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With a wave of consolidation behind it, North American railroading is once again a good business to be in.
At the heart of the Evolution Series is a brand new prime mover, the turbocharged four-cycle, 12-cylinder GEVO-12. GE claims the EVOs are "the most fuel-efficient, most environmentally friendly diesel locomotives in history.
Produced from 1972 to 1986, the GP38-2 helped inaugurate Electro-Motive's "Dash-2" series of locomotives and became one of EMD's all-time best sellers. Building on the success of the GP38 introduced in 1966, the Dash-2 model looked almost identical on the outside but incorporated a host of internal upgrades that lowered exhaust emissions and improved reliability, ease of maintenance, and tractive effort.
The result was an engine so hard working and dependable that it became as common on American railroads as the F-unit was in the 1950s and '60s. New for 2014, this accurately modeled GP38-2 joins our economically priced Ready2Rail lineup in eight prototypical paint schemes. Estimated delivery dates - opens in a new window or tab include seller's handling time, origin ZIP Code, destination ZIP Code and time of acceptance and will depend on shipping service selected and receipt of cleared payment - opens in a new window or tab.
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The standard bearers for EMD, newly independent and no longer a division of General Motors, are its 70 Series road freight engines, the SD70M-2 shown here and the SD70ACe detailed on page 8.
For the first six decades of the diesel era, the main goal of locomotive design was higher horsepower. The Dash 9 exemplified the modern locomotive at the turn of the 20th century, with microprocessors ensuring that its 4400 horses were working as efficiently and as often as possible.
BNSF and the Norfolk Southern purchase the largest Dash 9 fleets, with more than 1000 units each, and both opted for not-quite-stock locomotives. Norfolk Southern Dash 9s have software that downrates their motors to 4000 hp in order to reduce engine wear and fuel consumption.


While producing the same 4400 horsepower as its 16-cylinder FDL-series predecessor, the GEVO-12 uses less fuel and spits out 40% fewer emissions. With over 2200 engines sold throughout North America, rare was the railroad that did not roster these reliable, second-generation EMD workhorses. Most significant was the replacement of the maze of hard-wired circuits, switches, interlocks, and relays - which had characterized first-generation diesels and had been the source of many of their service issues - with modular, solid-state electronics.
Trains magazine recognized this in 1982 by designating B&O GP38 #3802 (a pre-Dash-2 model) as the All American Diesel; the engine resides today in the Baltimore & Ohio Railroad Museum, repainted in its 1982 Chessie System colors. Import charges previously quoted are subject to change if you increase you maximum bid amount. This piece is in great shape, with just a couple very minor scratches and minimal signs of handling. Both locomotives are powered by a two-cycle, 16-cylinder, 4300-horsepower model 710 prime mover and have a top speed of 70 mph. Introduced in 1993, GE's 4400 hp Dash 9 and its AC-motored sibling, the AC4400CW, were three times as powerful as a typical first-generation diesel and had 10% more horsepower than their immediate predecessor, the Dash 8. By the late 1990s, North American railroads had rejected the 6000 hp concept and concluded that the 4300-4400 hp diesel was the Goldilocks locomotive - not too big, not too small, but a versatile, just-right building block for multiple-unit lashups.
It rode on GE's brand-new HiAdTM trucks (for high adhesion), with computerized wheelslip control. Before its merger into BNSF in 1995, the Santa Fe specified a unique notch on the side of its Dash 9 cab roofs for clearance reasons, particularly at its York Canyon, New Mexico coal loadout. From the shock absorbers and brake lines on its HiAd trucks, to its windshield wipers, MU hoses, and metal grilles, our Dash 9 is loaded with accurate, added-on detail parts. Locomotive orders are coming in at a solid pace from the Big Six roads that dominate rail transportation on the continent: Union Pacific, BNSF, CSX, Norfolk Southern, Canadian National, and Canadian Pacific. Each of its cylinders displaces 950 cubic inches, nearly three times as much as an entire Corvette V-8. Admire the details as the Evolution Series glides by: see-through fans and grilles, walkways with safety tread, lighted ditch lights, windshield wipers, body and truck air brake piping, and a host of other separately applied details. Other improvements toughened the pistons, rings, and bearings of the 2000-horsepower, non-turbocharged model 645 prime mover. Many GP38-2s have soldiered on for more than three decades and remain in service today on short lines and regional railroads.
If you reside in an EU member state besides UK, import VAT on this purchase is not recoverable.
Locomotive orders are coming in at a record pace from the Big Six roads that dominate rail transportation on the continent: Union Pacific, BNSF, CSX, Norfolk Southern, Canadian National, and Canadian Pacific. The biggest difference between the siblings is what's under the floor: traditional DC traction motors in the SD70M-2's trucks and AC traction motors in the SD70ACe.


A couple years later, GE and then EMD introduced 6000 hp engines, the first single-unit diesels to equal the power of the last and best steamers. It was the last and best of GE's third-generation diesels, the generation in which computers were integrated into nearly every locomotive function, from engine management to traction control to spotting and reporting maintenance issues. Known as a gull wing cab roof, this feature was carried over into subsequent BNSF Dash 9 orders, and is accurately rendered on our Santa Fe, transition period, and BNSF models. While NS also specified a unique (and somewhat retro) narrow-nosed cab on its first Dash 9 order, the federal railroad Administration soon required it to purchase the standard wide-nose model for greater safety. And the two remaining diesel builders are locked in a battle to become the locomotive supplier for the 21st century. Before they went on sale in 2005, 52 preproduction units were tested in revenue service across the continent for more than a year.
And the two remaining diesel builders, EMD and GE, are locked in a battle to become the locomotive supplier for the 21st century. While AC traction motors put more tractive effort on the rails and enable an SD70ACe to start a heavier train with the same horsepower, that additional capability comes at a cost. The Dash 9's wide-nosed North American cab, an option on earlier diesels, was standard equipment, solidifying the new look in road diesels.
Caterpillarr-owned EMD, no longer a division of General Motors, is represented by the AC-traction-motored SD70ACe and its DC-traction sibling, the SD70M-2.
Every Big Six railroad has ponied up to buy the ES44, with the BNSF currently rostering the largest EVO fleet. AC-powered locomotives are both more expensive and more electrically complex than engines with DC traction motors, which most diesels have used since the 1940s. The Dash 9's successor, today's GE Evolution Series, helped usher in the diesel era's fourth generation: still 4400 hp, but a 21st century "green machine" with a much smaller carbon footprint. It was also the first GE diesel not offered with four-wheel trucks, recognizing that 6-axle, 4400 hp freight power was the new normal.
For that reason, the Norfolk Southern and Canadian National have found the SD70M-2 more suitable to their needs, and both roads roster large DC fleets.
And its four-stoke, V-16 7FDL motor was the final refinement of the 2500 hp prime mover that had powered the U25B - General Electric's landmark 1959 product that had launched GE back into the locomotive market and the diesel era into its second generation.



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