Rivet Counter HO Scale EMD SD40T-2, Southern Pacific

Product Description

                                    

Road Number Specific ScaleTrains 

Road numbers 8307, 8320, 8369 and Un-numbered

  • Series SP 8307-8321 and 8357-8371
  • 8307 and 8320 – “M” with lightning bolt on cab to denote being equipped as Locotrol master
  • 8369 Locotrol – “R” with lightning bolt on cab to denote being equipped as Locotrol remote
  • Built February-April 1978
  • Era: as-built in 1978 through Mid-1980s
    • Full front and rear SP lighting package
    • Cab L-window
    • Operating front and rear tri-color class lights
  • Front and rear operating Pyle-National Dual Gyralite signal lights
  • Front and rear operating Pyle-National Single Red Gyralite (“UDE Light”)
  • Front and rear tall SP plows
  • 123” low short hood with red wheel handbrake
  • Late cab sub-base “split” doors with lift-off hinges and bolted battery doors with wide louvers.
  • Locotrol antenna ground planes on cab roof with conduits
  • Antenna ground plane on dustbin with whip antenna base
  • Cab roof bell on tripod mount
  • Extended-range dynamic brake housing with batten strip and late (latched) radiator fan access doors
  • Front straight uncoupling lever with “loop” handles
  • Rear angled uncoupling lever
  • Early center axle snubber

Road numbers 8546, 8553 8558 and Un-numbered

  • Series SP 8499-8573
  • 8546 – “Black Air” FRA air test stickers on cab sides, Los Angeles 8-86 M3 shop date
  • 8553 – “Black Air” FRA air test stickers on cab sides, Los Angeles 2-86 M3 shop date
  • 8558 – “TE” (Telemetry Equipped) stencils on cab, replacement armrests, and additional white step edging per 1990s SP safety standards
  • Built November 1978 – March 1979
  • Era: mid-1980s+
    • Full front and rear SP lighting package
    • Blanked class lights
    • Modified cab L-window
    • Los Angeles “home port” stencils and maintenance codes below cab
  • Front and rear operating Pyle-National Dual Gyralite signal lights
  • Front and rear operating Pyle-National Single Red Gyralite (“UDE Light”)
  • Front tall SP plow
  • 88” low short hood with grey wheel handbrake
  • Late cab sub-base doors with lift-off hinges and bolted battery doors with wide louvers
  • Cab roof antenna conduit
  • Antenna ground plane on dustbin with whip antenna base
  • Extended-range dynamic brake housing without batten strip and late (latched) radiator fan access doors
  • Front straight uncoupling lever with “loop” handles
  • Rear straight uncoupling lever
  • Frame mounted bell
  • Late center axle snubber

All Southern Pacific road numbers also include

  • Specially-designed low-profile drivetrain means the rear gear tower and driveshaft are completely hidden
  • Detailed see-through radiator intake compartment with front and rear bulkheads, floor treadplate, and fan motor detail
  • See-through etched-metal radiator intake screens
  • Etched radiator exhaust grills with radiator shutters underneath
  • Highly detailed 4,400 gallon fuel tank with fuel fillers and gauges
  • Large “blunt” front anticlimber
  • Sectioned treadplate detail on walkway surfaces
  • Cab with riveted side window panels
  • Nathan P-3 Horn with clearance bracket mounted on number board housing
  • Vapor air conditioner
  • Early electrical cabinet “zig-zag” seam
  • Welded ECAFB (late)
  • Intermediate inertial air intake grills
  • 3-hose MU hose clusters
  • Front notched pilot faces with lifting slots
  • SP-style 4-hole jacking plates
  • Prime air filter
  • Detailed HT-C trucks with Hyatt bearing caps, sanding lines and brackets, and D-77 traction motor and air duct details
  • Round walkway lights (non-operating)

Rivet Counter SD40-2T “Tunnel Motor” Locomotives Also Feature

  • All-new model
  • Fully assembled
  • Six (6) different road numbers
  • Dimensionally accurate truck centers
  • Correct stepwell angles and dimensions
  • Underbody frame rail with separate plumbing and traction motor cables
  • Sectioned treadplate detail on walkway surfaces
  • Accurate hood door and long hood detail
  • Accurately profiled dynamic brake housings 
  • See-through dynamic brake intakes with resistor grid detail
  • Factory-applied wire grab irons, wire lift rings, windshield wipers, snowplows, horns, coupler cut levers, and trainline hoses
  • Semi-scale coupler buffer equipped with ScaleTrains.com durable metal semi-scale E Type knuckle couplers
  • Directional LED headlights
  • Printed and LED lighted number boards
  • All-wheel drive
  • All-wheel electrical pick-up
  • Dual flywheels
  • Motor with 5-pole skew wound armature.
  • Printing and lettering legible even under magnification
  • Color matched to Tru-Color Paint colors whenever possible
  • Operates on Code 70, 83 and 100 rail
  • Packaging safely stores model
  • Minimum radius: 18”
  • Recommended radius: 22”

  

    Prototype History

    Due to their rugged operating environment, stretching from the Pacific coast, to the Sierra Nevada, to the deserts of the Southwest, Southern Pacific Railroad, and its subsidiary, the St. Louis-Southwestern (aka Cotton Belt), weren’t shy about ordering specialized equipment.  The famed AC-series “Cab Forward” articulated steam locomotives were one example, designed with tunnel and snowshed operation in mind.  Partway into SP’s diesel era, the tunnels and snowsheds common on the western half of the system would again prove to be an operational headache, thanks to locomotives overheating during long pulls in their cramped confines.  Once they overheat, thermostatic controls would automatically make the unit reduce its output, or even shut down altogether, resulting in a loss of horsepower that may be enough to stall the train.

    SP and EMD would collaborate on finding a solution to the problem.  One idea that was tested in the late 1960s was “Elephant Ears”, large sheet-metal airfoils, applied to the radiator intakes of various members of SP’s large SD45 fleet.  While effective at their intended purpose of directing a greater volume of cooling air towards the radiators, and reducing overheating problems, they were a maintenance hassle that blocked easy access to numerous hood doors.  Engine crews also disliked them, as they could be an impediment on the walkways.  A more permanent solution would be found in 1972, with the delivery of the first SD45T-2 to SP.  Cataloged by EMD as an extra-cost option of their basic SD45-2 … “SD45-2 with cooling system modifications”, as described in EMD product manuals from the early 1970s … the SD45T-2 built upon the basic principle of the elephant ears, but in a permanent package.  A success, SP would order a “T-2” variant of the SD45T-2s cousin, the SD40-2.

    For the SD40T-2, the basic SD40-2/45-2 frame was stretched several feet to allow for an enlarged radiator compartment at the rear of the long hood.  Instead of the traditional placement of the radiator fans on the long hood roof, above the radiator cores and intake grills, the T-2 design placed the radiator fans and a diffuser assembly inside of the hood, below the radiator cores, and above a large, open radiator intake area placed at walkway level, resulting in faster, more efficient cooling.  SP 8300, built in 1974, would be the first SD40T-2, whose fuel-efficient sixteen-cylinder 16-645E3 prime mover would prove to be more popular than the thirsty twenty-cylinder 20-645E3 used in the SD45T-2.

    The SD40T-2 quickly became a fixture on the Southern Pacific, with a total of 240 units built for SP (and its Cotton Belt subsidiary) between 1974 and 1980.  Built in multiple groups over that time period, they would exhibit various customer option differences, as well as EMD production differences.  The first SD40T-2s, SP 8300-8306, and 8350-8356, were equipped with 116” long extended low short hoods to house Locotrol electronic equipment for remote control helper operations.  Subsequent deliveries of units equipped with extended “snoot” low short hoods would measure 123” in length, reflecting EMD design changes across the product line.  All SP/SSW units featured a large air conditioner housing on the cab roof (a welcome relief in the arid southwest), a 3-chime Nathan P3 airhorn offset to one side of the number board housing, and in the case of the Locotrol-equipped snoots, additional antenna ground planes and related cable conduits on the cab roof.

    And of course, the units would be equipped with SP’s traditional Pyle-National “Gyralite” signal light package; while the SP 8300-8306, 8350-8356 only had signal lights on the front, changes to signal light policy saw all subsequent orders equipped with these safety appliances front and rear.  The dual clear Gyralite assembly was intended to supplement the standard dual sealed-beam headlights as an attention-getter for motorists and pedestrians, while the single red-lensed Gyralite was meant as a safety feature for other trains.  Tied into the brake system, when brake pressure suddenly dropped, in an emergency brake application, as might happen when brake lines parted in a derailment or other mishap, the red Gyralite would automatically illuminate, extinguishing other headlights in the process, as a warning to trains on adjacent tracks that the train was in emergency, and to be wary of derailed equipment possibly fouling the tracks.

    In the Rockies, coal hauler Rio Grande faced similar operating challenges as SP in regards to long tunnels and heavy grades, such as the massive Moffat Tunnel, stretching over 6 miles long.  Liking what it saw in the SD40T-2, Rio Grande would order them as well, taking delivery of its first units in 1974.  Painted black with Aspen gold striping on the ends, sidesill, and number board box, a total of 73 units would be delivered to the Grande.  Eschewing cab air conditioning, Rio Grande optioned a dual Mars light, later Gyralite, assembly mounted in the low short hood, and most distinctively, requested a 4,000 gallon fuel tank, in contrast to the longer 4,400 gallon tank specified on all SP/SSW SD40T-2s.

    Popular with engine crews and maintenance forces alike, the SD40T-2 would form the backbone of the SP and Rio Grande locomotive fleets well into the 1990s.  Physical changes would appear to their fleets over the years; as a cost-cutting measure during the mid 1980s, as SP was struggling during an economic downturn, as well as the failed SPSF merger, the distinctive Gyralite signal lights, with their electric motors and moving parts, started to be removed, replaced by Prime Stratolite “digital” rotary beacons on the cab roof.  Also deleted were the expensive engineer’s side “L” front cab windows, replaced by cheaper, more standardized pieces of impact-resistant glazing.

    On Rio Grande’s fleet, changes were subtle; following the success of their SD50s, beginning in 1985, Rio Grande began to retrofit their SD40T-2 with Positive Traction Control, or PTC (different from the definition of PTC in the 2000s), which promised increased tractive effort on par with the newer SD50s.  The retrofit consisted of wheelslip sensors added to all axles, as well as an electronic control cabinet added to the walkway behind the cab, on the conductor’s side.  By 1989, the SP/SSW and Rio Grande SD40T-2 fleets would become one, with the purchase of Southern Pacific by Rio Grande Industries, with the better-known Southern Pacific name being used as the corporate image for the combined companies.

    Into the 1990s, the SD40T-2s soldiered on.  In 1991, the SP “Speed Lettering” paint scheme was introduced, with elements taken from both SP and Rio Grande.  With a backlog of tired units needing overhauls and fresh paint, only a relatively small number of SP and Rio Grande SD40T-2s would be repainted into the striking new livery, but they looked sharp amongst a sea of grungy locomotives.  While the new livery showed promise for a railroad that had struggled throughout the 1980s and was seemingly getting back on its feet in the 1990s, it was to be short lived, as Union Pacific would acquire Southern Pacific in 1996, with the merger taking effect on 9-11-96.  As with past merger acquisitions, UP quickly absorbed the combined SP/SSW/DRGW SD40T-2 fleet, with many receiving coats of UP Armour yellow and gray.  Others would receive new UP-system numbers in the form of a “patch” over their old numbers.

    Into the 2000s, as newer, more fuel-efficient locomotives came online, the SD40T-2s that had served so well for over thirty years slowly started to fade from use on the UP.  However, not all were to meet the scrapper’s torch; some would be sold, and go on to careers with shortline or regional railroads, such as KCS and Wheeling & Lake Erie.  While far removed from the western tunnels and snowsheds they were designed for, these venerable machines soldier on for their new owners, and should continue to do so for years to come.

     

     

    DCC & Sound Ready – Operates on DC

    Retail: $209.99

    Our selling price: $169.99

     

    ESU-LokSound DCC & Sound Factory Installed

    Retail: $324.99

    Our selling price: $259.99

     

    SKU Road Name Sound Option Price Quantity
    SXT31056 8307 / ESU LokSound DCC & Sound Equipped $259.99 Sold Out
    SXT31057 8307 / DCC & Sound Ready $169.99 Sold Out
    SXT31058 8320 / ESU LokSound DCC & Sound Equipped $259.99 Sold Out
    SXT31059 8320 / DCC & Sound Ready $169.99 Sold Out
    SXT31060 8369 / ESU LokSound DCC & Sound Equipped $259.99 Sold Out
    SXT31061 8369 / DCC & Sound Ready $169.99 Sold Out
    SXT31062 8545 / ESU LokSound DCC & Sound Equipped (Preorder) $259.99
    SXT31063 8545 / DCC & Sound Ready $169.99 Sold Out
    SXT31064 8553 / ESU LokSound DCC & Sound Equipped $259.99 Sold Out
    SXT31065 8553 / DCC & Sound Ready $169.99 Sold Out
    SXT31066 8558 / ESU LokSound DCC & Sound Equipped $259.99 Sold Out
    SXT31067 8558 / DCC & Sound Ready $169.99 Sold Out
    SXT31433 No # V1 / ESU LokSound DCC & Sound Equipped (Preorder) $259.99
    SXT31434 No # V1 / DCC & Sound Ready $169.99 Sold Out
    SXT31435 No # V2 / ESU LokSound DCC & Sound Equipped (Preorder) $259.99
    SXT31436 No # V2 / DCC & Sound Ready $169.99 Sold Out

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