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ScaleTrains Rivet Counter N SXT39090 DCC Ready GE AC4400CW Locomotive Canadian Pacific 'Beaver' Scheme CP #9604
ScaleTrains Rivet Counter N SXT39090 DCC Ready GE AC4400CW Locomotive Canadian Pacific 'Beaver' Scheme CP #9604
ScaleTrains Rivet Counter N SXT39090 DCC Ready GE AC4400CW Locomotive Canadian Pacific 'Beaver' Scheme CP #9604
ScaleTrains Rivet Counter N SXT39090 DCC Ready GE AC4400CW Locomotive Canadian Pacific 'Beaver' Scheme CP #9604

ScaleTrains Rivet Counter N SXT39090 DCC Ready GE AC4400CW Locomotive Canadian Pacific 'Beaver' Scheme CP #9604

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$186.99 $149.99
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SKU:
SXT39090

Description

Please note picture is representative of the item but may not be same road number. Always refer to product description for actual product details.

ScaleTrains Rivet Counter N SXT39090 DCC Ready GE AC4400CW Locomotive

Canadian Pacific 'Beaver' Scheme CP #9604

Road Number Specific ScaleTrains

  • All-new model 
  • Era: 1997 to Present 
    • Series 9600 to 9683; built 9/97 – 1/98
    • Road numbers 9604, 9625, 9637, 9641 and 9658
      • Standard CP beaver scheme
  • Fully-assembled 
  • Multiple road numbers
  • LED-illuminated front deck-mounted ditch lights
  • LED-illuminated low-mount cab number boards*
  • Directional LED-illuminated headlights
  • Painted and factory-applied detail parts: wire grab irons; trainline hoses with silver gladhands; 3-hose MU clusters with silver gladhands; MU cable, uncoupling levers; windshield wipers; mirrors; sunshades; brake wheel; and more
  • Tall snowplow with open doors and grab irons
  • Semi-scale Type E knuckle couplers – Micro-Trains compatible
  • Body mounted coupler box – accepts Micro-Trains 1015/1016 type couplers without modification
  • 5-step stepwells
  • Walkway with front anticlimber
  • GE “nub” pattern walkway tread
  • Narrow profile end handrails
  • Nose door with window and vertical grab iron
  • Two-piece nose top grab irons
  • Front LED-illuminated headlight with lenses on low short hood (low headlight)
  • Battery cabinet access door without latch
  • GE safety cab with three (3) side windows
  • Right side cab under floor access doors: four screened louver sections per door
  • Left side cab under floor access doors: bolted panel forward of the HVAC unit
  • Detailed cab interior with floor, rear wall, seats, and desktop
  • Tinted cab side windows
  • Three large Sinclair “ice skate” communication antenna; small Sinclair “ice skate” End of Train (EOT) telemetry antenna
  • Early: six (6) tall vertical rectangular bolted panels and three (3) horizontal short panels
  • Continuous reinforcement rib under dynamic brake intake grilles
  • Standard dynamic brake exhaust (2-port)
  • Forward right-side air intake grille
  • Left side auxiliary cab: three (3) medium doors with latches on the #2 door
  • Capacitor box on left side walkway 
  • Right side auxiliary cab: four (4) doors with latches on #1 and #4 doors
  • Late angled engine cab profile with tri-fold power assembly access doors
  • Lost-wax brass cast Nathan AirChime K3LAR2 horn mounted on engine cab
  • “Bathtub” exhaust silencer
  • 2 individually applied etched metal radiator exhaust grilles.
  • Right side late radiator door grilles in alternating heights
  • Standard brake wheel
  • Left rear hood door grille arrangement: tall, short, tall grilles
  • High-mounted rear sandfiller
  • Early “box” lifting lugs on ends of radiator wings 
  • Rear LED-illuminated vertical headlight with lenses
  • Accurately profiled frame with separately applied plumbing and traction motor cabling
  • Early GE Steerable Trucks with separately applied brake cylinders and air plumbing
  • Dual Graham-White (Prime) 975-075 air filters
  • Graham-White 994-500 series air dryer
  • 5,000 gallon fuel tank
  • Single fuel fills per side
  • Round and vertical analog fuel gauges; digital fuel gauges
  • Fuel tank mounted steel bell
  • Separate air tanks with lower mounting brackets, connector pipe, and connector pipe cover
  • Early square handbrake chain bracket
  • Spare coupler knuckle holders on rear pilot face
  • Motor with 5-pole skew wound armature
  • Dual flywheels
  • All-wheel drive
  • All-wheel electrical pick-up
  • Printing and lettering legible under magnification
  • Operates on Code 55 and 80 rail
  • Packaging safely stores model
  • Minimum Radius: 9 ¾”
  • Recommended Radius: 11”

DCC & sound equipped locomotives also feature:

  • ESU-LokSound 5 Nano DCC & sound decoder with “Full Throttle”
  • Cube-type speaker
  • Accurate FDL-16 prime mover and auxiliary sounds, horn, bell, and more
  • Operates on both DC and DCC layouts**

DC/DCC ready locomotives also feature:

  • Operates on DC layouts**
  • DCC ready with Nano connector  

* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC

** In DC operation, both front ditch lights illuminate; rear ditch lights (if equipped) do not illuminate

**Lombard Hobbies Recommendation - As modelers ourselves we highly recommend ONLY running DCC on DCC systems and DC on DC systems, regardless of 'Dual-Mode' capability. This gives optimum performance and safeguards the unit from possible damage from running on a different system than originally intended and from any inexperienced operator errors.

PROTOTYPE HISTORY

The AC4400CW was based upon GE’s highly successful Dash 9-44CW design, and would become one of the hottest selling locomotives of the 1990s and beyond.
 
Initial AC4400CW customers utilized their units in applications best suited for their tremendous lugging ability. 
 
CSX Transportation (CSXT) was another early customer and ordered a sizable fleet of ACs for service in the Appalachian coal fields. Delivered in the attractive yellow, blue, and gray “YN2” scheme, the new units quickly became crew favorites. The new AC4400CWs handily outperformed older locomotive models in their daunting assignment.
 
Western giant Southern Pacific (SP) stunned the industry with a massive order of 278 units. All were delivered in their longtime gray and scarlet, but with the Rio Grande Industries inspired “Speed Lettering” on their flanks. While SP struggled financially throughout the 1980s, by the 1990s they were seemingly on the rebound, ordering large numbers of high-horsepower, 4-axle units over the previous years, for use on high-speed, high-priority intermodal traffic. However, SP’s 6-axle heavy-haul fleet had languished over the years, and the ACs were a much-needed shot in the arm. A.C. power allowed SP to handle growing amounts of bulk traffic (coal, minerals, crude oil, and grain) across the system.
 
Enticed by the promises of improved train handling and reduced maintenance costs, more and more railroads took notice and joined the A.C. revolution. Eventually, as operating practices evolved, ACs would find themselves in services beyond the heavy-tonnage applications they were originally envisioned for. As piggyback traffic dwindled and heavier double-stack container trains became more prevalent, AC4400s started finding their way onto those trains, where again their performance characteristics proved their value. As older power was retired or cascaded down into more secondary duties, ACs were finding themselves on just about every service on the railroad.
 
In recent years, railroads such as Canadian Pacific, CSX, and Union Pacific have embarked on rebuilding programs for their AC4400 fleets. These programs replace worn out or obsolete components, plus upgrading various systems to improve performance. While examples of the competing EMD product have not been as fortunate. In fact, some have already been retired and scrapped. Aside from wreck victims, nearly all AC4400s are still in service. With rebuild and upgrade programs, they will likely be in service for many years to come.

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