Projects by Division Point

As passenger trains became all steel and longer, the Grande's 4-6-0s had to be double-headed and could not maintain schedules. This necessitated the purchase of faster, more powerful passenger locomotives for the "Atlantic Express" and the "Pacific Express". The need was addressed by the purchase of six Baldwin 4-6-2s in 1914. Numbered 1001-1006 (later renumbered 800-805). The Class P-44 Pacific's came with 67-inch drivers and the same boiler as the K-59 2-8-2s! As mainline passenger power, they were replaced by larger 4-8-2s in 1922, and demoted to secondary mainline operation. All were scrapped in 1949-1953.

The Division Point and our premier steam builder Boo-Rim Precision will bring you these neglected "Pacifics" in "Scenic Route" and "Flying Grande" graphics.

With the completion of the Western Pacific in 1910, the Rio Grande's traffic pattern changed and " bridge line" traffic became the order of the day. This necessitated the purchase of faster, more powerful locomotives. The need was addressed by the purchase of fourteen Baldwin 2-8-2s in 1912. Numbered 1200-1213, the Class K-59 Mikes came with 63-inch drivers and superheating, but lacked mechanical stokers. Principal mainline freight power, they were placed by larger 4-8-2s in 1922, when they were demoted to secondary mainline operation. When the Dotsero cut-off was completed in 1934, the K-59s were upgraded with mechanical stokers, syphons and power reverses, resulting in re-assignment to passenger service! Superseded by 4-8-4s during World War Two, the 59s finished their service back on the secondary mainlines. Though half were scrapped by 1948, the others lasted until 1956 when #1207 was the last scrapped.

The Division Point and our premier steam builder Boo-Rim Precision will bring you these neglected "Mikes" in "Scenic Route" and "Flying Grande" graphics.

In 1940, the "East Wind" train began service. The "East Wind" was a fast summer-only coach train which ran through from Washington D.C. to Bangor, Maine from 1940 to the late 1950s. The train was a joint effort, operated by the Pennsylvania, New Haven, Boston & Maine, and Maine Central. The railroads each contributed to a pool of passenger cars which were used on this train. During the East Wind's first two seasons (1940 and 1941) the cars used were all (temporarily) painted yellow, silver, and dark blue. The Second World War brought about an end to this practice and the cars used on the post-war East Wind remained in their normal railroad colors.

Jawn Henry! No, not the steel-drivin' man (a C&O employee, I'm told!); We're talking about the Norfolk & Western's last stab at preserving coal-burning locomotives. We're talking about a powerful 6-6-6-6 steam turbine-powered locomotive! Announced to the N&W employees in 1949, the N&W combined with Baldwin-Lima-Hamilton, Babcock & Wilcox and Westinghouse Electric to build the beast known as #2300, "Jawn Henry". Rated at 4,500 horsepower with a starting tractive effort of 175,000 pounds, "Jawn" was perfectly suited to combine the best of steam and electric drive characteristics. The boiler produced 600 p.s.i. steam, which powered the turbine, which powered the generator, which ran the traction motors on each of the twelve axles!

In practice, while the boiler was most effective, the turbine and generator did not meet the efficiencies hoped for. In spite of this, Jawn managed to move more tonnage (try 13,073) on less coal than a Y-6b. The weak spot was the feed-water pump which had to be operated at an over-spec speed and ran to destruction. This required shopping for replacement. Thus, the maintenance down time was excessive, and the experiment was ended in late 1957.

Jawn spent it's short life mostly as a "pusher" over the Blue Ridge. When healthy, it did it's job well. In any event, it was an impressive hunk of machinery, and Division Point and Boo-Rim Precision are proud to produce a limited quantity of these husky beauties, so make sure to reserve yours today!

We've had many requests from those who missed out on our D&H ex-Rio Grand passenger cars. The Division Point is offering a limited run these cars.

The Division Point hasn't done an O-scale project since before 2000, but we have threatened to do the Santa Fe
cabooses in O-scale for years. Well here we go! What better way to begin again on O-scale than with the Santa Fe "Waycars" (Cabooses to the rest of us!). We've picked a nice mix, and we hope they will interest you.

Both O-scale and Proto:48 trucks will be available. The Division Point will offer this LIMITED EDITION project of only 100 pieces.

You could not call the Pennsylvania Railroad fickle- when they found a good thing they stuck with it, particularly when it had to do with steam locomotives! A case in point was the class G5s ten-wheeler. Built in 1923-1925 as a replacement for double-headed Atlantic-types. The 50 G5s had the ability to meet schedules (and running as high as 70 mph) which compensated for the complaints: rough riding, hard on water, hard to fire, and not suited for heavy snow! The G5 was a natural for commuter operations and was good enough for the Pennsy to order another 31 for the Long Island Railroad.

These locomotives will be offered as they appeared in the latter days of steam.

The introduction of the 2,800-hp U28C six-axle locomotive, coupled with room for steam generator equipment in all "Universal car-bodies in the basic car-body opened the door for replacement of Santa Fe passenger EMD F-units. To this end the Santa Fe prevailed upon G.E. to produce the U28CG. Arriving in 1966, the first (and only) U28CGs sported a simplified "Warbonnet" paint scheme and were numbered 350-359. G.E.'s horsepower increases resulted in another ATSF special order. Installing a non-structural fluted steel cowl body and steam gereating equipment on a U30C frame gave the Santa Fe the U30CGs. These were delivered in 1967 in "Warbonnet" dress, numbered 400-405.

After participating in several derailments, the U28CGs and U30CGs were removed from passenger service. After removal of their steam generator equipment, the CGs were assigned to premier Piggy-Back trains, and in 1969/70 U28GCs were renumbered to the 7900-7905, with U30GSs renumbered to 8000-8005. All later received blue and yellow freight paint.

In 1946, the Rio Grande instituted the "Prospector", an overnight train between Denver and Salt Lake City. The creation of Trustee and President Wilson McCarthy, it proved that good things could come in small packages and that the "Grande" was perfectly capable of serving businessmen! The Prospector was often led by the D&RGW's FT sets equipped with B-unit boilers. The cars originally modified for Exposition Flyer service were re-painted in the black and gold of the diesel cab sets. In later years, the Prospector was pulled by aspen gold and silver F3 sets.

When passenger diesel production went into full swing after World War Two, a new version of the E-Series diesel was introduced. This was the E7. The long sloped nose was gone, and in it's place was the same type of bulldog nose that the freight F-units made familiar. While internally there wasn't much difference from the 2,000 h.p. E6s, there were the improved 576-A engine and upgraded electrical. The biggest-selling of the Es, EMD sold 428 A-units and 82 B-units.

All models will be DCC-ready, with speaker platforms installed.

PLEASE NOTE: Due to the many varied ROAD NAMES, please select the "Options Available" link on the following page under each version to see the different road variations.

In 1925, the Lima Locomotive Work's new #A-1 2-8-4 initiated the "Super Power" era of steam locomotives. Featuring a larger firebox, superheater, feedwater heater, outside dry pipe, integrally cast frames and cylinders, articulated training truck, stoker, limited cut-off, tandem rods, multiple front-end throttle, pilot deck-mounted air pumps, etc., etc., etc.! The A-1 was the latest in steam locomotion. With the New York Central watching, the A-1 was lettered for the Boston & Albany, and put into service in the B&A mainline toughest operating district. The A-1 performed well enough for the B&A (NYC) to order 25 copies (Class A-1a) which soon replaced the B&A's Consols, Mikes, 2-10-2s and Mallets! The A-1 then went on a "Super Power" demonstration tour which made a "Super Power" believer of the C&O and other roads. The Illinois Central immediately ordered 50 copies (called "Limas"), and later the A-1 itself.

This EARLY BERKSHIRE project will feature the A-1, the B&A Class A-1a, B&M T1a,b, THB, TA&G and the IC "7000" Berkshires.

PLEASE NOTE: Due to the many varied ROAD NAMES, please select the "Options Available" link on the following page under each version to see the different road variations.