{"title":"Roadname Alaska","description":"","products":[{"product_id":"preorder-atlas-trainman-n-50007102-acf-5250-4-bay-centerflow-hopper-alaska-144003-20-66","title":"PREORDER Atlas Trainman N 50007102 ACF 5250 4-Bay Centerflow Hopper, Alaska #144003","description":"Built in the early 1970s by ACF to haul plastics and different types of granular commodities, Atlas' model represents the post-1971 version of the ACF 5250 4-Bay Covered Hopper Car that was used by railroads and private shippers across North America.\u003cbr\u003e\u003cbr\u003eFeatures:\u003cbr\u003eReady-to-run\u003cbr\u003e100-ton roller bearing trucks\u003cbr\u003eAccurate painting and lettering","brand":"Atlas","offers":[{"title":"Default Title","offer_id":42129872617554,"sku":"ATL-50007102-PRE","price":2.07,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/n50007102__13766.1754967233.jpg?v=1757083721"},{"product_id":"preorder-atlas-trainman-n-50007103-acf-5250-4-bay-centerflow-hopper-alaska-144019-20-66","title":"PREORDER Atlas Trainman N 50007103 ACF 5250 4-Bay Centerflow Hopper, Alaska #144019","description":"Built in the early 1970s by ACF to haul plastics and different types of granular commodities, Atlas' model represents the post-1971 version of the ACF 5250 4-Bay Covered Hopper Car that was used by railroads and private shippers across North America.\u003cbr\u003e\u003cbr\u003eFeatures:\u003cbr\u003eReady-to-run\u003cbr\u003e100-ton roller bearing trucks\u003cbr\u003eAccurate painting and lettering","brand":"Atlas","offers":[{"title":"Default Title","offer_id":42129872912466,"sku":"ATL-50007103-PRE","price":2.07,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/n50007102__30106.jpg?v=1756144857"},{"product_id":"preorder-atlas-trainman-n-50007104-acf-5250-4-bay-centerflow-hopper-alaska-144027-20-66","title":"PREORDER Atlas Trainman N 50007104 ACF 5250 4-Bay Centerflow Hopper, Alaska #144027","description":"Built in the early 1970s by ACF to haul plastics and different types of granular commodities, Atlas' model represents the post-1971 version of the ACF 5250 4-Bay Covered Hopper Car that was used by railroads and private shippers across North America.\u003cbr\u003e\u003cbr\u003eFeatures:\u003cbr\u003eReady-to-run\u003cbr\u003e100-ton roller bearing trucks\u003cbr\u003eAccurate painting and lettering","brand":"Atlas","offers":[{"title":"Default Title","offer_id":42129872945234,"sku":"ATL-50007104-PRE","price":2.07,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/n50007102__73886.jpg?v=1756144859"},{"product_id":"ready-made-trains-o-9673321-1947-cu-ft-ore-car-alaska-railroad","title":"Ready Made Trains O 9673321 1947 Cu. Ft. Ore Car, Alaska Railroad","description":"Car numbers 6045 - 6344 (road number will vary)\u003cbr\u003e\u003cbr\u003eThis car references ALASKA RR services to Healy, Alaska... The location of the USIBELLI COAL POWER PLANT.\u003cbr\u003e\u003cbr\u003eThe RMT-Premium Ore cars are now a completely new tooling freight car with chassis underbody details showing an airbrake system, operating metal couplers with hidden uncoupler tab and fast-roll metal wheels.\u003cbr\u003e\u003cbr\u003eThe RMT-New Premium Series cars are true 3-rail O-gauge freight cars\u003cbr\u003e\u003cbr\u003eThey feature:\u003cbr\u003eDifferent Road numbers for each RR car\u003cbr\u003eRemovable Ore Load\u003cbr\u003eOperates O-31 curves\u003cbr\u003eRealistic painting -lettering - numbers\u003cbr\u003eDiecast metal trucks with operating couplers\u003cbr\u003eO-gauge Dimensions: 7 1\/4in L over couplers x 3inH to top of ore load x 2 5\/8in W\u003cbr\u003e\u003cbr\u003eThese freight cars are fully compatible with RMT BEEP, BEEF and BANG diesels and cabooses and are an exciting addition to any toy train empire.\u003cbr\u003e\u003cbr\u003eAlso compatible with most LIONEL, K-line, MTH, Atlas, Williams and Weaver electric trains, these O Gauge cars are perfect for use on O gauge 3-Rail model train layouts.","brand":"Ready Made Trains","offers":[{"title":"Default Title","offer_id":42129889296466,"sku":"RMT-9673321","price":32.77,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/RMT-9673321__72368.jpg?v=1756145304"},{"product_id":"kato-n-1766410-emd-sd70mac-with-nose-headlight-alaska-railroad-4003-spirit-of-moose-pass-dcc-equipped","title":"Kato N 1766410 EMD SD70MAC with Nose Headlight, Alaska Railroad #4003 Spirit of Moose Pass (DCC Equipped)","description":"\u003cp\u003eEMD SD70MAC with Nose Headlight - DCC -- Alaska Railroad #4003 Spirit of Moose Pass (blue, yellow)\u003c\/p\u003e","brand":"Kato","offers":[{"title":"Default Title","offer_id":42130055299154,"sku":"KAT-1766410DCC","price":211.82,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/93283014488TUG__32599.1717787075.500.750__88574.jpg?v=1756148353"},{"product_id":"kato-n-1766411-emd-sd70mac-with-nose-headlight-alaska-railroad-4015-spirit-of-north-pole-dcc-equipped","title":"Kato N 1766411 EMD SD70MAC with Nose Headlight, Alaska Railroad #4015 Spirit of North Pole (DCC Equipped)","description":"\u003cp\u003eEMD SD70MAC with Nose Headlight - DCC -- Alaska Railroad #4015 Spirit of North Pole (blue, yellow)\u003c\/p\u003e","brand":"Kato","offers":[{"title":"Default Title","offer_id":42130055331922,"sku":"KAT-1766411DCC","price":211.82,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/93283014490UUG__95592.1717787075.500.750__73935.jpg?v=1756148355"},{"product_id":"kato-n-1766412-emd-sd70mac-with-nose-headlight-alaska-railroad-4328-100-years-dcc-equipped","title":"Kato N 1766412 EMD SD70MAC with Nose Headlight, Alaska Railroad #4328 100 Years (DCC Equipped)","description":"\u003cp\u003eEMD SD70MAC with Nose Headlight - DCC -- Alaska Railroad #4328 100 Years (Anniversary, blue, yellow)\u003c\/p\u003e","brand":"Kato","offers":[{"title":"Default Title","offer_id":42130055364690,"sku":"KAT-1766412DCC","price":216.24,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/176-6412-Alaska-100-years-SD70MAC-4328-min__03911.png?v=1756148356"},{"product_id":"lionel-s-2219010-american-flyer-log-dump-car-alaska-railroad","title":"Lionel S 2219010 American Flyer Log Dump Car, Alaska Railroad","description":"Grow your American Flyer s-gauge consist with this Log Dump Car that includes operating contactor, dumping platform and wood logs!\u003cbr\u003e\u003cbr\u003eDie-cast metal trucks with operating couplers\u003cbr\u003eIncludes operating contactor, dumping platform and wood logs\u003cbr\u003eUse with American Flyer FasTrack Activator Rail (6-49895) sold separately\u003cbr\u003eMin Curve: R20","brand":"Lionel","offers":[{"title":"Default Title","offer_id":42130151702610,"sku":"LIO-2219010","price":109.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/2219010-01__23067__16413.jpg?v=1756151346"},{"product_id":"bachmann-ho-17807-40-single-dome-tank-car-alaska-railroad-9024","title":"Bachmann HO 17807 40' Single Dome Tank Car, Alaska Railroad #9024","description":"Silver Series rolling stock features:\u003cbr\u003eBlackened metal wheels with RP25 contours\u003cbr\u003eBody mounted couplers\u003cbr\u003eNon-magnetic axles\n\nWARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov","brand":"Bachmann Trains","offers":[{"title":"Default Title","offer_id":42130571198546,"sku":"BAC-17807","price":42.75,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/88553983112649_xyeb_0db744a7-5583-41aa-9fcb-0309a461de13.jpg?v=1780978107"},{"product_id":"preorder-atlas-master-line-z-75000015-evans-53-double-plug-door-boxcar-alaska-10801-26-96","title":"PREORDER Atlas Master Line Z 75000015 Evans 53' Double Plug-Door Boxcar, Alaska #10801","description":"The Evans 53’ Double Plug Door (DPD) box car was manufactured during the 1960s and 1970s by Evans Products. Commonly used for transporting lumber and paper goods, the RBL (AAR class for an insulated bunkerless refrigerator car with loading devices) classification also allowed for the transport of canned goods and other food products. The double 8’ doors eased the loading and unloading process of large cargo.\u003cbr\u003e\u003cbr\u003eDue to their versatility the Evans DPD box car remained in service for many decades.\u003cbr\u003e\u003cbr\u003eFeatures:\u003cbr\u003eAll New Tooling\u003cbr\u003eReady to run\u003cbr\u003eCrisp painting and printing\u003cbr\u003eDetailed die cast underframe\u003cbr\u003eMetal wheelsets\u003cbr\u003eKnuckle style couplers","brand":"Atlas","offers":[{"title":"Default Title","offer_id":42130716819538,"sku":"ATL-75000015-PRE","price":2.7,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/z75000015__91931.jpg?v=1756166944"},{"product_id":"preorder-atlas-master-line-z-75000016-evans-53-double-plug-door-boxcar-alaska-10806-26-96","title":"PREORDER Atlas Master Line Z 75000016 Evans 53' Double Plug-Door Boxcar, Alaska #10806","description":"The Evans 53’ Double Plug Door (DPD) box car was manufactured during the 1960s and 1970s by Evans Products. Commonly used for transporting lumber and paper goods, the RBL (AAR class for an insulated bunkerless refrigerator car with loading devices) classification also allowed for the transport of canned goods and other food products. The double 8’ doors eased the loading and unloading process of large cargo.\u003cbr\u003e\u003cbr\u003eDue to their versatility the Evans DPD box car remained in service for many decades.\u003cbr\u003e\u003cbr\u003eFeatures:\u003cbr\u003eAll New Tooling\u003cbr\u003eReady to run\u003cbr\u003eCrisp painting and printing\u003cbr\u003eDetailed die cast underframe\u003cbr\u003eMetal wheelsets\u003cbr\u003eKnuckle style couplers","brand":"Atlas","offers":[{"title":"Default Title","offer_id":42130716852306,"sku":"ATL-75000016-PRE","price":2.7,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/z75000015__16857.jpg?v=1756166946"},{"product_id":"kato-n-1766411-emd-sd70mac-with-nose-headlight-alaska-railroad-4015-spirit-of-north-pole-standard-dc","title":"Kato N 1766411 EMD SD70MAC with Nose Headlight, Alaska Railroad #4015 Spirit of North Pole (Standard DC)","description":"This Kato EMD SD70MAC with Nose Headlight diesel is based on the4,300-horsepower road diesel locomotives used mostly in freight servicefrom coast to coast. Features include a nose-mounted headlight five-polemotor with dual flywheels, all-wheel electrical pickup, heavy die castmetal chassis, a lighting control board that can be swapped for a DCCdecoder when you're ready (available separately), fine decoration,directional LED headlights and Kato magnetic knuckle couplers.\u003cbr\u003e\u003cbr\u003e","brand":"Kato","offers":[{"title":"Default Title","offer_id":42130858344530,"sku":"KAT-1766411","price":98.18,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/93274971079866__39287.1717787071.500.750__12619.jpg?v=1756171869"},{"product_id":"kato-n-1766410-emd-sd70mac-with-nose-headlight-alaska-railroad-4003-spirit-of-moose-pass-standard-dc","title":"Kato N 1766410 EMD SD70MAC with Nose Headlight, Alaska Railroad #4003 Spirit of Moose Pass (Standard DC)","description":"This Kato EMD SD70MAC with Nose Headlight diesel is based on the4,300-horsepower road diesel locomotives used mostly in freight servicefrom coast to coast. Features include a nose-mounted headlight five-polemotor with dual flywheels, all-wheel electrical pickup, heavy die castmetal chassis, a lighting control board that can be swapped for a DCCdecoder when you're ready (available separately), fine decoration,directional LED headlights and Kato magnetic knuckle couplers.\u003cbr\u003e\u003cbr\u003e","brand":"Kato","offers":[{"title":"Default Title","offer_id":42130858377298,"sku":"KAT-1766410","price":98.18,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/93274971079854__15468.1717787071.500.750__22074.jpg?v=1756171869"},{"product_id":"kato-n-1766412-emd-sd70mac-with-nose-headlight-alaska-railroad-4328-100-years-standard-dc","title":"Kato N 1766412 EMD SD70MAC with Nose Headlight, Alaska Railroad #4328 100 Years (Standard DC)","description":"This Kato EMD SD70MAC with Nose Headlight diesel is based on the4,300-horsepower road diesel locomotives used mostly in freight servicefrom coast to coast. Features include a nose-mounted headlight five-polemotor with dual flywheels, all-wheel electrical pickup, heavy die castmetal chassis, a lighting control board that can be swapped for a DCCdecoder when you're ready (available separately), fine decoration,directional LED headlights and Kato magnetic knuckle couplers.\u003cbr\u003e\u003cbr\u003e","brand":"Kato","offers":[{"title":"Default Title","offer_id":42130858410066,"sku":"KAT-1766412","price":128.57,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/176-6412-Alaska-100-years-SD70MAC-4328-min__68538.png?v=1756171870"},{"product_id":"bachmann-n-63569-gp40-diesel-engine-alaska-3009","title":"Bachmann N 63569 GP40 Diesel Engine, Alaska #3009","description":"Upgraded tooling\u003cbr\u003eOperating directional headlights\u003cbr\u003ePerforms best on 11.25\" radius curves or greater.\n\nWARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov","brand":"Bachmann Trains","offers":[{"title":"Default Title","offer_id":42130975981650,"sku":"BAC-63569","price":154.49,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/63569__50064.jpg?v=1756175142"},{"product_id":"preorder-walthers-proto-ho-920-10801-nyc-style-express-boxcar-troop-sleeper-conversion-alaska-10335-62-98","title":"PREORDER Walthers Proto HO 920-10801 NYC-Style Express Boxcar Troop Sleeper Conversion, Alaska #10335","description":"WalthersProto HO Scale Express Boxcars (Converted Troop Cars) is based on widely used conversions. During World War II, when American Railroads{ passenger car fleets were stretched to the limits, Pullman Standard and American Car \u0026amp; Foundry stepped up and filled out the nation{s fleet. Essentially 50' boxcars on passenger-style trucks, the cars featured simplified interiors and were used by the military to move troops across the country. After the war, there was no longer a need for these spartan passenger cars and they were sold to several railroads at bargain prices. Most of the cars had their interiors removed and windows plated over for service as Express Boxcars. Many of these cars could be found on the headend of passenger trains into the 1960s.\u003cbr\u003e\u003cbr\u003eThe WalthersProto models are available in three prototypical body styles (NYC, CB\u0026amp;Q and C\u0026amp;O versions) that include the following features:\u003cbr\u003e Accurately modeled body with rivet seams, diaphragms and other details to match each prototype\u003cbr\u003eAuthentically detailed, high-speed passenger-style trucks\u003cbr\u003eCorrect RP-25 metal wheels\u003cbr\u003eProto MAX metal knuckle couplers\u003cbr\u003eFactory-installed separate grab irons and steps\u003cbr\u003eFactory installed separate, non-opening side doors with or without windows as appropriate\u003cbr\u003eMinimum Radius: 18\"","brand":"Walthers","offers":[{"title":"Default Title","offer_id":42131026051154,"sku":"920-10801-PRE","price":6.3,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/nyc-style_express_boxcar_troop_sleeper_conversion_ready_to_run_920-10801_big__52306.jpg?v=1756176854"},{"product_id":"preorder-walthers-proto-ho-920-10821-cbq-style-express-boxcar-troop-kitchen-conversion-alaska-1550m-62-98","title":"PREORDER Walthers Proto HO 920-10821 CBQ-Style Express Boxcar Troop Kitchen Conversion, Alaska #1550M","description":"WalthersProto HO Scale Express Boxcars (Converted Troop Cars) is based on widely used conversions. During World War II, when American Railroads{ passenger car fleets were stretched to the limits, Pullman Standard and American Car \u0026amp; Foundry stepped up and filled out the nation{s fleet. Essentially 50' boxcars on passenger-style trucks, the cars featured simplified interiors and were used by the military to move troops across the country. After the war, there was no longer a need for these spartan passenger cars and they were sold to several railroads at bargain prices. Most of the cars had their interiors removed and windows plated over for service as Express Boxcars. Many of these cars could be found on the headend of passenger trains into the 1960s.\u003cbr\u003e\u003cbr\u003eThe WalthersProto models are available in three prototypical body styles (NYC, CB\u0026amp;Q and C\u0026amp;O versions) that include the following features:\u003cbr\u003eAccurately modeled body with rivet seams, diaphragms and other details to match each prototype\u003cbr\u003eAuthentically detailed, high-speed passenger-style trucks\u003cbr\u003eCorrect RP-25 metal wheels\u003cbr\u003eProto MAX metal knuckle couplers\u003cbr\u003eFactory-installed separate grab irons and steps\u003cbr\u003eFactory installed separate, non-opening side doors with or without windows as appropriate\u003cbr\u003eMinimum Radius: 18\"","brand":"Walthers","offers":[{"title":"Default Title","offer_id":42131026116690,"sku":"920-10821-PRE","price":6.3,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/cbq-style_express_boxcar_troop_kitchen_conversion_ready_to_run_920-10821_big__47353.jpg?v=1756176856"},{"product_id":"preorder-atlas-n-50006027-c-o-style-steel-center-cupola-caboose-alaska-1084-22-36","title":"PREORDER Atlas N 50006027 C\u0026O-Style Steel Center-Cupola Caboose, Alaska 1084","description":"\u003cp\u003eThe Atlas Trainman C\u0026amp;O-Style Steel Center-Cupola Caboose is based on C\u0026amp;O-built cabooses and is similar to those used by many railroads. It features an injection-molded body with applied plastic details where appropriate, smooth paint, crisp lettering and AccuMate(R) knuckle couplers.\u003c\/p\u003e","brand":"Atlas","offers":[{"title":"Default Title","offer_id":42187374428242,"sku":"ATL-50006027-PRE","price":15.09,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/5kYrM7_bbb2dd21-8232-4962-b647-93d26cefdbbe.png?v=1761318276"},{"product_id":"preorder-kato-n-1766410s-emd-sd70mac-with-nose-headlight-alaska-railroad-4003-spirit-of-moose-pass-dcc-and-sound-340","title":"PREORDER Kato N 1766410S EMD SD70MAC with Nose Headlight, Alaska Railroad #4003 Spirit of Moose Pass (DCC and Sound)","description":"\u003cp\u003ePrototype Information: The General Motors Locomotive Group (GMLG) Electro-Motive Division (EMD) SD70MAC is one of the most common locomotives plying the rails today. Originally introduced in late 1993 with an order for the Burlington Northern, the production now totals over 900 units, exceeding the combined production of the SD80MAC and SD90MAC locomotives by over 300 units. At this time, the SD70MAC, in all of its versions, has been operated by six different railroads in a total of eight different paint schemes. The railroads that operate this locomotive span from East to West and from Mexico to Alaska! Model Information: These models will be equipped with all-wheel electrical pick-up and blackened metal wheels in trucks that replicate the HTCR Phase II trucks. (On the prototype, this truck evolved from the HT-C trucks found on the SD40-2 through SD60 and features radial steering capability). Additionally, the models will feature walkway-mounted, lighted ditch lights! Handrails will be made of a paintable material so modelers can easily add white end railings. Model Features: Powerful five-pole KATO motor with dual brass flywheels Directional Headlight and illuminated, preprinted numberboards Kato magnetic knuckle coupler DCC Friendly mechanism ready for drop-in decoder installation Drop in DCC compatible with the Train Control Systems K1D4\u003c\/p\u003e","brand":"Kato","offers":[{"title":"Default Title","offer_id":42187392090194,"sku":"KAT-1766410S-PRE","price":306.0,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/5kYrM7_34ba6300-a777-4571-b770-a70a6cd8f3a8.png?v=1761318308"},{"product_id":"preorder-broadway-limited-imports-n-9261-emd-f7a-locomotive-alaska-1500-dcc-and-paragon4-sound-equipped-199-99","title":"PREORDER Broadway Limited Imports N 9261 EMD F7A Locomotive, Alaska 1500 (DCC and Paragon4 Sound Equipped)","description":"The EMD F7 is a 1,500 horsepower diesel locomotive built by General Motors' Electro-Motive Division between 1949 and 1953. The F7 was EMD's fourth model in the line of F-unit locomotives, and was by far the best-selling cab unit of all time. The F7 primarily differed from the F3 in internal equipment, but there were some noticeable external changes such as the grills and the dynamic brake hatches. F7's operated in both passenger and freight service, and many of them remained in service for decades.\u003cbr\u003e\u003cbr\u003eIn this production, we are modeling A and B-units from fourteen railroads with prototypically accurate road numbers and paint schemes. We are offering A-B sets with Powered A-units (w\/ Paragon4 Sound) and unpowered B-units, and also separate single A and B-units (where appropriate) with our full Paragon4 DC\/DCC\/Sound system. All of our models have road-specific details and lighting.\u003cbr\u003e\u003cbr\u003eRoad-specific detail options in this production, prototypically accurate for each road name:\u003cbr\u003e\u003cbr\u003e ·         Pilot prototypical for paint scheme\u003cbr\u003e ·         Operating Mars Light where prototypical\u003cbr\u003e ·         Small horizontal and Large 45-degree numberboards\u003cbr\u003e ·         Prototypical horn\u003cbr\u003e ·         Water fill hatch location\u003cbr\u003e ·         Sand fill hatch location\u003cbr\u003e ·         Dynamic brake where prototypical\u003cbr\u003e ·         Cooling fans and exhaust hatch accurate per each prototype\u003cbr\u003e ·         Winterization hatch present where prototypically accurate\u003cbr\u003e ·         Multiple MU door options on front of model\u003cbr\u003e ·         Multiple skirt options above fuel tank\u003cbr\u003e ·         Ladder rest grab irons present where prototypically accurate\u003cbr\u003e ·         Grab iron ladder present where prototypically accurate\u003cbr\u003e ·         Eyebrow grab irons present where prototypically accurate\u003cbr\u003e ·         Grab irons above cab side windows where prototypically accurate\u003cbr\u003e ·         Roof antenna present and correct where prototypically accurate\u003cbr\u003e ·         Front and Rear lift lug present where accurate\u003cbr\u003eNose door number plate present where accurate\u003cbr\u003eIndustry-leading Model Features:\u003cbr\u003e\u003cbr\u003eParagon4 Sound \u0026amp; Control System featuring ROLLING THUNDER\u003cbr\u003e\u003cbr\u003eIntegral Dual-Mode Decoder with Back EMF for Superb Slow Speed Operation in DC and DCC\u003cbr\u003e\u003cbr\u003ePrecision Drive Mechanism Engineered for Heavy Towing and Smooth Slow Speed Operation\u003cbr\u003e\u003cbr\u003eAll Wheel Electrical Pick-up\u003cbr\u003e\u003cbr\u003eABS Body with Die Cast Chassis for Maximum Tractive Effort\u003cbr\u003e\u003cbr\u003ePremium Caliber Painting\u003cbr\u003e\u003cbr\u003ePrototypically Accurate Paint Schemes and Road Numbers\u003cbr\u003e\u003cbr\u003eMany Separately Applied Details such as Grab Irons, Horns, and Bell\u003cbr\u003e\u003cbr\u003ePrototypical Light Operation\u003cbr\u003e\u003cbr\u003ePrototypically Accurate Sounds for the EMD F7 Diesel Locomotive\u003cbr\u003e\u003cbr\u003eMicroTrains-compatible Couplers (2)\u003cbr\u003e\u003cbr\u003eWill Operate on Code 55, Code 70 and Code 80 Rail\u003cbr\u003e\u003cbr\u003eMinimum Operating Radius: 9 inches","brand":"Broadway Limited Imports","offers":[{"title":"Default Title","offer_id":42187402477650,"sku":"BLI-9261-PRE","price":20.0,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/9261_1.jpg?v=1767225423"},{"product_id":"preorder-atlas-ho-10004842-mp15dc-master-silver-locomotive-alaska-1553","title":"PREORDER Atlas HO 10004842 MP15DC, Master Silver Locomotive Alaska #1553","description":"","brand":"Atlas","offers":[{"title":"Default Title","offer_id":42220016074834,"sku":"ATL-10004842-PRE","price":17.0,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/87473094073727_xzcb_ebcf073e-a1c4-42ea-8c1e-375658f0792f.jpg?v=1763679816"},{"product_id":"preorder-atlas-ho-10004843-mp15dc-master-silver-locomotive-alaska-1554","title":"PREORDER Atlas HO 10004843 MP15DC, Master Silver Locomotive Alaska #1554","description":"","brand":"Atlas","offers":[{"title":"Default Title","offer_id":42220016304210,"sku":"ATL-10004843-PRE","price":17.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/87473094073784_xzcb_e9a5d542-0917-4431-9e02-23d3b665d464.jpg?v=1763679816"},{"product_id":"preorder-atlas-ho-10004861-mp15dc-master-gold-locomotive-alaska-1554-dcc-sound-equipped","title":"PREORDER Atlas HO 10004861 MP15DC, Master Gold Locomotive Alaska #1554 (DCC \u0026 Sound-Equipped)","description":"","brand":"Atlas","offers":[{"title":"Default Title","offer_id":42220016795730,"sku":"ATL-10004861-PRE","price":26.77,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/87473094073952_xzcb_129f9223-e73a-48ec-8271-59a78cea34de.jpg?v=1763679817"},{"product_id":"preorder-atlas-ho-10004860-mp15dc-master-gold-locomotive-alaska-1553-dcc-sound-equipped","title":"PREORDER Atlas HO 10004860 MP15DC, Master Gold Locomotive Alaska #1553 (DCC \u0026 Sound-Equipped)","description":"","brand":"Atlas","offers":[{"title":"Default Title","offer_id":42220016861266,"sku":"ATL-10004860-PRE","price":26.77,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/87473094073940_xzcb_1a367190-641a-469a-8480-541bf95fb7bb.jpg?v=1763679826"},{"product_id":"preorder-atlas-ho-20008143-50sd-box-arr-10076","title":"PREORDER Atlas HO 20008143 50'SD Box ARR 10076","description":"","brand":"Atlas","offers":[{"title":"Default Title","offer_id":42225782095954,"sku":"ATL-20008143-PRE","price":4.5,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/h20008143_d8ac5bd2-2724-4edd-8866-9932d5914671.jpg?v=1765476367"},{"product_id":"preorder-rapido-n-516015-budd-rdc-2-dc-arr-712","title":"PREORDER Rapido N 516015 Budd RDC-2 DC ARR 712","description":"Our first N RDC production run focused on the RDC-1, which was built with coach seating throughout. The RDC-2 and RDC-3 versions include compartments for baggage and\/or mail.  The nifty N scale RDC-2 and RDC-3 models will be produced in both Phase 1 and 2 variations. These \"railfan\" terms were never actually used by Budd, but they neatly describe the major differences between the early style of RDCs delivered between 1949 and 1956 and the \"new look\" RDCs built between 1956 and 1962.\u003cbr\u003e\u003cbr\u003eThe Rapido N scale RDC is designed from the ground up based on the success of our RDC-1, as well as feedback from the N scale community on what they look for in a model. These units feature a hidden drive system and exceptional interior detailing, allowing for maximum performance and realism!\u003cbr\u003e\u003cbr\u003eRDC-2 and RDC-3 Features:\u003cbr\u003eDesigned from original blueprints and field measurements\u003cbr\u003eAccurate Phase 1 and Phase 2 body details\u003cbr\u003eBoth fabricated and cast trucks, as appropriate\u003cbr\u003eSingle-motor, all-wheel drive for unparalleled reliability\u003cbr\u003eAll-wheel electrical pickup\u003cbr\u003eDirectional headlights and red marker lights\u003cbr\u003eFlicker-free interior lighting\u003cbr\u003eTinted windows and fully detailed interiors\u003cbr\u003eFactory-installed couplers mounted at the correct height\u003cbr\u003eMoPower capacitor system for uninterrupted DCC power\u003cbr\u003eDC\/Silent (DCC Ready) or DC\/DCC\/Sound (ESU LokSound)","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42249770106962,"sku":"RPI-516015-PRE","price":15.55,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/516015_rdc2-1_arr.jpg?v=1771966827"},{"product_id":"preorder-rapido-n-516014-budd-rdc-2-dc-arr-711","title":"PREORDER Rapido N 516014 Budd RDC-2 DC ARR 711","description":"Our first N RDC production run focused on the RDC-1, which was built with coach seating throughout. The RDC-2 and RDC-3 versions include compartments for baggage and\/or mail.  The nifty N scale RDC-2 and RDC-3 models will be produced in both Phase 1 and 2 variations. These \"railfan\" terms were never actually used by Budd, but they neatly describe the major differences between the early style of RDCs delivered between 1949 and 1956 and the \"new look\" RDCs built between 1956 and 1962.\u003cbr\u003e\u003cbr\u003eThe Rapido N scale RDC is designed from the ground up based on the success of our RDC-1, as well as feedback from the N scale community on what they look for in a model. These units feature a hidden drive system and exceptional interior detailing, allowing for maximum performance and realism!\u003cbr\u003e\u003cbr\u003eRDC-2 and RDC-3 Features:\u003cbr\u003eDesigned from original blueprints and field measurements\u003cbr\u003eAccurate Phase 1 and Phase 2 body details\u003cbr\u003eBoth fabricated and cast trucks, as appropriate\u003cbr\u003eSingle-motor, all-wheel drive for unparalleled reliability\u003cbr\u003eAll-wheel electrical pickup\u003cbr\u003eDirectional headlights and red marker lights\u003cbr\u003eFlicker-free interior lighting\u003cbr\u003eTinted windows and fully detailed interiors\u003cbr\u003eFactory-installed couplers mounted at the correct height\u003cbr\u003eMoPower capacitor system for uninterrupted DCC power\u003cbr\u003eDC\/Silent (DCC Ready) or DC\/DCC\/Sound (ESU LokSound)","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42249770434642,"sku":"RPI-516014-PRE","price":15.55,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/516014_rdc2-1_arr.jpg?v=1771966828"},{"product_id":"preorder-rapido-n-516046-budd-rdc-3-dc-arr-702","title":"PREORDER Rapido N 516046 Budd RDC-3 DC ARR 702","description":"Our first N RDC production run focused on the RDC-1, which was built with coach seating throughout. The RDC-2 and RDC-3 versions include compartments for baggage and\/or mail.  The nifty N scale RDC-2 and RDC-3 models will be produced in both Phase 1 and 2 variations. These \"railfan\" terms were never actually used by Budd, but they neatly describe the major differences between the early style of RDCs delivered between 1949 and 1956 and the \"new look\" RDCs built between 1956 and 1962.\u003cbr\u003e\u003cbr\u003eThe Rapido N scale RDC is designed from the ground up based on the success of our RDC-1, as well as feedback from the N scale community on what they look for in a model. These units feature a hidden drive system and exceptional interior detailing, allowing for maximum performance and realism!\u003cbr\u003e\u003cbr\u003eRDC-2 and RDC-3 Features:\u003cbr\u003eDesigned from original blueprints and field measurements\u003cbr\u003eAccurate Phase 1 and Phase 2 body details\u003cbr\u003eBoth fabricated and cast trucks, as appropriate\u003cbr\u003eSingle-motor, all-wheel drive for unparalleled reliability\u003cbr\u003eAll-wheel electrical pickup\u003cbr\u003eDirectional headlights and red marker lights\u003cbr\u003eFlicker-free interior lighting\u003cbr\u003eTinted windows and fully detailed interiors\u003cbr\u003eFactory-installed couplers mounted at the correct height\u003cbr\u003eMoPower capacitor system for uninterrupted DCC power\u003cbr\u003eDC\/Silent (DCC Ready) or DC\/DCC\/Sound (ESU LokSound)","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42249771319378,"sku":"RPI-516046-PRE","price":15.55,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/516046_rdc3-1_arr_1_c115f560-35c9-4b50-a73b-fcc2f756ce18.jpg?v=1771966830"},{"product_id":"preorder-rapido-n-516045-budd-rdc-3-dc-arr-701","title":"PREORDER Rapido N 516045 Budd RDC-3 DC ARR 701","description":"Our first N RDC production run focused on the RDC-1, which was built with coach seating throughout. The RDC-2 and RDC-3 versions include compartments for baggage and\/or mail.  The nifty N scale RDC-2 and RDC-3 models will be produced in both Phase 1 and 2 variations. These \"railfan\" terms were never actually used by Budd, but they neatly describe the major differences between the early style of RDCs delivered between 1949 and 1956 and the \"new look\" RDCs built between 1956 and 1962.\u003cbr\u003e\u003cbr\u003eThe Rapido N scale RDC is designed from the ground up based on the success of our RDC-1, as well as feedback from the N scale community on what they look for in a model. These units feature a hidden drive system and exceptional interior detailing, allowing for maximum performance and realism!\u003cbr\u003e\u003cbr\u003eRDC-2 and RDC-3 Features:\u003cbr\u003eDesigned from original blueprints and field measurements\u003cbr\u003eAccurate Phase 1 and Phase 2 body details\u003cbr\u003eBoth fabricated and cast trucks, as appropriate\u003cbr\u003eSingle-motor, all-wheel drive for unparalleled reliability\u003cbr\u003eAll-wheel electrical pickup\u003cbr\u003eDirectional headlights and red marker lights\u003cbr\u003eFlicker-free interior lighting\u003cbr\u003eTinted windows and fully detailed interiors\u003cbr\u003eFactory-installed couplers mounted at the correct height\u003cbr\u003eMoPower capacitor system for uninterrupted DCC power\u003cbr\u003eDC\/Silent (DCC Ready) or DC\/DCC\/Sound (ESU LokSound)","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42249771810898,"sku":"RPI-516045-PRE","price":15.55,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/516045_rdc3-1_arr_1_3ce97555-a253-4bfd-b02f-1fcb9c5ca7f6.jpg?v=1771966829"},{"product_id":"preorder-rapido-n-516514-budd-rdc-2-arr-711","title":"PREORDER Rapido N 516514 Budd RDC-2 ARR 711","description":"Our first N RDC production run focused on the RDC-1, which was built with coach seating throughout. The RDC-2 and RDC-3 versions include compartments for baggage and\/or mail.  The nifty N scale RDC-2 and RDC-3 models will be produced in both Phase 1 and 2 variations. These \"railfan\" terms were never actually used by Budd, but they neatly describe the major differences between the early style of RDCs delivered between 1949 and 1956 and the \"new look\" RDCs built between 1956 and 1962.\u003cbr\u003e\u003cbr\u003eThe Rapido N scale RDC is designed from the ground up based on the success of our RDC-1, as well as feedback from the N scale community on what they look for in a model. These units feature a hidden drive system and exceptional interior detailing, allowing for maximum performance and realism!\u003cbr\u003e\u003cbr\u003eRDC-2 and RDC-3 Features:\u003cbr\u003eDesigned from original blueprints and field measurements\u003cbr\u003eAccurate Phase 1 and Phase 2 body details\u003cbr\u003eBoth fabricated and cast trucks, as appropriate\u003cbr\u003eSingle-motor, all-wheel drive for unparalleled reliability\u003cbr\u003eAll-wheel electrical pickup\u003cbr\u003eDirectional headlights and red marker lights\u003cbr\u003eFlicker-free interior lighting\u003cbr\u003eTinted windows and fully detailed interiors\u003cbr\u003eFactory-installed couplers mounted at the correct height\u003cbr\u003eMoPower capacitor system for uninterrupted DCC power\u003cbr\u003eDC\/Silent (DCC Ready) or DC\/DCC\/Sound (ESU LokSound)","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42249772662866,"sku":"RPI-516514-PRE","price":26.25,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/516014_rdc2-1_arr_ef4b9372-a8b4-4fe8-9c2f-25b9d6ee479a.jpg?v=1771966829"},{"product_id":"preorder-rapido-n-516515-budd-rdc-2-arr-712","title":"PREORDER Rapido N 516515 Budd RDC-2 ARR 712","description":"Our first N RDC production run focused on the RDC-1, which was built with coach seating throughout. The RDC-2 and RDC-3 versions include compartments for baggage and\/or mail.  The nifty N scale RDC-2 and RDC-3 models will be produced in both Phase 1 and 2 variations. These \"railfan\" terms were never actually used by Budd, but they neatly describe the major differences between the early style of RDCs delivered between 1949 and 1956 and the \"new look\" RDCs built between 1956 and 1962.\u003cbr\u003e\u003cbr\u003eThe Rapido N scale RDC is designed from the ground up based on the success of our RDC-1, as well as feedback from the N scale community on what they look for in a model. These units feature a hidden drive system and exceptional interior detailing, allowing for maximum performance and realism!\u003cbr\u003e\u003cbr\u003eRDC-2 and RDC-3 Features:\u003cbr\u003eDesigned from original blueprints and field measurements\u003cbr\u003eAccurate Phase 1 and Phase 2 body details\u003cbr\u003eBoth fabricated and cast trucks, as appropriate\u003cbr\u003eSingle-motor, all-wheel drive for unparalleled reliability\u003cbr\u003eAll-wheel electrical pickup\u003cbr\u003eDirectional headlights and red marker lights\u003cbr\u003eFlicker-free interior lighting\u003cbr\u003eTinted windows and fully detailed interiors\u003cbr\u003eFactory-installed couplers mounted at the correct height\u003cbr\u003eMoPower capacitor system for uninterrupted DCC power\u003cbr\u003eDC\/Silent (DCC Ready) or DC\/DCC\/Sound (ESU LokSound)","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42249772859474,"sku":"RPI-516515-PRE","price":26.25,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/516015_rdc2-1_arr_d2f74b74-dfd0-4446-b66d-d28dc727965f.jpg?v=1771966829"},{"product_id":"preorder-rapido-n-516545-budd-rdc-3-arr-701","title":"PREORDER Rapido N 516545 Budd RDC-3 ARR 701","description":"Our first N RDC production run focused on the RDC-1, which was built with coach seating throughout. The RDC-2 and RDC-3 versions include compartments for baggage and\/or mail.  The nifty N scale RDC-2 and RDC-3 models will be produced in both Phase 1 and 2 variations. These \"railfan\" terms were never actually used by Budd, but they neatly describe the major differences between the early style of RDCs delivered between 1949 and 1956 and the \"new look\" RDCs built between 1956 and 1962.\u003cbr\u003e\u003cbr\u003eThe Rapido N scale RDC is designed from the ground up based on the success of our RDC-1, as well as feedback from the N scale community on what they look for in a model. These units feature a hidden drive system and exceptional interior detailing, allowing for maximum performance and realism!\u003cbr\u003e\u003cbr\u003eRDC-2 and RDC-3 Features:\u003cbr\u003eDesigned from original blueprints and field measurements\u003cbr\u003eAccurate Phase 1 and Phase 2 body details\u003cbr\u003eBoth fabricated and cast trucks, as appropriate\u003cbr\u003eSingle-motor, all-wheel drive for unparalleled reliability\u003cbr\u003eAll-wheel electrical pickup\u003cbr\u003eDirectional headlights and red marker lights\u003cbr\u003eFlicker-free interior lighting\u003cbr\u003eTinted windows and fully detailed interiors\u003cbr\u003eFactory-installed couplers mounted at the correct height\u003cbr\u003eMoPower capacitor system for uninterrupted DCC power\u003cbr\u003eDC\/Silent (DCC Ready) or DC\/DCC\/Sound (ESU LokSound)","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42249773908050,"sku":"RPI-516545-PRE","price":26.25,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/516045_rdc3-1_arr_1.jpg?v=1771966827"},{"product_id":"preorder-rapido-n-516546-budd-rdc-3-arr-702","title":"PREORDER Rapido N 516546 Budd RDC-3 ARR 702","description":"Our first N RDC production run focused on the RDC-1, which was built with coach seating throughout. The RDC-2 and RDC-3 versions include compartments for baggage and\/or mail.  The nifty N scale RDC-2 and RDC-3 models will be produced in both Phase 1 and 2 variations. These \"railfan\" terms were never actually used by Budd, but they neatly describe the major differences between the early style of RDCs delivered between 1949 and 1956 and the \"new look\" RDCs built between 1956 and 1962.\u003cbr\u003e\u003cbr\u003eThe Rapido N scale RDC is designed from the ground up based on the success of our RDC-1, as well as feedback from the N scale community on what they look for in a model. These units feature a hidden drive system and exceptional interior detailing, allowing for maximum performance and realism!\u003cbr\u003e\u003cbr\u003eRDC-2 and RDC-3 Features:\u003cbr\u003eDesigned from original blueprints and field measurements\u003cbr\u003eAccurate Phase 1 and Phase 2 body details\u003cbr\u003eBoth fabricated and cast trucks, as appropriate\u003cbr\u003eSingle-motor, all-wheel drive for unparalleled reliability\u003cbr\u003eAll-wheel electrical pickup\u003cbr\u003eDirectional headlights and red marker lights\u003cbr\u003eFlicker-free interior lighting\u003cbr\u003eTinted windows and fully detailed interiors\u003cbr\u003eFactory-installed couplers mounted at the correct height\u003cbr\u003eMoPower capacitor system for uninterrupted DCC power\u003cbr\u003eDC\/Silent (DCC Ready) or DC\/DCC\/Sound (ESU LokSound)","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42249773940818,"sku":"RPI-516546-PRE","price":26.25,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/516046_rdc3-1_arr_1.jpg?v=1771966828"},{"product_id":"preorder-rapido-ho-1048002-sd70mac-dc-arr-4321","title":"PREORDER Rapido HO 1048002 SD70MAC DC ARR 4321","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199393362,"sku":"RPI-1048002-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_6.jpg?v=1776773305"},{"product_id":"preorder-rapido-ho-1048001-sd70mac-dc-arr-4318","title":"PREORDER Rapido HO 1048001 SD70MAC DC ARR 4318","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199426130,"sku":"RPI-1048001-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_5.jpg?v=1776773305"},{"product_id":"preorder-rapido-ho-1048004-sd70mac-dc-arr-4328","title":"PREORDER Rapido HO 1048004 SD70MAC DC ARR 4328","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199557202,"sku":"RPI-1048004-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048004_arr_2_3084149a-5240-42de-9689-2053691edd40.jpg?v=1776773306"},{"product_id":"preorder-rapido-ho-1048503-sd70mac-arr-4325","title":"PREORDER Rapido HO 1048503 SD70MAC ARR 4325","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199688274,"sku":"RPI-1048503-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_7_51955053-8069-4bb6-9172-1b4e566333c8.jpg?v=1776773306"},{"product_id":"preorder-rapido-ho-1048501-sd70mac-arr-4318","title":"PREORDER Rapido HO 1048501 SD70MAC ARR 4318","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368199917650,"sku":"RPI-1048501-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_5_4155cf16-2b63-431d-9e34-5542d722b8ce.jpg?v=1776773305"},{"product_id":"preorder-rapido-ho-1048003-sd70mac-dc-arr-4325","title":"PREORDER Rapido HO 1048003 SD70MAC DC ARR 4325","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200015954,"sku":"RPI-1048003-PRE","price":24.3,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_7_e83b5025-526d-47c4-a4a9-3a949edb69e2.jpg?v=1776773305"},{"product_id":"preorder-rapido-ho-1048504-sd70mac-arr-4328","title":"PREORDER Rapido HO 1048504 SD70MAC ARR 4328","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200441938,"sku":"RPI-1048504-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048004_arr_2_11e55493-bb3c-4fab-b029-ce0814f2362a.jpg?v=1776773305"},{"product_id":"preorder-rapido-n-1111003-sd70mac-dc-arr-4325","title":"PREORDER Rapido N 1111003 SD70MAC DC ARR 4325","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200573010,"sku":"RPI-1111003-PRE","price":18.47,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_7.jpg?v=1776773305"},{"product_id":"preorder-rapido-n-1111001-sd70mac-dc-arr-4318","title":"PREORDER Rapido N 1111001 SD70MAC DC ARR 4318","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368200835154,"sku":"RPI-1111001-PRE","price":18.47,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_5_248dec80-39ea-4db7-ae19-991d984fb279.jpg?v=1776773304"},{"product_id":"preorder-rapido-n-1111502-sd70mac-arr-4321","title":"PREORDER Rapido N 1111502 SD70MAC ARR 4321","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368201162834,"sku":"RPI-1111502-PRE","price":29.16,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_6_12643e89-29d9-4b10-9beb-a8b54b3a3ade.jpg?v=1776773305"},{"product_id":"preorder-rapido-n-1111503-sd70mac-arr-4325","title":"PREORDER Rapido N 1111503 SD70MAC ARR 4325","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368201687122,"sku":"RPI-1111503-PRE","price":29.16,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_7_bfa44ef3-56d9-4b21-9d86-335524c955ec.jpg?v=1776773306"},{"product_id":"preorder-rapido-n-1111501-sd70mac-arr-4318","title":"PREORDER Rapido N 1111501 SD70MAC ARR 4318","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368201719890,"sku":"RPI-1111501-PRE","price":29.16,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_5_099e1d21-4ea3-4c69-a22a-0413be46bba1.jpg?v=1776773306"},{"product_id":"preorder-rapido-n-1111504-sd70mac-arr-4328","title":"PREORDER Rapido N 1111504 SD70MAC ARR 4328","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368202145874,"sku":"RPI-1111504-PRE","price":29.16,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048004_arr_2_81a20d28-a88a-4801-b0dd-7cd8f7f23ad6.jpg?v=1776773306"},{"product_id":"preorder-rapido-n-1111004-sd70mac-dc-arr-4328","title":"PREORDER Rapido N 1111004 SD70MAC DC ARR 4328","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368202178642,"sku":"RPI-1111004-PRE","price":18.47,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048004_arr_2_ed973bf6-1e16-4986-b2a4-0648f6f29d7b.jpg?v=1776773305"},{"product_id":"preorder-rapido-n-1111002-sd70mac-dc-arr-4321","title":"PREORDER Rapido N 1111002 SD70MAC DC ARR 4321","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late 90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe N Scale SD70MAC Locomotives Features:\u003cbr\u003e\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eMetra rebuilds, also a first in N scale!\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eWorking headlights, ditchlights, and extra lights.\u003cbr\u003eMetra: features a gyralight, marker light, and emergency light on the nose and cab.\u003cbr\u003eMetra: tons unique rebuild details, including HEP, end buffers, and more\u003cbr\u003eCSX: Unique rear of hood housing Eco-Trans Auxiliary Power Unit\u003cbr\u003eRoad specific horns and roof detail\u003cbr\u003eSeparate grab irons and handrails installed at the factory\u003cbr\u003eHeavy, die-cast chassis with a powerful motor and dual flywheels\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eDC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 11”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368202473554,"sku":"RPI-1111002-PRE","price":18.47,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_6_065a005f-140c-4115-abfe-aaedd6be2523.jpg?v=1776773305"},{"product_id":"preorder-rapido-ho-1048502-sd70mac-arr-4321","title":"PREORDER Rapido HO 1048502 SD70MAC ARR 4321","description":"Introducing the all-new Rapido EMD SD70MAC in HO and N scale!\u003cbr\u003e\u003cbr\u003eRapido’s model has been designed from the ground up to create a wide array of phase variations on the SD70MAC, including late production units for CSX and Alaska Railroad, Metra’s unique SD70MACH, and a variety of rebuilds.\u003cbr\u003e\u003cbr\u003eThe SD70MAC was a groundbreaking locomotive, as it truly ushered in a new era of power policies and orders. It was the first production AC traction freight locomotive in North America, with Burlington Northern receiving its first 9400 series units in late 1993. The key difference with AC traction motors is their higher durability compared to DC traction motors. AC motors do not burn out at low speeds from overheating, though they cost more than DC motors.\u003cbr\u003e\u003cbr\u003eFor some railroads in the 1990s, this was a clear advantage. BN had a booming volume of Powder River unit coal trains moving to powerplants, facing long, tough grades along the way. Colorado’s Joint Line is one, with a 40+ mile 1-1.5% continuous grade. BN was using sets of 5 DC SD40-2s and C30-7s as head end power to get up that grade, and the train had to stay above 10mph or more to prevent burnout on the DC traction motors. \u003cbr\u003e\u003cbr\u003eWith AC traction motors on SD70MACs, BN only needed three units on the head end, and they could grind away at any speed to conquer the grade. For BN, the cost advantage on this heavy haul traffic was huge, so the SD70MAC orders continued into the BNSF era. Ultimately, BNSF rostered 795 SD70MACs, far more than any other railroad. At present, much of the fleet is in storage, but the remaining active units are an interesting mixture of patched executive schemes and rebuilt SD70MACs.\u003cbr\u003e\u003cbr\u003eCSX was the next largest buyer of SD70MACs, as it was also the other primary railroad to adopt AC power in the 1990s. Several modest batches of middle-production units were ordered in the late '90s. After a pause of a few years, CSX then came back for another 75 units in 2003 and 55 more units in 2004. Both orders combined were numbered 4700-4830. All CSX units have always been stencilled as “SD70AC” on CSX, regardless of order group or rebuild status.\u003cbr\u003e\u003cbr\u003eThese later CSX orders were unlike any SD70MACs that came before, as EMD was now manufacturing to Tier-1 emission standards for the engine and cooling system. That in turn had changed their styling and design on SD70Ms and SD70MACs. All of CSX’s later SD70MACs came with flared rear radiators and a hood that replaced round corners with angled bevels on all edges. Additionally, CSX requested the Eco-Trans Auxiliary Power Unit (APU) to be included, which rearranged the equipment doors and vents in the long hood under the radiators.\u003cbr\u003e\u003cbr\u003eWhile BNSF has many units in storage, CSX has taken a much different approach: a majority of its SD70MAC fleet has been rebuilt, which CSX still calls SD70ACs. These rebuilt units can be found system wide leading all types of trains, including high-priority intermodal trains, defying the perception that SD70MACs are just for hauling coal.\u003cbr\u003e\u003cbr\u003eSeveral other railroads have also rebuilt SD70MACs, all in a similar manner. The original Siemens electrical gear is replaced by newer Mitsubishi equipment similar to that found in the SD70ACe line. For some rebuilds, like CSX and KCS, the new equipment requires more height under the dynamic brake grid, so that in turn is raised up and no longer flush with the roof. KCS rebuilds have a complicated history, but several still are in CPKC mainline service in attractive Belle paint. \u003cbr\u003e\u003cbr\u003eFar more KCS units have been much stranger: the Metra SD70MACH. The units are no longer C-C, but B1-1B, as the inward axle facing the fuel tank on each truck no longer has a traction motor. The hood retains the original rounded corners of the KCS cores, but the rear section is Tier-1 style, with flared radiators and squared corners. The walkways have extra protection, and at the front and rear there are stainless steel buffer plates for coupling to passenger car diaphragms. Finally, there is the Metra lighting package: a nose headlight, nose marker lights for pushing, a high LED gyralight, and an emergency beacon on the cab. Metra ordered 15 units from Progress Rail that first arrived in 2022, and has since exercised the options for 42 total units (24 are on the property and in service.)\u003cbr\u003e\u003cbr\u003eMetra’s SD70MACHs are not the first passenger-capable SD70MACs, though; that title belongs to the Alaska Railroad’s late-model SD70MACs. Alaska Railroad had a fleet of sixteen typical mid-production SD70MACs for freight service, but did not have a good solution for powering its bustling seasonal passenger service. The solution was to take the CSX’s Tier 1 SD70MAC design, which had rearranged the rear of the hood to add an auxiliary power unit, and use that space to add HEP for the first time. The first 8 units arrived in 2004, and an additional 4 arrived in 2007 as the last SD70MACs manufactured. The twelve unit fleet is essential to Alaska Railroad’s operations, because the passenger schedule is dramatically higher than freight in summer, but very low in winter. Every major passenger train features the SD70MACs as power, but they also freely mix into freight service as needed. This makes them the only true mainline freight and passenger locomotives in North America. \u003cbr\u003e\u003cbr\u003eThe HO Scale SD70MAC Locomotives Features:\u003cbr\u003eLate-production Tier 1 units for the first time in plastic!\u003cbr\u003eCSX and Alaska flared radiator variations, also a first in plastic!\u003cbr\u003eBNSF, CSX and KCS rebuilt SD70MACe variations, you guessed it, also a first in plastic!\u003cbr\u003eMetra rebuilt the SD70MACH version, OK how many more firsts can we mention?\u003cbr\u003eMultiple nose and cab variations (Nose light, high headlight, gyralight)\u003cbr\u003eRailroad and era appropriate PTC antennas, where applicable\u003cbr\u003eThree HTCR truck variations, all with rotating bearing caps (where appropriate)\u003cbr\u003eFull lighting package including track lights, step lights, and walkway lights\u003cbr\u003eHeavy die-cast frame with many separate details\u003cbr\u003eFull interior cab details\u003cbr\u003eMetal grab irons\u003cbr\u003eFull traction motor casing details\u003cbr\u003eRapido’s innovative dead-straight metal handrails with plastic stanchions\u003cbr\u003eEtched-metal steps with fold-over step edge designs\u003cbr\u003eRubber sanding lines\u003cbr\u003eMetal knuckle couplers\u003cbr\u003eMoPower capacitor system for uninterrupted DCC running\u003cbr\u003eStandard DC\/DCC ready or Dual-Mode DC\/DCC\/Sound\u003cbr\u003eSuggested minimum radius: 22”","brand":"Rapido","offers":[{"title":"Default Title","offer_id":42368202702930,"sku":"RPI-1048502-PRE","price":35.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/1048003_arr_6_0d6fb04d-43d3-4b89-9261-11c7738801d3.jpg?v=1776773305"},{"product_id":"preorder-atlas-n-50007801-thrall-cov-hopp-arr-14100","title":"PREORDER Atlas N 50007801 Thrall Cov Hopp ARR 14100","description":"This covered hopper model is based on a late 1970s 263,000 lbs GRL (Gross Rail Loading) 4750 cubic-foot capacity designed by Thrall Car primarily for grain transport.\u003cbr\u003e\u003cbr\u003eFeatures:\u003cbr\u003eWeighted body\u003cbr\u003eEquipped with AccuMate Knuckle Couplers\u003cbr\u003eAccurate painting and lettering","brand":"Atlas","offers":[{"title":"Default Title","offer_id":42533220024402,"sku":"ATL-50007801-PRE","price":2.38,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0581\/3410\/2098\/files\/n50007801.jpg?v=1785729454"}],"url":"https:\/\/modeltrainstuff.com\/collections\/roadname-alaska.oembed","provider":"Model Train Stuff","version":"1.0","type":"link"}