ScaleTrains Rivet Counter N SXT40009 DCC/ESU LokSound 5 EMD GP30B Freight Locomotive Union Pacific "Dependable Transportation" UP #726B

Description

ScaleTrains Rivet Counter N SXT40009 DCC/ESU LokSound 5 EMD GP30B Freight Locomotive

Union Pacific "Dependable Transportation" UP #726B

Road Number Specific ScaleTrains

• All-new model 
• Series UP 700B to 726B (Freight), built 4-6/1963, Phase Ie
• UP 705B and 726B
  • “B” unit high short hood with ratchet brake and chain guard
  • Wire inertial air intake grills
  • UP “Dependable Transportation” Scheme
• Fully-assembled 
• Multiple road numbers
• Directional LED headlights
• GP30B B-unit “cab”
• No number boards
• No pilot plows or plates
• 4-hose multiple unit (MU) hose clusters with silver gladhands
• Body mounted knuckle couplers; Micro-Trains compatible
• Coupler box accepts Micro-Trains 1015/1016 couplers without modification
• Front and rear straight uncoupling levers without loop handles
• As-delivered pilot faces without uncoupling lever loop notches
• Deck-mounted multiple unit (MU) receptacle
• “Short” stepwells
• Handrail set with center gangway chains 
• Front and rear standard drop steps
• Scale sectioned treadplate detail with EMD “dot” style pattern
• Hinged battery box doors with early hinges and narrow louvers
• Early cab sub-base doors with early hinges
• Front standard EMD LED-illuminated headlight with lenses on high short hood
• No cab vents
• No mirrors
• No sunshades or sunshade tracks 
• No Horn
• No Antenna
• Accurate hood door and long hood detail
• Early 2-panel inertial compartment
• Tall turbo exhaust stack
• Extended-range dynamic brakes with 48” fan on riser ring
• Late dynamic brake intake grills with horizontal wires through vertical vanes
• 7-horizontal rib radiator intake grills
• See-through front and rear 48” radiator fan housings with 8-blade fans; 36” pan-top center radiator fan
• Curved radiator fan grab iron
• Square sand fill hatch on top of long hood end
• Rear LED-illuminated horizontal headlight with lenses
• Underbody frame rail with separate plumbing
• Detailed Blomberg-B trucks with Hyatt bearing housings; elliptical springs; end transom detail; separate sanding lines and brackets; and separate swing hanger detail
• Dimensionally accurate truck centers
• No underbody air filter
• 2,600-gallon fuel tank with vertical gauges and fuel fill in sill skirt; round gauges in fuel tank sides
• Factory-applied wire grab irons, windshield wipers, trainline hoses with silver gladhands, air tanks and more 
• Motor with 5-pole skew wound armature
• Dual flywheels
• All-wheel drive
• All-wheel electrical pick-up
• Directional LED headlights
• Printing and lettering legible even under magnification
• Operates on Code 55 and 80 rail
• Packaging safely stores model
• Minimum radius: 9 3/4”
• Recommended radius: 11”

DCC & sound equipped locomotives also feature:

• ESU LokSound 5 DCC & Sound decoder with “Full Throttle”
• One (1) cube-type speakers
• Prime mover sound
• 16-cylinder 567D3 prime mover sound
• Operates on both DC and DCC layouts**

DC/DCC & sound-ready locomotives also feature:

• Operable on DC layouts**
• DCC ready with E24 connector

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

**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 arrival of the U25B in 1959 and the interest it drew from the railroads meant EMD would revamp its designs to meet the challenge from the newcomer. The basic GP7/9/18/20 platform was stretched slightly to allow for a larger fuel tank for increased range and tractive effort. Having proven the advantages of turbocharging in the predecessor GP20, the turbocharged 16-567 prime mover was retained, though receiving a slight boost to 2,250hp. The biggest change came in the carbody design, which featured an all-new main electrical cabinet at the rear of the cab, which drastically changed the cab height and profile in comparison to the GP20. EMD would also introduce a centralized air system as well, with an inertial air intake and filtration system to provide clean pressurized air to the locomotive. And in an unusual twist, EMD engineers would turn to parent GM’s automotive styling department to help blend all of these new features into the carbody.

The result of all of these design features was the GP22. With its model number falling in line with its horsepower rating and EMD’s numbering system at the time, this new demonstrator locomotive for 1961 looked like no other in the EMD lineup. The taller electrical cabinet, combined with the styling input from GM, created a “humpback” from the cab back, extending into the inertial air filter compartment, ending in fairings that straddled the roofline and concealed optional dynamic braking equipment. Coming with a low-short hood as standard, the cab face featured a “vee” profile, offering improved visibility and reduced glare for the crew. The cab front roofline was set back in a unique brow, and the flat cab roof rolled gracefully down on each side into a stepped fairing, all blending into the long hood roofline.

The demo unit, numbered 5629, quickly set out to prove its capabilities and features to the railroads. But before long, EMD would re-designate its new general-purpose unit the “GP30”, mainly as a marketing move, the rationale being the model number “30” being greater than the “25” of the competition. They would also tout “30” design features and improvements over previous models. This change, along with a return trip to LaGrange for a new demonstrator paint scheme and some styling tweaks to the carbody that would give it the definitive GP30 “look”, would set the stage for the GP30’s arrival on the railroad scene.

The GP30 would prove to be a winner for EMD, outselling the upstart U25B nearly 2:1, with examples being sold to most major railroads of the era by the time production ended in 1963.  To accommodate 3-person crews consisting of engineer, conductor, and head brakeman riding on the locomotive, UP asked EMD to enlarge the cab, which they did by lengthening the left side of the cab by several inches, allowing space for a third seat on that side of the cab. This also resulted in the deletion of a handrail stanchion that was immediately behind the cab on the left side, providing another spotting feature besides the increased cab length aft of the side window opening. This special request went on to be a standard feature on GP30s built from late 1962 onward.

The largest original GP30 owner was Union Pacific, acquiring a total of 112 standard GP30s, and 40 cabless GP30Bs, the only owner of that type. These cabless units came in two distinct groups; standard GP30Bs intended as freight booster units, and steam-generator equipped GP30Bs meant for passenger duty, typically trailing behind SDP35s on secondary trains, such as troop trains of servicemen embarking to the conflict brewing in Southeast Asia in the mid-1960s.

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