Rapido Trains Inc HO 42630 DCC/ESU LokSound V5 Equipped GE C36-7 Locomotive Union Pacific '1988 Reletter' UP #9003

Union Pacific Features:

Delivered in 1985

• Rockwell truck sideframes with high brake cylinders
• C36-7 late 7-grille hood
• Extended range dynamic brake “hump”
• Late rear with no numberboards and low (blanked) class lights
• Large “silenced” exhaust
• Large 4,300 gallon fuel tank
• 2-window cab
• Firecracker antenna
• Smooth nose
• Large UP plow
• Rear pilot knuckle holders
• Blanked class lights
• Ditch lights

The Rapido HO Scale C36-7 Locomotive features:

• Headlights and rear lights
• Class lights, marker lights, or ditch lights, where applicable
• Step lights
• Lit numberboards
• Full traction motor casing details
• Metal brake chain on engineer’s side
• Detailed underbody piping and conduit
• Separate grab irons
• Rapido’s innovative dead straight metal side handrails with plastic stanchions
• Detailed cab interior
• Lighted control stand
• Heavy, die-cast weight for heavy hauling
• 5-pole skew-wound motor with dual flywheels
• Sound-equipped units feature ESU Loksound V5 decoders
• Many road specific details

Prototype Information:

The C36-7 was General Electric’s higher-horsepower six-axle Dash-7 offering, with a 16-cylinder 3,600 horsepower or 3,750 hp rating (compared to the C30-7's 3,000 hp.) Built between July 1979 and February 1989, over 599 total units were produced. Of those, 129 were domestic orders for Conrail, Missouri Pacific, Norfolk & Western, and Norfolk Southern. Another 40 were made for Ferrocarril del Pacifico and National de Mexico.

In March 1981, GE built the first domestic order of C36-7's – a small order of 6 for Norfolk and Western. N&W received 25 more C36-7's in the “Claytor” scheme a year later in 1982. All of the N&W units featured a slight late-production change in hood doors and seams behind the cab, shared with late production C30-7's. They were set up short hood forward, and their high horsepower was put to good use on N&W’s heavy trains.  

By that time, GE 6-axle production heavily tapered off domestically – the last domestic C30-7's ordered were produced for Santa Fe in late 1982 and early 1983; after that, all C30-7 production was for Mexico. After over a year of pause, a 12-unit C36-7 order for Norfolk Southern was produced in 1984 – and they looked very different. Hinting at future Dash-8 design, the units had a boxy raised hump for extended range dynamic braking behind the cab. Despite the boxyness, they also had a late Dash-7 feature – a totally smooth, rounded nose, with no box for the headlight. As an NS purchase, these units were set up long-hood forward, including plows and later ditch lights on the rear.  

Next, Conrail received 25 C36-7's in 1985 that did not feature the boxy hump but did have other late-production features like the smooth nose and hood detail differences. Additionally, they were rated at 3,750 hp. These were a common sight in consists with C30-7A's on the CR system, and were used in all manner of service, from heavy coal drags to intermodal and mixed freight. 

Finally, in late 1985, Missouri Pacific received the largest and most distinct order of C36-7's – 60 units numbers 9000-9059. Missouri Pacific was being merged into UP at the time of their order, so the units came in UP yellow with Missouri Pacific "North Little Rock” shop lettering. The units featured the boxy dynamic brake housing, and added a higher capacity 4,300 gallon fuel tank that filled the entire space between the trucks, and were rated at 3,750 hp.  

That covers it! Except – why are there BN units in here? Because BN ultimately rostered what they called C33-7’s and C36-7’s. During 1991 BN began an upgrade process to over 40 C30-7’s, which received improved wheel slip control, additional ballasting, and increased horsepower. Units uprated to 3,300hp became “C33-7’s”, and to 3,600hp became “C36-7’s”. Externally, there was no difference, although at some point in the late 1980’s BN’s C30-7’s had a door swapped near the radiator to add an extra grille. For the upgraded units, the key difference was red numberboards to distinguish the upgrade – this applied to both cascade green units, and units that received “Whiteface” paint. To avoid confusion, this was not the same as a late 80’s test of lube oil on certain units, which also was shown by yellow or red numberboards.