u003e\n\u003cp\u003eSecondhand sales gave a new lease on life to many SD45s. They found work on shortline and regional railroads like Susquehanna and Wisconsin Central where they became the backbones of their fleet.\u003c\/p\u003e\n\u003cp\u003eSome original owners weren’t ready to give up on the SD45. Southern Pacific, for example, embarked on a capital rebuilding program in the early 1980s. Electrical cabinets were rebuilt and rewired to Dash-2 standards. New engine governors dropped the horsepower slightly to 3,200hp to help save fuel. Santa Fe also upgraded many members of their fleet as well, extending their useful service lives.\u003c\/p\u003e\n\u003cp\u003eThe secondhand locomotive market was extended the life of several SD45s as well. In the early 90s, SD45s were to find newfound popularity as “cores” for rebuilding projects. Tired, rusty hulks that had been sitting dead in dealer backshops were suddenly in demand, with leasing companies, and railroads like Southern Pacific, seeing value in SD45s rebuilt to the latest specifications.\u003c\/p\u003e\n\u003cp\u003eMost dramatically, these rebuilds would see the original 20-645s removed, and replaced with 16-cylinder versions in their place, to help make them more fuel-efficient. Locomotive leaser and rebuilder Morrison-Knudsen, who undertook the program to rebuild secondhand SD45s for SP, became so adept at the process, they even developed a technique to cut-down the original 20-645 engine blocks into 16-645s, fabricating new crankshafts and other parts as well. While they may be the mechanical equivalent of an SD40-2 on the inside, externally they still looked like SD45s.\u003c\/p\u003e\n\u003cp\u003eAs the 90s drew to a close, the sun began to set on the SD45 and rebuilt lookalikes. Mergers and fleet consolidations saw many rebuilt SD45s retired in favor of newer power. In the 2000s, stricter emissions standards took effect, and newer, more fuel-efficient and environmentally-friendly locomotives were being produced en masse. The few remaining SD45s, rebuilt or otherwise, were suddenly out of work. As of this writing, there are precious few remaining, mostly on shortlines.\u003c\/p\u003e\n\u003cp\u003eThankfully, there are several preserved SD45s. GN 400, aka Hustle Muscle, has been restored and is enjoying retirement at the Minnesota Railroad Museum. SP’s first SD45, SP 8800 was rebuilt as part of their in-house SD45 rebuild program and becoming became SD45R 7457 in the process. After a long career with SP, and a stint under merger partner UP, it was donated to the Utah State Railroad Museum in Ogden, Utah where it currently resides. Thankfully, it’s undergoing restoration back to its classic SP appearance. These are a few examples of SD45s that still exist for future generations to see and admire.\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":39958747218086,"sku":"SXT32918","price":279.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-32918-ho-scale-emd-sd45-penn-central-pc-6131-dcc-sound.jpg?v=1619967952"},{"product_id":"scaletrains-32919-ho-scale-emd-sd45-penn-central-pc-6131","title":"ScaleTrains 32919 HO Scale EMD SD45 Penn Central PC 6131","description":"\u003ch1\u003eScaleTrains 32919 HO Scale EMD SD45 Penn Central PC 6131\u003c\/h1\u003e\n\u003cp\u003eWith countless railroad, road number, and era specific details, the Rivet Counter HO Scale SD45 is the definitive model of this ground-breaking high horsepower locomotive. First built in 1966, the SD45 served numerous Class I railroads and eventually secondhand owners and shortlines. Most including rebuilds were retired by the early 2000s.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEra: early 1970s to mid 1970s\u003c\/li\u003e\n\u003cli\u003ePhase Ib1\u003c\/li\u003e\n\u003cli\u003eRoad numbers 6110, 6127, and 6131\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eSeries 6105 to 6122 (ex-PRR), built 10\/66\u003c\/li\u003e\n\u003cli\u003eSeries 6123 to 6138 (ex-PRR), built 11\/66\u003c\/li\u003e\n\u003cli\u003eLate (2-strap) cab signal cabinet on top of battery box, engineer’s side\u003c\/li\u003e\n\u003cli\u003eLost-wax brass Leslie SU-3L-LRO horn mounted center rear of number board housing \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, red-only marker lights**\u003c\/li\u003e\n\u003cli\u003eOperating LED ground lights on both sides of locomotive\u003c\/li\u003e\n\u003cli\u003ePrinted and LED-lighted number boards\u003c\/li\u003e\n\u003cli\u003eFront and rear full-width MU hose catch trays without footboards\u003c\/li\u003e\n\u003cli\u003e“Short” stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003e“Early” (“X”) pattern walkway treadplate\u003c\/li\u003e\n\u003cli\u003eFront and rear early small deck extension\u003c\/li\u003e\n\u003cli\u003ePivoting front and rear drop steps\u003c\/li\u003e\n\u003cli\u003eRectangular walkway lights (non-operating)\u003c\/li\u003e\n\u003cli\u003eLatched battery box doors with narrow louvers\u003c\/li\u003e\n\u003cli\u003eCab sub-base doors with stiffener rib\u003c\/li\u003e\n\u003cli\u003e81” low short hood with plated-over handbrake location\u003c\/li\u003e\n\u003cli\u003eStandard EMD high headlight in numberboard housing\u003c\/li\u003e\n\u003cli\u003eEarly straight grabs and “flipped” nut-bolt-washer (NBW) mounting on nose front and top; top and side grabs relocated to left side to clear cab signal cabinet\u003c\/li\u003e\n\u003cli\u003e“35-Line” cab with standard front windshields\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 windows\u003c\/li\u003e\n\u003cli\u003eTall square corner clear wind wings with mirrors at the bottom mounted fore of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eNo sunshades\u003c\/li\u003e\n\u003cli\u003eNo arm rests\u003c\/li\u003e\n\u003cli\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood details\u003c\/li\u003e\n\u003cli\u003eStandard electrical cabinet seam and bolted alternator door\u003c\/li\u003e\n\u003cli\u003eNo ECAFB\u003c\/li\u003e\n\u003cli\u003eEarly (smooth) blower duct housing\u003c\/li\u003e\n\u003cli\u003eInertial air intake grilles without drip rails\u003c\/li\u003e\n\u003cli\u003eStandard-height dust bin\u003c\/li\u003e\n\u003cli\u003eStandard-height exhaust stack\u003c\/li\u003e\n\u003cli\u003eEarly (short forward taper) extended-range dynamic brakes\u003c\/li\u003e\n\u003cli\u003eAccurately profiled dynamic brake housing\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake intakes with resistor grid\u003c\/li\u003e\n\u003cli\u003e“Chickenwire” radiator intake grilles with diamond-pattern mesh screens\u003c\/li\u003e\n\u003cli\u003eStandard-height fan housings\u003c\/li\u003e\n\u003cli\u003ePhotoetched spiral-ring fan grilles with center disk\u003c\/li\u003e\n\u003cli\u003eLong walkway duct with three short stanchions\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 four brackets \u003c\/li\u003e\n\u003cli\u003eHandrail set with pilot face mounted outer end rail stanchions\u003c\/li\u003e\n\u003cli\u003e4-hose MU hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eDual early (angled) deck-mounted MU receptacles\u003c\/li\u003e\n\u003cli\u003eShort “nub-bottom” pilot face\u003c\/li\u003e\n\u003cli\u003ePilot face bracing detail behind stepwells\u003c\/li\u003e\n\u003cli\u003ePilot face grab iron with inner mounting points\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/li\u003e\n\u003cli\u003eTall jacking pads with holes\u003c\/li\u003e\n\u003cli\u003eSill-mount EFCO button\u003c\/li\u003e\n\u003cli\u003eFrame-mounted steel bell\u003c\/li\u003e\n\u003cli\u003eSalem air filter (accordion style)\u003c\/li\u003e\n\u003cli\u003e4,000-gallon fuel tank with single fuel filler, single vertical fuel gauge, and round dial fuel gauge per side\u003c\/li\u003e\n\u003cli\u003eDetailed Flexicoil-C (high-mount brake cylinder) trucks with Hyatt bearing caps and sanding lines and brackets\u003c\/li\u003e\n\u003cli\u003eSpeed recorder second axle, right side\u003c\/li\u003e\n\u003cli\u003eACI labels attached to long hood sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied detail parts: wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much 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 headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\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\u003cp\u003eDCC \u0026amp; sound ready locomotives also feature:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOperable using DC power pack\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/p\u003e\n\u003cp\u003e** During DC operation, class lights illuminate in white. Access to other colors and the ability to change colors requires an ESU DCC decoder while operating in DCC\u003c\/p\u003e\n\u003cp\u003e*** Compatible with appropriately programmed ESU decoders while operating using DCC\u003c\/p\u003e\n\u003cp\u003eEntering production in 1966, the SD45 was the “Big Block Chevy” of EMD’s “1966 Line” of locomotives. During the early 1960s, railroads were demanding more and more horsepower from locomotives to meet the demanding schedules of growing high-priority and intermodal (TOFC) traffic. Higher horsepower equates to faster acceleration and the ability to maintain faster speeds. American railroads wanted as much of both as they could get.\u003c\/p\u003e\n\u003cp\u003eUnion Pacific (UP), in particular, prodded builders to up the horsepower ante which resulted in several exotic locomotives in the 1950s and 1960s. This included the GE\/Alco Gas Turbine designs and various double-diesel designs such as the Alco C855, GE U50 and U50C, and EMD DD35 and DDA35.\u003c\/p\u003e\n\u003cp\u003eWhile these UP locomotives delivered plenty of raw horsepower, they were big, unwieldy machines, which limited their operational territory. This also made them unattractive to interchange partner railroads as run-through or pool power. In addition, a failure of one prime mover or other critical system of a double-diesel would sideline the entire locomotive, effectively resulting in two locomotives out of service.\u003c\/p\u003e\n\u003cp\u003eWestern giant Southern Pacific (SP) would also dabble with double-diesels by acquiring a handful of GE U50s and EMD DD35s. While these various locomotives delivered impressive performance, the size of the double diesels were still a liability plus reliability was questionable.\u003c\/p\u003e\n\u003cp\u003eSP would even go as far as across the Atlantic Ocean to satisfy their appetite for more horsepower, acquiring diesel-hydraulic drive locomotives from Bavarian manufacturer Krauss-Maffei. The precision-tuned Krauss-Maffei’s were not up to the rigors and deferred maintenance of American railroading so they had relatively brief careers.\u003c\/p\u003e\n\u003cp\u003eTo meet the demand of greater horsepower from a more standardized package, EMD would go back to the drawing board in 1965 to develop a new prime mover. The previous prime mover series, the 567, used in models from F and E-units, to GP7s and GP35s, and everything in between had reached its developmental limits. EMD would increase the cylinder bore of the new prime mover, resulting in 645 cubic inches of displacement per cylinder … thus, the 645 was born.\u003c\/p\u003e\n\u003cp\u003eAs with the 567-series of prime movers, the 645 was built in several variations for different applications. 8 and 12-cylinder versions would power switchers and medium horsepower units, while a 16-cylinder, 3,000hp turbocharged version would power one of the flagships of the line, the SD40. To answer the call for even more horsepower, a 20-cylinder, 3,600hp turbocharged variant was developed. This variant, designated the 20-645E3, would be installed in a set of SD45 demonstrator units in late 1965. The SD45 would define the 1960s horsepower race.\u003c\/p\u003e\n\u003cp\u003eDressed in EMD white and metallic blue, the SD45 demonstrators made a striking appearance. Part of the new lineup of locomotives introduced in EMD’s 1966 catalog, the SD45 was the brute of the bunch. While keeping the basic family appearance of its stablemates, the SD45s featured distinctive outward-canted, or “flared” radiator intakes at the rear of the carbody that smoothly blending into the contour of the dynamic brake hatch.\u003c\/p\u003e\n\u003cp\u003eWhile the “SD40X” 645 prime mover testbeds of 1964 featured flared radiators as well, the SD45 was the first EMD to go into production with this feature. While it added to the brutish, broad-shouldered look of the SD45, this feature was a practical one. It allowed for deeper radiator cores to help cool the massive 20-cylinder prime mover. The demonstrator units would barnstorm across the country to help promote the new technology.\u003c\/p\u003e\n\u003cp\u003eFrom the beginning, the SD45 was a hit. When production commenced in 1966, nearly all major railroads of the era would purchase SD45s.\u003c\/p\u003e\n\u003cp\u003eWestern carriers Southern Pacific, Santa Fe, and Union Pacific would acquire fleets of SD45s. They handled priority TOFC trains, coal drags, and everything in between.\u003c\/p\u003e\n\u003cp\u003eThe Hill Railroads of the Pacific Northwest also bought SD45 including Great Northern (GN), Northern Pacific, and Frisco. In fact, GN’s first SD45, GN #400, would hold the distinction of being the very first production SD45 built. To celebrate the power and versatility of the latest EMD locomotive, GN #400 received the nickname “HUSTLE MUSCLE” on its long hood.\u003c\/p\u003e\n\u003cp\u003eEastern carriers purchased the SD45 as well. Pennsylvania Railroad acquired a sizable fleet, which lasted only a few years before being folded into Penn Central. Erie-Lackawanna was another notable customer because their SD45s were equipped with low-profile radiator and dynamic brake fans, exhausts, and horns to meet lowere overhead clearances on one of their routes.\u003c\/p\u003e\n\u003cp\u003eSD45s were prevalent in the Southeast as well. Seaboard Coast Line units lasted all the way through mergers into CSX. Norfolk Southern and Southern operated their SD45s long hood forward.\u003c\/p\u003e\n\u003cp\u003eDespite their initial success, the SD45 had teething troubles. The massive 20-645 prime mover had a tendency to break crankshafts early on. EMD quickly re-engineered and implemented a running change. Leakage from the extra-deep radiator cores that gave the SD45 its distinctive appearance was an issue some railroads faced early on. Once again, EMD would quickly diagnose and correct the problem.\u003c\/p\u003e\n\u003cp\u003eThroughout the 1960s until production ended in 1971 with the introduction of the Dash-2 line and its successor, the SD45-2, the SD45 sold well. Burlington Northern (BN) 6567 holds the distinction of being the last SD45 ever built.\u003c\/p\u003e\n\u003cp\u003eAs the nation entered the 1970s, there was a driving force that was to sour railroads on the SD45: fuel costs. Its high horsepower rating came at a price, with its 20-cylinder prime mover gulping fuel at a higher rate in comparison to other models like the SD40 and SD40-2. Several railroads felt the extra 600hp over models like the SD40 and SD40-2 did not justify the increased fuel costs. The OPEC oil embargo of 1973-74 didn’t help matters. Skyrocketing fuel costs made every drop of fuel precious so conservation and efficiency becoming paramount. Models like the SD40-2 were to shine, while on most roads, the SD45 came under greater scrutiny.\u003c\/p\u003e\n\u003cp\u003eAs the 1970s wore into the 1980s, SD45s quickly started to fall out of favor. With fuel efficiency and reliability the watchwords of the day and newer models from EMD and GE being introduced, tired SD45s quickly filled dead lines across the country. Some were retired relatively young. For example, BN 6567, built in 1971, was retired in 1986, which is a relatively brief career for a locomotive. While some became trade-in fodder, others met their end at end of a cutting torch.\u003c\/p\u003e\n\u003cp\u003eSecondhand sales gave a new lease on life to many SD45s. They found work on shortline and regional railroads like Susquehanna and Wisconsin Central where they became the backbones of their fleet.\u003c\/p\u003e\n\u003cp\u003eSome original owners weren’t ready to give up on the SD45. Southern Pacific, for example, embarked on a capital rebuilding program in the early 1980s. Electrical cabinets were rebuilt and rewired to Dash-2 standards. New engine governors dropped the horsepower slightly to 3,200hp to help save fuel. Santa Fe also upgraded many members of their fleet as well, extending their useful service lives.\u003c\/p\u003e\n\u003cp\u003eThe secondhand locomotive market was extended the life of several SD45s as well. In the early 90s, SD45s were to find newfound popularity as “cores” for rebuilding projects. Tired, rusty hulks that had been sitting dead in dealer backshops were suddenly in demand, with leasing companies, and railroads like Southern Pacific, seeing value in SD45s rebuilt to the latest specifications.\u003c\/p\u003e\n\u003cp\u003eMost dramatically, these rebuilds would see the original 20-645s removed, and replaced with 16-cylinder versions in their place, to help make them more fuel-efficient. Locomotive leaser and rebuilder Morrison-Knudsen, who undertook the program to rebuild secondhand SD45s for SP, became so adept at the process, they even developed a technique to cut-down the original 20-645 engine blocks into 16-645s, fabricating new crankshafts and other parts as well. While they may be the mechanical equivalent of an SD40-2 on the inside, externally they still looked like SD45s.\u003c\/p\u003e\n\u003cp\u003eAs the 90s drew to a close, the sun began to set on the SD45 and rebuilt lookalikes. Mergers and fleet consolidations saw many rebuilt SD45s retired in favor of newer power. In the 2000s, stricter emissions standards took effect, and newer, more fuel-efficient and environmentally-friendly locomotives were being produced en masse. The few remaining SD45s, rebuilt or otherwise, were suddenly out of work. As of this writing, there are precious few remaining, mostly on shortlines.\u003c\/p\u003e\n\u003cp\u003eThankfully, there are several preserved SD45s. GN 400, aka Hustle Muscle, has been restored and is enjoying retirement at the Minnesota Railroad Museum. SP’s first SD45, SP 8800 was rebuilt as part of their in-house SD45 rebuild program and becoming became SD45R 7457 in the process. After a long career with SP, and a stint under merger partner UP, it was donated to the Utah State Railroad Museum in Ogden, Utah where it currently resides. Thankfully, it’s undergoing restoration back to its classic SP appearance. These are a few examples of SD45s that still exist for future generations to see and admire.\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":39958816587942,"sku":"SXT32919","price":189.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-32919-ho-scale-emd-sd45-penn-central-pc-6131.jpg?v=1619967985"},{"product_id":"scaletrains-32920-ho-scale-emd-sd45-penn-central-pc-6146-dcc-sound","title":"ScaleTrains 32920 HO Scale EMD SD45 Penn Central PC 6146 DCC Sound","description":"\u003ch1\u003eScaleTrains 32920 HO Scale EMD SD45 Penn Central PC 6146 DCC Sound\u003c\/h1\u003e\n\u003cp\u003eWith countless railroad, road number, and era specific details, the Rivet Counter HO Scale SD45 is the definitive model of this ground-breaking high horsepower locomotive. First built in 1966, the SD45 served numerous Class I railroads and eventually secondhand owners and shortlines. Most including rebuilds were retired by the early 2000s.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEra: early 1970s to mid 1970s\u003c\/li\u003e\n\u003cli\u003ePhase Ib1\u003c\/li\u003e\n\u003cli\u003eRoad number 6146 \u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eSeries 6141 to 6166 (ex-PRR), built 01\/67\u003c\/li\u003e\n\u003cli\u003eLate (2-strap) cab signal cabinet on top of battery box, engineer’s side\u003c\/li\u003e\n\u003cli\u003eLost-wax Leslie RS-3L-R horn mounted center rear of number board housing\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, red-only marker lights**\u003c\/li\u003e\n\u003cli\u003eOperating LED ground lights on both sides of locomotive\u003c\/li\u003e\n\u003cli\u003ePrinted and LED-lighted number boards\u003c\/li\u003e\n\u003cli\u003eFront and rear full-width MU hose catch trays without footboards\u003c\/li\u003e\n\u003cli\u003e“Short” stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003e“Early” (“X”) pattern walkway treadplate\u003c\/li\u003e\n\u003cli\u003eFront and rear early small deck extension\u003c\/li\u003e\n\u003cli\u003ePivoting front and rear drop steps\u003c\/li\u003e\n\u003cli\u003eRectangular walkway lights (non-operating)\u003c\/li\u003e\n\u003cli\u003eLatched battery box doors with narrow louvers\u003c\/li\u003e\n\u003cli\u003eCab sub-base doors with stiffener rib\u003c\/li\u003e\n\u003cli\u003e81” low short hood with plated-over handbrake location\u003c\/li\u003e\n\u003cli\u003eStandard EMD high headlight in numberboard housing\u003c\/li\u003e\n\u003cli\u003eEarly straight grabs and “flipped” nut-bolt-washer (NBW) mounting on nose front and top; top and side grabs relocated to left side to clear cab signal cabinet\u003c\/li\u003e\n\u003cli\u003e“35-Line” cab with standard front windshields\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 windows\u003c\/li\u003e\n\u003cli\u003eTall square corner clear wind wings with mirrors at the bottom mounted fore of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eNo sunshades\u003c\/li\u003e\n\u003cli\u003eNo arm rests\u003c\/li\u003e\n\u003cli\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood details\u003c\/li\u003e\n\u003cli\u003eStandard electrical cabinet seam and bolted alternator door\u003c\/li\u003e\n\u003cli\u003eNo ECAFB\u003c\/li\u003e\n\u003cli\u003eEarly (smooth) blower duct housing\u003c\/li\u003e\n\u003cli\u003eInertial air intake grilles without drip rails\u003c\/li\u003e\n\u003cli\u003eStandard-height dust bin\u003c\/li\u003e\n\u003cli\u003eStandard-height exhaust stack\u003c\/li\u003e\n\u003cli\u003eEarly (short forward taper) extended-range dynamic brakes\u003c\/li\u003e\n\u003cli\u003eAccurately profiled dynamic brake housing\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake intakes with resistor grid\u003c\/li\u003e\n\u003cli\u003e“Chickenwire” radiator intake grilles with diamond-pattern mesh screens\u003c\/li\u003e\n\u003cli\u003eStandard-height fan housings\u003c\/li\u003e\n\u003cli\u003ePhotoetched spiral-ring fan grilles with center disk\u003c\/li\u003e\n\u003cli\u003eLong walkway duct with three short stanchions\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 four brackets \u003c\/li\u003e\n\u003cli\u003eHandrail set with pilot face mounted outer end rail stanchions\u003c\/li\u003e\n\u003cli\u003e4-hose MU hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eDual early (angled) deck-mounted MU receptacles\u003c\/li\u003e\n\u003cli\u003eShort “nub-bottom” pilot face\u003c\/li\u003e\n\u003cli\u003ePilot face bracing detail behind stepwells\u003c\/li\u003e\n\u003cli\u003ePilot face grab iron with inner mounting points\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/li\u003e\n\u003cli\u003eTall jacking pads with holes\u003c\/li\u003e\n\u003cli\u003eSill-mount EFCO button\u003c\/li\u003e\n\u003cli\u003eFrame-mounted steel bell\u003c\/li\u003e\n\u003cli\u003eSalem air filter (accordion style)\u003c\/li\u003e\n\u003cli\u003e4,000-gallon fuel tank with single fuel filler, single vertical fuel gauge, and round dial fuel gauge per side\u003c\/li\u003e\n\u003cli\u003eDetailed Flexicoil-C (high-mount brake cylinder) trucks with Hyatt bearing caps and sanding lines and brackets\u003c\/li\u003e\n\u003cli\u003eSpeed recorder second axle, right side\u003c\/li\u003e\n\u003cli\u003eACI labels attached to long hood sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied detail parts: wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much 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 headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\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\u003cp\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle” feature\u003c\/li\u003e\n\u003cli\u003eDual cube-type speakers\u003c\/li\u003e\n\u003cli\u003eEMD 20-Cylinder 645E3 turbocharged prime mover sounds\u003c\/li\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\u003cp\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/p\u003e\n\u003cp\u003e** During DC operation, class lights illuminate in white. Access to other colors and the ability to change colors requires an ESU DCC decoder while operating in DCC\u003c\/p\u003e\n\u003cp\u003e*** Compatible with appropriately programmed ESU decoders while operating using DCC\u003c\/p\u003e\n\u003cp\u003eEntering production in 1966, the SD45 was the “Big Block Chevy” of EMD’s “1966 Line” of locomotives. During the early 1960s, railroads were demanding more and more horsepower from locomotives to meet the demanding schedules of growing high-priority and intermodal (TOFC) traffic. Higher horsepower equates to faster acceleration and the ability to maintain faster speeds. American railroads wanted as much of both as they could get.\u003c\/p\u003e\n\u003cp\u003eUnion Pacific (UP), in particular, prodded builders to up the horsepower ante which resulted in several exotic locomotives in the 1950s and 1960s. This included the GE\/Alco Gas Turbine designs and various double-diesel designs such as the Alco C855, GE U50 and U50C, and EMD DD35 and DDA35.\u003c\/p\u003e\n\u003cp\u003eWhile these UP locomotives delivered plenty of raw horsepower, they were big, unwieldy machines, which limited their operational territory. This also made them unattractive to interchange partner railroads as run-through or pool power. In addition, a failure of one prime mover or other critical system of a double-diesel would sideline the entire locomotive, effectively resulting in two locomotives out of service.\u003c\/p\u003e\n\u003cp\u003eWestern giant Southern Pacific (SP) would also dabble with double-diesels by acquiring a handful of GE U50s and EMD DD35s. While these various locomotives delivered impressive performance, the size of the double diesels were still a liability plus reliability was questionable.\u003c\/p\u003e\n\u003cp\u003eSP would even go as far as across the Atlantic Ocean to satisfy their appetite for more horsepower, acquiring diesel-hydraulic drive locomotives from Bavarian manufacturer Krauss-Maffei. The precision-tuned Krauss-Maffei’s were not up to the rigors and deferred maintenance of American railroading so they had relatively brief careers.\u003c\/p\u003e\n\u003cp\u003eTo meet the demand of greater horsepower from a more standardized package, EMD would go back to the drawing board in 1965 to develop a new prime mover. The previous prime mover series, the 567, used in models from F and E-units, to GP7s and GP35s, and everything in between had reached its developmental limits. EMD would increase the cylinder bore of the new prime mover, resulting in 645 cubic inches of displacement per cylinder … thus, the 645 was born.\u003c\/p\u003e\n\u003cp\u003eAs with the 567-series of prime movers, the 645 was built in several variations for different applications. 8 and 12-cylinder versions would power switchers and medium horsepower units, while a 16-cylinder, 3,000hp turbocharged version would power one of the flagships of the line, the SD40. To answer the call for even more horsepower, a 20-cylinder, 3,600hp turbocharged variant was developed. This variant, designated the 20-645E3, would be installed in a set of SD45 demonstrator units in late 1965. The SD45 would define the 1960s horsepower race.\u003c\/p\u003e\n\u003cp\u003eDressed in EMD white and metallic blue, the SD45 demonstrators made a striking appearance. Part of the new lineup of locomotives introduced in EMD’s 1966 catalog, the SD45 was the brute of the bunch. While keeping the basic family appearance of its stablemates, the SD45s featured distinctive outward-canted, or “flared” radiator intakes at the rear of the carbody that smoothly blending into the contour of the dynamic brake hatch.\u003c\/p\u003e\n\u003cp\u003eWhile the “SD40X” 645 prime mover testbeds of 1964 featured flared radiators as well, the SD45 was the first EMD to go into production with this feature. While it added to the brutish, broad-shouldered look of the SD45, this feature was a practical one. It allowed for deeper radiator cores to help cool the massive 20-cylinder prime mover. The demonstrator units would barnstorm across the country to help promote the new technology.\u003c\/p\u003e\n\u003cp\u003eFrom the beginning, the SD45 was a hit. When production commenced in 1966, nearly all major railroads of the era would purchase SD45s.\u003c\/p\u003e\n\u003cp\u003eWestern carriers Southern Pacific, Santa Fe, and Union Pacific would acquire fleets of SD45s. They handled priority TOFC trains, coal drags, and everything in between.\u003c\/p\u003e\n\u003cp\u003eThe Hill Railroads of the Pacific Northwest also bought SD45 including Great Northern (GN), Northern Pacific, and Frisco. In fact, GN’s first SD45, GN #400, would hold the distinction of being the very first production SD45 built. To celebrate the power and versatility of the latest EMD locomotive, GN #400 received the nickname “HUSTLE MUSCLE” on its long hood.\u003c\/p\u003e\n\u003cp\u003eEastern carriers purchased the SD45 as well. Pennsylvania Railroad acquired a sizable fleet, which lasted only a few years before being folded into Penn Central. Erie-Lackawanna was another notable customer because their SD45s were equipped with low-profile radiator and dynamic brake fans, exhausts, and horns to meet lowere overhead clearances on one of their routes.\u003c\/p\u003e\n\u003cp\u003eSD45s were prevalent in the Southeast as well. Seaboard Coast Line units lasted all the way through mergers into CSX. Norfolk Southern and Southern operated their SD45s long hood forward.\u003c\/p\u003e\n\u003cp\u003eDespite their initial success, the SD45 had teething troubles. The massive 20-645 prime mover had a tendency to break crankshafts early on. EMD quickly re-engineered and implemented a running change. Leakage from the extra-deep radiator cores that gave the SD45 its distinctive appearance was an issue some railroads faced early on. Once again, EMD would quickly diagnose and correct the problem.\u003c\/p\u003e\n\u003cp\u003eThroughout the 1960s until production ended in 1971 with the introduction of the Dash-2 line and its successor, the SD45-2, the SD45 sold well. Burlington Northern (BN) 6567 holds the distinction of being the last SD45 ever built.\u003c\/p\u003e\n\u003cp\u003eAs the nation entered the 1970s, there was a driving force that was to sour railroads on the SD45: fuel costs. Its high horsepower rating came at a price, with its 20-cylinder prime mover gulping fuel at a higher rate in comparison to other models like the SD40 and SD40-2. Several railroads felt the extra 600hp over models like the SD40 and SD40-2 did not justify the increased fuel costs. The OPEC oil embargo of 1973-74 didn’t help matters. Skyrocketing fuel costs made every drop of fuel precious so conservation and efficiency becoming paramount. Models like the SD40-2 were to shine, while on most roads, the SD45 came under greater scrutiny.\u003c\/p\u003e\n\u003cp\u003eAs the 1970s wore into the 1980s, SD45s quickly started to fall out of favor. With fuel efficiency and reliability the watchwords of the day and newer models from EMD and GE being introduced, tired SD45s quickly filled dead lines across the country. Some were retired relatively young. For example, BN 6567, built in 1971, was retired in 1986, which is a relatively brief career for a locomotive. While some became trade-in fodder, others met their end at end of a cutting torch.\u003c\/p\u003e\n\u003cp\u003eSecondhand sales gave a new lease on life to many SD45s. They found work on shortline and regional railroads like Susquehanna and Wisconsin Central where they became the backbones of their fleet.\u003c\/p\u003e\n\u003cp\u003eSome original owners weren’t ready to give up on the SD45. Southern Pacific, for example, embarked on a capital rebuilding program in the early 1980s. Electrical cabinets were rebuilt and rewired to Dash-2 standards. New engine governors dropped the horsepower slightly to 3,200hp to help save fuel. Santa Fe also upgraded many members of their fleet as well, extending their useful service lives.\u003c\/p\u003e\n\u003cp\u003eThe secondhand locomotive market was extended the life of several SD45s as well. In the early 90s, SD45s were to find newfound popularity as “cores” for rebuilding projects. Tired, rusty hulks that had been sitting dead in dealer backshops were suddenly in demand, with leasing companies, and railroads like Southern Pacific, seeing value in SD45s rebuilt to the latest specifications.\u003c\/p\u003e\n\u003cp\u003eMost dramatically, these rebuilds would see the original 20-645s removed, and replaced with 16-cylinder versions in their place, to help make them more fuel-efficient. Locomotive leaser and rebuilder Morrison-Knudsen, who undertook the program to rebuild secondhand SD45s for SP, became so adept at the process, they even developed a technique to cut-down the original 20-645 engine blocks into 16-645s, fabricating new crankshafts and other parts as well. While they may be the mechanical equivalent of an SD40-2 on the inside, externally they still looked like SD45s.\u003c\/p\u003e\n\u003cp\u003eAs the 90s drew to a close, the sun began to set on the SD45 and rebuilt lookalikes. Mergers and fleet consolidations saw many rebuilt SD45s retired in favor of newer power. In the 2000s, stricter emissions standards took effect, and newer, more fuel-efficient and environmentally-friendly locomotives were being produced en masse. The few remaining SD45s, rebuilt or otherwise, were suddenly out of work. As of this writing, there are precious few remaining, mostly on shortlines.\u003c\/p\u003e\n\u003cp\u003eThankfully, there are several preserved SD45s. GN 400, aka Hustle Muscle, has been restored and is enjoying retirement at the Minnesota Railroad Museum. SP’s first SD45, SP 8800 was rebuilt as part of their in-house SD45 rebuild program and becoming became SD45R 7457 in the process. After a long career with SP, and a stint under merger partner UP, it was donated to the Utah State Railroad Museum in Ogden, Utah where it currently resides. Thankfully, it’s undergoing restoration back to its classic SP appearance. These are a few examples of SD45s that still exist for future generations to see and admire.\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":39958816686246,"sku":"SXT32920","price":279.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-32920-ho-scale-emd-sd45-penn-central-pc-6146-dcc-sound.jpg?v=1619968039"},{"product_id":"scaletrains-32921-ho-scale-emd-sd45-penn-central-pc-6146","title":"ScaleTrains 32921 HO Scale EMD SD45 Penn Central PC 6146","description":"\u003ch1\u003eScaleTrains 32921 HO Scale EMD SD45 Penn Central PC 6146\u003c\/h1\u003e\n\u003cp\u003eWith countless railroad, road number, and era specific details, the Rivet Counter HO Scale SD45 is the definitive model of this ground-breaking high horsepower locomotive. First built in 1966, the SD45 served numerous Class I railroads and eventually secondhand owners and shortlines. Most including rebuilds were retired by the early 2000s.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEra: early 1970s to mid 1970s\u003c\/li\u003e\n\u003cli\u003ePhase Ib1\u003c\/li\u003e\n\u003cli\u003eRoad number 6146 \u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eSeries 6141 to 6166 (ex-PRR), built 01\/67\u003c\/li\u003e\n\u003cli\u003eLate (2-strap) cab signal cabinet on top of battery box, engineer’s side\u003c\/li\u003e\n\u003cli\u003eLost-wax Leslie RS-3L-R horn mounted center rear of number board housing\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, red-only marker lights**\u003c\/li\u003e\n\u003cli\u003eOperating LED ground lights on both sides of locomotive\u003c\/li\u003e\n\u003cli\u003ePrinted and LED-lighted number boards\u003c\/li\u003e\n\u003cli\u003eFront and rear full-width MU hose catch trays without footboards\u003c\/li\u003e\n\u003cli\u003e“Short” stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003e“Early” (“X”) pattern walkway treadplate\u003c\/li\u003e\n\u003cli\u003eFront and rear early small deck extension\u003c\/li\u003e\n\u003cli\u003ePivoting front and rear drop steps\u003c\/li\u003e\n\u003cli\u003eRectangular walkway lights (non-operating)\u003c\/li\u003e\n\u003cli\u003eLatched battery box doors with narrow louvers\u003c\/li\u003e\n\u003cli\u003eCab sub-base doors with stiffener rib\u003c\/li\u003e\n\u003cli\u003e81” low short hood with plated-over handbrake location\u003c\/li\u003e\n\u003cli\u003eStandard EMD high headlight in numberboard housing\u003c\/li\u003e\n\u003cli\u003eEarly straight grabs and “flipped” nut-bolt-washer (NBW) mounting on nose front and top; top and side grabs relocated to left side to clear cab signal cabinet\u003c\/li\u003e\n\u003cli\u003e“35-Line” cab with standard front windshields\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 windows\u003c\/li\u003e\n\u003cli\u003eTall square corner clear wind wings with mirrors at the bottom mounted fore of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eNo sunshades\u003c\/li\u003e\n\u003cli\u003eNo arm rests\u003c\/li\u003e\n\u003cli\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood details\u003c\/li\u003e\n\u003cli\u003eStandard electrical cabinet seam and bolted alternator door\u003c\/li\u003e\n\u003cli\u003eNo ECAFB\u003c\/li\u003e\n\u003cli\u003eEarly (smooth) blower duct housing\u003c\/li\u003e\n\u003cli\u003eInertial air intake grilles without drip rails\u003c\/li\u003e\n\u003cli\u003eStandard-height dust bin\u003c\/li\u003e\n\u003cli\u003eStandard-height exhaust stack\u003c\/li\u003e\n\u003cli\u003eEarly (short forward taper) extended-range dynamic brakes\u003c\/li\u003e\n\u003cli\u003eAccurately profiled dynamic brake housing\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake intakes with resistor grid\u003c\/li\u003e\n\u003cli\u003e“Chickenwire” radiator intake grilles with diamond-pattern mesh screens\u003c\/li\u003e\n\u003cli\u003eStandard-height fan housings\u003c\/li\u003e\n\u003cli\u003ePhotoetched spiral-ring fan grilles with center disk\u003c\/li\u003e\n\u003cli\u003eLong walkway duct with three short stanchions\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 four brackets \u003c\/li\u003e\n\u003cli\u003eHandrail set with pilot face mounted outer end rail stanchions\u003c\/li\u003e\n\u003cli\u003e4-hose MU hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eDual early (angled) deck-mounted MU receptacles\u003c\/li\u003e\n\u003cli\u003eShort “nub-bottom” pilot face\u003c\/li\u003e\n\u003cli\u003ePilot face bracing detail behind stepwells\u003c\/li\u003e\n\u003cli\u003ePilot face grab iron with inner mounting points\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/li\u003e\n\u003cli\u003eTall jacking pads with holes\u003c\/li\u003e\n\u003cli\u003eSill-mount EFCO button\u003c\/li\u003e\n\u003cli\u003eFrame-mounted steel bell\u003c\/li\u003e\n\u003cli\u003eSalem air filter (accordion style)\u003c\/li\u003e\n\u003cli\u003e4,000-gallon fuel tank with single fuel filler, single vertical fuel gauge, and round dial fuel gauge per side\u003c\/li\u003e\n\u003cli\u003eDetailed Flexicoil-C (high-mount brake cylinder) trucks with Hyatt bearing caps and sanding lines and brackets\u003c\/li\u003e\n\u003cli\u003eSpeed recorder second axle, right side\u003c\/li\u003e\n\u003cli\u003eACI labels attached to long hood sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied detail parts: wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much 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 headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\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\u003cp\u003eDCC \u0026amp; sound ready locomotives also feature:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOperable using DC power pack\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/p\u003e\n\u003cp\u003e** During DC operation, class lights illuminate in white. Access to other colors and the ability to change colors requires an ESU DCC decoder while operating in DCC\u003c\/p\u003e\n\u003cp\u003e*** Compatible with appropriately programmed ESU decoders while operating using DCC\u003c\/p\u003e\n\u003cp\u003eEntering production in 1966, the SD45 was the “Big Block Chevy” of EMD’s “1966 Line” of locomotives. During the early 1960s, railroads were demanding more and more horsepower from locomotives to meet the demanding schedules of growing high-priority and intermodal (TOFC) traffic. Higher horsepower equates to faster acceleration and the ability to maintain faster speeds. American railroads wanted as much of both as they could get.\u003c\/p\u003e\n\u003cp\u003eUnion Pacific (UP), in particular, prodded builders to up the horsepower ante which resulted in several exotic locomotives in the 1950s and 1960s. This included the GE\/Alco Gas Turbine designs and various double-diesel designs such as the Alco C855, GE U50 and U50C, and EMD DD35 and DDA35.\u003c\/p\u003e\n\u003cp\u003eWhile these UP locomotives delivered plenty of raw horsepower, they were big, unwieldy machines, which limited their operational territory. This also made them unattractive to interchange partner railroads as run-through or pool power. In addition, a failure of one prime mover or other critical system of a double-diesel would sideline the entire locomotive, effectively resulting in two locomotives out of service.\u003c\/p\u003e\n\u003cp\u003eWestern giant Southern Pacific (SP) would also dabble with double-diesels by acquiring a handful of GE U50s and EMD DD35s. While these various locomotives delivered impressive performance, the size of the double diesels were still a liability plus reliability was questionable.\u003c\/p\u003e\n\u003cp\u003eSP would even go as far as across the Atlantic Ocean to satisfy their appetite for more horsepower, acquiring diesel-hydraulic drive locomotives from Bavarian manufacturer Krauss-Maffei. The precision-tuned Krauss-Maffei’s were not up to the rigors and deferred maintenance of American railroading so they had relatively brief careers.\u003c\/p\u003e\n\u003cp\u003eTo meet the demand of greater horsepower from a more standardized package, EMD would go back to the drawing board in 1965 to develop a new prime mover. The previous prime mover series, the 567, used in models from F and E-units, to GP7s and GP35s, and everything in between had reached its developmental limits. EMD would increase the cylinder bore of the new prime mover, resulting in 645 cubic inches of displacement per cylinder … thus, the 645 was born.\u003c\/p\u003e\n\u003cp\u003eAs with the 567-series of prime movers, the 645 was built in several variations for different applications. 8 and 12-cylinder versions would power switchers and medium horsepower units, while a 16-cylinder, 3,000hp turbocharged version would power one of the flagships of the line, the SD40. To answer the call for even more horsepower, a 20-cylinder, 3,600hp turbocharged variant was developed. This variant, designated the 20-645E3, would be installed in a set of SD45 demonstrator units in late 1965. The SD45 would define the 1960s horsepower race.\u003c\/p\u003e\n\u003cp\u003eDressed in EMD white and metallic blue, the SD45 demonstrators made a striking appearance. Part of the new lineup of locomotives introduced in EMD’s 1966 catalog, the SD45 was the brute of the bunch. While keeping the basic family appearance of its stablemates, the SD45s featured distinctive outward-canted, or “flared” radiator intakes at the rear of the carbody that smoothly blending into the contour of the dynamic brake hatch.\u003c\/p\u003e\n\u003cp\u003eWhile the “SD40X” 645 prime mover testbeds of 1964 featured flared radiators as well, the SD45 was the first EMD to go into production with this feature. While it added to the brutish, broad-shouldered look of the SD45, this feature was a practical one. It allowed for deeper radiator cores to help cool the massive 20-cylinder prime mover. The demonstrator units would barnstorm across the country to help promote the new technology.\u003c\/p\u003e\n\u003cp\u003eFrom the beginning, the SD45 was a hit. When production commenced in 1966, nearly all major railroads of the era would purchase SD45s.\u003c\/p\u003e\n\u003cp\u003eWestern carriers Southern Pacific, Santa Fe, and Union Pacific would acquire fleets of SD45s. They handled priority TOFC trains, coal drags, and everything in between.\u003c\/p\u003e\n\u003cp\u003eThe Hill Railroads of the Pacific Northwest also bought SD45 including Great Northern (GN), Northern Pacific, and Frisco. In fact, GN’s first SD45, GN #400, would hold the distinction of being the very first production SD45 built. To celebrate the power and versatility of the latest EMD locomotive, GN #400 received the nickname “HUSTLE MUSCLE” on its long hood.\u003c\/p\u003e\n\u003cp\u003eEastern carriers purchased the SD45 as well. Pennsylvania Railroad acquired a sizable fleet, which lasted only a few years before being folded into Penn Central. Erie-Lackawanna was another notable customer because their SD45s were equipped with low-profile radiator and dynamic brake fans, exhausts, and horns to meet lowere overhead clearances on one of their routes.\u003c\/p\u003e\n\u003cp\u003eSD45s were prevalent in the Southeast as well. Seaboard Coast Line units lasted all the way through mergers into CSX. Norfolk Southern and Southern operated their SD45s long hood forward.\u003c\/p\u003e\n\u003cp\u003eDespite their initial success, the SD45 had teething troubles. The massive 20-645 prime mover had a tendency to break crankshafts early on. EMD quickly re-engineered and implemented a running change. Leakage from the extra-deep radiator cores that gave the SD45 its distinctive appearance was an issue some railroads faced early on. Once again, EMD would quickly diagnose and correct the problem.\u003c\/p\u003e\n\u003cp\u003eThroughout the 1960s until production ended in 1971 with the introduction of the Dash-2 line and its successor, the SD45-2, the SD45 sold well. Burlington Northern (BN) 6567 holds the distinction of being the last SD45 ever built.\u003c\/p\u003e\n\u003cp\u003eAs the nation entered the 1970s, there was a driving force that was to sour railroads on the SD45: fuel costs. Its high horsepower rating came at a price, with its 20-cylinder prime mover gulping fuel at a higher rate in comparison to other models like the SD40 and SD40-2. Several railroads felt the extra 600hp over models like the SD40 and SD40-2 did not justify the increased fuel costs. The OPEC oil embargo of 1973-74 didn’t help matters. Skyrocketing fuel costs made every drop of fuel precious so conservation and efficiency becoming paramount. Models like the SD40-2 were to shine, while on most roads, the SD45 came under greater scrutiny.\u003c\/p\u003e\n\u003cp\u003eAs the 1970s wore into the 1980s, SD45s quickly started to fall out of favor. With fuel efficiency and reliability the watchwords of the day and newer models from EMD and GE being introduced, tired SD45s quickly filled dead lines across the country. Some were retired relatively young. For example, BN 6567, built in 1971, was retired in 1986, which is a relatively brief career for a locomotive. While some became trade-in fodder, others met their end at end of a cutting torch.\u003c\/p\u003e\n\u003cp\u003eSecondhand sales gave a new lease on life to many SD45s. They found work on shortline and regional railroads like Susquehanna and Wisconsin Central where they became the backbones of their fleet.\u003c\/p\u003e\n\u003cp\u003eSome original owners weren’t ready to give up on the SD45. Southern Pacific, for example, embarked on a capital rebuilding program in the early 1980s. Electrical cabinets were rebuilt and rewired to Dash-2 standards. New engine governors dropped the horsepower slightly to 3,200hp to help save fuel. Santa Fe also upgraded many members of their fleet as well, extending their useful service lives.\u003c\/p\u003e\n\u003cp\u003eThe secondhand locomotive market was extended the life of several SD45s as well. In the early 90s, SD45s were to find newfound popularity as “cores” for rebuilding projects. Tired, rusty hulks that had been sitting dead in dealer backshops were suddenly in demand, with leasing companies, and railroads like Southern Pacific, seeing value in SD45s rebuilt to the latest specifications.\u003c\/p\u003e\n\u003cp\u003eMost dramatically, these rebuilds would see the original 20-645s removed, and replaced with 16-cylinder versions in their place, to help make them more fuel-efficient. Locomotive leaser and rebuilder Morrison-Knudsen, who undertook the program to rebuild secondhand SD45s for SP, became so adept at the process, they even developed a technique to cut-down the original 20-645 engine blocks into 16-645s, fabricating new crankshafts and other parts as well. While they may be the mechanical equivalent of an SD40-2 on the inside, externally they still looked like SD45s.\u003c\/p\u003e\n\u003cp\u003eAs the 90s drew to a close, the sun began to set on the SD45 and rebuilt lookalikes. Mergers and fleet consolidations saw many rebuilt SD45s retired in favor of newer power. In the 2000s, stricter emissions standards took effect, and newer, more fuel-efficient and environmentally-friendly locomotives were being produced en masse. The few remaining SD45s, rebuilt or otherwise, were suddenly out of work. As of this writing, there are precious few remaining, mostly on shortlines.\u003c\/p\u003e\n\u003cp\u003eThankfully, there are several preserved SD45s. GN 400, aka Hustle Muscle, has been restored and is enjoying retirement at the Minnesota Railroad Museum. SP’s first SD45, SP 8800 was rebuilt as part of their in-house SD45 rebuild program and becoming became SD45R 7457 in the process. After a long career with SP, and a stint under merger partner UP, it was donated to the Utah State Railroad Museum in Ogden, Utah where it currently resides. Thankfully, it’s undergoing restoration back to its classic SP appearance. These are a few examples of SD45s that still exist for future generations to see and admire.\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":39958817013926,"sku":"SXT32921","price":189.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-32921-ho-scale-emd-sd45-penn-central-pc-6146.jpg?v=1619968077"},{"product_id":"scaletrains-32922-ho-scale-emd-sd45-penn-central-pc-6161-dcc-sound","title":"ScaleTrains 32922 HO Scale EMD SD45 Penn Central PC 6161 DCC Sound","description":"\u003ch1\u003eScaleTrains 32922 HO Scale EMD SD45 Penn Central PC 6161 DCC Sound\u003c\/h1\u003e\n\u003cp\u003eWith countless railroad, road number, and era specific details, the Rivet Counter HO Scale SD45 is the definitive model of this ground-breaking high horsepower locomotive. First built in 1966, the SD45 served numerous Class I railroads and eventually secondhand owners and shortlines. Most including rebuilds were retired by the early 2000s.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEra: early 1970s to mid 1970s\u003c\/li\u003e\n\u003cli\u003ePhase Ib1\u003c\/li\u003e\n\u003cli\u003eRoad number 6161\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eSeries 6141 to 6166 (ex-PRR), built 01\/67\u003c\/li\u003e\n\u003cli\u003eEarly (3-strap) cab signal cabinet on top of battery box, engineer’s side\u003c\/li\u003e\n\u003cli\u003eLost-wax Leslie RS-3L-R horn mounted center rear of number board housing\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, red-only marker lights**\u003c\/li\u003e\n\u003cli\u003eOperating LED ground lights on both sides of locomotive\u003c\/li\u003e\n\u003cli\u003ePrinted and LED-lighted number boards\u003c\/li\u003e\n\u003cli\u003eFront and rear full-width MU hose catch trays without footboards\u003c\/li\u003e\n\u003cli\u003e“Short” stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003e“Early” (“X”) pattern walkway treadplate\u003c\/li\u003e\n\u003cli\u003eFront and rear early small deck extension\u003c\/li\u003e\n\u003cli\u003ePivoting front and rear drop steps\u003c\/li\u003e\n\u003cli\u003eRectangular walkway lights (non-operating)\u003c\/li\u003e\n\u003cli\u003eLatched battery box doors with narrow louvers\u003c\/li\u003e\n\u003cli\u003eCab sub-base doors with stiffener rib\u003c\/li\u003e\n\u003cli\u003e81” low short hood with plated-over handbrake location\u003c\/li\u003e\n\u003cli\u003eStandard EMD high headlight in numberboard housing\u003c\/li\u003e\n\u003cli\u003eEarly straight grabs and “flipped” nut-bolt-washer (NBW) mounting on nose front and top; top and side grabs relocated to left side to clear cab signal cabinet\u003c\/li\u003e\n\u003cli\u003e“35-Line” cab with standard front windshields\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 windows\u003c\/li\u003e\n\u003cli\u003eTall square corner clear wind wings with mirrors at the bottom mounted fore of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eNo sunshades\u003c\/li\u003e\n\u003cli\u003eNo arm rests\u003c\/li\u003e\n\u003cli\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood details\u003c\/li\u003e\n\u003cli\u003eStandard electrical cabinet seam and bolted alternator door\u003c\/li\u003e\n\u003cli\u003eNo ECAFB\u003c\/li\u003e\n\u003cli\u003eEarly (smooth) blower duct housing\u003c\/li\u003e\n\u003cli\u003eInertial air intake grilles without drip rails\u003c\/li\u003e\n\u003cli\u003eStandard-height dust bin\u003c\/li\u003e\n\u003cli\u003eStandard-height exhaust stack\u003c\/li\u003e\n\u003cli\u003eEarly (short forward taper) extended-range dynamic brakes\u003c\/li\u003e\n\u003cli\u003eAccurately profiled dynamic brake housing\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake intakes with resistor grid\u003c\/li\u003e\n\u003cli\u003e“Chickenwire” radiator intake grilles with diamond-pattern mesh screens\u003c\/li\u003e\n\u003cli\u003eStandard-height fan housings\u003c\/li\u003e\n\u003cli\u003ePhotoetched spiral-ring fan grilles with center disk\u003c\/li\u003e\n\u003cli\u003eLong walkway duct with three short stanchions\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 four brackets \u003c\/li\u003e\n\u003cli\u003eHandrail set with pilot face mounted outer end rail stanchions\u003c\/li\u003e\n\u003cli\u003e4-hose MU hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eDual early (angled) deck-mounted MU receptacles\u003c\/li\u003e\n\u003cli\u003eShort “nub-bottom” pilot face\u003c\/li\u003e\n\u003cli\u003ePilot face bracing detail behind stepwells\u003c\/li\u003e\n\u003cli\u003ePilot face grab iron with inner mounting points\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/li\u003e\n\u003cli\u003eTall jacking pads with holes\u003c\/li\u003e\n\u003cli\u003eSill-mount EFCO button\u003c\/li\u003e\n\u003cli\u003eFrame-mounted steel bell\u003c\/li\u003e\n\u003cli\u003eSalem air filter (accordion style)\u003c\/li\u003e\n\u003cli\u003e4,000-gallon fuel tank with single fuel filler, single vertical fuel gauge, and round dial fuel gauge per side\u003c\/li\u003e\n\u003cli\u003eDetailed Flexicoil-C (high-mount brake cylinder) trucks with Hyatt bearing caps and sanding lines and brackets\u003c\/li\u003e\n\u003cli\u003eSpeed recorder second axle, right side\u003c\/li\u003e\n\u003cli\u003eACI labels attached to long hood sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied detail parts: wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much 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 headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\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\u003cp\u003eDCC \u0026amp; sound equipped locomotives also feature:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eESU LokSound 5 DCC \u0026amp; Sound decoder with “Full Throttle” feature\u003c\/li\u003e\n\u003cli\u003eDual cube-type speakers\u003c\/li\u003e\n\u003cli\u003eEMD 20-Cylinder 645E3 turbocharged prime mover sounds\u003c\/li\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\u003cp\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/p\u003e\n\u003cp\u003e** During DC operation, class lights illuminate in white. Access to other colors and the ability to change colors requires an ESU DCC decoder while operating in DCC\u003c\/p\u003e\n\u003cp\u003e*** Compatible with appropriately programmed ESU decoders while operating using DCC\u003c\/p\u003e\n\u003cp\u003eEntering production in 1966, the SD45 was the “Big Block Chevy” of EMD’s “1966 Line” of locomotives. During the early 1960s, railroads were demanding more and more horsepower from locomotives to meet the demanding schedules of growing high-priority and intermodal (TOFC) traffic. Higher horsepower equates to faster acceleration and the ability to maintain faster speeds. American railroads wanted as much of both as they could get.\u003c\/p\u003e\n\u003cp\u003eUnion Pacific (UP), in particular, prodded builders to up the horsepower ante which resulted in several exotic locomotives in the 1950s and 1960s. This included the GE\/Alco Gas Turbine designs and various double-diesel designs such as the Alco C855, GE U50 and U50C, and EMD DD35 and DDA35.\u003c\/p\u003e\n\u003cp\u003eWhile these UP locomotives delivered plenty of raw horsepower, they were big, unwieldy machines, which limited their operational territory. This also made them unattractive to interchange partner railroads as run-through or pool power. In addition, a failure of one prime mover or other critical system of a double-diesel would sideline the entire locomotive, effectively resulting in two locomotives out of service.\u003c\/p\u003e\n\u003cp\u003eWestern giant Southern Pacific (SP) would also dabble with double-diesels by acquiring a handful of GE U50s and EMD DD35s. While these various locomotives delivered impressive performance, the size of the double diesels were still a liability plus reliability was questionable.\u003c\/p\u003e\n\u003cp\u003eSP would even go as far as across the Atlantic Ocean to satisfy their appetite for more horsepower, acquiring diesel-hydraulic drive locomotives from Bavarian manufacturer Krauss-Maffei. The precision-tuned Krauss-Maffei’s were not up to the rigors and deferred maintenance of American railroading so they had relatively brief careers.\u003c\/p\u003e\n\u003cp\u003eTo meet the demand of greater horsepower from a more standardized package, EMD would go back to the drawing board in 1965 to develop a new prime mover. The previous prime mover series, the 567, used in models from F and E-units, to GP7s and GP35s, and everything in between had reached its developmental limits. EMD would increase the cylinder bore of the new prime mover, resulting in 645 cubic inches of displacement per cylinder … thus, the 645 was born.\u003c\/p\u003e\n\u003cp\u003eAs with the 567-series of prime movers, the 645 was built in several variations for different applications. 8 and 12-cylinder versions would power switchers and medium horsepower units, while a 16-cylinder, 3,000hp turbocharged version would power one of the flagships of the line, the SD40. To answer the call for even more horsepower, a 20-cylinder, 3,600hp turbocharged variant was developed. This variant, designated the 20-645E3, would be installed in a set of SD45 demonstrator units in late 1965. The SD45 would define the 1960s horsepower race.\u003c\/p\u003e\n\u003cp\u003eDressed in EMD white and metallic blue, the SD45 demonstrators made a striking appearance. Part of the new lineup of locomotives introduced in EMD’s 1966 catalog, the SD45 was the brute of the bunch. While keeping the basic family appearance of its stablemates, the SD45s featured distinctive outward-canted, or “flared” radiator intakes at the rear of the carbody that smoothly blending into the contour of the dynamic brake hatch.\u003c\/p\u003e\n\u003cp\u003eWhile the “SD40X” 645 prime mover testbeds of 1964 featured flared radiators as well, the SD45 was the first EMD to go into production with this feature. While it added to the brutish, broad-shouldered look of the SD45, this feature was a practical one. It allowed for deeper radiator cores to help cool the massive 20-cylinder prime mover. The demonstrator units would barnstorm across the country to help promote the new technology.\u003c\/p\u003e\n\u003cp\u003eFrom the beginning, the SD45 was a hit. When production commenced in 1966, nearly all major railroads of the era would purchase SD45s.\u003c\/p\u003e\n\u003cp\u003eWestern carriers Southern Pacific, Santa Fe, and Union Pacific would acquire fleets of SD45s. They handled priority TOFC trains, coal drags, and everything in between.\u003c\/p\u003e\n\u003cp\u003eThe Hill Railroads of the Pacific Northwest also bought SD45 including Great Northern (GN), Northern Pacific, and Frisco. In fact, GN’s first SD45, GN #400, would hold the distinction of being the very first production SD45 built. To celebrate the power and versatility of the latest EMD locomotive, GN #400 received the nickname “HUSTLE MUSCLE” on its long hood.\u003c\/p\u003e\n\u003cp\u003eEastern carriers purchased the SD45 as well. Pennsylvania Railroad acquired a sizable fleet, which lasted only a few years before being folded into Penn Central. Erie-Lackawanna was another notable customer because their SD45s were equipped with low-profile radiator and dynamic brake fans, exhausts, and horns to meet lowere overhead clearances on one of their routes.\u003c\/p\u003e\n\u003cp\u003eSD45s were prevalent in the Southeast as well. Seaboard Coast Line units lasted all the way through mergers into CSX. Norfolk Southern and Southern operated their SD45s long hood forward.\u003c\/p\u003e\n\u003cp\u003eDespite their initial success, the SD45 had teething troubles. The massive 20-645 prime mover had a tendency to break crankshafts early on. EMD quickly re-engineered and implemented a running change. Leakage from the extra-deep radiator cores that gave the SD45 its distinctive appearance was an issue some railroads faced early on. Once again, EMD would quickly diagnose and correct the problem.\u003c\/p\u003e\n\u003cp\u003eThroughout the 1960s until production ended in 1971 with the introduction of the Dash-2 line and its successor, the SD45-2, the SD45 sold well. Burlington Northern (BN) 6567 holds the distinction of being the last SD45 ever built.\u003c\/p\u003e\n\u003cp\u003eAs the nation entered the 1970s, there was a driving force that was to sour railroads on the SD45: fuel costs. Its high horsepower rating came at a price, with its 20-cylinder prime mover gulping fuel at a higher rate in comparison to other models like the SD40 and SD40-2. Several railroads felt the extra 600hp over models like the SD40 and SD40-2 did not justify the increased fuel costs. The OPEC oil embargo of 1973-74 didn’t help matters. Skyrocketing fuel costs made every drop of fuel precious so conservation and efficiency becoming paramount. Models like the SD40-2 were to shine, while on most roads, the SD45 came under greater scrutiny.\u003c\/p\u003e\n\u003cp\u003eAs the 1970s wore into the 1980s, SD45s quickly started to fall out of favor. With fuel efficiency and reliability the watchwords of the day and newer models from EMD and GE being introduced, tired SD45s quickly filled dead lines across the country. Some were retired relatively young. For example, BN 6567, built in 1971, was retired in 1986, which is a relatively brief career for a locomotive. While some became trade-in fodder, others met their end at end of a cutting torch.\u003c\/p\u003e\n\u003cp\u003eSecondhand sales gave a new lease on life to many SD45s. They found work on shortline and regional railroads like Susquehanna and Wisconsin Central where they became the backbones of their fleet.\u003c\/p\u003e\n\u003cp\u003eSome original owners weren’t ready to give up on the SD45. Southern Pacific, for example, embarked on a capital rebuilding program in the early 1980s. Electrical cabinets were rebuilt and rewired to Dash-2 standards. New engine governors dropped the horsepower slightly to 3,200hp to help save fuel. Santa Fe also upgraded many members of their fleet as well, extending their useful service lives.\u003c\/p\u003e\n\u003cp\u003eThe secondhand locomotive market was extended the life of several SD45s as well. In the early 90s, SD45s were to find newfound popularity as “cores” for rebuilding projects. Tired, rusty hulks that had been sitting dead in dealer backshops were suddenly in demand, with leasing companies, and railroads like Southern Pacific, seeing value in SD45s rebuilt to the latest specifications.\u003c\/p\u003e\n\u003cp\u003eMost dramatically, these rebuilds would see the original 20-645s removed, and replaced with 16-cylinder versions in their place, to help make them more fuel-efficient. Locomotive leaser and rebuilder Morrison-Knudsen, who undertook the program to rebuild secondhand SD45s for SP, became so adept at the process, they even developed a technique to cut-down the original 20-645 engine blocks into 16-645s, fabricating new crankshafts and other parts as well. While they may be the mechanical equivalent of an SD40-2 on the inside, externally they still looked like SD45s.\u003c\/p\u003e\n\u003cp\u003eAs the 90s drew to a close, the sun began to set on the SD45 and rebuilt lookalikes. Mergers and fleet consolidations saw many rebuilt SD45s retired in favor of newer power. In the 2000s, stricter emissions standards took effect, and newer, more fuel-efficient and environmentally-friendly locomotives were being produced en masse. The few remaining SD45s, rebuilt or otherwise, were suddenly out of work. As of this writing, there are precious few remaining, mostly on shortlines.\u003c\/p\u003e\n\u003cp\u003eThankfully, there are several preserved SD45s. GN 400, aka Hustle Muscle, has been restored and is enjoying retirement at the Minnesota Railroad Museum. SP’s first SD45, SP 8800 was rebuilt as part of their in-house SD45 rebuild program and becoming became SD45R 7457 in the process. After a long career with SP, and a stint under merger partner UP, it was donated to the Utah State Railroad Museum in Ogden, Utah where it currently resides. Thankfully, it’s undergoing restoration back to its classic SP appearance. These are a few examples of SD45s that still exist for future generations to see and admire.\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":39958817276070,"sku":"SXT32922","price":279.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-32922-ho-scale-emd-sd45-penn-central-pc-6161-dcc-sound.jpg?v=1619968121"},{"product_id":"scaletrains-32923-ho-scale-emd-sd45-penn-central-pc-6161","title":"ScaleTrains 32923 HO Scale EMD SD45 Penn Central PC 6161","description":"\u003ch1\u003eScaleTrains 32923 HO Scale EMD SD45 Penn Central PC 6161\u003c\/h1\u003e\n\u003cp\u003eWith countless railroad, road number, and era specific details, the Rivet Counter HO Scale SD45 is the definitive model of this ground-breaking high horsepower locomotive. First built in 1966, the SD45 served numerous Class I railroads and eventually secondhand owners and shortlines. Most including rebuilds were retired by the early 2000s.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eEra: early 1970s to mid 1970s\u003c\/li\u003e\n\u003cli\u003ePhase Ib1\u003c\/li\u003e\n\u003cul\u003e\u003c\/ul\u003e\n\u003cli\u003eRoad number 6161\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eSeries 6141 to 6166 (ex-PRR), built 01\/67\u003c\/li\u003e\n\u003cli\u003eEarly (3-strap) cab signal cabinet on top of battery box, engineer’s side\u003c\/li\u003e\n\u003cli\u003eLost-wax Leslie RS-3L-R horn mounted center rear of number board housing\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, red-only marker lights**\u003c\/li\u003e\n\u003cli\u003eOperating LED ground lights on both sides of locomotive\u003c\/li\u003e\n\u003cli\u003ePrinted and LED-lighted number boards\u003c\/li\u003e\n\u003cli\u003eFront and rear full-width MU hose catch trays without footboards\u003c\/li\u003e\n\u003cli\u003e“Short” stepwells with see-through steps\u003c\/li\u003e\n\u003cli\u003e“Early” (“X”) pattern walkway treadplate\u003c\/li\u003e\n\u003cli\u003eFront and rear early small deck extension\u003c\/li\u003e\n\u003cli\u003ePivoting front and rear drop steps\u003c\/li\u003e\n\u003cli\u003eRectangular walkway lights (non-operating)\u003c\/li\u003e\n\u003cli\u003eLatched battery box doors with narrow louvers\u003c\/li\u003e\n\u003cli\u003eCab sub-base doors with stiffener rib\u003c\/li\u003e\n\u003cli\u003e81” low short hood with plated-over handbrake location\u003c\/li\u003e\n\u003cli\u003eStandard EMD high headlight in numberboard housing\u003c\/li\u003e\n\u003cli\u003eEarly straight grabs and “flipped” nut-bolt-washer (NBW) mounting on nose front and top; top and side grabs relocated to left side to clear cab signal cabinet\u003c\/li\u003e\n\u003cli\u003e“35-Line” cab with standard front windshields\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 windows\u003c\/li\u003e\n\u003cli\u003eTall square corner clear wind wings with mirrors at the bottom mounted fore of cab side window on both sides of cab\u003c\/li\u003e\n\u003cli\u003eNo sunshades\u003c\/li\u003e\n\u003cli\u003eNo arm rests\u003c\/li\u003e\n\u003cli\u003eLarge Sinclair Excalibur “ice skate” antenna (communications) mounted on cab roof\u003c\/li\u003e\n\u003cli\u003eAccurate hood door and long hood details\u003c\/li\u003e\n\u003cli\u003eStandard electrical cabinet seam and bolted alternator door\u003c\/li\u003e\n\u003cli\u003eNo ECAFB\u003c\/li\u003e\n\u003cli\u003eEarly (smooth) blower duct housing\u003c\/li\u003e\n\u003cli\u003eInertial air intake grilles without drip rails\u003c\/li\u003e\n\u003cli\u003eStandard-height dust bin\u003c\/li\u003e\n\u003cli\u003eStandard-height exhaust stack\u003c\/li\u003e\n\u003cli\u003eEarly (short forward taper) extended-range dynamic brakes\u003c\/li\u003e\n\u003cli\u003eAccurately profiled dynamic brake housing\u003c\/li\u003e\n\u003cli\u003eSee-through dynamic brake intakes with resistor grid\u003c\/li\u003e\n\u003cli\u003e“Chickenwire” radiator intake grilles with diamond-pattern mesh screens\u003c\/li\u003e\n\u003cli\u003eStandard-height fan housings\u003c\/li\u003e\n\u003cli\u003ePhotoetched spiral-ring fan grilles with center disk\u003c\/li\u003e\n\u003cli\u003eLong walkway duct with three short stanchions\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 four brackets \u003c\/li\u003e\n\u003cli\u003eHandrail set with pilot face mounted outer end rail stanchions\u003c\/li\u003e\n\u003cli\u003e4-hose MU hose clusters with silver gladhands\u003c\/li\u003e\n\u003cli\u003eDual early (angled) deck-mounted MU receptacles\u003c\/li\u003e\n\u003cli\u003eShort “nub-bottom” pilot face\u003c\/li\u003e\n\u003cli\u003ePilot face bracing detail behind stepwells\u003c\/li\u003e\n\u003cli\u003ePilot face grab iron with inner mounting points\u003c\/li\u003e\n\u003cli\u003eUnderbody frame rail with separate plumbing and traction motor cables\u003c\/li\u003e\n\u003cli\u003eTall jacking pads with holes\u003c\/li\u003e\n\u003cli\u003eSill-mount EFCO button\u003c\/li\u003e\n\u003cli\u003eFrame-mounted steel bell\u003c\/li\u003e\n\u003cli\u003eSalem air filter (accordion style)\u003c\/li\u003e\n\u003cli\u003e4,000-gallon fuel tank with single fuel filler, single vertical fuel gauge, and round dial fuel gauge per side\u003c\/li\u003e\n\u003cli\u003eDetailed Flexicoil-C (high-mount brake cylinder) trucks with Hyatt bearing caps and sanding lines and brackets\u003c\/li\u003e\n\u003cli\u003eSpeed recorder second axle, right side\u003c\/li\u003e\n\u003cli\u003eACI labels attached to long hood sides\u003c\/li\u003e\n\u003cli\u003eFactory-applied detail parts: wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much 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 headlights\u003c\/li\u003e\n\u003cli\u003ePrinting and lettering legible even under magnification\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\u003cp\u003eDCC \u0026amp; sound ready locomotives also feature:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eOperable using DC power pack\u003c\/li\u003e\n\u003cli\u003eDCC-ready with 21-pin connector\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC\u003c\/p\u003e\n\u003cp\u003e** During DC operation, class lights illuminate in white. Access to other colors and the ability to change colors requires an ESU DCC decoder while operating in DCC\u003c\/p\u003e\n\u003cp\u003e*** Compatible with appropriately programmed ESU decoders while operating using DCC\u003c\/p\u003e\n\u003cp\u003eEntering production in 1966, the SD45 was the “Big Block Chevy” of EMD’s “1966 Line” of locomotives. During the early 1960s, railroads were demanding more and more horsepower from locomotives to meet the demanding schedules of growing high-priority and intermodal (TOFC) traffic. Higher horsepower equates to faster acceleration and the ability to maintain faster speeds. American railroads wanted as much of both as they could get.\u003c\/p\u003e\n\u003cp\u003eUnion Pacific (UP), in particular, prodded builders to up the horsepower ante which resulted in several exotic locomotives in the 1950s and 1960s. This included the GE\/Alco Gas Turbine designs and various double-diesel designs such as the Alco C855, GE U50 and U50C, and EMD DD35 and DDA35.\u003c\/p\u003e\n\u003cp\u003eWhile these UP locomotives delivered plenty of raw horsepower, they were big, unwieldy machines, which limited their operational territory. This also made them unattractive to interchange partner railroads as run-through or pool power. In addition, a failure of one prime mover or other critical system of a double-diesel would sideline the entire locomotive, effectively resulting in two locomotives out of service.\u003c\/p\u003e\n\u003cp\u003eWestern giant Southern Pacific (SP) would also dabble with double-diesels by acquiring a handful of GE U50s and EMD DD35s. While these various locomotives delivered impressive performance, the size of the double diesels were still a liability plus reliability was questionable.\u003c\/p\u003e\n\u003cp\u003eSP would even go as far as across the Atlantic Ocean to satisfy their appetite for more horsepower, acquiring diesel-hydraulic drive locomotives from Bavarian manufacturer Krauss-Maffei. The precision-tuned Krauss-Maffei’s were not up to the rigors and deferred maintenance of American railroading so they had relatively brief careers.\u003c\/p\u003e\n\u003cp\u003eTo meet the demand of greater horsepower from a more standardized package, EMD would go back to the drawing board in 1965 to develop a new prime mover. The previous prime mover series, the 567, used in models from F and E-units, to GP7s and GP35s, and everything in between had reached its developmental limits. EMD would increase the cylinder bore of the new prime mover, resulting in 645 cubic inches of displacement per cylinder … thus, the 645 was born.\u003c\/p\u003e\n\u003cp\u003eAs with the 567-series of prime movers, the 645 was built in several variations for different applications. 8 and 12-cylinder versions would power switchers and medium horsepower units, while a 16-cylinder, 3,000hp turbocharged version would power one of the flagships of the line, the SD40. To answer the call for even more horsepower, a 20-cylinder, 3,600hp turbocharged variant was developed. This variant, designated the 20-645E3, would be installed in a set of SD45 demonstrator units in late 1965. The SD45 would define the 1960s horsepower race.\u003c\/p\u003e\n\u003cp\u003eDressed in EMD white and metallic blue, the SD45 demonstrators made a striking appearance. Part of the new lineup of locomotives introduced in EMD’s 1966 catalog, the SD45 was the brute of the bunch. While keeping the basic family appearance of its stablemates, the SD45s featured distinctive outward-canted, or “flared” radiator intakes at the rear of the carbody that smoothly blending into the contour of the dynamic brake hatch.\u003c\/p\u003e\n\u003cp\u003eWhile the “SD40X” 645 prime mover testbeds of 1964 featured flared radiators as well, the SD45 was the first EMD to go into production with this feature. While it added to the brutish, broad-shouldered look of the SD45, this feature was a practical one. It allowed for deeper radiator cores to help cool the massive 20-cylinder prime mover. The demonstrator units would barnstorm across the country to help promote the new technology.\u003c\/p\u003e\n\u003cp\u003eFrom the beginning, the SD45 was a hit. When production commenced in 1966, nearly all major railroads of the era would purchase SD45s.\u003c\/p\u003e\n\u003cp\u003eWestern carriers Southern Pacific, Santa Fe, and Union Pacific would acquire fleets of SD45s. They handled priority TOFC trains, coal drags, and everything in between.\u003c\/p\u003e\n\u003cp\u003eThe Hill Railroads of the Pacific Northwest also bought SD45 including Great Northern (GN), Northern Pacific, and Frisco. In fact, GN’s first SD45, GN #400, would hold the distinction of being the very first production SD45 built. To celebrate the power and versatility of the latest EMD locomotive, GN #400 received the nickname “HUSTLE MUSCLE” on its long hood.\u003c\/p\u003e\n\u003cp\u003eEastern carriers purchased the SD45 as well. Pennsylvania Railroad acquired a sizable fleet, which lasted only a few years before being folded into Penn Central. Erie-Lackawanna was another notable customer because their SD45s were equipped with low-profile radiator and dynamic brake fans, exhausts, and horns to meet lowere overhead clearances on one of their routes.\u003c\/p\u003e\n\u003cp\u003eSD45s were prevalent in the Southeast as well. Seaboard Coast Line units lasted all the way through mergers into CSX. Norfolk Southern and Southern operated their SD45s long hood forward.\u003c\/p\u003e\n\u003cp\u003eDespite their initial success, the SD45 had teething troubles. The massive 20-645 prime mover had a tendency to break crankshafts early on. EMD quickly re-engineered and implemented a running change. Leakage from the extra-deep radiator cores that gave the SD45 its distinctive appearance was an issue some railroads faced early on. Once again, EMD would quickly diagnose and correct the problem.\u003c\/p\u003e\n\u003cp\u003eThroughout the 1960s until production ended in 1971 with the introduction of the Dash-2 line and its successor, the SD45-2, the SD45 sold well. Burlington Northern (BN) 6567 holds the distinction of being the last SD45 ever built.\u003c\/p\u003e\n\u003cp\u003eAs the nation entered the 1970s, there was a driving force that was to sour railroads on the SD45: fuel costs. Its high horsepower rating came at a price, with its 20-cylinder prime mover gulping fuel at a higher rate in comparison to other models like the SD40 and SD40-2. Several railroads felt the extra 600hp over models like the SD40 and SD40-2 did not justify the increased fuel costs. The OPEC oil embargo of 1973-74 didn’t help matters. Skyrocketing fuel costs made every drop of fuel precious so conservation and efficiency becoming paramount. Models like the SD40-2 were to shine, while on most roads, the SD45 came under greater scrutiny.\u003c\/p\u003e\n\u003cp\u003eAs the 1970s wore into the 1980s, SD45s quickly started to fall out of favor. With fuel efficiency and reliability the watchwords of the day and newer models from EMD and GE being introduced, tired SD45s quickly filled dead lines across the country. Some were retired relatively young. For example, BN 6567, built in 1971, was retired in 1986, which is a relatively brief career for a locomotive. While some became trade-in fodder, others met their end at end of a cutting torch.\u003c\/p\u003e\n\u003cp\u003eSecondhand sales gave a new lease on life to many SD45s. They found work on shortline and regional railroads like Susquehanna and Wisconsin Central where they became the backbones of their fleet.\u003c\/p\u003e\n\u003cp\u003eSome original owners weren’t ready to give up on the SD45. Southern Pacific, for example, embarked on a capital rebuilding program in the early 1980s. Electrical cabinets were rebuilt and rewired to Dash-2 standards. New engine governors dropped the horsepower slightly to 3,200hp to help save fuel. Santa Fe also upgraded many members of their fleet as well, extending their useful service lives.\u003c\/p\u003e\n\u003cp\u003eThe secondhand locomotive market was extended the life of several SD45s as well. In the early 90s, SD45s were to find newfound popularity as “cores” for rebuilding projects. Tired, rusty hulks that had been sitting dead in dealer backshops were suddenly in demand, with leasing companies, and railroads like Southern Pacific, seeing value in SD45s rebuilt to the latest specifications.\u003c\/p\u003e\n\u003cp\u003eMost dramatically, these rebuilds would see the original 20-645s removed, and replaced with 16-cylinder versions in their place, to help make them more fuel-efficient. Locomotive leaser and rebuilder Morrison-Knudsen, who undertook the program to rebuild secondhand SD45s for SP, became so adept at the process, they even developed a technique to cut-down the original 20-645 engine blocks into 16-645s, fabricating new crankshafts and other parts as well. While they may be the mechanical equivalent of an SD40-2 on the inside, externally they still looked like SD45s.\u003c\/p\u003e\n\u003cp\u003eAs the 90s drew to a close, the sun began to set on the SD45 and rebuilt lookalikes. Mergers and fleet consolidations saw many rebuilt SD45s retired in favor of newer power. In the 2000s, stricter emissions standards took effect, and newer, more fuel-efficient and environmentally-friendly locomotives were being produced en masse. The few remaining SD45s, rebuilt or otherwise, were suddenly out of work. As of this writing, there are precious few remaining, mostly on shortlines.\u003c\/p\u003e\n\u003cp\u003eThankfully, there are several preserved SD45s. GN 400, aka Hustle Muscle, has been restored and is enjoying retirement at the Minnesota Railroad Museum. SP’s first SD45, SP 8800 was rebuilt as part of their in-house SD45 rebuild program and becoming became SD45R 7457 in the process. After a long career with SP, and a stint under merger partner UP, it was donated to the Utah State Railroad Museum in Ogden, Utah where it currently resides. Thankfully, it’s undergoing restoration back to its classic SP appearance. These are a few examples of SD45s that still exist for future generations to see and admire.\u003c\/p\u003e","brand":"ScaleTrains","offers":[{"title":"Default Title","offer_id":39958817341606,"sku":"SXT32923","price":189.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/scaletrains-32923-ho-scale-emd-sd45-penn-central-pc-6161.jpg?v=1619968181"},{"product_id":"athearn-genesis-g87684-ho-scale-gatc-2600-airslide-hopper-penn-central-pc-878744","title":"Athearn Genesis G87684 HO Scale GATC 2600 Airslide Hopper Penn Central PC 878744","description":"\u003ch1\u003eAthearn Genesis G87684 HO Scale GATC 2600 Airslide Hopper Penn Central PC 878744\u003c\/h1\u003e\n\u003cp\u003eFor the first half of the 20th century, bulk goods were usually bagged and carried in boxcars. 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. In addition to railroad-owned cars, there were a number of Airslide covered hoppers leased by GATC to sugar and bakery companies.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eGenesis models include:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eCars include railroad and roadnumber specific detail\u003c\/li\u003e\n\u003cli\u003eModels also feature Genesis details cut levers and train line hoses\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eEarly GATC Airslide body: no angled end gusset plates; channel-section vertical posts at bolsters\u003c\/li\u003e\n\u003cli\u003eDetailed underbody including outlet piping\u003c\/li\u003e\n\u003cli\u003eRectangular or oval shaker brackets\u003c\/li\u003e\n\u003cli\u003eGravity or gravity-pneumatic outlets\u003c\/li\u003e\n\u003cli\u003eSee through metal roof walk\u003c\/li\u003e\n\u003cli\u003eFactory installed wire grab irons and brake piping\u003c\/li\u003e\n\u003cli\u003eSeparately applied round roof hatches and brake wheel\u003c\/li\u003e\n\u003cli\u003eBettendorf or Roller bearing trucks with animated spinning roller bearing caps\u003c\/li\u003e\n\u003cli\u003eFully-assembled and ready-to-run out of the box\u003c\/li\u003e\n\u003cli\u003eAccurately painted and printed\u003c\/li\u003e\n\u003cli\u003eHighly detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003eMachined metal wheels\u003c\/li\u003e\n\u003cli\u003eWeighted for trouble free operation\u003c\/li\u003e\n\u003cli\u003e33” machined metal wheels 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 plus interior plastic blister safely holds the model for convenient storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn Genesis","offers":[{"title":"Default Title","offer_id":40079095431334,"sku":"ATHG87684","price":48.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-genesis-g87684-ho-scale-gatc-2600-airslide-hopper-penn-central-pc-878744.jpg?v=1621024707"},{"product_id":"athearn-genesis-g87685-ho-scale-gatc-2600-airslide-hopper-penn-central-pc-878765","title":"Athearn Genesis G87685 HO Scale GATC 2600 Airslide Hopper Penn Central PC 878765","description":"\u003ch1\u003eAthearn Genesis G87685 HO Scale GATC 2600 Airslide Hopper Penn Central PC 878765\u003c\/h1\u003e\n\u003cp\u003eFor the first half of the 20th century, bulk goods were usually bagged and carried in boxcars. 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. In addition to railroad-owned cars, there were a number of Airslide covered hoppers leased by GATC to sugar and bakery companies.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eGenesis models include:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eCars include railroad and roadnumber specific detail\u003c\/li\u003e\n\u003cli\u003eModels also feature Genesis details cut levers and train line hoses\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eEarly GATC Airslide body: no angled end gusset plates; channel-section vertical posts at bolsters\u003c\/li\u003e\n\u003cli\u003eDetailed underbody including outlet piping\u003c\/li\u003e\n\u003cli\u003eRectangular or oval shaker brackets\u003c\/li\u003e\n\u003cli\u003eGravity or gravity-pneumatic outlets\u003c\/li\u003e\n\u003cli\u003eSee through metal roof walk\u003c\/li\u003e\n\u003cli\u003eFactory installed wire grab irons and brake piping\u003c\/li\u003e\n\u003cli\u003eSeparately applied round roof hatches and brake wheel\u003c\/li\u003e\n\u003cli\u003eBettendorf or Roller bearing trucks with animated spinning roller bearing caps\u003c\/li\u003e\n\u003cli\u003eFully-assembled and ready-to-run out of the box\u003c\/li\u003e\n\u003cli\u003eAccurately painted and printed\u003c\/li\u003e\n\u003cli\u003eHighly detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003eMachined metal wheels\u003c\/li\u003e\n\u003cli\u003eWeighted for trouble free operation\u003c\/li\u003e\n\u003cli\u003e33” machined metal wheels 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 plus interior plastic blister safely holds the model for convenient storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn Genesis","offers":[{"title":"Default Title","offer_id":40079097135270,"sku":"ATHG87685","price":48.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-genesis-g87685-ho-scale-gatc-2600-airslide-hopper-penn-central-pc-878765.jpg?v=1621024745"},{"product_id":"athearn-genesis-g87686-ho-scale-gatc-2600-airslide-hopper-penn-central-pc-878767","title":"Athearn Genesis G87686 HO Scale GATC 2600 Airslide Hopper Penn Central PC 878767","description":"\u003ch1\u003eAthearn Genesis G87686 HO Scale GATC 2600 Airslide Hopper Penn Central PC 878767\u003c\/h1\u003e\n\u003cp\u003eFor the first half of the 20th century, bulk goods were usually bagged and carried in boxcars. 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. In addition to railroad-owned cars, there were a number of Airslide covered hoppers leased by GATC to sugar and bakery companies.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eGenesis models include:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eCars include railroad and roadnumber specific detail\u003c\/li\u003e\n\u003cli\u003eModels also feature Genesis details cut levers and train line hoses\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eEarly GATC Airslide body: no angled end gusset plates; channel-section vertical posts at bolsters\u003c\/li\u003e\n\u003cli\u003eDetailed underbody including outlet piping\u003c\/li\u003e\n\u003cli\u003eRectangular or oval shaker brackets\u003c\/li\u003e\n\u003cli\u003eGravity or gravity-pneumatic outlets\u003c\/li\u003e\n\u003cli\u003eSee through metal roof walk\u003c\/li\u003e\n\u003cli\u003eFactory installed wire grab irons and brake piping\u003c\/li\u003e\n\u003cli\u003eSeparately applied round roof hatches and brake wheel\u003c\/li\u003e\n\u003cli\u003eBettendorf or Roller bearing trucks with animated spinning roller bearing caps\u003c\/li\u003e\n\u003cli\u003eFully-assembled and ready-to-run out of the box\u003c\/li\u003e\n\u003cli\u003eAccurately painted and printed\u003c\/li\u003e\n\u003cli\u003eHighly detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003eMachined metal wheels\u003c\/li\u003e\n\u003cli\u003eWeighted for trouble free operation\u003c\/li\u003e\n\u003cli\u003e33” machined metal wheels 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 plus interior plastic blister safely holds the model for convenient storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn Genesis","offers":[{"title":"Default Title","offer_id":40079097200806,"sku":"ATHG87686","price":48.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-genesis-g87686-ho-scale-gatc-2600-airslide-hopper-penn-central-pc-878767.jpg?v=1621024805"},{"product_id":"athearn-genesis-g87687-ho-scale-gatc-2600-airslide-hopper-penn-central-pc-2-pack","title":"Athearn Genesis G87687 HO Scale GATC 2600 Airslide Hopper Penn Central PC 2 Pack","description":"\u003ch1\u003eAthearn Genesis G87687 HO Scale GATC 2600 Airslide Hopper Penn Central PC\u003c\/h1\u003e\n\u003ch2\u003e2 Pack\u003c\/h2\u003e\n\u003cp\u003eFor the first half of the 20th century, bulk goods were usually bagged and carried in boxcars. 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. In addition to railroad-owned cars, there were a number of Airslide covered hoppers leased by GATC to sugar and bakery companies.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eGenesis models include:\u003c\/li\u003e\n\u003cul\u003e\n\u003cli\u003eCars include railroad and roadnumber specific detail\u003c\/li\u003e\n\u003cli\u003eModels also feature Genesis details cut levers and train line hoses\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cli\u003eEarly GATC Airslide body: no angled end gusset plates; channel-section vertical posts at bolsters\u003c\/li\u003e\n\u003cli\u003eDetailed underbody including outlet piping\u003c\/li\u003e\n\u003cli\u003eRectangular or oval shaker brackets\u003c\/li\u003e\n\u003cli\u003eGravity or gravity-pneumatic outlets\u003c\/li\u003e\n\u003cli\u003eSee through metal roof walk\u003c\/li\u003e\n\u003cli\u003eFactory installed wire grab irons and brake piping\u003c\/li\u003e\n\u003cli\u003eSeparately applied round roof hatches and brake wheel\u003c\/li\u003e\n\u003cli\u003eBettendorf or Roller bearing trucks with animated spinning roller bearing caps\u003c\/li\u003e\n\u003cli\u003eFully-assembled and ready-to-run out of the box\u003c\/li\u003e\n\u003cli\u003eAccurately painted and printed\u003c\/li\u003e\n\u003cli\u003eHighly detailed, injection molded body\u003c\/li\u003e\n\u003cli\u003eMachined metal wheels\u003c\/li\u003e\n\u003cli\u003eWeighted for trouble free operation\u003c\/li\u003e\n\u003cli\u003e33” machined metal wheels 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 plus interior plastic blister safely holds the model for convenient storage\u003c\/li\u003e\n\u003cli\u003eMinimum radius: 18”\u003c\/li\u003e\n\u003c\/ul\u003e","brand":"Athearn Genesis","offers":[{"title":"Default Title","offer_id":40079097528486,"sku":"ATHG87687","price":91.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/athearn-genesis-g87687-ho-scale-gatc-2600-airslide-hopper-penn-central-pc-2-pack.jpg?v=1621024863"},{"product_id":"bli-6373-ho-scale-gg1-electric-penn-central-red-p-pc-4932-dcc-sound","title":"BLI 6373 HO Scale GG1 Electric Penn Central \"Red P\" PC 4932 DCC Sound","description":"\u003ch1\u003eBLI 6373 HO Scale GG1 Electric Penn Central \"Red P\" PC 4932 DCC Sound\u003c\/h1\u003e\n\u003cp\u003eAmong the worlds most recognizable engines, the GG1 is no stranger to rail fans of all levels. The GG1 has been plastered on everything from magazine ads and Hollywood movies to coach seat headrests. It is said to have been in more advertisements and movie clips over the years than any other locomotive.\u003c\/p\u003e\n\u003cp\u003eThe GG1 was designed in 1934 because the Pennsyvania Railroad was unsatisfied with the performance of the P5a. GE delivered the GG1 prototype to the PRR in August 1934, and PRR ordered 57 more locomotives in November of the same year. They eventually built an additional 81 units between 1937 and 1943. The GG1 represents a breakthrough in electric locomotive technology. It was patterned mechanically after the New Haven Railroad EP3. The GG1 could track better at high speeds compared to the P5a, and the wheelbase design allowed it to negotiate sharp curves and some railroad switches that the R1, another PRR Electric option, wasn't able to negotiate due to its rigid wheelbase.\u003c\/p\u003e\n\u003cp\u003eBroadway Limited Imports brings the memory of this world famous locomotive to life in die cast construction with Paragon3 electronics including Rolling Thunder™. In this production run, we offer six distinct PRR paint schemes, one Penn Central, and one Amtrak. Each road number and paint scheme are prototypically accurate. In our 2019 production, we built models with the flat pilot and fixed coupler. In this 2021 production run, our models have the later drop coupler and pilot shape that accommodates the coupler in the down position. Our models also have three distinct intake vent options, and each model has the correct intake vents for the selected paint scheme.\u003c\/p\u003e\n\u003cp\u003eFEATURES:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eParagon3 Sound \u0026amp; Operation System featuring ROLLING THUNDERTM \u003c\/li\u003e\n\u003cli\u003eAuthentic Sounds and Prototypical Operation in both DC and DCC environments\u003c\/li\u003e\n\u003cli\u003eIntegral DCC Decoder with Back EMF for Industry Best Slow Speed Operation in DC and DCC\u003c\/li\u003e\n\u003cli\u003ePrecision Drive Mechanism engineered for continuous heavy load towing and smooth slow speed operation\u003c\/li\u003e\n\u003cli\u003ePremium Caliber Painting with Authentic Paint Schemes\u003c\/li\u003e\n\u003cli\u003eRoad-specific Detail Variations Accurate for Each Paint Scheme\u003c\/li\u003e\n\u003cli\u003ePrototypical Light Operation with Golden White LED Headlight and Rear Light\u003c\/li\u003e\n\u003cli\u003eBuilt-in GoPack Capacitor Pack for Better Performance on Dirty or Uneven Track\u003c\/li\u003e\n\u003cli\u003eDie Cast Boiler Body with Die Cast chassis for Maximum Tractive Effort\u003c\/li\u003e\n\u003cli\u003eOperating Pantographs for Prototypical Appearance (not motorized)\u003c\/li\u003e\n\u003cli\u003e(2) Operating Kadee-compatible Couplers\u003c\/li\u003e\n\u003cli\u003eOperating Headlight and Rear Light\u003c\/li\u003e\n\u003cli\u003eSeparately Applied Handrails, Grab Irons, Ladders, Horn, and Brass Bell\u003c\/li\u003e\n\u003cli\u003eFactory-Installed Engineer Figure\u003c\/li\u003e\n\u003cli\u003eWill Operate on Code 70, 83, and 100 Rail\u003c\/li\u003e\n\u003cli\u003eRecommended Minimum Radius: 18 inches\u003c\/li\u003e\n\u003cli\u003eAccurate Prototypical Sounds for a GG1 Electric Locomotive\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eParagon3 Sound \u0026amp; Control System Features:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eROLLING THUNDER™\u003c\/li\u003e\n\u003cli\u003eUnmatched frequency response as low as 20 HZ when paired with Rolling Thunder™ subwoofer kit\u003c\/li\u003e\n\u003cli\u003e8 simultaneously playable audio channels\u003c\/li\u003e\n\u003cli\u003eImproved motor control in DC \u0026amp; DCC\u003c\/li\u003e\n\u003cli\u003eMotor short circuit protection\u003c\/li\u003e\n\u003cli\u003eWorks with NMRA standard DCC controllers\u003c\/li\u003e\n\u003cli\u003eAutomatic dual mode: works with DC power packs or DCC systems\u003c\/li\u003e\n\u003cli\u003eTwo selectable bells\u003c\/li\u003e\n\u003cli\u003eThree playable horns with variable endings\u003c\/li\u003e\n\u003cli\u003eOne long non-looped horn\u003c\/li\u003e\n\u003cli\u003eOne alternate horn for locomotives with a second horn\u003c\/li\u003e\n\u003cli\u003e4x expanded autopilot storage vs Paragon2\u003c\/li\u003e\n\u003cli\u003eExpanded startup and shutdown sequences\u003c\/li\u003e\n\u003cli\u003e64 MB sound memory\u003c\/li\u003e\n\u003cli\u003e2 watt audio output\u003c\/li\u003e\n\u003cli\u003e24 individual sounds with separate volume control\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\u003eSimple Programming with Integral DCC Decoder\u003c\/li\u003e\n\u003cli\u003eFully Compatible with JMRI Decoder Pro\u003c\/li\u003e\n\u003cli\u003eAutomatic Forward \/ Reverse Signal - When activated, stopping triggers and stop whistle toot. When moving forward from a stopped position, toots twice. When moving in reverse, toots three times.\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":40334047379622,"sku":"BLI6373","price":339.99,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0520\/1972\/4454\/products\/bli-6373-ho-scale-gg1-electric-penn-central-red-p-pc-4932-dcc-sound.png?v=1623353581"}],"url":"https:\/\/www.whiterosehobbies.com\/collections\/ho-scale-penn-central-pc.oembed?page=4","provider":"White Rose Hobbies","version":"1.0","type":"link"}