Railroading in America Magazine Edition 8

Welcome to Edition 8 of Railroading In America Magazine!

Note from the President

Our crew members never cease to amaze me! I am very proud of the Railroading In America Magazine crew for reaching our eighth edition! We have three announcements to make this edition! Our first announcement is that Riley Ginger, a 19-year-old college student, will be joining our crew at RIAM! We are super excited to have Riley on board with us as she will bring a lot to the table at our magazine. You can read her autobiography on page 21 in this edition. Her first articles will be available in Edition 9, so be sure to be on the lookout! Our second announcement is that we will be featured on the Notch 6 podcast… “The Podcast and Website Dedicated to O Gauge Trains and More!” Derek Thomas, the host at Notch 6 interviewed me on how we got started and what the future looks like for the hobby, matching Max Harris’s article on “Is the Hobby Dying?” featured in this edition. Our third and final announcement this edition is that we will have a booth at the York train show this fall!

Come stop by booth CC 03 this October 18, 19, or 20th to say hello to an RIAM representative! While you’re there, view the latest magazines and pre-order Edition 9! We will be seated right next to OGR, and if you haven’t already, you should subscribe to them at ogaugerr.com or join their forum at ogrforum.ogaugerr.com. Thank you for your support and I’ll see you trackside!

Your ad here! Start advertising with Railroading in America Magazine today!

Email maxharris@railroadinginamerica.net or call (888)-204-0087 to get started!

Evan Cihlar RIAM President and CEO

Railroading in America is a newly founded magazine run by the next generation of railroaders. We pride ourselves on taking a di ferent and more lighthearted perspective than our competitors, and take extra steps to ensure we are reporting on quality and factual news.

Table of Contents Page 1.........................................The End of Third Generation Diesels on Class 1 Railroads Page 3..........................................................................................Di ferent Styles of Cabooses Page 4.............................................A Pilgrimage to Railfan Heaven: Altoona, Pennsylvania Page 9.......................................................................................The NKP 765 Takes to Chicago Page 10.................................................A Brief History of the Cumbres and Toltec Railroad Page 12...........................................................................................................MTH P40 Review Page 14....................................................................................MTH Railking SW1200 Review Page 16...............................................................Building a Cheap Retaining Wall in O Scale Page 18.......................................................................Custom Building an HO Scale SD45Xi Page 19.........................................................Editorial: Is The Model Railroad Hobby Dying?

Page 21...............................................................Welcoming Riley Ginger to the RIAM Sta f!

Page 22................................................................................Rich Melvin's "Highball" Column Page 23......................................................................................................The Laughing Stock Page 25.................................................................................................................Photo Corner

The End of Third Generation Diesels on Class 1 Railroads

Walker Wood

Throughout the 1980s, General Electric (GE) and General Motors’ Electro Motive Division were locked in a tight battle over the construction of a better locomotive. EMD unveiled the SD50 series of engines (“SD” stands for “special duty", and the 50 denotes that the engine is part of the 50 series) before GE unveiled their newest engine, but EMD had rushed testing and the production of the SD50s, which resulted in many teething troubles for the railroads who ordered them. Meanwhile, GE was still seeing success from their “Dash 7” line of products, which included the C30-7 and B30-7.

The “B” denotes a B-B truck arrangement, and the “C” denotes a C-C axle arrangement, the two digits following indicate the horsepower rating (x100), and the hyphen and following number indicate the engine model series (in this case, the “Dash 7” series). In 1986, EMD introduced the “60 Series,” featuring the SD60 and GP60 and their respective variants. The LaGrange, Illinois based EMD saw moderate success among the SD60 and SD60M/I, with less among the GP60, as new 4-axle

road switchers were quickly going out of style. EMD subsidiary, GMD of London, Ontario, built a custom SD60F for Canadian National. These engines, similar to EMD’s F40PH, featured a full cowl body (the SD60Fs became known as “draper tapers”). Many railroads, including CSX and Union Pacific, have retired, sold, or stored their SD60s. On the contrary, CN bought 90 from BNSF in the 2000s, and Norfolk Southern has purchased several SD60s secondhand for their SD60E rebuild program. NS is also leasing many SD60s from many di ferent leasing companies.

While EMD’s sales su fered, GE’s quickly went up a ter the SD50.

The “Dash 8” line of products was introduced in 1983, with the first B32-8s and B39-8s rolling out of Erie, Pennsylvania in 1984. GE saw good numbers from the start, thanks in part to the good reliability of the Dash 8 line. The

C40-8 featured even better reliability than their 4-axle counterparts, helping to improve GE’s reputation as a reliable builder. Unfortunately, they haven’t been as lucky as their EMD competitors, with CSX and Norfolk Southern having both sold o f their entire leet of C40-8s. Union Pacific has sold o f all but 3, with many still seeing service on Canadian National, along with former Santa Fe, later BNSF, C40-8Ws. CN still retains their original and former British Columbia Rail (called BCRail) C40-8Ms. Along with all of their C40-8s, CSX has sold o f nearly half of their C40-8Ws, and all of their B40-8s. It isn’t all bad, though, as former UP 1848 (B40-8) has been donated to the Illinois Railway Museum in Union, Illinois. It is currently in operating condition, however, it is not used very much. As of August 2018, railfans can still find plenty of former CSX and even a couple of UP C40-8/Ws on

CSX 8626, an SD50-2, is seen leading manifest Q329 in May of 2017.

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Photo by Walker Wood

Norfolk Southern or CN in lease service, primarily from General Electric (GECX) and Larry’s Truck and Electric (LTEX), as both railroads are currently facing a power shortage. These diesel locomotive all have their fair share of miles under their wheels, and many continue to haul freight to this day. Their reliablity is testament to how well these engines were built, and though they have been running for many years, there are still many more to come.

New Orleans Public Belt has acquired some former NS C40-8 locomotives. This is engine 4003, seen in the industrial area of New Orleans.

Photo by Walker Wood

Rebuilt from NS SD60 6531, originally a Chicago & Northwestern Railway engine, NS 6963 (in a special "GoRail" paint scheme) leads NS train 859 in Berea, Ohio.

Photo by Walker Wood

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Di ferent Styles of Cabooses Cabooses are an icon of American railroads. For decades, they could be seen on the back of nearly every freight train across the United States. They essentially served as the o fice for the conductor on the train. At first, almost all cabooses were built out of modified freight or passenger cars.

Later on, rolling stock manufacturing companies built cabooses new for railroads. There were four main types that were widely used across America: the extended-vision, cupola, bay window, and the transfer.

The cupola (or “standard”) caboose was first used in the mid-to-late-1800s. Much of the original design was contributed to a Chicago and Northwestern Railway conductor. The position of the cupola (where the conductor sat) varied on all railroads across the country. Most eastern railroads preferred to have the cupola in the center of the car, while many western railroads placed the cupola towards the rear of the car.

The extended-vision caboose was much like the cupola caboose in that they both featured a cupola on top of the car. However, on extended-vision cabooses, the cupola was almost always in the center of the car and was bigger than the standard cupola.The purpose of this extension to the cupola was for improved visibility of the train, hence the name.

The bay window caboose had two large bay windows in the middle of the car and were popular with railroads for their versatility, as they were able to be used in more places than the extended-vision or cupola cabooses. They also provided a much better view of the side of the

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Walker Wood

of the train, whereas the former styles could only see the sides when the train went around a curve. The users of the bay window caboose included the Northern Pacific, Southern Pacific, Nickel Plate Road, and Southern Railway.

The transfer caboose wasn’t much more than a lat car with a little shack on the ends. Its main function was to serve as a shoving platform for crew members when transferring cars between railroads. These cabooses were o ten used in large yards or big cities, where multiple railroads o ten interchanged with each other. Of all the styles of cabooses, the transfer caboose probably had the least amount saved for preservation, as they are harder to find than the other styles. It also isn’t represented as well in model railroading, unlike the other three styles.

Although cabooses are a thing of the past on most mainline freight trains, they live on in museums and small towns across the country, with hundreds in preservation in towns and cities alike, museums big and small. These cabooses come from seemingly every railroad imaginable and of every class and style.

Delaware, Lackawana, and Western Cupola Caboose #889 is still used today at the Steamtown National Historic Site for excursions. The Caboose is seen here pulled by an RS1 during Railfest 2018.

Photo by Max Harris

CSX caboose 903945 is now in use as a shoving platform on local H784, based out of Maysville, Kentucky.

Photo by Walker Wood

A Pilgrimage to Railfan Heaven: Altoona, Pennsylvania Garrett Monnin

Many great things start as something small, or evolve into other ideas. As a senior in high school, many doors are now open, and several important life decisions have to be made. The most important and obvious thing that needs to be considered is college. What I want to do for the next four years, and possibly for the rest of my life has to be decided now. While it can be a bit overwhelming at times, it’s also exciting. College visits can be educational and informative.

Students can get a feel for the campus and their desired academic majors. While these elements are the purpose of college visits, excuses to travel somewhere you would otherwise not be able to go to start to arise. In my case, when I discovered a Railway Transportation Engineering (RTE) program at Penn State Altoona, I knew I had found the perfect trip. Altoona is a world-famous railroad city and is on the bucket list of almost every railfan and is home to Norfolk Southern’s Juniata Shops, Rose Yard, the Railroaders Memorial Museum, and Horseshoe curve. What else could anyone ask for? So, as any eager railfan/student would, I booked a visit and a hotel for my family and I. As they say, two is better than one, but what’s better than two? Three, of course!

I instantly called some of my closest friends, Jonah Collins and Max Harris, and invited them to accompany me a ter my college visit. My invitation was accepted, and Jonah even joined me on my visit, as he is also a senior and very

interested in what Penn State Altoona had to o fer. Max elected join us later in the a ternoon, and we were to pick him up a ter his arrival on the westbound Amtrak "Pennsylvanian". As the weeks prior drug on and on, the date of departure finally arrived. A ter the long, 6-hour drive, I set foot on Altoona soil.

Jonah and I’s visit to Penn State’s Altoona campus was a notable one. The campus was just gorgeous, with many shade trees and landscaping in abundance. Faculty was very friendly and knowledgeable, and a meeting with one of the RTE professors was very informative and interesting. A ter the visit, it was train time.

Jonah and I grabbed a bite to eat and grabbed our cameras before setting out for the Railroaders Memorial Museum. While at the museum, Jonah and I unexpectedly ran into one of my friends from Columbus. A ter conversing back and forth, our trio went through the indoor visits and displays. I have to say, the museum has done a phenomenal job keeping its visitors engaged.

Everything from movies to an interactive hump yard control board kept my mind in awe, and I found myself almost unable to capture every single piece of information. I wasn’t the only one who needed a brain break, so outside we went.

The imposing Harry Bennett Memorial Roundhouse demanded our attention, and two doors were the only things separated us from the

Located south of Penn State's main campus, Altoona is right on the rust belt in Pennsylvania.

Holidaysburg, home of the Everett Railroad which we visit later on this trip, is also south of Altoona.

Photo courtesy of Google Maps

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famous Pennsylvania Railroad K4s #1361. Despite the artifact being in pieces, the anticipation was so tense that it could have been cut with a knife. Once we entered, several things besides the K4 sitting in the rightmost stall wasn’t the only artifact that piqued my interest. Other items included an authentic observation car named Mountain View, and an elegantly restored Railway Express Agency delivery truck. I ended up staying in the roundhouse longer than Jonah conducted an extensive visual inspection of the state of 1361, and took several interesting photographs of the lesser-known aspects of the museum. A ter my time in the roundhouse, I ventured outside and viewed the other pieces of railroading history with the other members of my group. A GG1 and saddle tank steam locomotive were the highlights of the collection that was relegated to outdoor display. The sun started to set, and Max’s arrival time of 5:18 PM was creeping closer and closer. So, we le t the museum behind and anticipated the wide array of events that were about to unfold.

With our cameras readied, we found a westbound freight train ducking under the pedestrian bridge that was adjacent to the Amtrak Station. Endless freight trains continued to rumble in each direction, and soon enough, at 5:18, P42 #125 rounds the bend and meets the luminance of the setting sun. A ter snapping some quick photos, I rushed to greet Max, and a ter our initial handshake and greeting, our group is surprised to find out two things: The first piece of news that Max informed us with was that NS 4000, the first DC/AC conversion unit, was directly behind Max’s Amtrak train. The second piece of news was that Max had spotted NS 8520, which was a brand new AC44C6CF, which was a rebuild a D-940CW. This unit was just announced by Norfolk Southern moments before, so we would be some of the first railfans to set eyes on this gorgeous locomotive. With 4000 right behind us, the four of us moved to hustle to the crossing at Brickyard Road, which is just west of downtown Altoona. The moment we got there, we all darted up the embankment that lies just to the le t of the triple track mainline. Not to our surprise, several other railfans that were in the area locked to the

The currently lifeless PRR 1361 sits with the hopefull message "Fire up 1361" etched into the tender.

Photo by Garrett Monnin

Another piece of the muesum's collection is this PRR observation car, The Mountain View.

Photo by Garrett Monnin

A helper set passes by the railroader's muesem in Altoona. These pieces are le t outside year round, and there condition proves this.

Photo by Garrett Monnin

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"Sonic Bonnet" on her journey west. As time passed, the only sound that could be heard was the surrounding bird singing their beautiful songs.

Eventually, a strange-sounding horn was sounded from a far distance. Three GE prime movers were being pushed to their limits as 4000 finally meandered around the curve and into our field of view. A seemingly endless stream of camera shutters releasing was in the air as the congregation of railfans got their own shots from a wide array of angles. Personally, I was grateful for the splash of blue, as it was a welcomed change from Norfolk Southern’s famous black and white livery, which was almost becoming monotonous by this point. Once the train faded into the sunset, an Altoona-bound intermodal snuck up on us as it headed down the miles of the infamous slope.

NS 8520, the newest rebuild, is seen here from an Amtrak train. Max was totally caught by surprise in seeing this, yet managed to grab a few photos before the engine would disappear behind him.

Photo by Max Harris

NS 4000, the first of NS's DC to AC conversion units, is seen here passing Brickyard Crossing leading an intermodal train. The unique paint was an interesting sight to see, especially leading!

Photo by Garrett Monnin

Max took his drone up at the curve to get a glance at the whole scene.

Photo by Max Harris

NS Reading Heritage #1067 cruises down the grade at the Horseshoe curve.

Photo by Garrett Monnin

A ter checking for any more sneak-up trains, Horseshoe Curve presented itself as our next destination. Since the curve was closing shortly, pep was put into our step was we hustled west. The numerous and long lights of stairs didn’t agree well with my legs, but I made it up in one piece. From the moment I laid eyes on the curve, there was no doubt in my mind as to why it was considered to be a National Historic Civil Engineering Landmark. The curve was just incomprehensibly massive, and the e forts of the original and current track gangs can really be appreciated. My pondering was soon to be interrupted however, by an eastbound intermodal, lead by none other than NS 1067, also known as the Reading heritage unit. I clumsily got my gear together and aimed my shutter at the locomotive. Once the sun slipped under the Alleghenies, our desire for dinner overcame the urge to photograph the limitless sets of helpers dri ting down the mountain. With bellies full of pizza and energy renewed, we set o f for the Juniata locomotive shops, which is where NS performs the majority of their locomotive repair and rebuilds.

Light was becoming scarce, but nevertheless we observed tank cars being switched at the adjacent Union Tank Car company plant, as well as other shop related activities. The newest special unit from NS was a 6

also spotted just outside the paint shop, along with the famous quartet of F9s in charge of Norfolk Southern’s O fice Car Special.

It was during this time where I first laid eyes on 8520. We tried to get presentable images, but the chain link fence and the darkening sky did not cooperate with us. As a result, the hotel soon appeared to be the best option. We then retired to our respective rooms for the night, and got some rest before This was the best shot I could get of the conquering the day ahead.

Norfolk Southern F9s and NS 8520 I could get. The second DC to AC conversion unit To my dismay, that next morning proved to be cool and cloudy. can also be seen in the background Max and I got our breakfast at sunrise, and set out to start the following it's wreck back in Summer, 2017. day. Our first destination was Alto Tower, which is an Altoona Photo by Garrett Monnin landmark (to railfans at least). The now-deactivated tower sits just past the start of the steep gradient out of town. A signal bridge is nearby and visible from an overpass which has a sidewalk. Just as we stepped up onto the sidewalk, we heard an eastbound rolling downgrade. Our sprint to photograph this particular train must have been quite comedic, as you would expect from two people carrying large camera bags. The sprint was worthwhile, as a very ominous storm cloud was rolling in, but the morning sunlight hit the train with a majestic glow. Only one other train passed following this unidentifed manifest, An NS Manifest rolls past the decomishioned which was the daily NS 17G. Luckily, Max had a scanner on hand, Alto tower with a storm hot on it's tail.

Photo by Garrett Monnin and we managed to listen in on the crew of 17G as it called its westbound signal. Upon the passing of 17G, we encountered some sprinkles, and the eastbound Pennsylvanian was due in town soon. Since this train was Max’s ride home, we headed for depot. I accompanied Max on the station platform while he waited for his train to arrive. All too soon, the Pennsylvanian squealed to a stop. Before Max boarded, we took a selfie, and then he disappeared into his respective Am leet coach. I waved to Max as the train departed, and I was to be on my own for a short moment. This moment proved to be bittersweet, as my time with one of my great friends was ending. On the contrary, the “finale” of my visit to Altoona was about to begin.

Once I departed the hotel room for the last time, Jonah and I piled into his van, and set out for The welcoming Hollidaysburg, which is a suburb of Altoona. 15 committee at the minutes passed before the Everett Railroad’s depot Everett Railroad.

Photo by Garrett and a light smoke stream came into view. With Monnin cameras ready, Jonah and I started to snap some portraits of a 1920 graduate of the world-famous 7

Everett #11 rounds the bend at Missionary Road. Jonah takes in the sights in the open air car on the Everett.

Photo by Garrett Monnin

Photo by Garrett Monnin

American Locomotive Company. This compact 2-6-0 “Mogul” #11 is the pride and joy of the Everett, and can be seen on the point of several excursion trains throughout the year. During our visit, a one hour, 4 mile family excursion to Hollidaysburg to Brookes Mills was running. A special 8 mile Ice Cream Train to Roaring Springs was in order for the latter part of the day, but we did not partake in this excursion. Since chasing trains is more my speed than Jonah’s, I followed the family excursion to several locations while Jonah staked out in the baggage car directly behind the locomotive. Therefore, between the two of us, we got the best of both worlds. Once #11 whistled o f, I raced the train to the curved trestle near River road. The clouds and lighting as a whole was not on my side for the chase, but as a photographer, one must be able to adjust to all sorts of conditions. The very second I selected my desired location, a steam whistle could be heard approaching at a leisurely pace. Following the whistle, came a plume of smoke and steam shot up above the trees, and finally the locomotive in its entirety. Due to the sweeping curve, the train looked as graceful as a swan. A ter all, that’s why I chose this location as spot number one. Once the final car disappeared, I once again booked it to the second and final destination on my short chase. I really must like curves, since I set up my tripod adjacent to an extra wide curve at Monastery road. Unlike the previous location, time was in abundance here, so I held a conversation with a fellow photographer, who was very skilled. In the distance, a barking exhaust could be heard, and was approaching at a

steady pace. For this shot, I opted for a low angle, which made the locomotive appear more imposing and large. My shutter soon was clicking away as the Mogul shook the ground and sprayed cinders into the air. Jonah gave a friendly wave as he rolled past, and his ear-to-ear smile was a fair indicator of his enjoyment. Instead of leaving again to go to another location, I stayed put, since a shot of the locomotive running tender first was a point of interest to me. In the midst of my adrenaline rush, the thought of lunch was put on the backburner. My appetite soon overcame my head, and I sat right where I was and ate some Arby’s while waiting for any sign of a train.

Armed with a full stomach and renewed energy, I was ready. A mournful sound emanated behind a curtain of trees, and I put my eye to the viewfinder just as the tender swept into view.

Those tall pine trees framed the engine, which made for an impressive image. By now, the engineer recognized me, and gave a few extra blasts on the whistle and a smile as he brought his train back through town. When the conductor in the last car slipped into the canopy of trees, my action-packed weekend came to a close. From meeting lots of great individuals to taking in some of the most scenic vistas in Pennsylvania, I am beyond grateful to be apart of this exceptional hobby that we call railroading. Endless memories and relationships have sprouted from one tiny seed that was planted when I was seven months old. Now, I have a few hundred photographs and countless memories to serve as a testimony to those two hot days in one of the hottest places for railfans: Altoona, Pennsylvania.

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A Steam Powered Time Machine in Chicago Max Harris

Steam took the Windy City by storm once again this September.

The Fort Wayne Rail Historical Society (FWRHS), in conjunction with Metra, the Cincinnati Scenic Railway, and Union Horse Distilling Company hosted the Joliet Rocket. This steam powered excursion, headed by the famous Nickel Plate Road 765, uses Metra’s trackage on the former Rock Island, and went from Joliet Station to Lasalle Street Station in Chicago. The 765 lead four trains over two days, September 15th and 16th. The excursion would go into Chicago with the steam engine leading, charging forward at 70+ MPH, and return with a Metra Diesel leading on the rear, as there is no area to “wye” the train. The consist was made up of various pieces of vintage rail cars, spanning from all di ferent roadnames.

I rode the first train out on Saturday morning, in the Pennsylvania Railroad “Frank Thomson”. While this car’s interior is absolutely beautiful, I was much more interested in the open vestibule, where I was right behind the engine (not right behind, there was of course the tool car and water tender). With the wind 9

blowing and cinders blasting against my face, riding in this vestibule will not be easy to forget.

At Lasalle Street station, there was an opportunity for photos of the stationary engine, along with a band, lunch, and even a gi t shop.

Several people dressed up in apparel the 1940’s-1950’s, which only added to this incredible experience. Before departure, the train backed out of the station then pulled in for a photo and video opportunity, with the whistle blasting the whole time. Following this, everyone boarded the train for the return trip to Joliet.

Seeing mainline steam operating at track speed is an awe-inspiring scene, for anyone of any age.Even those who aren’t as interested in trains can still be blown away by one these hu fing and pu fing machines as they rip across the track whileeeing mainline steam operating making a trail of billowing black smoke. The Joliet Rocket was a great trip for all of those who participated. I look forward towards future excursions in the Chicago area and am extremely grateful that Metra provides the FWRHS a great place to operate the 765.

This steam powered time machine makes any trip unforgettable.

A Brief History of

The Cumbres and Toltec Railroad The rail line over which modern day railfans marvel, known as the Cumbres & Toltec, was constructed in 1881 by the Denver and Rio Grande Western Railroad as part of the San Juan extension stretching from Alamosa, Colorado to Silverton, Colorado. Considered by many to be a stunning example of mountain railroading and construction, the line continues to shine into the modern age.

The railroad was originally designed to provide service to the mining industry in the San Juan mountains, and it did that very well. The rail line provided every type of freight service, from automobiles to turkeys. From the summer months of long warm days to the brutal winters, the railroad provided service till the 1960's when the freight died down and the modern road system reduced the need for the railroad.

In 1968, freight tra ďŹ c had basically dried up and the railroad began the process of abandoning the line. However, thanks to the work of the communities of Antonito and Chama the states of Colorado and New Mexico purchased the 64 mile portion between Antonito and Chama in 1970 and began excursion services on the route as the Cumbres & Toltec Scenic Railroad.

Carlos Llamas

make the Cumbres & Toltec a gem of a railroad in the future.

What became of this incredible story is in fact a unique and rare legal agreement between Colorado and New Mexico that basically states that the taxpayers of both Colorado and New Mexico own the railroad. As an employee I report to my boss, but as a taxpayer in Colorado my boss reports to me.

40 plus years a ter the railroad was formed the agreement continues to work and growth has become the standard on the Cumbres & Toltec RR. Although not much can be done in Chama due to the historic value of the property, new shops have been built in Antonito and the future is looking bright. Antonito is now home to the historic car restoration facility run by master carpenters employed by the railroad. The passenger car leet and MOW equipment is based in Antonito and the Volunteers have also built a impressive facility to rebuild the historic leet of freight cars.

The preservation of this railroad was based on numerous situations that came together to keep the railroad running into the age of historical preservation, and with the help of dedicated volunteers the Cumbres & Toltec was created.

What started as a bold idea became a railroad yard loaded with historical treasures and would Cumbres and Toltec #425 cuts through a tree line along the scenic railway.

Photo by Carlos Llamas

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This railroad has now become a year round operation with a group of employees based in Antonito and Chama. During the summer, additional sta f is hired to keep up with the increase of visitors and the more frequent excursions, sometimes amassing to over 100 sta f members on a relatively small railroad!

With restoration on several historic pieces of railroad equipment still going on, the Cumbres and Toltec Scenic Railway is still an active railroad. While revenue freight trains will not see service on this branch again, our railroad provides an excellent way to see the beautiful sights of the midwestern United States.

(Above) Two Cumbres and Toltec crew members take a break from track maintenance on one of the railway's gas speeders.

Photo by Carlos Llamas

(Le t) A double-header of C&T 488 and 489. The two locomotives make quite the team, chu ďŹ ng hard throughout the scenic ride.

Photo by Evan Cihlar

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MTH Trains Genesis P40 Review (Nicholas Smith Exclusive Items)

The General Electrics Genesis series of diesel locomotives is a modern day icon for Amtrak. These units are seen on just about every short or long distance train Amtrak operates, and even in their old age have proven to be reliable, most of the time. Several commuter railroads took advantage of these diesels a ter seeing their success with Amtrak. In 2005, eight P40’s were leased, then sold, to the Connecticut Department of Transportation, or ConnDOT, as power for Shore Line East. ConnDOT never renumbered their former Amtrak units; some units received Bondo patching over the Amtrak Logos, others a small ConnDOT sticker on the engines. Amtrak also leased four of these units to New Jersey Transit, numbered 4800-4803. NJT would repaint these units into their paint and used them on the Atlantic City Express Service, a special train hosted by the casinos.

This train featured four revamped Bilevel coaches that had leather seats and food services. The train was powered by a P40 on one end and an ALP44 on the other. The ALP44 provided power for this train until the catenary lines ended, where the P40 would step in. However, this train seized operations a ter three years due to low ridership.

Subsequently, the P40s were used these engines on the Raritan Valley Line and normal service on The Atlantic City Branch. However, due to mechanical issues, the four were sold back to ConnDOT in 2015. ConnDOT is now in the process of rebuilding their 12 P40’s.

MTH Trains has made models of the Genesis series several times, and now Nicholas Smith Trains has given O Scale modelers the opportunity to bring these two roads names to their layout on the genesis for the first time! These limited production pieces are available only through Nicholas Smith Trains, a hobby shop in Broomall, Pennsylvania.

MTH’s model of the Genesis features Protosound 3.0 and all that comes with this system, such as DCS, operating LED lights, a fan driven smoke unit, and remotely fired couplers.

The detail on this model, while sparse, is prototypical

Max Harris

Model Stats Product numbers: 20-20772, 20-20773, 20-20774 Minimum Curve: 0-31 Length: 18.5" Weight: 4 pounds 14 ounces Retail Price: $449.95

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considering the locomotives are very plain in real life.

Regardless, these models feature die-cast metal trucks and plastic bodies, with numerous separately applied handrails. The vents on the engine are seethrough, and the cooling fan on top has a separately applied fan blade that spins if you blow on it. The prime mover sounds on this engine are very bass heavy and the horn is near perfect. These units are eye-catching to say the least, and the sound only compliments the look.

The ConnDOT model, numbered 836, features a station sound set from the Shore Line East route. The paint on this engine may look like a typical Amtrak Phase V scheme, however the Amtrak logos are patched over and a prototypical ConnDOT sticker is placed on the body several times. These units look just like their real life counterparts, and with only 24 produced, there is no time to waste in ordering one!

The New Jersey Transit versions were made in two road numbers, 4800 and 4803. The units feature two di ferent sound sets for station announcements, with 4800 on the Raritan Valley Line and 4803 on the Atlantic City Line. The paint on these units is phenomenally done, matching the prototypes for 13

when they were king of the Atlantic City line. Only 120 of these units were made by Nicholas Smith exclusively, so do not miss your chance to own this limited run piece!

www.nicholassmithtrains.com 610-353-8585

MTH Railking SW1200 Review

Max Harris

While mainline diesels o ten take the spotlight on modern layouts, no railyard or industrial spur is complete without a switcher diesel. MTH Trains’ latest run of the SW1200 is a perfect way to fulfil the need for a small diesel to assemble trains before they hit the mainline.

To start with some history, the SW1200 is an EMD built switcher diesel. This locomotive was the successor to the popular SW9, featuring an upgraded 567C prime mover producing 1200 horsepower, hence the name. These engines were built between 1954 and 1966, with many still being used today on short lines.

MTH has made the SW1200 several times in the past. The unit we see here is painted for the Philadelphia, Bethlehem, and New England, and looks absolutely stunning. If this roadname does not appeal to you, MTH also o fers several other names stretching from all corners of the United States, and even some Canadian railroads. These units are produced under the Railking name, but are scale sized and feature MTH’s Protosound 3.0.

These engines can be operated using a conventional track system, MTH’s DCS remote, or the Wifi system.

Model Stats Product numbers: 30-20488 Minimum Curve: 0-27 Length: 12" Weight: 3 pounds 8 ounces Retail Price: $349.95

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As far as detail goes, these engines feature many separately applied handrails, and lots of cast-in detailing on the shell. Inside the cab, there are two hand-painted crew figures, along with a light that shuts o f a ter the engine starts moving. The walkways all have safety tread for an added pinch of realism. Under the cab, there is an EMD builder’s plate, with legible text under a magnifying glass. The engine also has two Protocouplers that can be opened remotely with DCS, or a series of buttons on a conventional controller.

The engine also features directional lighting. The sound set on this engine is phenomenal! The prime mover produces a very clunky start-up, which is realistic and interesting. The horn sounds almost like a boat horn, in a sense that it is very deep and booming. The bell is pretty standard, yet still sounds appropriate for the engine. Running at low speeds, the engine is smooth and consistent, perfect for yard operations. The engine also performs well at higher speeds, around 40 SMPH, but I wouldn’t recommend running the engine at this speed for long periods of time considering that it is a switcher diesel.

Overall these small warriors will make a perfect addition to any O Gauge railyard. With the wide array of paint schemes, it is hard for a modeler to not find a SW1200 that works for them. I would highly recommend this to any modeler, whether you have a small layout and are looking for an a fordable diesel, or a larger layout and need a yard goat. These engines can make any modeler happy.

This item is available now from MTH Trains and their respective dealers!

Get yours today!

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Projects 101:

Using Drywall to Build Retaining Walls Retaining walls are commonplace in many places in the real world. You can find them in cities and in suburbs. Building one for your model railroad in any scale can be di ficult and tedious at times.

This article will explain how you can build your own retaining wall easily and inexpensively.

On my layout, I have an upper level and a lower level. I needed a way to disguise the grade going up to the upper level and the wall behind it. That’s where the retaining wall came in place. My layout takes place in a city, so my retaining wall would not be made out of rocks. I needed something that looks like cement and has support pillars coming down and across the wall… but how do I do that? I can’t use plaster for it because it is vertical and would not stay in place, and it would take a lot of time to do it, so how can I make this look like cement?

A ter taking some time to think, I realized It’s quite simple, actually. The actual wall is made out of drywall. You can buy a massive sheet of drywall for around ten to fi teen dollars at a Lowe’s or Home Depot. I would recommend getting ¼” drywall because it will allow you to bend the drywall around any corners that you have. This material is cheap, lexible, and easy to use. The second thing you will need are some wood framing strips that could be used as trim in your house. I got pieces with a lat back and rounded corners, as it looked the most like a cement pillar.

You will also need cement colored paint (spray paint or acrylic paint will work) and liquid nails.

Evan Cihlar

I also used a pin nailer, but if you do not have this tool, do not fret because it is not necessary to complete this project.

I started by cutting my ¼” drywall to the heights of my upper level. Since I had a grade, I also had to cut a triangle piece that fit my grade all the way up. To make it look even more like a retaining wall, I cut 1” tall by 6” wide notches on the top so it isn’t a smooth grade up (figure one). I put a reasonable amount of liquid nails on the back of the drywall sheet and pushed it up against the plywood base. Then, using my pin nailer, nailed it into the plywood to help apply pressure while the liquid nails dry. If you don’t have a pin nailer, you can use clamps instead. Make sure that you put a piece of cloth between the head of the clamp and the drywall so you don’t leave an impression in the drywall when you remove the clamps. I repeated this step for all 4 pieces of straight drywall.

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Because there is a curve on my layout where the retaining wall will be going, I needed a way to bend the drywall against the plywood base on the upper level. To do this, I scored the back of the drywall every ⅓”. This allows the drywall to crack and “bend” around the curve. A ter this was completed, I applied liquid nails to the back and then pin nailed it in place. There will still be a couple dimples in the drywall a ter this, so it would be wise to smooth it out by taking drywall compound and applying small layers of it and sanding it until it is as smooth as silk. If you do choose to smooth out your wall, you will need to repaint and surface the areas that the drywall compound was applied. The wood framing strips used to create the supports are thin enough that they are able to be curved against a curve, so all you have to do is go down the line and pin it in place.

Now that you have pinned all of the parts in place and have let the liquid nails dry, it is time to go back and touch up the wall! If you notice any spots with uneven surfaces I would recommend applying a small amount of drywall compound and then touching it up with paint again. If there are any spots that seem to be missing paint, just go over it again and make sure all of the surfaces are covered, and then you’re done! Using drywall is a simple and inexpensive way of making realistic concrete retaining walls.

I will be basing my measurements o f these two locomotives for the project.

Clayton Cook 17

The fully assembled dynamic brake fan hatch.

Clayton Cook

Using plastic putty, I sealed the hatch for painting later.

Clayton Cook

Custom Building a SD45X in HO Scale

Clayton Cook

Ever since I started model railroading, I knew I wanted to scratch-build something. While scrolling through Facebook one day, I saw an old Steve Schomlinger photo of SP 9501. A ter doing some research, I found out that SP 9501 was an SD45X. A ter even more research, I found that no manufacturer had ever made an SD45X, besides Overland. I really didn’t want to lay down a thousand dollars on a model, even if it was brass.

So I did what I do best... I built one.

Building an SD45X is actually not that hard. There are a few di ferent approaches you can take to build the model. I’ve seen people that have used two SD45 shells and joined them together, I’ve also seen people who completely built the model from scratch. The approach I’m going to use is the scratch building approach, but I’m not going to scratch-build the whole model, just the long hood.

If you follow the PBase.com model railroading forum, then you may have seen Elizabeth Allen’s SD45X that she built completely from scratch, even the frame. Most people don't know this but the SD45X frame and the tunnel motor frame are the same. I’m going to use an Athearn RTR SD45T-2, cut the long hood o f and build the SD45X long hood from scratch out of Cannon & Company parts and lots of styrine.

There will be a little work done on the short hood as well, such as moving the brake handle to the engineers side of the cab and some work on the batery box on the engineer's side of the cab as well.

I ordered an SD45T-2 ebay not to long ago, so while I wait for that to arrive I’m giong to get to work on building the long hood. I started by measuring an SD45T-2 and an SD45 with a scale ruler and a digital caliper. I then took my

measurements and drew them out on a sheet of 0.20 styrene. Once I got the top measurements down, I went back and measured the sides of the dynamic brake hatch and the sides of the cooling area. The rear of an SD45X is lat like a tunnel motor with the exception that the sides are lared out at the top like an SD45.

I ended up going back on ebay and ordering lots of Cannon & Company parts, mainly the doors for the long hood. I did end up ordering a 88” nose and lots of brass handrail stanchions. I also ordered Cannon cooling fans instead of the Athearn ones I usually use. I did this because I’ve never used Cannon fans before, and I wanted to see how well they stack up against the Athearn fans. I also ordered the SP style battery box doors.

Now that I have everything that I need for this build ordered, I’m going to get to work on the dynamic brake fan hatch. I’m going to make this a separate piece so I can remove it for easy decoder access. I started by measuring the dynamic brake hatch one of my SD45’s so I could get a pencil and mark out where I need drill out holes and sand down the styrene to get the right shape. Once I got that done, I drew a line right down the center of the hatch so I could center everything up when I start drilling out holes for the fans and the turbo exhaust stack.

At this point, I can't really do anything else until the parts I ordered from ebay arrive. Once they arrive I can start working on the sides of the long hood, and continue on the top. That pretty much wraps up this part of the build. In the next edition, I will start building the rest of the long hood, start cutting up the SD45T-2, and start detailing the rest of the model to get to ready for paint. Stay tuned to future editions of Railroading in America Magazine for updates!

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Is the Model Railroad Hobby Dying?

An Editorial by Max Harris

If you ask a veteran model railroader, they all say the hobby they grew up with and love is slowly fading away. While it’s true that not nearly as many children have a prominent interest in trains as their parents or grandparents did, our hobby is far from dead. Go on Instagram, and see the hundreds, if not thousands of profiles from kids who can’t get enough of these beloved iron horses. See events like Railfest, dominated by young kids, armed with cameras, snapping photos of everything they see with their eyes wide open. Watch as young volunteers at historical sites listen to the insights of their heros, with a hunger to learn and an unstoppable passion.

While the times are changing, and railroading might not be what it used to be, this great hobby is not going anywhere.

All of our stories begin in a similar fashion: A family member who worked for the railroad or who had a model railroad, seeing a train for the first time and being starstruck, or maybe just watching “Thomas and Friends”. These stories, while unique to each individual, all spark a similar love for something bigger than ourselves. Trains are much more than machines, they are family traditions, they are ways to meet new friends, they are jobs for some of us, but they are a way of life for all of us. Many kids have been in luenced by those they love to pursue trains, like me. My journey in this hobby started with a G Gauge loop of track around the Christmas tree. At a mere six months old, I was amazed by the small train, watching it go in circles for hours. My grandfather would later build a set up for my cousins and me to enjoy, which would simply add more fuel to the fire of my newfound passion.

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From then on, my dad would take me to see trains all around, including several trips to Strasburg, PA and the New Hope and Ivyland Railroad. As time went on, my cousins’ passion began to fade, yet mine never went away (I consider myself the lucky one). I would continue to devote my life to trains and my love would only grow.

Flash forward a bunch of years to when I began publishing videos on Youtube of my new layout, following my family moving. This was a way for me to meet more people in the hobby, along with share what I was doing. I gained quite a following, and began to realize I wasn’t unique; Many people my age all had similar channels, and did similar things. I set out with a goal to meet as many my fellow hobbyists as possible, at train shows and with the power of private messaging on social media. Later I would go on to join this magazine, and once more I was amazed by how many other kids were interested in trains, all with the same passion and motivation.

My point in saying all of that is there are many kids and young adults who are interested in trains even now. Though these numbers could be higher, our hobby has a population that is still growing.

With modern day advances that major train manufacturers are implicating, such as The simplicity of this train was enough to captivate a 1 year old Max Harris.

Photo by Mike Harris

smartphone control, the hobby continues to be popular.

As companies integrate technology into their products, this begs the question of how can the average train lover incite a passion into a younger generation. The answer is simple: Inclusion. To keep this tradition going, and continue to pass railroading down the line, we need to include those who are not in the loop. Answering questions without being sarcastic and snarky, being patient with those who don’t understand, being inviting and warm towards the public are all ways we can help continue the legacy of model railroading and trains as a whole. When my cousins and brother lost interest in trains, I didn’t have many people that cared to listen to me talk about trains, until I found YouTube and various train forums. Having a place where I can ask questions and learn from those who are much more experienced than I was lead me to grow as a hobbyist and I am happy to say that these resources made me a better person. To keep our traditions alive, we need to be optimistic and helpful, not stando fish and rude to those who are seeking direction and knowledge.

Our hobby may be less popular than it once was, but model railroading is far from over. With new technology and positive attitudes we can pass this tradition down several more generations so they can do the same. In the end of the day, whether you are a rivet counter or an 0-27 modeler, a carpet central owner or someone who spends hours on a single bush on their massive layout, from O Scale to N, we are all the same: Kids at heart who still play with toy trains. Let’s pass this love down with open arms, as those who did the same to us would want.

The Horseshoe Curve was a popular vacation destination for my family. A three year old Max stars o f at the power from a coal train in the arms of my Uncle Lou, another family member that helped me get into trains.

Photo by Mike Harris

On the same trip from the picture above, Young Max looks o f into the distance at Cresson, PA, while rocking some pretty cool shades. Seen behind me are a number of my cousins, who at the time all loved trains too.

Photo by Mike Harris

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Welcoming Riley Ginger to the RIAM Sta f!

“How in the world does a woman get into this hobby?” is a question that I’ve been asked all too frequently over the last several years. Well, my story isn’t all that di ferent from someone else’s.

I’ve always been into trains ever since I was young. I was born and raised just outside of Roanoke, Virginia, and grew up with trains running by my house every day. I used to watch Thomas the Tank Engine video cassette tapes on my family’s box television when I could hardly walk. My parents and I would frequently visit the Virginia Museum of Transportation, where I would walk outside to the pavillion where Norfolk and Western 611 and 1218 sat. I could stand there and watch the locomotives for hours, even if they were just stationary and stoic. However, my interest began to fade when I started to grow older.

When I reached the ripe age of twelve, my enthusiasm towards railroading had dissipated almost entirely. However, one early Saturday morning, I was awoken by a loud whistle and rattling of metal. I lew from my bed and ran down the hallway and saw a steam locomotive 21

barreling down the tracks right in front of me. There, before my eyes, was a long, black steam locomotive, whistle screaming and black smoke pouring from its stack. A long line of coaches trailed behind it as the engine rumbled and bustled up the tracks. The morning sun made the locomotive’s paintwork sparkle like diamonds. I couldn’t do anything but stare in awe, my jaw dropping. Then, it was gone.

I had never seen a more beautiful, powerful machine in my life, and from that day forward, I was completely enamored with railroading. I later learned that the locomotive I saw that day was Southern Railway 630, a resident at the Tennessee Valley Railway Museum. I was able to see her four years later at her hometown of Chattanooga, Tennessee.

continue to have the same encounters for the rest of my days, but the amount of support I’ve had from fellow railfans far outweighs the bad. I’m incredibly fortunate enough to have met such a wonderful group of people, who have allowed me to be myself and to have shown me the amazing sides of being in this community and for the opportunities I’ve been granted.

That picture of me was just taken a ter an “At the Throttle” session at the North Carolina Transportation So, my story isn’t all that Museum with Jeddo Coal 85, where I di ferent from another one’s in ran a locomotive for the first time. It this industry. As I’ve found out was such a fun and eye-opening over the years, however, a experience. I’ve learned so much female in this hobby isn’t all that about the industry, photography, common. I’ve had some negative model railroading, and just being encounters with people quite myself through this hobby. I hope to o ten, but I don’t let those kinds contribute insightful and respected of interactions bring me down. articles to this magazine, and I am Sure, I’ve had some bad excited to see what this new chapter experiences, and maybe I will of my life will bring!

Rich Melvin's

Highball Column

I was Superintendent of Operations for the Youngstown Division of the Ohio Central Railroad in the mid-2000s. One morning in 2005, as I drove into the yard, I noticed a salvage crew starting to work on scrapping some GP9's. These locomotives had been used by another short line rail operator in our area, but they had reached the point where they were too tired and worn out to justify any further repairs to

them. (This locomotive is a former Florida East Coast GP9.) The salvage crew had all the side doors cut o f on the 676, revealing the innards of a 12-inch-to-the-foot scale GP9 with nothing in the way. You don't o ten see a locomotive like this, and it seemed like a great opportunity to show you what's inside a typical GP9.

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About the Illustrator John Brahaney

I am a 3rd-generation Army veteran from Bu falo, New York. A ter 15 years in law enforcement, I went into the railroad and worked my way up from brakeman and equipment operator, to engineer, operations, and superintendent, ďŹ nishing out my railroad career on the Alaska Railroad as their Manager of Operating Rules & Training. Throughout my career, I have drawn, sketched, painted, and caricatured many souls and stories along the way, and been published several times. If you look around you, you have to laugh or you'd go crazy.

Life is short, so enjoy it.

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Photo Corner

Submit your photos on our Instagram for a chance to be featured in the next edition of Railroading in America Magazine! @Railroadinginamerica

The Norfolk and Western 611 poses with Southern 6133, an E8, and Norfolk and Western 620, a GP9, during a Night-time photo shoot at the North Carolina Transportation Muesum.

Photo by Riley Ginger

Iowa Interstate QJ type steam locomotive #6988 charges through Mitchelville, Iowa on an excursion run.

Photo by Brenden Albert

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A ter an intense thunderstorm, a rainbow appears over NS 27V as the train heads west through Ingleside, West Virginia.

Photo by Tyler Nolan

An Eastbound Wheeling and Lake Erie manifest sits just east of Bellevue, Ohio, with a former General Motors demonstrator on point.

Photo by Matthew Bolyard

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Edition 8 was made possible by...

Executive Board

-Evan Cihlar, President and CEO -Garrett Monnin, Vice President and COO -Max Harris, Publisher and Adman -Jonah Collins, Editor-in-chief

Sta f Members

-Walker Wood, Author -Clayton Cook, Author -Adam Zappacosta, Author -Carlos Llamas, Author -Riley Ginger, Author and Graphic Designer

Check out our Sponsors!

Stockyard Express www.stockyardexpressllc.com (440)-774-2131 49293 Plate Road, Oberlin OH 44074

Maxrailroad www.youtube.com/maxrailroad www.facebook.com/maxrailroad www.instagram.com/maxrailroad Special Thanks To:

Henning's Trains www.henningstrains.com - (215)-362-2442 128 South Line Street, Lansdale PA 19446

Nicholas Smith Trains www.nicholassmithtrains.com - (610)-353-8585 2343 West Chester Pike, Broomall PA 19008

MTH Trains for sending us a train to review!

Nicholas Smith Trains for sending us a train to review!

John Brahaney for drawing us a comic!

Brendan Albert, Tyler Nolan, and Matthew Bolyard for submitting photos!

Our Readers for their continued support!

Check out our business partners over at

O Gauge Railroading Magazine www.ogaugerr.com

Edition 9 of Railroad in America Magazine Releases November 30th!

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Note from the Publisher Max Harris While writing my article titled "Is the Model Railroad Hobby Dying", I was given an opportunity to re lect on entrance into trains.

As noted in the article, all of my cousins and my brother even were into trains at one point or another, with me being the only one of the bunch to carry forth the legacy our grandfather bestowed upon us. I remember trips to the Strasburg Railroad, where I would hear the narrator make the same jokes over and over. Even now, as a 16 year old, these zingers that have been said for ages still make me crack up. Trips to Altoona, PA were always my favorite, as we would see tons of trains in a just a few minutes. Back then, it was common to see patched Conrail units, and the blue paint made me the happiest. This is why Conrail will always be my favorite railroad.

Going back to Altoona as a 16 year old still brings wide smiles to my face, as Garrett Monnin talked about in his article. I remember staring at small model trains, mesmerized by the motion and watching for hours when I was only a toddler. Even as a 16 year old, I still participate in this practice. I have learned in these pursuits that some things just never change. Trains will always make me happy, it's who I am. No matter the day, time, or place, if I see a train, I can guarantee you I will stop for a moment and just watch.

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Copyright 2018. All rights reserved Cover photo Copyright 2018 Clayton Cook www.railroadinginamerica.com