{"title":"PREORDER Rapido HO Locomotives - Universal Series (GE) (January 2026)","description":"","products":[{"product_id":"preorder-rapido-ho-35076-ge-u25b-dc-nyc-2568","title":"PREORDER Rapido HO 35076 GE U25B DC NYC 2568","description":"General Electric had long been touted as a company that supplied parts for other manufacturers. That would all change with GE's entry into a road-switcher market dominated by EMD and Alco. In the late 1950s, GE's engineers were developing a new V16 engine. What followed was the creation of the U25B road switcher. Available in both high-nose and low-nose variants, GE would sell over 450 U25Bs to a variety of Class I railroads. The U25B would pave the way for future Universal series locomotives.\u003cbr\u003e\u003cbr\u003eMany U25Bs lasted into the early 1980s on some Class I railroads. A few ex-L\u0026amp;N versions would continue on to the early 1990s on CSX! A notable user of the U25B was Rock Island, which equipped a few of theirs with \"frog lights\" on the sides of the cab roof. These lights could alternate or shine steady. Get ready for a new run with new schemes on the popular U25B locomotive!\u003cbr\u003e\u003cbr\u003eThe Rapido Trains HO Scale U25B Locomotive Features: \u003cbr\u003eImproved mesh grilles to be finer in appearance\u003cbr\u003eRevised exhaust stack (seen above)\u003cbr\u003eNewly-tooled, thinner end handrails\u003cbr\u003eRapido's innovative dead-straight metal handrails with plastic stanchions on the new phase 3 and 4 designs\u003cbr\u003eWorking step lights \u003cbr\u003eRevised AAR truck with separate lead springs and spinning bearings\u003cbr\u003eImproved front numberboard housing\u003cbr\u003eNew Phase IV units representing late U25Bs and early U28Bs\u003cbr\u003eWorking \"frog lights\" (Rock Island and MEC #225 and #228)\u003cbr\u003eBN with five-step stepwell\u003cbr\u003eSingle front window or new double front window\u003cbr\u003eBoth low and high-short hood versions\u003cbr\u003eFlat or new sloped low nose\u003cbr\u003eNew side sill mounted handrails on Phase IV units\u003cbr\u003eEarly high- and later low-style side doors\u003cbr\u003eRoad specific details for each model\u003cbr\u003eDifferent exhaust stacks (depending on roadname)\u003cbr\u003eRoad-specific battery box doors on engineer's side\u003cbr\u003eMoPower capacitor","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42265546522706,"sku":"RPI-35076-PRE","price":23.33,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/35076-nyc2568_1_1.jpg?v=1769542460"},{"product_id":"preorder-rapido-ho-35074-ge-u25b-dc-sp-6739","title":"PREORDER Rapido HO 35074 GE U25B DC SP 6739","description":"General Electric had long been touted as a company that supplied parts for other manufacturers. That would all change with GE's entry into a road-switcher market dominated by EMD and Alco. In the late 1950s, GE's engineers were developing a new V16 engine. What followed was the creation of the U25B road switcher. Available in both high-nose and low-nose variants, GE would sell over 450 U25Bs to a variety of Class I railroads. The U25B would pave the way for future Universal series locomotives.\u003cbr\u003e\u003cbr\u003eMany U25Bs lasted into the early 1980s on some Class I railroads. A few ex-L\u0026amp;N versions would continue on to the early 1990s on CSX! A notable user of the U25B was Rock Island, which equipped a few of theirs with \"frog lights\" on the sides of the cab roof. These lights could alternate or shine steady. Get ready for a new run with new schemes on the popular U25B locomotive!\u003cbr\u003e\u003cbr\u003eThe Rapido Trains HO Scale U25B Locomotive Features: \u003cbr\u003eImproved mesh grilles to be finer in appearance\u003cbr\u003eRevised exhaust stack (seen above)\u003cbr\u003eNewly-tooled, thinner end handrails\u003cbr\u003eRapido's innovative dead-straight metal handrails with plastic stanchions on the new phase 3 and 4 designs\u003cbr\u003eWorking step lights \u003cbr\u003eRevised AAR truck with separate lead springs and spinning bearings\u003cbr\u003eImproved front numberboard housing\u003cbr\u003eNew Phase IV units representing late U25Bs and early U28Bs\u003cbr\u003eWorking \"frog lights\" (Rock Island and MEC #225 and #228)\u003cbr\u003eBN with five-step stepwell\u003cbr\u003eSingle front window or new double front window\u003cbr\u003eBoth low and high-short hood versions\u003cbr\u003eFlat or new sloped low nose\u003cbr\u003eNew side sill mounted handrails on Phase IV units\u003cbr\u003eEarly high- and later low-style side doors\u003cbr\u003eRoad specific details for each model\u003cbr\u003eDifferent exhaust stacks (depending on roadname)\u003cbr\u003eRoad-specific battery box doors on engineer's side\u003cbr\u003eMoPower capacitor","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42265546555474,"sku":"RPI-35074-PRE","price":23.33,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/35074-sp6739_1_946aba27-3e48-411f-8796-5efc6e4e22b2.jpg?v=1769542460"},{"product_id":"preorder-rapido-ho-35077-ge-u25b-dc-gn-2514","title":"PREORDER Rapido HO 35077 GE U25B DC GN 2514","description":"General Electric had long been touted as a company that supplied parts for other manufacturers. That would all change with GE's entry into a road-switcher market dominated by EMD and Alco. In the late 1950s, GE's engineers were developing a new V16 engine. What followed was the creation of the U25B road switcher. Available in both high-nose and low-nose variants, GE would sell over 450 U25Bs to a variety of Class I railroads. The U25B would pave the way for future Universal series locomotives.\u003cbr\u003e\u003cbr\u003eMany U25Bs lasted into the early 1980s on some Class I railroads. A few ex-L\u0026amp;N versions would continue on to the early 1990s on CSX! A notable user of the U25B was Rock Island, which equipped a few of theirs with \"frog lights\" on the sides of the cab roof. These lights could alternate or shine steady. Get ready for a new run with new schemes on the popular U25B locomotive!\u003cbr\u003e\u003cbr\u003eThe Rapido Trains HO Scale U25B Locomotive Features: \u003cbr\u003eImproved mesh grilles to be finer in appearance\u003cbr\u003eRevised exhaust stack (seen above)\u003cbr\u003eNewly-tooled, thinner end handrails\u003cbr\u003eRapido's innovative dead-straight metal handrails with plastic stanchions on the new phase 3 and 4 designs\u003cbr\u003eWorking step lights \u003cbr\u003eRevised AAR truck with separate lead springs and spinning bearings\u003cbr\u003eImproved front numberboard housing\u003cbr\u003eNew Phase IV units representing late U25Bs and early U28Bs\u003cbr\u003eWorking \"frog lights\" (Rock Island and MEC #225 and #228)\u003cbr\u003eBN with five-step stepwell\u003cbr\u003eSingle front window or new double front window\u003cbr\u003eBoth low and high-short hood versions\u003cbr\u003eFlat or new sloped low nose\u003cbr\u003eNew side sill mounted handrails on Phase IV units\u003cbr\u003eEarly high- and later low-style side doors\u003cbr\u003eRoad specific details for each model\u003cbr\u003eDifferent exhaust stacks (depending on roadname)\u003cbr\u003eRoad-specific battery box doors on engineer's side\u003cbr\u003eMoPower capacitor","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42265546588242,"sku":"RPI-35077-PRE","price":23.33,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/35077-gnblue2514_1.jpg?v=1769542457"},{"product_id":"preorder-rapido-ho-35571-ge-u28b-ri-226","title":"PREORDER Rapido HO 35571 GE U28B RI 226","description":"General Electric had long been touted as a company that supplied parts for other manufacturers. That would all change with GE's entry into a road-switcher market dominated by EMD and Alco. In the late 1950s, GE's engineers were developing a new V16 engine. What followed was the creation of the U25B road switcher. Available in both high-nose and low-nose variants, GE would sell over 450 U25Bs to a variety of Class I railroads. The U25B would pave the way for future Universal series locomotives.\u003cbr\u003e\u003cbr\u003eMany U25Bs lasted into the early 1980s on some Class I railroads. A few ex-L\u0026amp;N versions would continue on to the early 1990s on CSX! A notable user of the U25B was Rock Island, which equipped a few of theirs with \"frog lights\" on the sides of the cab roof. These lights could alternate or shine steady. Get ready for a new run with new schemes on the popular U25B locomotive!\u003cbr\u003e\u003cbr\u003eThe Rapido Trains HO Scale U25B Locomotive Features: \u003cbr\u003eImproved mesh grilles to be finer in appearance\u003cbr\u003eRevised exhaust stack (seen above)\u003cbr\u003eNewly-tooled, thinner end handrails\u003cbr\u003eRapido's innovative dead-straight metal handrails with plastic stanchions on the new phase 3 and 4 designs\u003cbr\u003eWorking step lights \u003cbr\u003eRevised AAR truck with separate lead springs and spinning bearings\u003cbr\u003eImproved front numberboard housing\u003cbr\u003eNew Phase IV units representing late U25Bs and early U28Bs\u003cbr\u003eWorking \"frog lights\" (Rock Island and MEC #225 and #228)\u003cbr\u003eBN with five-step stepwell\u003cbr\u003eSingle front window or new double front window\u003cbr\u003eBoth low and high-short hood versions\u003cbr\u003eFlat or new sloped low nose\u003cbr\u003eNew side sill mounted handrails on Phase IV units\u003cbr\u003eEarly high- and later low-style side doors\u003cbr\u003eRoad specific details for each model\u003cbr\u003eDifferent exhaust stacks (depending on roadname)\u003cbr\u003eRoad-specific battery box doors on engineer's side\u003cbr\u003eMoPower capacitor","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42265546752082,"sku":"RPI-35571-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/35071-crip226_1.jpg?v=1769542462"},{"product_id":"preorder-rapido-ho-35075-ge-u25b-dc-nyc-2565","title":"PREORDER Rapido HO 35075 GE U25B DC NYC 2565","description":"General Electric had long been touted as a company that supplied parts for other manufacturers. That would all change with GE's entry into a road-switcher market dominated by EMD and Alco. In the late 1950s, GE's engineers were developing a new V16 engine. What followed was the creation of the U25B road switcher. Available in both high-nose and low-nose variants, GE would sell over 450 U25Bs to a variety of Class I railroads. The U25B would pave the way for future Universal series locomotives.\u003cbr\u003e\u003cbr\u003eMany U25Bs lasted into the early 1980s on some Class I railroads. A few ex-L\u0026amp;N versions would continue on to the early 1990s on CSX! A notable user of the U25B was Rock Island, which equipped a few of theirs with \"frog lights\" on the sides of the cab roof. These lights could alternate or shine steady. Get ready for a new run with new schemes on the popular U25B locomotive!\u003cbr\u003e\u003cbr\u003eThe Rapido Trains HO Scale U25B Locomotive Features: \u003cbr\u003eImproved mesh grilles to be finer in appearance\u003cbr\u003eRevised exhaust stack (seen above)\u003cbr\u003eNewly-tooled, thinner end handrails\u003cbr\u003eRapido's innovative dead-straight metal handrails with plastic stanchions on the new phase 3 and 4 designs\u003cbr\u003eWorking step lights \u003cbr\u003eRevised AAR truck with separate lead springs and spinning bearings\u003cbr\u003eImproved front numberboard housing\u003cbr\u003eNew Phase IV units representing late U25Bs and early U28Bs\u003cbr\u003eWorking \"frog lights\" (Rock Island and MEC #225 and #228)\u003cbr\u003eBN with five-step stepwell\u003cbr\u003eSingle front window or new double front window\u003cbr\u003eBoth low and high-short hood versions\u003cbr\u003eFlat or new sloped low nose\u003cbr\u003eNew side sill mounted handrails on Phase IV units\u003cbr\u003eEarly high- and later low-style side doors\u003cbr\u003eRoad specific details for each model\u003cbr\u003eDifferent exhaust stacks (depending on roadname)\u003cbr\u003eRoad-specific battery box doors on engineer's side\u003cbr\u003eMoPower capacitor","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42265546784850,"sku":"RPI-35075-PRE","price":23.33,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/35075-nyc2565_1_bcf0ee1e-900d-48b7-bb38-d087ba7f5337.jpg?v=1769542460"},{"product_id":"preorder-rapido-ho-35577-ge-u25b-gn-2514","title":"PREORDER Rapido HO 35577 GE U25B GN 2514","description":"General Electric had long been touted as a company that supplied parts for other manufacturers. That would all change with GE's entry into a road-switcher market dominated by EMD and Alco. In the late 1950s, GE's engineers were developing a new V16 engine. What followed was the creation of the U25B road switcher. Available in both high-nose and low-nose variants, GE would sell over 450 U25Bs to a variety of Class I railroads. The U25B would pave the way for future Universal series locomotives.\u003cbr\u003e\u003cbr\u003eMany U25Bs lasted into the early 1980s on some Class I railroads. A few ex-L\u0026amp;N versions would continue on to the early 1990s on CSX! A notable user of the U25B was Rock Island, which equipped a few of theirs with \"frog lights\" on the sides of the cab roof. These lights could alternate or shine steady. Get ready for a new run with new schemes on the popular U25B locomotive!\u003cbr\u003e\u003cbr\u003eThe Rapido Trains HO Scale U25B Locomotive Features: \u003cbr\u003eImproved mesh grilles to be finer in appearance\u003cbr\u003eRevised exhaust stack (seen above)\u003cbr\u003eNewly-tooled, thinner end handrails\u003cbr\u003eRapido's innovative dead-straight metal handrails with plastic stanchions on the new phase 3 and 4 designs\u003cbr\u003eWorking step lights \u003cbr\u003eRevised AAR truck with separate lead springs and spinning bearings\u003cbr\u003eImproved front numberboard housing\u003cbr\u003eNew Phase IV units representing late U25Bs and early U28Bs\u003cbr\u003eWorking \"frog lights\" (Rock Island and MEC #225 and #228)\u003cbr\u003eBN with five-step stepwell\u003cbr\u003eSingle front window or new double front window\u003cbr\u003eBoth low and high-short hood versions\u003cbr\u003eFlat or new sloped low nose\u003cbr\u003eNew side sill mounted handrails on Phase IV units\u003cbr\u003eEarly high- and later low-style side doors\u003cbr\u003eRoad specific details for each model\u003cbr\u003eDifferent exhaust stacks (depending on roadname)\u003cbr\u003eRoad-specific battery box doors on engineer's side\u003cbr\u003eMoPower capacitor","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42265546817618,"sku":"RPI-35577-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/35077-gnblue2514_1_0ab2f984-7bed-4197-b576-4b7bdcdb745b.jpg?v=1769542458"},{"product_id":"preorder-rapido-ho-35574-ge-u25b-sp-6739","title":"PREORDER Rapido HO 35574 GE U25B SP 6739","description":"General Electric had long been touted as a company that supplied parts for other manufacturers. That would all change with GE's entry into a road-switcher market dominated by EMD and Alco. In the late 1950s, GE's engineers were developing a new V16 engine. What followed was the creation of the U25B road switcher. Available in both high-nose and low-nose variants, GE would sell over 450 U25Bs to a variety of Class I railroads. The U25B would pave the way for future Universal series locomotives.\u003cbr\u003e\u003cbr\u003eMany U25Bs lasted into the early 1980s on some Class I railroads. A few ex-L\u0026amp;N versions would continue on to the early 1990s on CSX! A notable user of the U25B was Rock Island, which equipped a few of theirs with \"frog lights\" on the sides of the cab roof. These lights could alternate or shine steady. Get ready for a new run with new schemes on the popular U25B locomotive!\u003cbr\u003e\u003cbr\u003eThe Rapido Trains HO Scale U25B Locomotive Features: \u003cbr\u003eImproved mesh grilles to be finer in appearance\u003cbr\u003eRevised exhaust stack (seen above)\u003cbr\u003eNewly-tooled, thinner end handrails\u003cbr\u003eRapido's innovative dead-straight metal handrails with plastic stanchions on the new phase 3 and 4 designs\u003cbr\u003eWorking step lights \u003cbr\u003eRevised AAR truck with separate lead springs and spinning bearings\u003cbr\u003eImproved front numberboard housing\u003cbr\u003eNew Phase IV units representing late U25Bs and early U28Bs\u003cbr\u003eWorking \"frog lights\" (Rock Island and MEC #225 and #228)\u003cbr\u003eBN with five-step stepwell\u003cbr\u003eSingle front window or new double front window\u003cbr\u003eBoth low and high-short hood versions\u003cbr\u003eFlat or new sloped low nose\u003cbr\u003eNew side sill mounted handrails on Phase IV units\u003cbr\u003eEarly high- and later low-style side doors\u003cbr\u003eRoad specific details for each model\u003cbr\u003eDifferent exhaust stacks (depending on roadname)\u003cbr\u003eRoad-specific battery box doors on engineer's side\u003cbr\u003eMoPower capacitor","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42265546883154,"sku":"RPI-35574-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/35074-sp6739_1.jpg?v=1769542460"},{"product_id":"preorder-rapido-ho-35071-ge-u28b-dc-ri-226","title":"PREORDER Rapido HO 35071 GE U28B DC RI 226","description":"General Electric had long been touted as a company that supplied parts for other manufacturers. That would all change with GE's entry into a road-switcher market dominated by EMD and Alco. In the late 1950s, GE's engineers were developing a new V16 engine. What followed was the creation of the U25B road switcher. Available in both high-nose and low-nose variants, GE would sell over 450 U25Bs to a variety of Class I railroads. The U25B would pave the way for future Universal series locomotives.\u003cbr\u003e\u003cbr\u003eMany U25Bs lasted into the early 1980s on some Class I railroads. A few ex-L\u0026amp;N versions would continue on to the early 1990s on CSX! A notable user of the U25B was Rock Island, which equipped a few of theirs with \"frog lights\" on the sides of the cab roof. These lights could alternate or shine steady. Get ready for a new run with new schemes on the popular U25B locomotive!\u003cbr\u003e\u003cbr\u003eThe Rapido Trains HO Scale U25B Locomotive Features: \u003cbr\u003eImproved mesh grilles to be finer in appearance\u003cbr\u003eRevised exhaust stack (seen above)\u003cbr\u003eNewly-tooled, thinner end handrails\u003cbr\u003eRapido's innovative dead-straight metal handrails with plastic stanchions on the new phase 3 and 4 designs\u003cbr\u003eWorking step lights \u003cbr\u003eRevised AAR truck with separate lead springs and spinning bearings\u003cbr\u003eImproved front numberboard housing\u003cbr\u003eNew Phase IV units representing late U25Bs and early U28Bs\u003cbr\u003eWorking \"frog lights\" (Rock Island and MEC #225 and #228)\u003cbr\u003eBN with five-step stepwell\u003cbr\u003eSingle front window or new double front window\u003cbr\u003eBoth low and high-short hood versions\u003cbr\u003eFlat or new sloped low nose\u003cbr\u003eNew side sill mounted handrails on Phase IV units\u003cbr\u003eEarly high- and later low-style side doors\u003cbr\u003eRoad specific details for each model\u003cbr\u003eDifferent exhaust stacks (depending on roadname)\u003cbr\u003eRoad-specific battery box doors on engineer's side\u003cbr\u003eMoPower capacitor","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42265547014226,"sku":"RPI-35071-PRE","price":23.33,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/35071-crip226_1_dfdbe3b2-90d3-4edd-8319-f3020fe902b8.jpg?v=1769542463"},{"product_id":"preorder-rapido-ho-35573-ge-u25b-sp-6737","title":"PREORDER Rapido HO 35573 GE U25B SP 6737","description":"General Electric had long been touted as a company that supplied parts for other manufacturers. That would all change with GE's entry into a road-switcher market dominated by EMD and Alco. In the late 1950s, GE's engineers were developing a new V16 engine. What followed was the creation of the U25B road switcher. Available in both high-nose and low-nose variants, GE would sell over 450 U25Bs to a variety of Class I railroads. The U25B would pave the way for future Universal series locomotives.\u003cbr\u003e\u003cbr\u003eMany U25Bs lasted into the early 1980s on some Class I railroads. A few ex-L\u0026amp;N versions would continue on to the early 1990s on CSX! A notable user of the U25B was Rock Island, which equipped a few of theirs with \"frog lights\" on the sides of the cab roof. These lights could alternate or shine steady. Get ready for a new run with new schemes on the popular U25B locomotive!\u003cbr\u003e\u003cbr\u003eThe Rapido Trains HO Scale U25B Locomotive Features: \u003cbr\u003eImproved mesh grilles to be finer in appearance\u003cbr\u003eRevised exhaust stack (seen above)\u003cbr\u003eNewly-tooled, thinner end handrails\u003cbr\u003eRapido's innovative dead-straight metal handrails with plastic stanchions on the new phase 3 and 4 designs\u003cbr\u003eWorking step lights \u003cbr\u003eRevised AAR truck with separate lead springs and spinning bearings\u003cbr\u003eImproved front numberboard housing\u003cbr\u003eNew Phase IV units representing late U25Bs and early U28Bs\u003cbr\u003eWorking \"frog lights\" (Rock Island and MEC #225 and #228)\u003cbr\u003eBN with five-step stepwell\u003cbr\u003eSingle front window or new double front window\u003cbr\u003eBoth low and high-short hood versions\u003cbr\u003eFlat or new sloped low nose\u003cbr\u003eNew side sill mounted handrails on Phase IV units\u003cbr\u003eEarly high- and later low-style side doors\u003cbr\u003eRoad specific details for each model\u003cbr\u003eDifferent exhaust stacks (depending on roadname)\u003cbr\u003eRoad-specific battery box doors on engineer's side\u003cbr\u003eMoPower capacitor","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42265546981458,"sku":"RPI-35573-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/35073-sp6737_1.jpg?v=1769542458"},{"product_id":"preorder-rapido-ho-35576-ge-u25b-nyc-2568","title":"PREORDER Rapido HO 35576 GE U25B NYC 2568","description":"General Electric had long been touted as a company that supplied parts for other manufacturers. That would all change with GE's entry into a road-switcher market dominated by EMD and Alco. In the late 1950s, GE's engineers were developing a new V16 engine. What followed was the creation of the U25B road switcher. Available in both high-nose and low-nose variants, GE would sell over 450 U25Bs to a variety of Class I railroads. The U25B would pave the way for future Universal series locomotives.\u003cbr\u003e\u003cbr\u003eMany U25Bs lasted into the early 1980s on some Class I railroads. A few ex-L\u0026amp;N versions would continue on to the early 1990s on CSX! A notable user of the U25B was Rock Island, which equipped a few of theirs with \"frog lights\" on the sides of the cab roof. These lights could alternate or shine steady. Get ready for a new run with new schemes on the popular U25B locomotive!\u003cbr\u003e\u003cbr\u003eThe Rapido Trains HO Scale U25B Locomotive Features: \u003cbr\u003eImproved mesh grilles to be finer in appearance\u003cbr\u003eRevised exhaust stack (seen above)\u003cbr\u003eNewly-tooled, thinner end handrails\u003cbr\u003eRapido's innovative dead-straight metal handrails with plastic stanchions on the new phase 3 and 4 designs\u003cbr\u003eWorking step lights \u003cbr\u003eRevised AAR truck with separate lead springs and spinning bearings\u003cbr\u003eImproved front numberboard housing\u003cbr\u003eNew Phase IV units representing late U25Bs and early U28Bs\u003cbr\u003eWorking \"frog lights\" (Rock Island and MEC #225 and #228)\u003cbr\u003eBN with five-step stepwell\u003cbr\u003eSingle front window or new double front window\u003cbr\u003eBoth low and high-short hood versions\u003cbr\u003eFlat or new sloped low nose\u003cbr\u003eNew side sill mounted handrails on Phase IV units\u003cbr\u003eEarly high- and later low-style side doors\u003cbr\u003eRoad specific details for each model\u003cbr\u003eDifferent exhaust stacks (depending on roadname)\u003cbr\u003eRoad-specific battery box doors on engineer's side\u003cbr\u003eMoPower capacitor","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42265547178066,"sku":"RPI-35576-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/35076-nyc2568_1_1_07d9520e-308c-4ee9-b8b3-a28fb936b7ed.jpg?v=1769542464"},{"product_id":"preorder-rapido-ho-35073-ge-u25b-dc-sp-6737","title":"PREORDER Rapido HO 35073 GE U25B DC SP 6737","description":"General Electric had long been touted as a company that supplied parts for other manufacturers. That would all change with GE's entry into a road-switcher market dominated by EMD and Alco. In the late 1950s, GE's engineers were developing a new V16 engine. What followed was the creation of the U25B road switcher. Available in both high-nose and low-nose variants, GE would sell over 450 U25Bs to a variety of Class I railroads. The U25B would pave the way for future Universal series locomotives.\u003cbr\u003e\u003cbr\u003eMany U25Bs lasted into the early 1980s on some Class I railroads. A few ex-L\u0026amp;N versions would continue on to the early 1990s on CSX! A notable user of the U25B was Rock Island, which equipped a few of theirs with \"frog lights\" on the sides of the cab roof. These lights could alternate or shine steady. Get ready for a new run with new schemes on the popular U25B locomotive!\u003cbr\u003e\u003cbr\u003eThe Rapido Trains HO Scale U25B Locomotive Features: \u003cbr\u003eImproved mesh grilles to be finer in appearance\u003cbr\u003eRevised exhaust stack (seen above)\u003cbr\u003eNewly-tooled, thinner end handrails\u003cbr\u003eRapido's innovative dead-straight metal handrails with plastic stanchions on the new phase 3 and 4 designs\u003cbr\u003eWorking step lights \u003cbr\u003eRevised AAR truck with separate lead springs and spinning bearings\u003cbr\u003eImproved front numberboard housing\u003cbr\u003eNew Phase IV units representing late U25Bs and early U28Bs\u003cbr\u003eWorking \"frog lights\" (Rock Island and MEC #225 and #228)\u003cbr\u003eBN with five-step stepwell\u003cbr\u003eSingle front window or new double front window\u003cbr\u003eBoth low and high-short hood versions\u003cbr\u003eFlat or new sloped low nose\u003cbr\u003eNew side sill mounted handrails on Phase IV units\u003cbr\u003eEarly high- and later low-style side doors\u003cbr\u003eRoad specific details for each model\u003cbr\u003eDifferent exhaust stacks (depending on roadname)\u003cbr\u003eRoad-specific battery box doors on engineer's side\u003cbr\u003eMoPower capacitor","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42265547374674,"sku":"RPI-35073-PRE","price":23.33,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/35073-sp6737_1_06950ab2-39d1-4a63-8a6f-55d3cae9bd12.jpg?v=1769542460"},{"product_id":"preorder-rapido-ho-35572-ge-u25b-ri-236","title":"PREORDER Rapido HO 35572 GE U25B RI 236","description":"General Electric had long been touted as a company that supplied parts for other manufacturers. That would all change with GE's entry into a road-switcher market dominated by EMD and Alco. In the late 1950s, GE's engineers were developing a new V16 engine. What followed was the creation of the U25B road switcher. Available in both high-nose and low-nose variants, GE would sell over 450 U25Bs to a variety of Class I railroads. The U25B would pave the way for future Universal series locomotives.\u003cbr\u003e\u003cbr\u003eMany U25Bs lasted into the early 1980s on some Class I railroads. A few ex-L\u0026amp;N versions would continue on to the early 1990s on CSX! A notable user of the U25B was Rock Island, which equipped a few of theirs with \"frog lights\" on the sides of the cab roof. These lights could alternate or shine steady. Get ready for a new run with new schemes on the popular U25B locomotive!\u003cbr\u003e\u003cbr\u003eThe Rapido Trains HO Scale U25B Locomotive Features: \u003cbr\u003eImproved mesh grilles to be finer in appearance\u003cbr\u003eRevised exhaust stack (seen above)\u003cbr\u003eNewly-tooled, thinner end handrails\u003cbr\u003eRapido's innovative dead-straight metal handrails with plastic stanchions on the new phase 3 and 4 designs\u003cbr\u003eWorking step lights \u003cbr\u003eRevised AAR truck with separate lead springs and spinning bearings\u003cbr\u003eImproved front numberboard housing\u003cbr\u003eNew Phase IV units representing late U25Bs and early U28Bs\u003cbr\u003eWorking \"frog lights\" (Rock Island and MEC #225 and #228)\u003cbr\u003eBN with five-step stepwell\u003cbr\u003eSingle front window or new double front window\u003cbr\u003eBoth low and high-short hood versions\u003cbr\u003eFlat or new sloped low nose\u003cbr\u003eNew side sill mounted handrails on Phase IV units\u003cbr\u003eEarly high- and later low-style side doors\u003cbr\u003eRoad specific details for each model\u003cbr\u003eDifferent exhaust stacks (depending on roadname)\u003cbr\u003eRoad-specific battery box doors on engineer's side\u003cbr\u003eMoPower capacitor","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42265547407442,"sku":"RPI-35572-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/35072-crip236_1_99a47ea6-b1da-4670-95a3-78e4b124ec86.jpg?v=1769542459"},{"product_id":"preorder-rapido-ho-35575-ge-u25b-nyc-2565","title":"PREORDER Rapido HO 35575 GE U25B NYC 2565","description":"General Electric had long been touted as a company that supplied parts for other manufacturers. That would all change with GE's entry into a road-switcher market dominated by EMD and Alco. In the late 1950s, GE's engineers were developing a new V16 engine. What followed was the creation of the U25B road switcher. Available in both high-nose and low-nose variants, GE would sell over 450 U25Bs to a variety of Class I railroads. The U25B would pave the way for future Universal series locomotives.\u003cbr\u003e\u003cbr\u003eMany U25Bs lasted into the early 1980s on some Class I railroads. A few ex-L\u0026amp;N versions would continue on to the early 1990s on CSX! A notable user of the U25B was Rock Island, which equipped a few of theirs with \"frog lights\" on the sides of the cab roof. These lights could alternate or shine steady. Get ready for a new run with new schemes on the popular U25B locomotive!\u003cbr\u003e\u003cbr\u003eThe Rapido Trains HO Scale U25B Locomotive Features: \u003cbr\u003eImproved mesh grilles to be finer in appearance\u003cbr\u003eRevised exhaust stack (seen above)\u003cbr\u003eNewly-tooled, thinner end handrails\u003cbr\u003eRapido's innovative dead-straight metal handrails with plastic stanchions on the new phase 3 and 4 designs\u003cbr\u003eWorking step lights \u003cbr\u003eRevised AAR truck with separate lead springs and spinning bearings\u003cbr\u003eImproved front numberboard housing\u003cbr\u003eNew Phase IV units representing late U25Bs and early U28Bs\u003cbr\u003eWorking \"frog lights\" (Rock Island and MEC #225 and #228)\u003cbr\u003eBN with five-step stepwell\u003cbr\u003eSingle front window or new double front window\u003cbr\u003eBoth low and high-short hood versions\u003cbr\u003eFlat or new sloped low nose\u003cbr\u003eNew side sill mounted handrails on Phase IV units\u003cbr\u003eEarly high- and later low-style side doors\u003cbr\u003eRoad specific details for each model\u003cbr\u003eDifferent exhaust stacks (depending on roadname)\u003cbr\u003eRoad-specific battery box doors on engineer's side\u003cbr\u003eMoPower capacitor","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42265547440210,"sku":"RPI-35575-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/35075-nyc2565_1.jpg?v=1769542457"},{"product_id":"preorder-rapido-ho-35072-ge-u25b-dc-ri-236","title":"PREORDER Rapido HO 35072 GE U25B DC RI 236","description":"General Electric had long been touted as a company that supplied parts for other manufacturers. That would all change with GE's entry into a road-switcher market dominated by EMD and Alco. In the late 1950s, GE's engineers were developing a new V16 engine. What followed was the creation of the U25B road switcher. Available in both high-nose and low-nose variants, GE would sell over 450 U25Bs to a variety of Class I railroads. The U25B would pave the way for future Universal series locomotives.\u003cbr\u003e\u003cbr\u003eMany U25Bs lasted into the early 1980s on some Class I railroads. A few ex-L\u0026amp;N versions would continue on to the early 1990s on CSX! A notable user of the U25B was Rock Island, which equipped a few of theirs with \"frog lights\" on the sides of the cab roof. These lights could alternate or shine steady. 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GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267144749138,"sku":"RPI-43015-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43013-u33c-np_2.jpg?v=1769542464"},{"product_id":"preorder-rapido-ho-43014-ge-u33c-dc-np-3304","title":"PREORDER Rapido HO 43014 GE U33C DC NP 3304","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. 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Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. 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GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267144814674,"sku":"RPI-43003-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43001-u33c-bn_2__2_f26cb913-0bba-4dd0-ba97-0ef604ed10a1.jpg?v=1769542459"},{"product_id":"preorder-rapido-ho-43006-ge-u33c-dc-d-h-762","title":"PREORDER Rapido HO 43006 GE U33C DC D\u0026H 762","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267144847442,"sku":"RPI-43006-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43004-u33c-d_h_2__2_7b028d2e-669b-409a-b865-f895ff544d44.jpg?v=1769542462"},{"product_id":"preorder-rapido-ho-43005-ge-u33c-dc-d-h-759","title":"PREORDER Rapido HO 43005 GE U33C DC D\u0026H 759","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267144880210,"sku":"RPI-43005-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43004-u33c-d_h_2__1.jpg?v=1769542459"},{"product_id":"preorder-rapido-ho-43009-ge-u33c-dc-el-3315","title":"PREORDER Rapido HO 43009 GE U33C DC EL 3315","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267144912978,"sku":"RPI-43009-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43007-u33c_el_2__2.jpg?v=1769542462"},{"product_id":"preorder-rapido-ho-43102-ge-u36c-dc-sf-8721","title":"PREORDER Rapido HO 43102 GE U36C DC SF 8721","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267144945746,"sku":"RPI-43102-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43101-u36c_atsf_2.jpg?v=1769542460"},{"product_id":"preorder-rapido-ho-43012-ge-u33c-dc-ic-5058","title":"PREORDER Rapido HO 43012 GE U33C DC IC 5058","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145011282,"sku":"RPI-43012-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43010-u33c-ic_2.jpg?v=1769542459"},{"product_id":"preorder-rapido-ho-43108-ge-u36c-dc-n-de-m-8906","title":"PREORDER Rapido HO 43108 GE U36C DC N de M 8906","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145076818,"sku":"RPI-43108-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43108_u36c_ndem.jpg?v=1769542461"},{"product_id":"preorder-rapido-ho-43018-ge-u33c-dc-pc-6553","title":"PREORDER Rapido HO 43018 GE U33C DC PC 6553","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145109586,"sku":"RPI-43018-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43017-u33c_pc_1.jpg?v=1769542461"},{"product_id":"preorder-rapido-ho-43601-ge-u36c-sf-8716","title":"PREORDER Rapido HO 43601 GE U36C SF 8716","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145142354,"sku":"RPI-43601-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43101-u36c_atsf_df485777-d2b7-4c26-821a-b4cb9d7b5ee5.jpg?v=1769542471"},{"product_id":"preorder-rapido-ho-43509-ge-u33c-el-3315","title":"PREORDER Rapido HO 43509 GE U33C EL 3315","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145175122,"sku":"RPI-43509-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43007-u33c_el_2__2_a3678766-d003-44ff-89bf-bbaadbbcb019.jpg?v=1769542465"},{"product_id":"preorder-rapido-ho-55005-ge-u30cg-dc-sf-8003","title":"PREORDER Rapido HO 55005 GE U30CG DC SF 8003","description":"Introducing the all-new General Electric U30CG diesel locomotives in HO scale!\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eIn the mid-1960s most class one railroads were busy discontinuing their passenger operations as fast as possible. The Atchison, Topeka and Santa Fe Railway however went against the grain and purchased new diesel locomotives from both EMD and GE during this period. GE was first to respond with 10 U28CG diesels in 1966 and painted in the famous warbonnet paint scheme. The ATSF was satisfied with the performance of the U28CG, but their freight locomotive looks left a lot to be desired. The follow up order from GE introduced a whole new style more inline with the full-cowl FP45 EMD was delivering at the same time.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eIn addition to the 200 hp bump in power, the U30CG came complete with a full width cowl carbody featuring steam generator equipment and body side stainless steel fluting to match the Santa Fe’s large passenger car fleet. The rounded nose up front also distinguished them from the earlier U28CG. A total of six U30CGs would be delivered in 1967 numbered 400-405. These quickly were pressed into service on many of the Santa Fe’s passenger trains such as the premier Super Chief, the Grand Canyon Limited and other secondary services like the Texas Chief and San Diegans.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eDespite their passenger focused design, the U30CG had very short careers in passenger service. A wreck in 1969 soured the ATSF on the big GE units and despite being cleared for service, they were mostly shifted to high priority freights. In the spring of 1970, all 6 were renumbered 8000-8005 and with few exceptions most would never lead a passenger train again. With the introduction of Amtrak in spring 1971, all six would be kept in the general freight pool until final withdrawal in 1980.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eDespite their short careers, these would wear several paint schemes. Initially painted in the red\/silver warbonnet colors, some briefly were painted in the blue\/yellow bookends scheme in 1971 before the entire fleet ended up in yellow warbonnet by 1973. Even with the repaintings, the red warbonnet colors would reemerge as the yellow and blue paint faded and chipped off in the late 70s!\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eAll new from the ground up, the Rapido U30CG sets a new standard for passenger power!\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU30CG Features:\u003cbr\u003eDesign created from original measurements\u003cbr\u003eAccurate nose and roof contours\u003cbr\u003ePassenger and freight configurations\u003cbr\u003eRoadnumber specific stepwell details\u003cbr\u003eHeavy die-cast chassis\u003cbr\u003eSmooth running drive system with all wheels powered\u003cbr\u003eDC\/Silent or DC\/DCC\/ESU V5 Sound options available\u003cbr\u003eMoPower capacitor system for flawless power pick up\u003cbr\u003eComplete lighting effects – headlights, tri-color class lights, backup lights, step lights and more\u003cbr\u003eNumerous road-specific detail parts in both plastic and metal\u003cbr\u003eWire metal grab irons\u003cbr\u003eEtched metal grille work\u003cbr\u003eFull cab interior\u003cbr\u003eTons of underbody detailing\u003cbr\u003eTrucks feature rotating bearing caps","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145207890,"sku":"RPI-55005-PRE","price":26.25,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/55005_warbonnet_8003.jpg?v=1769542470"},{"product_id":"preorder-rapido-ho-43017-ge-u33c-dc-pc-6542","title":"PREORDER Rapido HO 43017 GE U33C DC PC 6542","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145240658,"sku":"RPI-43017-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43017-u33c_pc_87078f5f-0396-409f-9b8f-a662d34f3cfb.jpg?v=1769542466"},{"product_id":"preorder-rapido-ho-43022-ge-u33c-dc-sou-3809","title":"PREORDER Rapido HO 43022 GE U33C DC SOU 3809","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145273426,"sku":"RPI-43022-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43020-u33c_sou_1.jpg?v=1769542459"},{"product_id":"preorder-rapido-ho-43019-ge-u33c-dc-pc-6557","title":"PREORDER Rapido HO 43019 GE U33C DC PC 6557","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145306194,"sku":"RPI-43019-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43019-u33c_pc_4c8d4372-78f6-458d-8a08-79dc64d98afa.jpg?v=1769542465"},{"product_id":"preorder-rapido-ho-43029-ge-u33c-dc-sp-8754","title":"PREORDER Rapido HO 43029 GE U33C DC SP 8754","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145338962,"sku":"RPI-43029-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43027-sp_u33c_v2_2.jpg?v=1769542463"},{"product_id":"preorder-rapido-ho-43503-ge-u33c-bn-5752","title":"PREORDER Rapido HO 43503 GE U33C BN 5752","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145371730,"sku":"RPI-43503-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43001-u33c-bn_2__2.jpg?v=1769542463"},{"product_id":"preorder-rapido-ho-43020-ge-u33c-dc-sou-3806","title":"PREORDER Rapido HO 43020 GE U33C DC SOU 3806","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145437266,"sku":"RPI-43020-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43020-u33c_sou.jpg?v=1769542459"},{"product_id":"preorder-rapido-ho-43510-ge-u33c-ic-5051","title":"PREORDER Rapido HO 43510 GE U33C IC 5051","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145404498,"sku":"RPI-43510-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43010-u33c-ic_fb336f54-2668-42a4-ab40-9f01c2cbcde6.jpg?v=1769542461"},{"product_id":"preorder-rapido-ho-43008-ge-u33c-dc-el-3311","title":"PREORDER Rapido HO 43008 GE U33C DC EL 3311","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145470034,"sku":"RPI-43008-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43007-u33c_el_2__1.jpg?v=1769542461"},{"product_id":"preorder-rapido-ho-43617-ge-u36ch-njt-4164","title":"PREORDER Rapido HO 43617 GE U36CH NJT 4164","description":"The U34CH was the very first new American commuter diesel engine for a new era of commuter railroads. As private freight railroads divested themselves of passenger service, the remaining intercity passenger rail service went into Amtrak by 1971. Commuter operations ultimately became independent, run by states, cities, and regional authorities. In the early 1970’s, this often began with an agency helping to fund new equipment or maintenance for decrepit freight railroad service.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThis was the case with U34CH, which were funded by the New Jersey Department of Transportation to operate on Erie Lackawanna Lines west of Hoboken, New Jersey. The first units arrived in 1970 alongside NJDOT funded Comet 1 cars, making for a completely new refresh of commuter service on these lines.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe U34CH were also the first shaft-driven HEP locomotive to be made. To do this, they were actually the first 3,600hp U36C models made (before any freight orders) and derived HEP from the prime mover driving an auxiliary alternator, leading to a nominal rating of 3,430hp. The true available horsepower at any moment depended on the total HEP load of the train being hauled. All GE U-series units have a large empty space in the hood behind the cab, on U34CH this was conveniently used to house the additional HEP equipment. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eAs delivered, units came in an appealing “bluebird” two-tone blue an silver scheme with EL heralds on the nose. On weekends, EL even borrowed them for freight service! As EL was folded into the Conrail merger, one wreck rebuild – 1776 – became a bicentennial unit initially with Conrail lettering. By 1983, Conrail fully exited commuter operations, and the equipment and service on the west of Hoboken lines transferred to NJ Transit.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSome U34CH kept Bluebird paint for the rest of their service career, while others received a silver nose with an NJ Transit Logo. Certain units got full NJT “disco stripe” repaints, a striking look on a U-boat. The fleet survived into the early 1990’s, making it the last complete operational U-series fleet in the United States. In the 2020’s, the United Railroad Historical Society revealed a fresh repaint of 3372, the only surviving unit, which the organization is working to completely restore. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU34CH Features:\u003cbr\u003eHeadlights and rear lights\u003cbr\u003eMarker light (U34CH)\u003cbr\u003eLit numberboards\u003cbr\u003eWalkway Lights\u003cbr\u003eStep lights\u003cbr\u003eThree-color class lights\u003cbr\u003eFull traction motor casing details\u003cbr\u003eMetal brake chain on engineer’s side\u003cbr\u003eDetailed underbody piping and conduit\u003cbr\u003eSeparate grab irons\u003cbr\u003eRapido’s innovative dead straight metal side handrails with plastic stanchions\u003cbr\u003eDetailed cab interior\u003cbr\u003eLighted control stand\u003cbr\u003eHeavy, die-cast weight for heavy hauling\u003cbr\u003e5-pole skew-wound motor with dual flywheels\u003cbr\u003eSound-equipped units feature ESU Loksound V5 decoders","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145502802,"sku":"RPI-43617-PRE","price":35.97,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43117-u34ch_nj-transit-4164_1_a53d6cb0-41c2-4440-b503-29b8edf67cc7.jpg?v=1769542469"},{"product_id":"preorder-rapido-ho-43111-ge-u36c-dc-cr-1776","title":"PREORDER Rapido HO 43111 GE U36C DC CR 1776","description":"The U34CH was the very first new American commuter diesel engine for a new era of commuter railroads. As private freight railroads divested themselves of passenger service, the remaining intercity passenger rail service went into Amtrak by 1971. Commuter operations ultimately became independent, run by states, cities, and regional authorities. In the early 1970’s, this often began with an agency helping to fund new equipment or maintenance for decrepit freight railroad service.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThis was the case with U34CH, which were funded by the New Jersey Department of Transportation to operate on Erie Lackawanna Lines west of Hoboken, New Jersey. The first units arrived in 1970 alongside NJDOT funded Comet 1 cars, making for a completely new refresh of commuter service on these lines.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe U34CH were also the first shaft-driven HEP locomotive to be made. To do this, they were actually the first 3,600hp U36C models made (before any freight orders) and derived HEP from the prime mover driving an auxiliary alternator, leading to a nominal rating of 3,430hp. The true available horsepower at any moment depended on the total HEP load of the train being hauled. All GE U-series units have a large empty space in the hood behind the cab, on U34CH this was conveniently used to house the additional HEP equipment. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eAs delivered, units came in an appealing “bluebird” two-tone blue an silver scheme with EL heralds on the nose. On weekends, EL even borrowed them for freight service! As EL was folded into the Conrail merger, one wreck rebuild – 1776 – became a bicentennial unit initially with Conrail lettering. By 1983, Conrail fully exited commuter operations, and the equipment and service on the west of Hoboken lines transferred to NJ Transit.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSome U34CH kept Bluebird paint for the rest of their service career, while others received a silver nose with an NJ Transit Logo. Certain units got full NJT “disco stripe” repaints, a striking look on a U-boat. The fleet survived into the early 1990’s, making it the last complete operational U-series fleet in the United States. In the 2020’s, the United Railroad Historical Society revealed a fresh repaint of 3372, the only surviving unit, which the organization is working to completely restore. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU34CH Features:\u003cbr\u003eHeadlights and rear lights\u003cbr\u003eMarker light (U34CH)\u003cbr\u003eLit numberboards\u003cbr\u003eWalkway Lights\u003cbr\u003eStep lights\u003cbr\u003eThree-color class lights\u003cbr\u003eFull traction motor casing details\u003cbr\u003eMetal brake chain on engineer’s side\u003cbr\u003eDetailed underbody piping and conduit\u003cbr\u003eSeparate grab irons\u003cbr\u003eRapido’s innovative dead straight metal side handrails with plastic stanchions\u003cbr\u003eDetailed cab interior\u003cbr\u003eLighted control stand\u003cbr\u003eHeavy, die-cast weight for heavy hauling\u003cbr\u003e5-pole skew-wound motor with dual flywheels\u003cbr\u003eSound-equipped units feature ESU Loksound V5 decoders","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145535570,"sku":"RPI-43111-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43111-u34ch_conrail-bicentennial_0bcb11b9-53fe-4967-8dfc-98d1d2e5f620.jpg?v=1769542479"},{"product_id":"preorder-rapido-ho-55003-ge-u30cg-dc-sf-404","title":"PREORDER Rapido HO 55003 GE U30CG DC SF 404","description":"Introducing the all-new General Electric U30CG diesel locomotives in HO scale!\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eIn the mid-1960s most class one railroads were busy discontinuing their passenger operations as fast as possible. The Atchison, Topeka and Santa Fe Railway however went against the grain and purchased new diesel locomotives from both EMD and GE during this period. GE was first to respond with 10 U28CG diesels in 1966 and painted in the famous warbonnet paint scheme. The ATSF was satisfied with the performance of the U28CG, but their freight locomotive looks left a lot to be desired. The follow up order from GE introduced a whole new style more inline with the full-cowl FP45 EMD was delivering at the same time.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eIn addition to the 200 hp bump in power, the U30CG came complete with a full width cowl carbody featuring steam generator equipment and body side stainless steel fluting to match the Santa Fe’s large passenger car fleet. The rounded nose up front also distinguished them from the earlier U28CG. A total of six U30CGs would be delivered in 1967 numbered 400-405. These quickly were pressed into service on many of the Santa Fe’s passenger trains such as the premier Super Chief, the Grand Canyon Limited and other secondary services like the Texas Chief and San Diegans.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eDespite their passenger focused design, the U30CG had very short careers in passenger service. A wreck in 1969 soured the ATSF on the big GE units and despite being cleared for service, they were mostly shifted to high priority freights. In the spring of 1970, all 6 were renumbered 8000-8005 and with few exceptions most would never lead a passenger train again. With the introduction of Amtrak in spring 1971, all six would be kept in the general freight pool until final withdrawal in 1980.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eDespite their short careers, these would wear several paint schemes. Initially painted in the red\/silver warbonnet colors, some briefly were painted in the blue\/yellow bookends scheme in 1971 before the entire fleet ended up in yellow warbonnet by 1973. Even with the repaintings, the red warbonnet colors would reemerge as the yellow and blue paint faded and chipped off in the late 70s!\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eAll new from the ground up, the Rapido U30CG sets a new standard for passenger power!\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU30CG Features:\u003cbr\u003eDesign created from original measurements\u003cbr\u003eAccurate nose and roof contours\u003cbr\u003ePassenger and freight configurations\u003cbr\u003eRoadnumber specific stepwell details\u003cbr\u003eHeavy die-cast chassis\u003cbr\u003eSmooth running drive system with all wheels powered\u003cbr\u003eDC\/Silent or DC\/DCC\/ESU V5 Sound options available\u003cbr\u003eMoPower capacitor system for flawless power pick up\u003cbr\u003eComplete lighting effects – headlights, tri-color class lights, backup lights, step lights and more\u003cbr\u003eNumerous road-specific detail parts in both plastic and metal\u003cbr\u003eWire metal grab irons\u003cbr\u003eEtched metal grille work\u003cbr\u003eFull cab interior\u003cbr\u003eTons of underbody detailing\u003cbr\u003eTrucks feature rotating bearing caps","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145568338,"sku":"RPI-55003-PRE","price":26.25,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/55003_warbonnet_404.jpg?v=1769542471"},{"product_id":"preorder-rapido-ho-43506-ge-u33c-d-h-762","title":"PREORDER Rapido HO 43506 GE U33C D\u0026H 762","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145601106,"sku":"RPI-43506-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43004-u33c-d_h_2__2.jpg?v=1769542462"},{"product_id":"preorder-rapido-ho-43113-ge-u34ch-dc-njdot-4172","title":"PREORDER Rapido HO 43113 GE U34CH DC NJDOT 4172","description":"The U34CH was the very first new American commuter diesel engine for a new era of commuter railroads. As private freight railroads divested themselves of passenger service, the remaining intercity passenger rail service went into Amtrak by 1971. Commuter operations ultimately became independent, run by states, cities, and regional authorities. In the early 1970’s, this often began with an agency helping to fund new equipment or maintenance for decrepit freight railroad service.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThis was the case with U34CH, which were funded by the New Jersey Department of Transportation to operate on Erie Lackawanna Lines west of Hoboken, New Jersey. The first units arrived in 1970 alongside NJDOT funded Comet 1 cars, making for a completely new refresh of commuter service on these lines.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe U34CH were also the first shaft-driven HEP locomotive to be made. To do this, they were actually the first 3,600hp U36C models made (before any freight orders) and derived HEP from the prime mover driving an auxiliary alternator, leading to a nominal rating of 3,430hp. The true available horsepower at any moment depended on the total HEP load of the train being hauled. All GE U-series units have a large empty space in the hood behind the cab, on U34CH this was conveniently used to house the additional HEP equipment. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eAs delivered, units came in an appealing “bluebird” two-tone blue an silver scheme with EL heralds on the nose. On weekends, EL even borrowed them for freight service! As EL was folded into the Conrail merger, one wreck rebuild – 1776 – became a bicentennial unit initially with Conrail lettering. By 1983, Conrail fully exited commuter operations, and the equipment and service on the west of Hoboken lines transferred to NJ Transit.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSome U34CH kept Bluebird paint for the rest of their service career, while others received a silver nose with an NJ Transit Logo. Certain units got full NJT “disco stripe” repaints, a striking look on a U-boat. The fleet survived into the early 1990’s, making it the last complete operational U-series fleet in the United States. In the 2020’s, the United Railroad Historical Society revealed a fresh repaint of 3372, the only surviving unit, which the organization is working to completely restore. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU34CH Features:\u003cbr\u003eHeadlights and rear lights\u003cbr\u003eMarker light (U34CH)\u003cbr\u003eLit numberboards\u003cbr\u003eWalkway Lights\u003cbr\u003eStep lights\u003cbr\u003eThree-color class lights\u003cbr\u003eFull traction motor casing details\u003cbr\u003eMetal brake chain on engineer’s side\u003cbr\u003eDetailed underbody piping and conduit\u003cbr\u003eSeparate grab irons\u003cbr\u003eRapido’s innovative dead straight metal side handrails with plastic stanchions\u003cbr\u003eDetailed cab interior\u003cbr\u003eLighted control stand\u003cbr\u003eHeavy, die-cast weight for heavy hauling\u003cbr\u003e5-pole skew-wound motor with dual flywheels\u003cbr\u003eSound-equipped units feature ESU Loksound V5 decoders","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145633874,"sku":"RPI-43113-PRE","price":25.27,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43113-u34ch_njt-no-marks-4172.jpg?v=1769542463"},{"product_id":"preorder-rapido-ho-43502-ge-u33c-bn-5745","title":"PREORDER Rapido HO 43502 GE U33C BN 5745","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145666642,"sku":"RPI-43502-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43001-u33c-bn_2__1_2b4d7440-ae8b-4edc-a911-80937d7598aa.jpg?v=1769542463"},{"product_id":"preorder-rapido-ho-55002-ge-u30cg-dc-sf-402","title":"PREORDER Rapido HO 55002 GE U30CG DC SF 402","description":"Introducing the all-new General Electric U30CG diesel locomotives in HO scale!\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eIn the mid-1960s most class one railroads were busy discontinuing their passenger operations as fast as possible. The Atchison, Topeka and Santa Fe Railway however went against the grain and purchased new diesel locomotives from both EMD and GE during this period. GE was first to respond with 10 U28CG diesels in 1966 and painted in the famous warbonnet paint scheme. The ATSF was satisfied with the performance of the U28CG, but their freight locomotive looks left a lot to be desired. The follow up order from GE introduced a whole new style more inline with the full-cowl FP45 EMD was delivering at the same time.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eIn addition to the 200 hp bump in power, the U30CG came complete with a full width cowl carbody featuring steam generator equipment and body side stainless steel fluting to match the Santa Fe’s large passenger car fleet. The rounded nose up front also distinguished them from the earlier U28CG. A total of six U30CGs would be delivered in 1967 numbered 400-405. These quickly were pressed into service on many of the Santa Fe’s passenger trains such as the premier Super Chief, the Grand Canyon Limited and other secondary services like the Texas Chief and San Diegans.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eDespite their passenger focused design, the U30CG had very short careers in passenger service. A wreck in 1969 soured the ATSF on the big GE units and despite being cleared for service, they were mostly shifted to high priority freights. In the spring of 1970, all 6 were renumbered 8000-8005 and with few exceptions most would never lead a passenger train again. With the introduction of Amtrak in spring 1971, all six would be kept in the general freight pool until final withdrawal in 1980.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eDespite their short careers, these would wear several paint schemes. Initially painted in the red\/silver warbonnet colors, some briefly were painted in the blue\/yellow bookends scheme in 1971 before the entire fleet ended up in yellow warbonnet by 1973. Even with the repaintings, the red warbonnet colors would reemerge as the yellow and blue paint faded and chipped off in the late 70s!\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eAll new from the ground up, the Rapido U30CG sets a new standard for passenger power!\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU30CG Features:\u003cbr\u003eDesign created from original measurements\u003cbr\u003eAccurate nose and roof contours\u003cbr\u003ePassenger and freight configurations\u003cbr\u003eRoadnumber specific stepwell details\u003cbr\u003eHeavy die-cast chassis\u003cbr\u003eSmooth running drive system with all wheels powered\u003cbr\u003eDC\/Silent or DC\/DCC\/ESU V5 Sound options available\u003cbr\u003eMoPower capacitor system for flawless power pick up\u003cbr\u003eComplete lighting effects – headlights, tri-color class lights, backup lights, step lights and more\u003cbr\u003eNumerous road-specific detail parts in both plastic and metal\u003cbr\u003eWire metal grab irons\u003cbr\u003eEtched metal grille work\u003cbr\u003eFull cab interior\u003cbr\u003eTons of underbody detailing\u003cbr\u003eTrucks feature rotating bearing caps","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145699410,"sku":"RPI-55002-PRE","price":26.25,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/55002_warbonnet_402_ff2c92e3-56c2-477f-9cb1-7b14d44014d0.jpg?v=1769542471"},{"product_id":"preorder-rapido-ho-43112-ge-u34ch-dc-njdot-4157","title":"PREORDER Rapido HO 43112 GE U34CH DC NJDOT 4157","description":"The U34CH was the very first new American commuter diesel engine for a new era of commuter railroads. As private freight railroads divested themselves of passenger service, the remaining intercity passenger rail service went into Amtrak by 1971. Commuter operations ultimately became independent, run by states, cities, and regional authorities. In the early 1970’s, this often began with an agency helping to fund new equipment or maintenance for decrepit freight railroad service.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThis was the case with U34CH, which were funded by the New Jersey Department of Transportation to operate on Erie Lackawanna Lines west of Hoboken, New Jersey. The first units arrived in 1970 alongside NJDOT funded Comet 1 cars, making for a completely new refresh of commuter service on these lines.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe U34CH were also the first shaft-driven HEP locomotive to be made. To do this, they were actually the first 3,600hp U36C models made (before any freight orders) and derived HEP from the prime mover driving an auxiliary alternator, leading to a nominal rating of 3,430hp. The true available horsepower at any moment depended on the total HEP load of the train being hauled. All GE U-series units have a large empty space in the hood behind the cab, on U34CH this was conveniently used to house the additional HEP equipment. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eAs delivered, units came in an appealing “bluebird” two-tone blue an silver scheme with EL heralds on the nose. On weekends, EL even borrowed them for freight service! As EL was folded into the Conrail merger, one wreck rebuild – 1776 – became a bicentennial unit initially with Conrail lettering. By 1983, Conrail fully exited commuter operations, and the equipment and service on the west of Hoboken lines transferred to NJ Transit.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSome U34CH kept Bluebird paint for the rest of their service career, while others received a silver nose with an NJ Transit Logo. Certain units got full NJT “disco stripe” repaints, a striking look on a U-boat. The fleet survived into the early 1990’s, making it the last complete operational U-series fleet in the United States. In the 2020’s, the United Railroad Historical Society revealed a fresh repaint of 3372, the only surviving unit, which the organization is working to completely restore. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU34CH Features:\u003cbr\u003eHeadlights and rear lights\u003cbr\u003eMarker light (U34CH)\u003cbr\u003eLit numberboards\u003cbr\u003eWalkway Lights\u003cbr\u003eStep lights\u003cbr\u003eThree-color class lights\u003cbr\u003eFull traction motor casing details\u003cbr\u003eMetal brake chain on engineer’s side\u003cbr\u003eDetailed underbody piping and conduit\u003cbr\u003eSeparate grab irons\u003cbr\u003eRapido’s innovative dead straight metal side handrails with plastic stanchions\u003cbr\u003eDetailed cab interior\u003cbr\u003eLighted control stand\u003cbr\u003eHeavy, die-cast weight for heavy hauling\u003cbr\u003e5-pole skew-wound motor with dual flywheels\u003cbr\u003eSound-equipped units feature ESU Loksound V5 decoders","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145863250,"sku":"RPI-43112-PRE","price":25.27,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43112-u34ch_njt-no-marks-4157.jpg?v=1769542463"},{"product_id":"preorder-rapido-ho-43001-ge-u33c-dc-bn-5738","title":"PREORDER Rapido HO 43001 GE U33C DC BN 5738","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145797714,"sku":"RPI-43001-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43001-u33c-bn_2_6386d7bb-d45d-4605-b15f-7deb7e9a3326.jpg?v=1769542460"},{"product_id":"preorder-rapido-ho-43512-ge-u33c-ic-5058","title":"PREORDER Rapido HO 43512 GE U33C IC 5058","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145764946,"sku":"RPI-43512-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43010-u33c-ic_2_3b1ed09a-c0ef-49eb-adb5-8a7c7866f72f.jpg?v=1769542462"},{"product_id":"preorder-rapido-ho-55506-ge-u30cg-sf-8005","title":"PREORDER Rapido HO 55506 GE U30CG SF 8005","description":"Introducing the all-new General Electric U30CG diesel locomotives in HO scale!\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eIn the mid-1960s most class one railroads were busy discontinuing their passenger operations as fast as possible. The Atchison, Topeka and Santa Fe Railway however went against the grain and purchased new diesel locomotives from both EMD and GE during this period. GE was first to respond with 10 U28CG diesels in 1966 and painted in the famous warbonnet paint scheme. The ATSF was satisfied with the performance of the U28CG, but their freight locomotive looks left a lot to be desired. The follow up order from GE introduced a whole new style more inline with the full-cowl FP45 EMD was delivering at the same time.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eIn addition to the 200 hp bump in power, the U30CG came complete with a full width cowl carbody featuring steam generator equipment and body side stainless steel fluting to match the Santa Fe’s large passenger car fleet. The rounded nose up front also distinguished them from the earlier U28CG. A total of six U30CGs would be delivered in 1967 numbered 400-405. These quickly were pressed into service on many of the Santa Fe’s passenger trains such as the premier Super Chief, the Grand Canyon Limited and other secondary services like the Texas Chief and San Diegans.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eDespite their passenger focused design, the U30CG had very short careers in passenger service. A wreck in 1969 soured the ATSF on the big GE units and despite being cleared for service, they were mostly shifted to high priority freights. In the spring of 1970, all 6 were renumbered 8000-8005 and with few exceptions most would never lead a passenger train again. With the introduction of Amtrak in spring 1971, all six would be kept in the general freight pool until final withdrawal in 1980.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eDespite their short careers, these would wear several paint schemes. Initially painted in the red\/silver warbonnet colors, some briefly were painted in the blue\/yellow bookends scheme in 1971 before the entire fleet ended up in yellow warbonnet by 1973. Even with the repaintings, the red warbonnet colors would reemerge as the yellow and blue paint faded and chipped off in the late 70s!\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eAll new from the ground up, the Rapido U30CG sets a new standard for passenger power!\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU30CG Features:\u003cbr\u003eDesign created from original measurements\u003cbr\u003eAccurate nose and roof contours\u003cbr\u003ePassenger and freight configurations\u003cbr\u003eRoadnumber specific stepwell details\u003cbr\u003eHeavy die-cast chassis\u003cbr\u003eSmooth running drive system with all wheels powered\u003cbr\u003eDC\/Silent or DC\/DCC\/ESU V5 Sound options available\u003cbr\u003eMoPower capacitor system for flawless power pick up\u003cbr\u003eComplete lighting effects – headlights, tri-color class lights, backup lights, step lights and more\u003cbr\u003eNumerous road-specific detail parts in both plastic and metal\u003cbr\u003eWire metal grab irons\u003cbr\u003eEtched metal grille work\u003cbr\u003eFull cab interior\u003cbr\u003eTons of underbody detailing\u003cbr\u003eTrucks feature rotating bearing caps","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145896018,"sku":"RPI-55506-PRE","price":36.94,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/55006_warbonnet_8005_1_1.jpg?v=1769542471"},{"product_id":"preorder-rapido-ho-43010-ge-u33c-dc-ic-5051","title":"PREORDER Rapido HO 43010 GE U33C DC IC 5051","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145830482,"sku":"RPI-43010-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43010-u33c-ic.jpg?v=1769542461"},{"product_id":"preorder-rapido-ho-43612-ge-u36ch-njdot-4157","title":"PREORDER Rapido HO 43612 GE U36CH NJDOT 4157","description":"The U34CH was the very first new American commuter diesel engine for a new era of commuter railroads. As private freight railroads divested themselves of passenger service, the remaining intercity passenger rail service went into Amtrak by 1971. Commuter operations ultimately became independent, run by states, cities, and regional authorities. In the early 1970’s, this often began with an agency helping to fund new equipment or maintenance for decrepit freight railroad service.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThis was the case with U34CH, which were funded by the New Jersey Department of Transportation to operate on Erie Lackawanna Lines west of Hoboken, New Jersey. The first units arrived in 1970 alongside NJDOT funded Comet 1 cars, making for a completely new refresh of commuter service on these lines.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe U34CH were also the first shaft-driven HEP locomotive to be made. To do this, they were actually the first 3,600hp U36C models made (before any freight orders) and derived HEP from the prime mover driving an auxiliary alternator, leading to a nominal rating of 3,430hp. The true available horsepower at any moment depended on the total HEP load of the train being hauled. All GE U-series units have a large empty space in the hood behind the cab, on U34CH this was conveniently used to house the additional HEP equipment. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eAs delivered, units came in an appealing “bluebird” two-tone blue an silver scheme with EL heralds on the nose. On weekends, EL even borrowed them for freight service! As EL was folded into the Conrail merger, one wreck rebuild – 1776 – became a bicentennial unit initially with Conrail lettering. By 1983, Conrail fully exited commuter operations, and the equipment and service on the west of Hoboken lines transferred to NJ Transit.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSome U34CH kept Bluebird paint for the rest of their service career, while others received a silver nose with an NJ Transit Logo. Certain units got full NJT “disco stripe” repaints, a striking look on a U-boat. The fleet survived into the early 1990’s, making it the last complete operational U-series fleet in the United States. In the 2020’s, the United Railroad Historical Society revealed a fresh repaint of 3372, the only surviving unit, which the organization is working to completely restore. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU34CH Features:\u003cbr\u003eHeadlights and rear lights\u003cbr\u003eMarker light (U34CH)\u003cbr\u003eLit numberboards\u003cbr\u003eWalkway Lights\u003cbr\u003eStep lights\u003cbr\u003eThree-color class lights\u003cbr\u003eFull traction motor casing details\u003cbr\u003eMetal brake chain on engineer’s side\u003cbr\u003eDetailed underbody piping and conduit\u003cbr\u003eSeparate grab irons\u003cbr\u003eRapido’s innovative dead straight metal side handrails with plastic stanchions\u003cbr\u003eDetailed cab interior\u003cbr\u003eLighted control stand\u003cbr\u003eHeavy, die-cast weight for heavy hauling\u003cbr\u003e5-pole skew-wound motor with dual flywheels\u003cbr\u003eSound-equipped units feature ESU Loksound V5 decoders","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145928786,"sku":"RPI-43612-PRE","price":35.97,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43112-u34ch_njt-no-marks-4157_03f8c29e-9f4b-4e36-88d5-5892cac0be45.jpg?v=1769542467"},{"product_id":"preorder-rapido-ho-43105-ge-u36c-dc-cco-3600","title":"PREORDER Rapido HO 43105 GE U36C DC CCO 3600","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145994322,"sku":"RPI-43105-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43105-u36c_crr.jpg?v=1769542465"},{"product_id":"preorder-rapido-ho-43524-ge-u33c-sp-8614","title":"PREORDER Rapido HO 43524 GE U33C SP 8614","description":"In the late 1960’s, locomotive manufacturers EMD, Alco, and GE were all in a race to offer powerful new 6-axle power to railroads hauling heavier, longer trains. GE developed several models in short succession. First was the U25C in 1963, with a carbody that shared the same contours as the U25B on a 64 foot 4 inch frame. This carbody was carried into the first 2,800 hp U28C’s built in 1965, but midway through model production, GE switched to a 67 ft 3 in frame with an entirely different carbody – the classic “U boat” design that lasted until dash-8 units in the late 1980’s.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThe highly competitive horsepower race demanded quick improvements, and by 1966 GE introduced the 3,000hp U30C to compete with EMD SD40’s and Alco C630’s. Two years later 1968, the U33C was introduced, with 3,300 hp and a new signature feature: wings at the radiator section for a wider cooling surface.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSeveral orders arrived both as models and railroads changed. Milwaukee Road ordered additional 4 U30C’s, but that order was upgraded to U33C’s to become the first delivery of the new model in early 1968. Pennsylvania Railroad ordered 20 U33C’s, these arrived post-PC merger as Penn Central units, and were the first new power delivered to Penn Central. The very first units ordered by MILW, PC, IC, GN, and SP had unique triangular “fairing” that extended from the edge of the hood to the tip of the radiator wings, giving a more streamlined look. They also had phase features common to early U30C’s, most notably 8 battery boxes on the conductor’s side. After early 1969, all big GE’s would have a more condensed 6 box arrangement. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eThrough 1972, a wide variety of railroads ordered U33C’s, often in small numbers that accumulated into bigger rosters through mergers. Burlington Northern gathered together the second largest roster, with units inherited from GN, NP, bought from SJ Groves, and hefty orders by the railroad itself. Some railroads, like Erie Lackwanna, ordered nearly equal amounts of U33C’s and U36C’s to make a larger combined roster.\u003cbr\u003e\u003cbr\u003e\u003cbr\u003eSouthern Pacific was by far the biggest purchaser of the U33C, it’s 212 unit fleet was so enormous that it outnumbers all other U33C’s combined. SP purchased so many units in so many orders that their fleet included all phase variations within GE U33C\/U36C production. GE Universals were not known for reliability, but on SP’s challenging system, the picture was a bit more nuanced. SP needed tons of high horsepower power, and ordered over 300 3,600hp SD45’s. On a U33C, with less horsepower, the larger traction motors with more copper proved more powerful at low speeds, which was a good match for the challenging grades on SP. Yet maintenance costs proved to cost more, and in the late 70’s the SP opted to reduce maintenance on the fleet. SP U33C’s ended up traveling far and wide, with lease service to power starved eastern coal roads and Mexico. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eGE’s Universal model offerings did include a 3,600hp model to compete directly with the SD45, the U36C. Railroads were slow to order it; by the time Clinchfield Railroad ordered 7 units in 1971, SP was the only railroad still ordering U33C’s. Two railroads needed the heavy power and came through with big orders – Santa Fe ordered 100 units in four batches, and NdeM received just over 100 units including 20 U36CG’s. Both fleets went into extensive service on heavy mountain routes, running in big lashups to get tonnage over the grades. \u003cbr\u003e\u003cbr\u003e\u003cbr\u003eU33C\/U36C Features:\u003cbr\u003eRotating bearing caps (where appropriate)\u003cbr\u003eAxle generator detail with cables applied\u003cbr\u003eMultiple nose, long hood and cab variations (nose lights, Gyralites, high nose and much more!)\u003cbr\u003eConrail 1776 features the correct post-rebuild numberboards and headlight casing\u003cbr\u003eFull lighting package including track lights, step lights, walkway lights and three-color class lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eWith or without dynamic brakes (where appropriate)\u003cbr\u003eFull interior details with lit control stand lights\u003cbr\u003eMetal grab irons and brake chain\u003cbr\u003ePrototypically correct tread patterns on walkways\u003cbr\u003eCorrect details for all U33C and U36C phase variations!\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\u003eCorrect battery box door arrangements\u003cbr\u003eRubber sanding lines\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42267145961554,"sku":"RPI-43524-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/43023-sp_u33c_v1_1_858df5a5-0fc0-4d25-a24d-4a7b3c232b67.jpg?v=1769542462"}],"url":"https:\/\/modeltrainstuff.com\/collections\/rapido-ho-locomotives-universal-series-ge-january-2026.oembed","provider":"Model Train Stuff","version":"1.0","type":"link"}