3/1 Insiders Report Artv2

T O M
C
V o l u m e
N u m b e r
E R
C U
S
3
1
O P Y
Bouncing Along North America’s Branches
As
your doodlebug
trundled along the branchline, you could see the top
of the grain elevator in the
next town for miles before
you arrived. On hot summer days, open windows
let in a cool breeze – even
if it was mixed with dust
and exhaust. The ride was
rough and the accommodations lacked the pizazz of
mainline varnish, but, if
nothing else, the gas-electric car was an easy way to
get from depot to depot.
Long before buses became
popular, local trains (often
self-propelled motor cars
like the Walthers 60' EMC
Gas-Electric) plied branchlines and secondary routes,
stopping at every dot on
the map to take on lessthan-carload freight, mail,
parcels and a few passengers. On some railroads,
they had the status of
being connections to mainline passenger trains; on
others, they were the mainline train.
To many there was a sense
of romance in being able to
board a doodlebug in a
small town and go for a ride
to visit friends and faraway
places. Crews on the gaselectrics sometimes carried
messages, providing a link
to other towns along the
line.
They knew their
routes like the backs of their
hands – right down to the
red-tailed hawk with its nest
on top of a pole near milepost 42.
Why a Gas-Electric?
Up until about 1900, the
most practical means of
long-distance travel was by
rail. With competition from
electric interurban lines
and the growing popularity
of the automobile, railroad
passenger counts began to
slide, especially on short
hauls. By 1910, a single
car was often all that was
needed to provide full
passenger, mail and lessthan-carload freight service
on many of the continent’s
branches, secondary lines
and shortlines.
Railroads, as public utilities, were required by regulators to run secondary
“accommodation” trains
(operated to accommodate
the traveling public) to provide basic transportation to
remote areas. Any means
of cutting costs was important. Self-propelled cars –
also
known as motor
cars or doodlebugs – were
cheaper to operate than a
complete, locomotivehauled train, allowing
many railroads to operate
lightly-trafficked runs
without losing too much
money.
Following the production
of many gas-mechanical
cars beginning around
1910, railroads found that
Electro-Motive
Corporation
60' Gas-Electric,
$59.98 each
932-6281 CB&Q
932-6282 LV
932-6283 NP
932-6284 UP
932-6285 GN
932-6286 Boston &
Maine
932-6287 CNW
932-6288 Maryland &
Pennsylvania
932-6289 B&O
932-6290 SOO
932-6280 Undec
In This Issue
Bouncing Along North
America’s Branches . . . . .1
You Could Hear the Bell
Ringing a Mile Away . . .4
The Search for Better
Passenger Power . . . . . .5
Allegheny 2-6-6-6:
“Mountain Maulers”
by Design . . . . . . . . . . . . .6
Many railroads like the Maryland & Pennsylvania serviced their Gas-Electrics alongside their steam locomotives. In March, 1927, Ma & Pa No. 61 is readied at Baltimore,
Maryland, for its trek into the hills. Photo from the Jay Williams Collection
UP’s Big Articulateds . . . .6
SP’s Mountain Machines 7
1
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based on early 60' cars
which featured an engineer
compartment with controls, a baggage/mail room
and a passenger section.
While late designs were
often longer to accommodate a separate RPO section, 60' cars were built in
large quantities. The body
of the Walthers unit is patterned after a St. Louis Car
Co. design.
Gulf, Mobile & Ohio 2504 pauses at a depot on the Chicago-St. Louis run. GM&O used
these cars to provide local service along its busy mainline, as well as along its branches,
in west-central Illinois. Photo from the collection of Bob Gallegos
their geared or complex
electrical transmissions
weren’t suited to the rigors
of railroad service. Rough
track, dust, dirt, long distances and inconsistent
“distillate” fuels all contributed to the unreliability
of these early designs.
In 1923, Electro-Motive
Corporation (EMC) devel2
oped a reliable, simplified
car that revolutionized the
development of self-propelled cars. By having the
gasoline engine drive an
electrical generator which,
in turn, powered traction
motors in the trucks, EMC
had eliminated the need for
a mechanical transmission.
The construction of the
bodies was contracted out
to several companies
including Brill, Pullman
and St. Louis Car Co.
Reliability was also
enhanced because of more
consistent fuels developed
for automobiles and trucks.
The Walthers ElectroMotive Corporation 60'
Gas-Electric model is
Walthers Electro-Motive
Corporation 60' GasElectric Doodlebug features a smooth-running,
flywheel-equipped mechanism, perfectly suited to
the slower pace of secondary lines. Other features include a detailed
body with separate grab
irons, a working headlight, full interior and a
working knuckle coupler
on the rear.
Doodlebugs and Dots
on the Map
For many rural communities, the train depot was a
gateway to the world. At
depots everywhere, news
came in on the telegraph
and mail and packages
arrived on the local passenger train or gas-electric car. The station was
the first and last stop on
any journey, and at train
time, it was a social hub
where the locals gathered
to shoot the breeze and
watch the train. Station
agents usually knew
everybody in their towns
and many disseminated
local news and gossip
passed on by train crews.
Along mainlines, the limiteds and hotshots would
blast past in a fury of
smoke and steam. Between
through-trains and on lesser routes, the daily
wayfreight or gas-electric
car would stop; the crew
would sign for their orders,
exchange greetings and,
perhaps, set out a box car
at the local feed mill.
For local kids, the depot
was a place to learn about
the world. Never mind the
one-room schoolhouse
near the farm. Here, stories
of faraway places echoed
off the walls as train crews
and station agents spun
their yarns. If the agent
Walthers Golden Valley
Depot is layout-ready and
comes in three different
color schemes. This photo
(933-2807 in HO Scale;
933-2707 in O/O-27 Scale)
shows Cream with Green
Railroad Trim.
HO Scale Golden
Valley Depot, $29.98
933-2806 Yellow Ochre
with Oxide Brown Trim
933-2807 Cream with
Railroad Green Trim
933-2808 Light Gray
with Dark Gray Trim
Also available in
O/O-27! Golden Valley
Depot, $59.98
933-2706 Yellow Ochre
with Oxide Brown Trim
933-2707 Cream with
Railroad Green Trim
933-2708 Light Gray
with Dark Gray Trim
was friendly, you could
even learn how to talk to
people hundreds of miles
away using nothing more
than dots and dashes. For
kids who wanted more
than anything to someday
be a railroader, it was a
skill that could even lead
to a good job.
Eyes and Ears
of the Railroad
First and foremost, the
depot secured the railroad’s presence in town.
The station agent was the
company’s representative,
handling or overseeing
everything pertaining to
passengers and freight. In
many locations, the agent
handled mail for the post
office and shipments for
Railway Express Agency
or a similar express company. The agent was also
responsible for housekeeping and general upkeep of
the station building.
Station agents at small
depots were also operators
who kept trains moving
smoothly and safely. They
maintained contact with the
train dispatcher via telegraph or telephone. If the
agent/operator had train
orders from the dispatcher
to “hand up” to a passing
train, he set the train order
signal to stop. Depending
on the railroad, the train
crew would grab the orders
off the “hoop” as they
passed, or they would stop
and sign for them. Each
train was inspected as it
rolled by and the dispatcher notified if there was
anything amiss.
Most small depots had
common design and operational elements. The operator’s bay was just that; a
small bay window on the
platform side of the building. This room afforded a
view up and down the
tracks. A pair of levers, or
in later years an electric
switch, controlled the train
order signal.
Combination depots handled both freight and passengers. These structures
usually had a freight section on one end and a waiting room on the other. This
style of depot was very
common in small rural
communities. Many structures were built to standardized plans, so there
might be several identical
station buildings on a
given line. Additionally,
most lineside buildings
included speeder sheds,
crossing shanties and interlocking towers that were
built to common plans and
shared the same paint
schemes.
Bringing it
All Together
on Your Layout
While all small-town train
stations had their differ-
Most combination depots shared the same arrangement as Golden Valley Depot. This
1920s view of the Boston & Maine station in Gleasondale, Massachusetts, shows the
station placed on a gentle curve. Photo from the collection of Bob Gallegos
ences, most shared other
features. Wood structures
like Golden Valley Depot,
as well as other small lineside buildings, typically
wore their owners’ standard paint scheme. The
three color combinations
offered on the model represent common color
schemes used by many
railroads, and they match
those of the Cornerstone
Series® Built-ups Trackside
Structures Sets. Golden
Valley Depot comes lay-
out-ready, complete with a
herringbone brick platform, a semaphore train
order signal and an interior
light. It also includes a
baggage cart, a very
important detail in any station scene.
A few other details will
help you fill in your depot
scene. Generally, every
depot has a station name
sign. The model includes a
selection of station signs
printed on heavy cardstock
to simulate typical sign-
boards. Just apply your
sign on one end of the
building using a small
amount of glue stick or
plastic-compatible cement
applied to the back of the
sign. Other signs, such as
the familiar Railway
Express Agency red diamond and the blue Western
Union banner, are available
from a variety of sources.
For more realism on your
platform, add some luggage and parcels to the
baggage wagon and stack
3
As schoolyards evolved and were modernized, some features were added and others removed. Here are a few
examples. Most are found in the Super Detailing Parts and
Figures sections of the Walthers HO Scale Reference Book.
Early Steam Era
Manufacturer or
Reference Book Section
Well or pump handle
SS Ltd.
650-2120
Coal or wood shed
Blair Line
184-183
Teeter-totter
Figures
Horse and hitching post Figures, Super Detailing Parts
Dirt or mowed area
Scenery
Outhouse
Structures, Super Detailing Parts
Golden Age (1920s-1940s)
Bicycles
Gold Medal Models 304-8710
Flagpole
Campbell
200-931
Power poles
Walthers
933-3101
Parking lot
Scenery
School bus
Vehicles
New Haven’s depot at Sterling, Massachusetts, was very simple — no operator’s bay
or train order signal. The baggage wagon is stored outside and there’s a similarly-styled
tool or speeder shed behind it. This depot also has several typical signs including the
station name over the freight door, an express agency sign between the windows and
what looks to be a Western Union sign on the left corner. Photo from the collection
of Bob Gallegos
them up just outside the
freight door. A bench,
some waiting passengers
and a few onlookers
milling about will bring
life to the scene. Out front
and on the ends, add a
small parking area and a
few autos. ■
You Could
Hear the
Bell Ringing
a Mile Away
Before long, children of all
ages came bounding in
from the surrounding
farms, ready for a day of
the “Three Rs.” The kids
knew if they studied hard,
they would learn what they
needed to know to get
them through life. If they
studied really hard, someday they might even get to
go to the Academy.
One-Room
Schoolhouses
were Everywhere
Up through the 1960s, oneroom schoolhouses could
be found in rural communities across the continent.
While the oldest ones had
their roots in church
schools, by the late 1800s
they were typically operated by local governments,
constructed on land set
aside by townships and
supported by local tax rolls.
A day in a one-room
school often began early.
Because children from
4
grades one through eight
were all in one classroom,
teachers gave lessons to
groups of students while
the rest of the class studied. Older children were
assigned specific chores
and often tutored the
younger ones. Besides
conducting classes, teachers were also responsible
for housekeeping and light
maintenance, making for
very long days.
As more people moved
into town and rural populations dwindled, many
schools were consolidated
as a cost-cutting measure.
The trend began during the
Great Depression and continued through the 1960s.
Some sources report that in
1930 there were about
150,000 one-room schoolhouses in the U.S.; by
1997 the number was
down to about 450.
Transition and Diesel
Playground equipment
Baseball diamond
Outdoor light
Era (after 1950)
Merten
Scenery
Signals, Lighting
447-2454
Where do Kids
on Your Layout
go to School?
No rural scene – especially one set in the steam or
transition era – is complete without a one-room
schoolhouse.
Grandparents and greatgrandparents everywhere
reminisce about walking
miles uphill, through 10foot deep snowdrifts in
the dead of winter, just to
attend class in a one-room
schoolhouse like the Gold
Ribbon Series™ Cottage
Grove School. Their daily
trek built character;
this new model
will help you
build character into your
railroad.
Cottage
Grove
School is
patterned
This rural schoolhouse in Saxeville, Wisconsin, was near
a crossroads surrounded by farmland. In 2001, it was no
longer in use and up for sale. Photo by Bob Gallegos
after typical rural wooden
schoolhouses found all
across North America from
the late 1800s through the
1960s. From the top of its
belfry down to its stone
foundation with basement
windows, this adorable
build-
ing conjures up images of
rural nostalgia.
Like all Cornerstone Series®
Gold Ribbon Series kits, this
easy-to-build model features
Cottage Grove
School, 933-3607
$29.98
The Search Found
“Hudson”
When Lima unveiled its
2-8-4 as a fast-freight
engine in 1924, designers
began looking at using the
larger firebox and fourwheel trailing truck on
passenger locos. Although
the Milwaukee Road
designed a 4-6-4 in 1925, a
lack of cash forced them to
shelve the idea. But in late
1926, the New York
Central ordered a single,
experimental 4-6-4 from
the American Locomotive
Company (Alco).
detailed, snap-together main
parts molded in two colors
(siding and contrasting
trim), an interior light and
complete instructions. For
added authenticity, walls
feature realistic wood grain,
the foundation mimics cut
stone blocks and windows
have thin-profile frames
molded onto clear glazing;
there’s no need for tedious
masking and painting.
Setting the Scene
on Your Layout
Creating a realistic schoolyard scene goes a long
way towards capturing a
big slice of rural life on
your layout. Because they
served surrounding farms
and homes, schoolyards
were often near a crossroads and quite a few were
near the tracks, making
them natural additions to
your trackside scenes.
Details and figures surrounding the building will
help you establish the era
of your scene. For some
detailing ideas, check out
the listing of schoolyard
details with this article.
While many one-room
schoolhouses have since
faded into history, some
survived into the classic
Bell school is located at a
major crossroads in
Racine County,
Wisconsin. Now privately
owned, it’s a good example
of an alternate use for
Cottage Grove School.
Photo by Bob Gallegos
diesel-era and, in a few
remote areas, a handful
still host classes. Still
others have been converted into town halls,
community centers, homes
or businesses, making the
Cottage Grove School
suitable for use on any
layout. ■
Engine #5200 arrived in
March 1927 and was put
through its paces in passenger service, accompanied
by the NYC dynamometer
car to measure performance. The Central had a
winner and orders went to
Alco for more 4-6-4s. The
locos were soon assigned
to the finest passenger
runs, and the name
“Hudson” — after the
Hudson River — became
official. In the next four
years, NYC acquired 145
4-6-4s in subclasses J1a to
J1e for itself and subsidiaries. (A separate class,
J2a, was built especially
for the Boston & Albany.)
Each group had the latest
advances, but remained
outwardly similar.
The Central set about creating a super Hudson in
1935 based on the J1. So
many changes were incor-
The Search for Better Passenger Power
porated that the new locos
were designated Class J3a.
NYC also was so confident
in its newest creation that
50 were ordered without
the usual test engine.
Arriving in 1937, the J3a
proved ideal for passenger
work. When delivered,
about half the engines
were equipped with
Boxpok-spoked drivers
and half with Scullin-disc
drivers that added to the
distinctive appearance. No
reason for using two styles
has come to light; both
were interchangeable and
often mixed and matched
as J3as were shopped.
New innovations were
coming from the passenger
car builders too, and plans
were soon underway to
streamline the fabled “20th
Century Limited.” Prior to
delivery in 1938, the last
ten J3a engines were
streamlined to match the
colors and styling of the
Pullman-built cars. The
new train was packed with
innovations, and the beautifully streamlined
Hudsons delivered all the
power and speed to make
the New York – Chicago
trips in 16 hours! (In 1941,
two more J3as would be
streamlined with fluted
side panels to match new
Budd cars on the “Empire
State Express.”)
While the J3a was the best
NYC 4-6-4, the same
demands that created the
Hudson ended their reign.
Longer trains, the need for
more electrical power and
a desire to cover more
ground for less money led
to the use of dual-service
4-8-2 “Mohawks” and
finally EMD E7A diesels.
Though bumped from their
high-profile assignments
by 1945, Hudsons handled
NYC passenger trains until
retired in the mid-1950s.
(Continued on page 8)
Built for speed and power,
NYC Hudsons were true
thoroughbreds and many
consider them the finest
4-6-4s built. Here J1e
#5339 easily works a heavy
eastbound train along the
famed water level route.
As the most modern of
Central’s 4-6-4s, the 1931
J1e engines were often
assigned to “The 20th
Century.” Photo from the
collection of Bob Gallegos
5
The Rivarossi Allegheny 2-6-6-6, 635-5454 $585.00
Allegheny #1647 creeps
past the camera while being
serviced in Handley, West
Virginia. Photo from the
collection of Bill Navari
Allegheny
2-6-6-6:
“Mountain
Maulers”
by Design
Steep grades and heavy
coal trains made the
Chesapeake & Ohio’s
mainline between the West
Virginia coal fields and the
Virginia Tidewater a tough
stretch of railroad to operate. For this reason, C&O
had a penchant for large,
articulated locomotives; 26-6-2s and 2-8-8-2s were
popular power for getting
coal trains over the road.
By 1940, these 1920s-era
engines were wearing out.
The road’s Lima T-1 2-104s had proven themselves
hauling fast, heavy trains
and long coal drags. C&O
was about to order more
when Lima proposed a
huge 2-12-6. It was a good
idea, but the sharp curves
and tight tunnel clearances
on the C&O prompted the
railroad to ask if the locomotive could be articulated; the 2-6-6-6 was the
result. Dubbed the
“Allegheny” for the mountain range where it would
run, the huge locomotives
soon proved to be what
UP’s Big
Articulateds
Union Pacific was known
throughout the world for
the huge steam locomotives which worked its
busy mainlines. Perhaps
the most famous of these
machines were the Big
Boys and the Challengers.
some historians consider
the best-engineered, articulated locomotive ever built.
The Allegheny looked as
impressive on paper as it
did in real life. Designed
for speed and power, the
Alleghenies were the heaviest, most powerful locomotives ever to emerge
from Lima’s erecting halls.
Large 67" drivers, a monstrous 9 x 15' firebox
(requiring a 6-wheel rear
truck for support) and an
overall weight for engine
and tender of 1,197,400
pounds – heavier than
UP’s Alco 4-8-8-4 “Big
Boy” of 1943 – made them
the epitome of super
power. Behind the loco
was a huge tender carrying
25,000 gallons of water
and 25 tons of coal. To fit
C&O’s 115' turntables, the
Often referred to as the
largest steam locomotives
ever built, the 4-8-8-4 Big
Boys were designed by
Alco to haul heavy trains at
high speeds. While they
weren’t actually the heaviest or the most powerful –
those honors go to the
C&O Allegheny 2-6-6-6s –
they were certainly impressive machines. Capable of
speeds up to 80 miles per
rear of the tender was
raised, putting more
weight on the rear truck
and requiring a fourth set
of wheels. The first
Allegheny was delivered
three days after the 1941
attack on Pearl Harbor. By
the end of Allegheny production, C&O owned 60 of
the giants. Fellow coalhauler Virginian Railway
also had eight (the
AG/Blue Ridge class) built
to the same design.
In service, versatile H-8s
could reach 70 miles per
hour but rarely exceeded
45. Able to lug 140 or
more coal loads over the
hilly division between
Clifton Forge, Virginia,
and Hinton, West Virginia,
(with one on the point and
one pushing on the rear),
they were equally at home
hour, these engines developed their maximum horsepower in the 30-mph range.
UP used them for hauling
long, heavy trains over the
famed Sherman Hill. These
consists, laden with timesensitive shipments, would
have required helpers – and
related switching delays –
if headed up by smaller
engines.
Rivarossi Big Boy 4-8-8-4 Locos UP #4000, 635-5412
6
on time freights and often
hauled merchandise trains
as far north as Toledo,
Ohio. Those equipped with
steam heat lines powered
troop trains and hospital
trains over the mainline.
Alleghenies were latecomers in the steam game, hitting the road just as diesels
were catching on. The last
C&O engines were retired
by July of 1956; the
Virginian’s were sidelined
in 1955. Two C&O
Alleghenies were saved
from the torch: #1601 went
to the Henry Ford Museum
in Dearborn, Michigan,
and #1604 resides at the
B&O Railroad Museum in
Baltimore, Maryland.
A Magnificent Model
Like the prototype, the
Rivarossi Allegheny
Rivarossi Union Pacific Big
Boy 4-8-8-4, $319.98 each
635-5412 #4000 (silver,
black)
635-5413 #4001 (graphite,
black)
635-5414 #4003 (black)
Also available equipped with
DCC decoder, $339.98 each
635-54418 #4011 (silver,
black)
635-54398 #4008 (black)
635-54404 #4010 (graphite,
black)
Note: Quantities on some
2-6-6-6 is one of the
heaviest, most powerful
HO Scale locomotives ever
built. With its powerful
five-pole motor, brass flywheel and heavy, diecast
chassis, this DCC-ready
model has the power to
handle over 120 freerolling cars on level track.
With its adjustable drawbar and appropriate cab (it
comes with two – a scale
version and one for operation on tight curves) it can
run on 18" radius curves.
Blackened drivers with
fine flanges allow it to run
on Code 70, 83 or 100 rail.
Priced at $585.00, the
Allegheny is loaded with
detail. Separate applied piping, turned metal bell and
pop valves are just a few
features which add realism.
Others include sliding cab
windows and vents, working
tender hatches and operating
front and rear knuckle couplers. With its high level of
authentic detail, the
Rivarossi C&O Allegheny
2-6-6-6 is a must for any
modeler or collector who
wants scale replicas of large,
modern steam power. ■
roadnames and roadnumbers
may be limited.
Challenger 4-6-6-4s were
designed from the start as
dual-purpose locomotives.
First constructed at UP’s
behest in the 1930s, modern versions (the prototypes
for the Rivarossi model)
were built beginning in
1942. These versatile
machines were exactly
what UP needed to handle
Big Boys were designed for heavy, fast freight like this block of reefers. Union Pacific
Railroad Photo
SP’s
Mountain
Machines
Whether tackling the
Tehachapis, driving up
Donner Pass or battling
Beaumont Hill, Southern
Pacific’s 4-8-8-2 CabForwards were powerful,
distinctive locomotives built
to take on of some of the
harshest operating conditions found on any mainline.
UP Challenger #3975 poses for its official portrait. Union Pacific Railroad Photo
Rivarossi Challenger 4-6-6-4 Loco UP #3978, 635-5457
the flood of fast freights
and passenger trains during
the war. While originally
constructed as coal burners,
many were converted to oil
burners and, occasionally,
some flip-flopped between
coal and oil several times
throughout their lives. Like
the Big Boys, most were
concentrated on the mainline over the Wasatch, but
their smaller size allowed
their use on other parts of
the UP system.
Alco built one batch of
modern Challengers as part
of a UP order, but they were
diverted to Denver & Rio
Grande Western by the War
Production Board. After the
war, they were subsequently
sold to the Clinchfield. On
both roads they remained
coal burners.
Challengers offer the same
drive system found in the
new C&O Allegheny
2-6-6-6. In addition to this
ultra-smooth-running
mechanism, these detailed
models feature the new
Centipede Oil Tender patterned after those used on
oil burners. This new tender accurately captures the
features of the prototype
right down to its scale
hatches, simulated steel
top deck and engineer’s
side equipment box. ■
Tender, Two-Tone Gray
Passenger Scheme
635-1596 UP #3985 w/Coal
Tender, Excursion Scheme
(black and graphite)
635-1597 Clinchfield #670
w/Coal Tender
635-1598 D&RGW #3800
w/Coal Tender
635-1599 D&H #1519
(pre-1940s model)
Note: Quantities on some
roadnames and roadnumbers
may be limited.
Rivarossi Cab-Forward 4-8-8-2 Loco
Southern Pacific #4274, different
roadname shown
SP’s operating challenges
included Donner Pass and
the tortuous climb over the
Tehachapi Range where
steep grades, deep cuts,
sharp curves, multiple tunnels and on Donner, snowsheds are the rule. When
the first large, articulated
engines hit the road, they
had the unfortunate effect
of filling the interiors of
tunnels with exhaust
smoke so thick that it
sometimes extinguished
the fire and asphyxiated
the crew. The solution was
to put the cab at the front
of the engine, ahead of the
smokestack. The result
was the Cab-Forward.
While designed for service
where tunnels and slow
speeds were a problem,
Cab-Forwards roamed the
system in all kinds of
heavy freight service. Over
the mountains, several
were often used to move
long trains up the grades;
one led the train, a helper
SP #4238 shows the cabforward arrangement.
Large front windows
afforded great visibility
and safer working conditions in tunnels. Photo by
John J. Sanchez
or two were cut into the
middle of the train and a
pusher was cut in ahead of
the caboose. While SP’s
fleet of Cab-Forwards
numbered over 250 in all
classes, the later AC-11
and AC-12 classes are the
most modern and best
known. These are the basis
of the Rivarossi models.
Ready for Service on
your Railroad
Bring the thrill of huge,
articulated steam power to
your HO layout with
detailed models from
Rivarossi. Big Boys,
Challengers and CabForwards bring realistic,
smooth-running models to
the head of your trains.
Driven by powerful cantype motors, flywheelequipped mechanisms are
mounted in heavy metal
chassis. Other features
include formed metal
handrails, coupler cut
levers and blackened
wheels with fine flanges
which allow operation on
Code 70, 83 or 100 rail. ■
Rivarossi Southern Pacific
Cab-Forward 4-8-8-2
Locomotives, $319.98 each
635-5426 #4294 (black,
Southern Pacific Lines lettering)
635-5430 #4247 (black,
Southern Pacific Lines lettering)
Rivarossi Challenger
4-6-6-4 Locomotives,
$289.98 each
635-5455 UP #3985 w/Oil
Tender
635-5456 UP #3716 w/Oil
Tender and Smoke Lifters
635-5457 UP #3978 w/Oil
Tender, Two-Tone Gray
Passenger Scheme
635-1592 UP #3975 w/Coal
7
Virtually identical to New
York Central’s J1
Hudsons, Class J2 locos
were built especially for
subsidiary Boston &
Albany. Major differences
include four-wheel tenders
and Brewster Green paint.
Engine #602 was one of
the first five, Class J2a,
delivered in 1928. Photo
from the collection of
Bob Gallegos
(Continued from page 5)
Standard J3a Loco NYC #5442, 635-5447
Other Operators
6-axle tender. Separate
wire handrails, detailed
cab interiors, complete
valve gear and Boxpok or
Scullin drivers add to the
incredible level of realism.
Also choose from standard
or streamlined models,
which come painted and
lettered in authentic colors.
Matching streamlined and
heavyweight cars are also
available separately, so
you can build a full train
for your railroad.
Links to products mentioned in
this issue of Insiders Report
HO Scale Walthers EMC 60' Gas-Electric,
932-6280 Series
HO Scale Cornerstone Series®
Built-up Golden Valley Depot
O/O-27 Scale Cornerstone Series®
Built-up Golden Valley Depot
HO Scale Gold Ribbon Series™
Cottage Grove School, 933-3607
Rivarossi 4-6-4 Hudson Locomotives
Rivarossi C&O Allegheny 2-6-6-6 Locomotive
Rivarossi UP Big Boy 4-8-8-4 Locomotives
Rivarossi Challenger 4-6-6-4 Locomotives
Rivarossi SP Cab-Forward 4-8-8-2 Locomotives
Donegan Optical OptiSIGHT™ 240-600
Although Central owned
over half of the 500
Hudsons built in North
America, other railroads
also ran them. The 4-6-4
was a real racehorse, running best on level track at
high speeds, making it the
perfect power for the most
prestigious trains on the
railroad. Streamlining was
applied by several owners,
including the Burlington,
Chicago & North Western,
Milwaukee Road and
Santa Fe.
Immortal Models
You can take to the high
iron in style with your own
HO Scale replica of these
classic 4-6-4s from
Rivarossi. Perfect for the
finest passenger trains on
your line, these fully
assembled models capture
every detail of the prototype from number plate to
Designed to run as good as
they look, each model has
a five-pole can motor with
flywheel, and rides on
small-profile flanges to
permit operation on Code
70, 83 or 100 rail. ■
Streamlined J3a Loco NYC #5445, 635-5444
All models are in stock,
ready for immediate
delivery.
Standard J3a Locos,
$199.98 each
635-5446 NYC #5405
w/Boxpok drivers
635-5447 NYC #5442
w/Scullin disc drivers
635-5449 Boston &
Albany #604 w/Boxpok
drivers
Limited Quantity
Available
635-5452 C&O #303
Streamlined J3a
Locos, $229.48 each
635-5444 NYC #5445
w/Boxpok drivers and
Dreyfuss styling
635-5445 NYC “Empire
State Express” #5426
w/Scullin disc drivers
635-5448 NYC #5453
w/Scullin disc drivers
and Dreyfuss styling
635-5451 Santa Fe
“Blue Goose” #3460
w/Boxpok drivers
8