Passenger

Passenger


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New York Central RailKing 4-Car 60' Streamlined Passenger Set

New York Central RailKing 4-Car 60' Streamlined Passenger Set

Durable ABS Intricately Detailed Bodies
Metal Wheels and Axles
Overhead Interior Lighting
Die-Cast 4-Wheel Trucks
Operating Die-Cast Metal Couplers
Colorful, Attractive Paint Schemes
End-of-Car Diaphragms
Fast-Angle Wheel Sets
Needle-Point Axles
Detailed Car Interiors
4-Car Sets Feature: (1) Baggage, (2) Sleepers, (1) Observation
Unit Measures:68 3/4" x 2 5/8" x 3 5/16"
Operates On O-31 Curves

30-67769

1 in stock

$249.99

$169.99

O-Gauge - Amtrak (Phase II) 4-Car 60' Streamlined Passenger Set

O-Gauge - Amtrak (Phase II) 4-Car 60' Streamlined Passenger Set

O-Gauge - Amtrak (Phase II) 4-Car 60' Streamlined Passenger Set

30-67996

1 in stock

$199.99

O-Gauge - Long Island 4-Car 60' Madison Passenger Set

O-Gauge - Long Island 4-Car 60' Madison Passenger Set

The steel passenger car was in large part a byproduct of the building of New York's Pennsylvania Station. In 1901 the Pennsylvania Railroad, under President A.J. Cassatt, began the construction of its gateway into Manhattan. Until then, Pennsy passengers bound for New York de-trained in Jersey City and crossed the Hudson River by ferry to their final destination - while travelers on rival New York Central went straight to Grand Central Station. A key element of the Penn Station project was long tunnels under the Hudson, and another set of tunnels under the East River to link up with Pennsy subsidiary Long Island Rail Road. Cassatt was adamant that the cars going through his tunnels be fireproof, a requirement that the wooden cars of the era could not satisfy. The search for a steel car design was on.
With Cassatt's support, and that of George Westinghouse as well, New York's Interborough Rapid Transit (IRT) was also looking for fireproof subway cars around the same time. Thus in 1904, in time for the IRT's opening, the first American regular-production steel cars were delivered to the IRT by American Car and Foundry (ACF), based on the designs of IRT technical engineer George Gibbs; similar suburban commuter cars went to Pennsy's LIRR.

Further Pennsy design work on a mainline passenger car led to the P-70 coach, which would become one of the most well known and numerous steel passenger car designs. The Pennsy's 1907 order for 200 P-70s, built by ACF, Pressed Steel Car Company and the road's own Altoona shops, was \"the first large-scale commitment\" to steel passenger cars, according to famed railroad historian John H. White, Jr., and \"truly opened the age of the steel passenger car.\" To compete with the Pennsy, other railroads found it necessary to upgrade to steel cars as well - initially just on premier name trains, and later throughout their fleets. Reluctantly, and under pressure from the Pennsy's requirement that only steel cars enter its New York terminal, Pullman converted to steel construction as well. On the west coast, the Southern Pacific had been an early advocate of steel passenger cars along with the Pennsy, and the lines controlled by E.H. Harriman, including the SP, UP, Illinois Central and Central of Georgia, were among other early adopters.

By around 1910, when Pennsylvania Station opened, the steel car had evolved into the so-called \"heavyweight\" design that would remain largely unchanged until the 1930s. Heavyweights, as depicted in our RailKing models, were characterized by a clerestory roof (a holdover from the wood car era), riveted steel bodies, and a massive steel fishbelly underframe that contributed most of the cars' battleship-like strength. Unlike some later designs, the sides and roof of a heavyweight were mostly along for the ride, and added little to the cars' structural integrity. The design, however, proved tremendously durable. Many cars lasted more than 50 years in mainline service, rolling for decades alongside - and intermixed with - much newer lightweight streamlined cars.

Configured in 4-car, 2-car and single-car configurations, each type features car interior detail, overhead interior lighting, end-of-car diaphragms and intricate under-car detail. All configurations are mounted atop die-cast metal 6-wheel trucks with operating metal couplers, metal wheels and metal axles.

Designed to bring authenticity and smooth performing operation to any O Gauge layout, modelers will find no finer O Gauge value than RailKing Passenger Cars.

Intricately Detailed, Durable ABS Bodies
Stamped Metal Floors
Detailed Car Undercarriage
Authentic Paint Scheme
Metal Wheels and Axles
Die-Cast 6-Wheel Trucks
Fast-Angle Wheel Sets
Needle-Point Axles
(2) Operating Die-Cast Metal Couplers
Overhead Interior Lighting
End-of-Car Diaphragms
Separate Metal Handrails
Detailed Car Interiors
Sliding Baggage Car Doors
Detailed Brake Wheel
4-Car Sets Feature: (1) Baggage, (2) Coaches, (1) Observation
Near Scale Sizing
Unit Measures: 68 3/4" x 2 5/8" x 3 5/16"
Operates On O-31 Curves

30-69261

1 in stock

$199.99

O-Gauge - New Haven 4-Car 60' Streamlined Passenger Set

O-Gauge - New Haven 4-Car 60' Streamlined Passenger Set

The lightweight, streamlined passenger car was a product of the Great Depression. While the heavyweight steel cars built in the teens and 1920s were dependable and often luxurious, their dark colors and solid, battleshiplike exteriors did little to lift the spirits at a time when the entire nation needed a pick-me-up. As noted railroad historian John H. White, Jr. put it in The American Railroad Passenger Car, "Some hope during these gloomy years was offered by a new design concept called streamlining. It presented a sleek, modern image of speed and innovation. What had been an obscure technical term in aerodynamics was made into a household word through an astute publicity campaign mounted by several railroad traffi c departments. It succeeded in creating a general interest in railroading practically unknown since the opening of the fi rst transcontinental line. According to Railway Age, 'For the fi rst time in many years, the words 'sold out' re-entered the ticket clerk's vocabulary.'"

But as White notes, the real change in passenger car construction was in weight, not the streamlined appearance that was largely for show: "Weight, not air friction, was the chief obstacle to economic operation." Unlike the heavyweights, the lightweight cars that debuted in the mid-1930s featured sides and roofs that contributed to their structural strength, eliminating the need for the heavyweights' massive underframes. Trucks went from six wheels to four, non-revenue space was decreased by using a vestibule on only one end of the car, and lighter, stronger, more rust resistant steel alloys came into widespread use. A typical new lightweight could be 15-20 tons lighter than the heavyweight car it replaced.

As with the diesel revolution that was simultaneously taking place, one of the key players in the changeover to lightweights was not an established industry name, but an upstart new player from the automotive industry: the Budd Company of Philadelphia, a supplier of auto body stampings. In 1928, Edward G. Budd had heard about stainless steel, a lightweight, rustproof metal introduced in 1912 by Krupp of Germany. Budd was the first to grasp the potential of stainless beyond cutlery and novelty items. The key problem was the inability of stainless steel to be fabricated with normal welding techniques. Budd's chief engineer, Colonel Earl J.W. Ragsdale, spent five years developing the key process needed to make stainless into a viable structural material: the patented Shotweld electric welding process.

Beginning with the Burlington's Pioneer Zephyr of 1934, gleaming Budd-built trains, constructed almost entirely of stainless, helped defi ne the look of the streamlined era to the American public - even on railroads like the Pennsylvania and Norfolk and Western that painted over the stainless with company colors. While other car builders such as Pullman countered with stainless-sheathed steel cars like the Southern Pacifi c's Daylights, they were forced to use rivets rather than welding for construction. In later years, the result was that Budd cars lasted almost indefi nitely, while the stainless-sheathed imitators were plagued with out-of-sight rusting under the sheathing.

RailKing Passenger Cars are available in the popular 60' Streamlined and Madison style bodies. Configured in 4-car, 2-car and single-car configurations, each type features car interior detail, overhead interior lighting, end-of-car diaphragms and intricate under-car detail. All configurations are mounted atop die-cast metal 4 or 6-wheel trucks with operating metal couplers, metal wheels and metal axles.

Designed to bring authenticity and smooth performing operation to any O Gauge layout, modelers will find no finer O Gauge value than RailKing Passenger Cars.

30-67797

1 in stock

$169.99

O-Gauge - North Pole 4-Car 60' Madison Passenger Set

O-Gauge - North Pole 4-Car 60' Madison Passenger Set

O-Gauge - North Pole 4-Car 60' Madison Passenger Set

30-69279

1 in stock

$299.99