{"title":"Rapido HO and N Scale EMD SD70MAC","description":"","products":[{"product_id":"preorder-rapido-ho-1048002-sd70mac-dc-arr-4321","title":"PREORDER Rapido HO 1048002 SD70MAC DC ARR 4321","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199393362,"sku":"RPI-1048002-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_6.jpg?v=1776271827"},{"product_id":"preorder-rapido-ho-1048001-sd70mac-dc-arr-4318","title":"PREORDER Rapido HO 1048001 SD70MAC DC ARR 4318","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199426130,"sku":"RPI-1048001-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_5.jpg?v=1776271826"},{"product_id":"preorder-rapido-ho-1048009-sd70mac-dc-bnsf-9574","title":"PREORDER Rapido HO 1048009 SD70MAC DC BNSF 9574","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199458898,"sku":"RPI-1048009-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048009_bnsfexecswoosh_8_197c3364-4c1e-4a8a-9cd5-506ee6d945d2.jpg?v=1776271828"},{"product_id":"preorder-rapido-ho-1048010-sd70mac-dc-bnsf-9581","title":"PREORDER Rapido HO 1048010 SD70MAC DC BNSF 9581","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199491666,"sku":"RPI-1048010-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048009_bnsfexecswoosh_9.jpg?v=1776271826"},{"product_id":"preorder-rapido-ho-1048007-sd70mac-dc-bn-9679","title":"PREORDER Rapido HO 1048007 SD70MAC DC BN 9679","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199524434,"sku":"RPI-1048007-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048005_bnexec_11_8768f902-1f95-4a1e-9280-fadecff70853.jpg?v=1776271828"},{"product_id":"preorder-rapido-ho-1048004-sd70mac-dc-arr-4328","title":"PREORDER Rapido HO 1048004 SD70MAC DC ARR 4328","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199557202,"sku":"RPI-1048004-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048004_arr_2_0faa1ab2-dae9-4833-a4de-4f5e2096e19b.jpg?v=1776271829"},{"product_id":"preorder-rapido-ho-1048016-sd70mace-dc-bnsf-9725","title":"PREORDER Rapido HO 1048016 SD70MACe DC BNSF 9725","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199589970,"sku":"RPI-1048016-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048013_bnsf_mace_10_3d46744e-9b9d-4f1b-9b24-f597b6b67d35.jpg?v=1776271829"},{"product_id":"preorder-rapido-ho-1048514-sd70mace-bnsf-9717","title":"PREORDER Rapido HO 1048514 SD70MACe BNSF 9717","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199622738,"sku":"RPI-1048514-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048013_bnsf_mace_8.jpg?v=1776271826"},{"product_id":"preorder-rapido-ho-1048013-sd70mace-dc-bnsf-9716","title":"PREORDER Rapido HO 1048013 SD70MACe DC BNSF 9716","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199655506,"sku":"RPI-1048013-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048013_bnsf_mace_11_8dedbc71-03f6-4f1a-ac08-f1b9ae133a67.jpg?v=1776271827"},{"product_id":"preorder-rapido-ho-1048503-sd70mac-arr-4325","title":"PREORDER Rapido HO 1048503 SD70MAC ARR 4325","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199688274,"sku":"RPI-1048503-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_7_91a19784-caca-42eb-b1a9-15f4733a1f61.jpg?v=1776271831"},{"product_id":"preorder-rapido-ho-1048511-sd70mac-bnsf-9591","title":"PREORDER Rapido HO 1048511 SD70MAC BNSF 9591","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199721042,"sku":"RPI-1048511-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048009_bnsfexecswoosh_10_a3170b7f-8c73-482f-9b94-a931ba9d197a.jpg?v=1776271828"},{"product_id":"preorder-rapido-ho-1048011-sd70mac-dc-bnsf-9591","title":"PREORDER Rapido HO 1048011 SD70MAC DC BNSF 9591","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199753810,"sku":"RPI-1048011-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048009_bnsfexecswoosh_10_2d5b50ad-f32c-45ac-b5cd-470ab14f9255.jpg?v=1776271829"},{"product_id":"preorder-rapido-ho-1048014-sd70mace-dc-bnsf-9717","title":"PREORDER Rapido HO 1048014 SD70MACe DC BNSF 9717","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199786578,"sku":"RPI-1048014-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048013_bnsf_mace_8_2ad08e25-ca11-49d1-a9d7-62dff89135ff.jpg?v=1776271827"},{"product_id":"preorder-rapido-ho-1048005-sd70mac-dc-bn-9589","title":"PREORDER Rapido HO 1048005 SD70MAC DC BN 9589","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199852114,"sku":"RPI-1048005-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048005_bnexec_9.jpg?v=1776271827"},{"product_id":"preorder-rapido-ho-1048018-sd70mac-dc-cxr-620","title":"PREORDER Rapido HO 1048018 SD70MAC DC CXR 620","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199819346,"sku":"RPI-1048018-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048017_coloradopacific_5_f62bbcb2-54bb-4d0c-bbba-81a64f15d8b9.jpg?v=1776271829"},{"product_id":"preorder-rapido-ho-1048017-sd70mac-dc-cxr-209","title":"PREORDER Rapido HO 1048017 SD70MAC DC CXR 209","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199884882,"sku":"RPI-1048017-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048017_coloradopacific_4_825aaa24-f579-4908-8bab-d999eae53b35.jpg?v=1776271828"},{"product_id":"preorder-rapido-ho-1048501-sd70mac-arr-4318","title":"PREORDER Rapido HO 1048501 SD70MAC ARR 4318","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199917650,"sku":"RPI-1048501-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_5_5b2be47e-598d-49e9-8e43-6b4c6f80700e.jpg?v=1776271829"},{"product_id":"preorder-rapido-ho-1048508-sd70mac-bn-9690","title":"PREORDER Rapido HO 1048508 SD70MAC BN 9690","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199950418,"sku":"RPI-1048508-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048005_bnexec_12_1efe5ce6-39df-4c09-9962-e419624c4406.jpg?v=1776271829"},{"product_id":"preorder-rapido-ho-1048029-sd70mace-dc-kcs-3937","title":"PREORDER Rapido HO 1048029 SD70MACe DC KCS 3937","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199983186,"sku":"RPI-1048029-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048029_-_kcs_988db42a-b873-40c1-9f13-b7627779c453.jpg?v=1776271827"},{"product_id":"preorder-rapido-ho-1048003-sd70mac-dc-arr-4325","title":"PREORDER Rapido HO 1048003 SD70MAC DC ARR 4325","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200015954,"sku":"RPI-1048003-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_7_916a6871-f92d-4e66-8d6a-51bfa2bb1b90.jpg?v=1776271829"},{"product_id":"preorder-rapido-ho-1048515-sd70mace-bnsf-9721","title":"PREORDER Rapido HO 1048515 SD70MACe BNSF 9721","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200048722,"sku":"RPI-1048515-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048013_bnsf_mace_9.jpg?v=1776271827"},{"product_id":"preorder-rapido-ho-1048530-sd70mace-kcs-3948","title":"PREORDER Rapido HO 1048530 SD70MACe KCS 3948","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200081490,"sku":"RPI-1048530-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048029_-_kcs_1.jpg?v=1776271827"},{"product_id":"preorder-rapido-ho-1048034-sd70mach-dc-metra-515","title":"PREORDER Rapido HO 1048034 SD70MACH DC METRA 515","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200114258,"sku":"RPI-1048034-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048033-metra_7_1840ad25-4ba4-4ea0-bf3a-0ed9e427f642.jpg?v=1776271830"},{"product_id":"preorder-rapido-n-1111014-sd70mace-dc-bnsf-9717","title":"PREORDER Rapido N 1111014 SD70MACe DC BNSF 9717","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200179794,"sku":"RPI-1111014-PRE","price":18.47,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048013_bnsf_mace_8_1699d9ff-920d-4cc3-930d-920f28d7d4c9.jpg?v=1776271826"},{"product_id":"preorder-rapido-n-1111030-sd70mace-dc-kcs-3948","title":"PREORDER Rapido N 1111030 SD70MACe DC KCS 3948","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200147026,"sku":"RPI-1111030-PRE","price":18.47,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048029_-_kcs_1_9d962423-b2c0-4347-9292-911fc122f697.jpg?v=1776271828"},{"product_id":"preorder-rapido-n-1111512-sd70mac-bnsf-9625","title":"PREORDER Rapido N 1111512 SD70MAC BNSF 9625","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200212562,"sku":"RPI-1111512-PRE","price":29.16,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048009_bnsfexecswoosh_11_7233f6bd-2cc3-443b-a9ed-83234c54ee0f.jpg?v=1776271828"},{"product_id":"preorder-rapido-n-1111010-sd70mac-dc-bnsf-9581","title":"PREORDER Rapido N 1111010 SD70MAC DC BNSF 9581","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200245330,"sku":"RPI-1111010-PRE","price":18.47,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048009_bnsfexecswoosh_9_3b7dd16b-e8d5-454b-8047-dfe3f264c5ab.jpg?v=1776271828"},{"product_id":"preorder-rapido-ho-1048033-sd70mach-dc-metra-504","title":"PREORDER Rapido HO 1048033 SD70MACH DC METRA 504","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200278098,"sku":"RPI-1048033-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048033-metra_6_611f3d84-6ffe-4142-84af-b3bd8293b239.jpg?v=1776271828"},{"product_id":"preorder-rapido-ho-1048008-sd70mac-dc-bn-9690","title":"PREORDER Rapido HO 1048008 SD70MAC DC BN 9690","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200310866,"sku":"RPI-1048008-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048005_bnexec_12_08505a94-1892-4270-bacb-00640dfc1bf7.jpg?v=1776271828"},{"product_id":"preorder-rapido-ho-1048505-sd70mac-bn-9589","title":"PREORDER Rapido HO 1048505 SD70MAC BN 9589","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200343634,"sku":"RPI-1048505-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048005_bnexec_9_088dd55e-7dff-48aa-8227-673c7d59279c.jpg?v=1776271829"},{"product_id":"preorder-rapido-ho-1048031-sd70mace-dc-kcs-3967","title":"PREORDER Rapido HO 1048031 SD70MACe DC KCS 3967","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200376402,"sku":"RPI-1048031-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048029_-_kcs_2.jpg?v=1776271828"},{"product_id":"preorder-rapido-ho-1048028-sd70mace-dc-kcs-3912","title":"PREORDER Rapido HO 1048028 SD70MACe DC KCS 3912","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200409170,"sku":"RPI-1048028-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/kcs_1048029.jpg?v=1776271826"},{"product_id":"preorder-rapido-ho-1048504-sd70mac-arr-4328","title":"PREORDER Rapido HO 1048504 SD70MAC ARR 4328","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200441938,"sku":"RPI-1048504-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048004_arr_2_5b27bb04-de72-449a-b3aa-e77d2515350d.jpg?v=1776271829"},{"product_id":"preorder-rapido-n-1111011-sd70mac-dc-bnsf-9591","title":"PREORDER Rapido N 1111011 SD70MAC DC BNSF 9591","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200474706,"sku":"RPI-1111011-PRE","price":18.47,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048009_bnsfexecswoosh_10.jpg?v=1776271826"},{"product_id":"preorder-rapido-n-1111510-sd70mac-bnsf-9581","title":"PREORDER Rapido N 1111510 SD70MAC BNSF 9581","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200507474,"sku":"RPI-1111510-PRE","price":29.16,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048009_bnsfexecswoosh_9_f2cf1ad8-1d42-41a8-a9bd-5e560930b77f.jpg?v=1776271829"},{"product_id":"preorder-rapido-ho-1048509-sd70mac-bnsf-9574","title":"PREORDER Rapido HO 1048509 SD70MAC BNSF 9574","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200540242,"sku":"RPI-1048509-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048009_bnsfexecswoosh_8.jpg?v=1776271826"},{"product_id":"preorder-rapido-n-1111003-sd70mac-dc-arr-4325","title":"PREORDER Rapido N 1111003 SD70MAC DC ARR 4325","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200573010,"sku":"RPI-1111003-PRE","price":18.47,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_7.jpg?v=1776271827"},{"product_id":"preorder-rapido-ho-9616-sd70mac-dc-bn-9616","title":"PREORDER Rapido HO 9616 SD70MAC DC BN 9616","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200605778,"sku":"RPI-1048006-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048005_bnexec_10_845c7808-3d36-4392-a24a-883cf7bd5534.jpg?v=1776271827"},{"product_id":"preorder-rapido-ho-1048534-sd70mach-metra-515","title":"PREORDER Rapido HO 1048534 SD70MACH METRA 515","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200638546,"sku":"RPI-1048534-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048033-metra_7_3783c1c9-fab2-4ba6-83f2-7bd0d7eb4cac.jpg?v=1776271829"},{"product_id":"preorder-rapido-n-1111033-sd70mach-dc-metra-504","title":"PREORDER Rapido N 1111033 SD70MACH DC METRA 504","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200671314,"sku":"RPI-1111033-PRE","price":18.47,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048033-metra_6_b4b56d99-8e8c-4e67-8f16-79d8e1833f53.jpg?v=1776271828"},{"product_id":"preorder-rapido-ho-1048512-sd70mac-bnsf-9625","title":"PREORDER Rapido HO 1048512 SD70MAC BNSF 9625","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200704082,"sku":"RPI-1048512-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048009_bnsfexecswoosh_11_4545d995-0275-4599-94cb-bfbc798e3fc9.jpg?v=1776271828"},{"product_id":"preorder-rapido-n-1111507-sd70mac-bn-9679","title":"PREORDER Rapido N 1111507 SD70MAC BN 9679","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200736850,"sku":"RPI-1111507-PRE","price":29.16,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048005_bnexec_11_564ae499-5238-49b1-962d-98a9fe295335.jpg?v=1776271829"},{"product_id":"preorder-rapido-n-1111505-sd70mac-bn-9589","title":"PREORDER Rapido N 1111505 SD70MAC BN 9589","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200867922,"sku":"RPI-1111505-PRE","price":29.16,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048005_bnexec_9_78136890-5669-4698-80a7-d33aba3609c0.jpg?v=1776271828"},{"product_id":"preorder-rapido-n-1111518-sd70mac-cxr-620","title":"PREORDER Rapido N 1111518 SD70MAC CXR 620","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200769618,"sku":"RPI-1111518-PRE","price":29.16,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048017_coloradopacific_5.jpg?v=1776271827"},{"product_id":"preorder-rapido-ho-1048518-sd70mac-cxr-620","title":"PREORDER Rapido HO 1048518 SD70MAC CXR 620","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200802386,"sku":"RPI-1048518-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048017_coloradopacific_5_0105beef-fb70-487c-9a45-5308b1fa47ff.jpg?v=1776271829"},{"product_id":"preorder-rapido-n-1111001-sd70mac-dc-arr-4318","title":"PREORDER Rapido N 1111001 SD70MAC DC ARR 4318","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200835154,"sku":"RPI-1111001-PRE","price":18.47,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_5_113de4c6-9f00-4205-a163-bd6ab097f3c6.jpg?v=1776271828"},{"product_id":"preorder-rapido-ho-1048529-sd70mace-kcs-3937","title":"PREORDER Rapido HO 1048529 SD70MACe KCS 3937","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200900690,"sku":"RPI-1048529-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048029_-_kcs_8429f0bb-eea2-4e01-bb93-d35919ea4e24.jpg?v=1776271827"},{"product_id":"preorder-rapido-ho-1048506-sd70mac-bn-9616","title":"PREORDER Rapido HO 1048506 SD70MAC BN 9616","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200966226,"sku":"RPI-1048506-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048005_bnexec_10_d9741f2d-a60f-4ee1-9072-7d7f3ba607ea.jpg?v=1776271828"},{"product_id":"preorder-rapido-ho-1048012-sd70mac-dc-bnsf-9625","title":"PREORDER Rapido HO 1048012 SD70MAC DC BNSF 9625","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200998994,"sku":"RPI-1048012-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048009_bnsfexecswoosh_11_21e5c17e-7d1f-4096-87aa-01116c8d1115.jpg?v=1776271828"},{"product_id":"preorder-rapido-n-1111028-sd70mace-dc-kcs-3912","title":"PREORDER Rapido N 1111028 SD70MACe DC KCS 3912","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200933458,"sku":"RPI-1111028-PRE","price":18.47,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/kcs_1048029_ceaa114a-54b8-44bf-8ed0-5e6d1fb2c5a6.jpg?v=1776271829"}],"url":"https:\/\/modeltrainstuff.com\/collections\/rapido-ho-and-n-scale-emd-sd70mac.oembed","provider":"Model Train Stuff","version":"1.0","type":"link"}