Model Railroad News

There are six new paint schemes in the Atlas Master Line production of its ACF 17,360-gallon tank car model. The tank car comes in HO (MSRP: $49.95) and N (MSRP: $39.95) scales. The HO tank car (right) includes metal wheels and body-mounted AccuMate couplers. The N-scale model comes with plastic wheels and couplers mounted to the car’s trucks.—Atlas Model Railroad Co., atlasrr.com

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Accurail’s American Car & Foundry (ACF) 2,970 cubic foot capacity CenterFlow hopper car is arriving in a special America’s 250th Anniversary (2026) release. The two-bay covered hopper will be painted silver and the fantasy decoration includes a representation of the Liberty Bell and Declaration of Independence document. The car will include a 250th Anniversary America 1776–2026 banner. The car’s sill will include standard data information in black, along with ACF’s logo. The easy-to-assemble HO-scale kit retails for $22.98. —Accurail, Inc., accurail.com

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Review by Tony Cook/model photos by the author

PIKO America’s excellent reproduction of German locomotive builder Krauss-Maffei’s ML4000 returns with new versions decorated for Denver & Rio Grande Western (D&RGW) and Southern Pacific (SP).

This fully assembled HO scale model is one of those efforts that makes you wish a manufacturer would offer more releases. PIKO America’s North American prototype offerings in 1:87 are limited, compared to the vast collection of European subjects the company catalogs. For this reason, some hobbyists pursuing North American prototypes likely do not have PIKO America on their radar. This six-axle diesel-hydraulic locomotive replica is a standout and I am certain I am not the only collector that remains impressed with this ML4000 and looks to the future for more from this hobby company.

When this HO model project was announced, the company stated later looks for these 1960s era locomotives would be future releases following the debut run’s as-delivered examples. What is on display in this review is a later look for the ML4000, and based on Rio Grande’s group of three units. Troubled by exhaust overtaking the necessary quality air for good operation (not unlike the pursuit of Tunnel Motors to come from Electro-Motive), two openings were added to the lower sides of D&RGW’s ML4000s. This feature and the rooftop tanks are additions to the tooling for this production run. Check your February and September 2025 editions of Model Railroad News to see previous Rio Grande and Southern Pacific models from PIKO America and you’ll quickly spot many differences between as-delivered ML4000s from those runs and this modified edition release.

ABOVE: SP 9022 shows the patched Rio Grande livery look PIKO presents in this new locomotive release. You’ll notice the air intake panels on the lower body side near the center unit and addition of rooftop tanks. When Rio Grande management decided they had experimented enough with the diesel-hydraulic concept, Southern Pacific picked up the trio of Rio Grande units. —Kevin EuDaly collection

In addition to the tooling revisions, PIKO America presents its Southern Pacific 9022 with a faded appearance to the single-stripe Aspen Gold and silver Rio Grande livery. When SP acquired D&RGW’s trio of ML4000s, which differed from the look of the units Southern Pacific took delivery of in 1961 (same time the Rio Grande units arrived from Germany), the new owner initially removed flying Rio Grande lettering and 4000-series numbering and applied black Southern Pacific lettering on the sides, an “SP” on the nose, and 9000-series numbering.

PIKO’s fading is subtle, but well executed. My photos illustrate the lighter/faded hues, but in person they are even more obvious and quite authentic looking. Check out the photo on the facing page of SP 9022 in patched Rio Grande paint, and you will see, with some weathering applied, this new PIKO America modified ML4000 model dressed for SP could be an eye-catching addition to your roster.

ABOVE: The ML4000 tooling includes modifications and additions to the detailed plastic body shells. You’ll spot two added grilles along the lower body sides. These served to improve the quality of air brought into the unit. Tanks on the roof are additions for this modified appearance. PIKO America presents Rio Grande livery on these two releases, but note the faded quality of the Aspen Gold hue on Southern Pacific 9022 (right). 

Like the previous ML4000 releases, buyers will find this finely rendered miniature offered with a standard DC setup or with PIKO’s TrainSounds electronics providing audio features, and digital operation and control of lighting and sound functions.

The model is an Expert series release in PIKO America’s line and comes secured on two posts on a plastic base. The model is not secured by screws, but simply lifts up and off its base. A guide is included for DCC operations and should be examined before you fire up your ML4000 and attempt to head out on your main line, as the usual European mapping of functions is present. These features can be revised to follow the North American locations you may be more familiar with when going to select a throttle function. I’m eager to see PIKO America return with more, and hope to see the company add other exotic prototypes to its line like this wonderful ML4000.

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Review by Ryan Crawford/model photos by Tony Cook

In late 2025, ScaleTrains began shipping its latest HO scale Rivet Counter run of Electro-Motive Division’s (EMD) SD38-2 diesel locomotives. Offering of this uncommon EMD six-axle prototype is not surprising in today’s marketplace, especially with the components on hand from ScaleTrains’ popular Rivet Counter EMD SD40-2. Utilizing the company’s SD40-2 platform, this Dash 2 model would be a natural for the Tennessee-based company. The two prototypes (SD40-2 and SD38-2) share the same 68 foot 10-inch frame. The difference in the two is not size, but applicable horsepower by way of EMD’s popular 16-cylinder, 645E diesel prime mover. The SD40-2 utilizes a turbocharger, netting 3,000 hp, while the SD38-2 uses the same engine block, but is fed via a set of superchargers (what diesel historians label “normally aspirated”) that puts out 2,000 hp.

The easiest way to explain the creation of EMD’s SD38-2 is to place a GP38-2 car body on top of an SD40-2 chassis; in essence, that is what you have with this locomotive. The detail differences between the SD40-2 and SD38-2 are the number of radiator fans (two for the 38 and three for the 40) and size of the radiator intake screens. The SD40-2, being turbocharged, has a single exhaust outlet, whereas the SD38-2 possesses two exhaust outlets. The idea behind this combination of two similar locomotive models yields a unit that can move heavy tonnage (six axles equal improved tractive effort), and the removal of the turbocharged motor that is not needed for heavy drag applications.

The SD38-2 became popular with roads that hauled heavy unit trains, such as central Illinois coal-hauler Chicago & Illinois Midland (C&IM), and iron ore roads such as Duluth, Missabe & Iron Range. EMD marketed its SD38-2 as an excellent locomotive for hump yard applications. This Rivet Counter SD38-2 production includes examples covering those users well. ScaleTrains does exhaustive research of prototypes and always offers good execution with prototype-specific and railroad-specific details for its Rivet Counter HO-scale diesel locomotives. This review will focus on one of the six C&IM SD38-2 prototypes offered by ScaleTrains.

ABOVE: Above: On June 2, 1974, just weeks after delivery, C&IM 74 is coupled to 75 at Springfield, Ill. This is exactly how the units were painted when delivered in May 1974. Notice the railroad has yet to install the all-weather cab window, orange trim on the step edges, and the rear diamond decal (look at unit 75 in background). Within a year, the orange trim would be added, as were the cab windows and the diamond decal on the rear hood. Good attention to detail on the ScaleTrains Rivet Counter replica is the three sets of instructions on the hood door in white. —Richard R. Wallin photo, Ryan Crawford collection 

C&IM Motive Power History
Owned by Commonwealth Edison (CWE) for more than 80 years, Chicago & Illinois Midland had one job: hauling coal to feed the hungry boilers of CWE’s power plants in the Chicago area. The locations included a massive power plant located at Powerton, Ill., just south of Pekin. Since 1926, the modern C&IM, stretched 121 miles across Illinois from Taylorville to Pekin. At a location known as CIMIC (named for the two railroads, C&IM and Illinois Central, that met at this location), C&IM utilized 16 miles of trackage rights on Illinois Central to reach Springfield, Ill. Springfield became the railroad’s headquarters in 1956. Up until the mid-1950s, coal hauling duties were entrusted to an expertly maintained roster of 0-8-0, 2-8-2, and 2-10-2 steamers.

When it was time to dieselize, C&IM manage-ment turned to EMD, which surveyed the railroad and proposed that 11 diesels could do the work of 21 active steam locomotives. In April and May 1955, two EMD SW1200s, 18 and 19, were purchased and went to work. By November 1955, C&IM added four additional SW1200s (20–23) and five rugged SD9s (50–54) to handle the tonnage on C&IM’s route. During the early dieselization phase, coal was picked up from Peabody Mine No. 10, located at a recently constructed coal handling yard known as Ellis, four miles east of Pawnee, Ill. This segment of the railroad ran east and west and was named the Taylorville Division, running from Taylorville to CIMIC. Coal trains were hauled northward through Springfield and on to Havana, the location of a modern coal dumping operation on the Illinois River, known as the Havana Coal Transfer Plant, and it was here that coal trains were emptied by a Wellman rotary car dumper and transloaded into awaiting barges. The barges would handle the coal upriver to the many small CWE plants in the Chicago area. Coal from mine No. 10 and coal received from connecting railroads was also way-billed to CWE’s Powerton Generating Station south of Pekin. By 1960, the little C&IM was bursting at the seams with coal business; and those 11 EMD diesels handled the tonnage.

ABOVE: This photo of C&IM 75 and 73 at Powerton, Ill., on March 29, 1978, matches well with ScaleTrains’ HO scale Rivet Counter SD38-2 models. Footboards are gone from the pilot, a beacon has been installed on the roof, all-weather windows appear on the cab, and upturn extensions are welded to the coupler cut levers. Trailing unit 73 clearly shows it retains the diamond herald on its rear hood. Unit 75 retained part of its original hose holders on the pilot, but those will be removed in a few years, which is exactly how the ScaleTrains replica is detailed. —Robert Farkas photo, Ryan Crawford collection 

As coal volumes remained steady, management decided to purchase additional locomotives. In Septem-ber and October 1960, the railroad received the only two RS1325 road switchers EMD built (30–31). These four-axle, half-breed switcher/road units would be among the rarest diesels ever to come out of EMD’s plant, and their rarity brought flocks of railfans from all over the world. Unfortunately, the RS1325’s small size, and low horsepower, would not fill the bill for heavy-tonnage coal trains. They were simply not suitable for a coal hauling railroad. Realizing this, C&IM management went back to EMD for help. In 1961 and 1962, the railroad took delivery of a pair of six-axle 1,800-hp, SD18s (60–61). This was a great investment for C&IM as coal tonnage began to really blossom through the mid-1960s. Unfortunately, in 1967 the railroad withered for lack of business due to CWE’s decision to build a new power plant at Kincaid, just across the highway from the already active Peabody Mine No. 10. When this operation began, C&IM’s tonnage was drastically cut, and storm clouds loomed on the horizon.

In 1970, a dramatic change of events unfolded which would forever change C&IM. Commonwealth Edison was in the midst of complying with Clean Air Act legislation and began purchasing low-sulfur coal from newly opened Western U.S. mines located in Wyoming and Montana. This changed the routing of coal southward on the C&IM instead of northward. With this massive influx of Western coal, now interchanged with Chicago & North Western and Burlington Northern in East Peoria, C&IM’s diesel fleet was stretched to the absolute max. The railroad was faced with a decision on purchasing new diesels to meet these new tonnage demands. C&IM purchased six 2,000-hp SD38-2s (70–75) from EMD in May 1974. This wise decision would have positive implications for the next 22 years of the railroad’s existence.

C&IM’s EMD SD38-2s
Chicago & Illinois Midland began receiving these newest and most powerful on the roster diesels in May 1974, arriving on property from May 9 through May 29th. ScaleTrains’ review model C&IM 75, was received at Springfield Shops from an Illinois Central Gulf transfer at 1:30 P.M. on May 29, 1974. Surprisingly, the fleet lacked the traditional red band with white pin stripes worn by all other diesels on the roster. The SD38-2s were outfitted with similar features: 3,200-gallon fuel tank, no dynamic brakes, 81-inch low nose with ratchet-style handbrake, flush-mounted exhaust stacks, and dual cab controls.

When delivered, they lacked the rear company diamond decal, radio antenna, and three-pane all-weather windows. These were added by the railroad shortly after arrival. Ironically, the brass bell and unique, top of hood bracket was not installed by EMD; but instead, were placed on the front porch of the locomotives during transit and installed by C&IM shop forces at Springfield. The paint scheme was a basic green dip job with black trucks and black jacking pads. They had 18-inch C&IM hood initials on the car body and 14 1/4 inch road numbers painted on the access doors below the cab, all in white. All six units wore the traditional diamond decal on the cab sides and on the front nose when delivered, with the rear decal added after delivery. The units cost $350,000 each, a modest sum by today’s standards, and the railroad paid an extra $75,000 for a spare HTC truck.

Above: This ScaleTrains Rivet Counter SD38-2 brings several looks and all road numbers for Chicago & Illinois Midland in this production run. This example, C&IM 75, features a look the unit possessed a short time after its delivery in 1974 through much of the rest of the 1970s.

When delivered, the SD38-2s had orange handrails with green stanchions. The orange on the step edges and footboards did not come along for a couple of years. They also displayed orange coupler cut levers on the front and rear pilots. Footboards were present on the pilots, which were eventually outlawed by the FRA in 1978. Around 1977, all C&IM’s road units were fitted with a Commander beacon that was located atop the cab, near the rear cab edge. One interesting detail concerning the placement of the beacon on the SD38-2s was the plate which held the beacon, about eight inches above the cab roof. This raised plate helped establish better sight lines due in part to the modern EMD angular cab design…

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Review by Clem Harris/photos by Tony Cook

Kato recently released a group of C44-9W diesel locomotive models in N scale. This collection includes several BNSF Railway looks. I’m sharing an orange BNSF painted C44 that includes patching for second owner Kansas City Southern (KCS). I also review a SuperFleet livery decoration with patching for BNSF ownership.

Prototype Profile
BNSF 667 was originally built as Santa Fe 667 in August 1994, as part of a 100-unit C44-9 order. These six-axle locomotives, delivered in iconic SuperFleet livery, invoked memories of a rich history of passenger trains racing across the American Southwest. The SuperFleet paint scheme was introduced in 1989 by Mike Haverty, Santa Fe’s president. In an August 1989 Chicago Tribune article, Haverty stated, “I think that restoring the Warbonnet is a way to demonstrate to our customers and the industry that we deliver quality transportation. At the same time, the Warbonnet will give our employees a sense of pride in their heritage. We’re in some tough times now. Competition is tough. There is an overcapacity of all transportation. So only the fittest will survive; those that are innovators and aggressive. And we will.”

As Santa Fe purchased locomotives after 1989, they were delivered in this new version of the famous red and silver, which many associate with the last few years of the Santa Fe and their priority intermodal service with J.B. Hunt. Santa Fe merged with Burlington Northern to become the Burlington Northern Santa Fe Railway in 1995. Santa Fe’s and BN’s combined purchases of General Electric’s (GE) C44-9W model totalled around 1,700 units between 1994 and 2005.

Based on pictorial evidence, sometime around 2005, Santa Fe 667 became BNSF 667 with the addition of lettering under the road number on the cab showing BNSF ownership, as KATO has reproduced for this release.

Kansas City Southern and its Mexican subsidiaries purchased 125 AC4400CW units, which are the AC traction motor cousin of GE’s C44-9W. KCS chose not to purchase the DC traction motor C44-9W, though the railroad would eventually roster this model.

KCS 4401 was built as BNSF 4799 in June 1998. BNSF 4799 received Heritage III orange and black livery. BNSF 4799 was on a long-term lease via General Electric Capital. When this example and others on lease were returned to General Electric Capital in 2021, several railroads picked up these used C44-9Ws, including Kansas City Southern. These new-to-KCS locomotives were quickly patched out to no longer show BNSF, though they retained that road’s colors. They received block KCS letters on their long hoods and the road’s logo on the sides of the nose and across where the BNSF “cigar band” herald had appeared on the nose. In addition to Kansas City Southern, many of the other leased C44-9W originally painted BNSF were changed to Norfolk Southern.

The Models
Out of the box, I was pleased with Kato’s efforts on both samples. The paint, lettering, and graphics were well rendered, and spot-on in relation to placement on the prototype. Both N-scale locomotive models had the proper version of General Electric’s high-adhesion truck sideframes, matching pictures found during my research.

You’ll notice variations in the handrail style with BNSF 667 possessing the early style, wider hand rail arrangement across the front and back of the locomotive over the pilots. KCS 4401 has the narrow arrangement with the handrails coming inward as the raise up to the outer stanchions over the pilots in front and rear.

A couple of enhancements worth noting that I was happy to see up-dated on these Kato models was the improved appearance of the fuel tank and ditch lights. Check out the depth and detail on the area between the top of the tank and sill on BNSF 667 above. The ditch lights on the pilot are a better representation versus prior toolings.

These models also feature what I consider to be a nearly indestructible mechanism. I love the design simplic-ity and durability of Kato’s drive. This 1:160 C44-9W locomotive model includes a DCC friendly electronics setup. Options for a drop-in DCC de-coder include Digitrax DN163K1A, ESU 59721 Lok Pilot Train, and Control Systems K1D4 decoders are available if you want digital control and non-sound operation. For sound and DCC capability, ESU’s 58741 decoder is available, and SoundTraxx offers two decoders with sound options for these Kato locomotives.

I chose a break-in for these C44-9Ws, which is the same practice I follow for DCC installs for speed matching. I have the model pulling a homemade track cleaning car that weighs 2.2 ounces and drags a cleaning pad (this single car provides similar resistance of a longer train consist)…

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Review by Joe Martens/photos by Tony Cook

Caboose? No, these are Vans! Enter the Rapido Trains Hawker-Siddeley caboose, or “van,” as they were lovingly known in Canada. This model is another smashing success for the Canadian manufacturer for good reason, as these HO-scale models are jam-packed with details and lighting features.

Prototype History
In the early 1960s, Canadian National Railway (CN) needed a replacement for their aging fleet of wood-end cabooses. They turned to Hawker-Siddeley for this task, and, in 1967, the first examples from an order of 150 steel cabooses delivered to the delight of crews. The steel shells were constructed in Trenton, Nova Scotia, and final assembly occurred in Fort William, Ont. With comfort features including dual oil stoves, a refrigerator, electric power and lighting by way of an axle-driven generator, and fully cushion underframes by Waught, modern features that debuted on these cabooses quickly made their way into CN’s fleet during modernization in the 1970s. An advertisement (shown on the facing page) published by Hawker-Siddeley in October 1968’s Canadian Transportation touts “These cabooses of the future mean the beginning of the end for the little red caboose.” This ad is included in Rapido’s paperwork for this model; a nice touch.

ABOVE: Here’s an end view of two of Rapido Trains’ CN-painted models. Since initial delivery of the prototype, the Late version (left) has had track inspection lights added and the steps painted black. The International version (right) received the same upgrades, plus the FRA yellow sill added for service in the U.S.

The most noticeable difference for these cabooses throughout their service life were the paint schemes. As-delivered, the cabooses had body colored red step wells and end cages. Later in life, the step wells and end cages were painted black. Some cabooses received yellow striping on the side sill for international service into the U.S., and were also modified with FRA-compliant window glass. Some cabooses escaped CN ownership by way of the Cape Breton Development Corporation (Devco) and received new numbers and a neat green with yellow stripes scheme. These were used on coal train service in Nova Scotia until some returned to CN through their acquisition of the Ottawa Central, who had acquired some of the Devco cabooses to run through the 2000s.

These cabooses lasted many years on Canadian National’s roster, through the end of the caboose era in the mid-1990s. Luckily, many have been preserved in museums, as most were still in good condition upon their retirement.

Model Details
The model has a plethora of separately applied metal components. The end platforms and steps of the model are etched-metal and possess excellent see-through characteristics. Numerous metal grab irons can be found across the model painted in accurate hues to match the prototype. The brake wheels and chains on the end cages on both ends are plastic, and thin enough to match the rest of the metal parts for a uniform appearance. The roof features two chimneys with tie-downs on both sides, with extra vents poking through from the bathroom.

ABOVE: The caboose underbody has many details (separately applied and modeled on the base), including complete air piping and cushioning appliances reproduced down the middle. As per prototype, one truck includes an axle-mounted generator for electrical power to the cabin. The end platforms and steps are see-through, and you’ll notice the trainline air hose present, along with coupler cut levers on the ends of this van.

The interior of the model has many features, including the stoves with vents, multiple seats with armrests, ladder to the cupola, and handles on cabinets. Most interior details are plastic, but multiple colors are used for extra detail. With the lights on, the interior details are an area where the value of this caboose shows itself well. The interior is fully painted in multiple colors for even greater realism.

Although there are no rotating bearing caps on this model, all axles do pick up track power for the interior lights. Metal wheels also make for a smooth ride. The underbody contains numerous separately applied brake components, a mix of plastic and metal. Brake piping extends from the brake cylinder and air reservoir near the center of the underbody all the way to both ends of the model under the trucks. The underframe also has white lettering with the car weight. The axle-mounted generator is included as well, with a two-piece design that allows the truck to swivel…

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