Locomotive Spotlight #4 / 2026 / Norfolk Southern Dash 9-40CW*

 Greetings All,

Locomotive Spotlight #4-2026

Norfolk Southern Dash 9-40CW #9251

Welcome to another edition of the ongoing locomotive spotlight series. Today the spotlight will shine on General Electric Norfolk Southern Dash 9-40CW #9251. Lets take a look at the prototype and the HO scale rivet counter model from Scale Trains.

Is it a C40-9W or Dash 9-40CW?

Or a C44-9W and possibly a Dash 9-44CW? 

Lets Find Out!

Prototype Information from Scale Trains

The GE DASH 9 Series debuted in 1993 with numerous electronic upgrades, building on the DASH 8 platform. Available with 4,000 or 4,400hp, they were well-received by the railroads and their employees, quickly becoming one of the most common locomotive types in North America. The DASH 9s remained in production until the early 2000s when it was superseded by GE’s “Evolution Series” ES40/44-series models. Most are still in service today.

"D7K_6415-1" by Mark F. Levisay is licensed under CC BY 2.0.

General Electric wrestled the title of top domestic locomotive builder from EMD during the late 1980s with their DASH 8 series. GE once again positioned itself to shake up the locomotive world again less than a decade later. Entering the 1990s, GE completely revamped its locomotive lineup by utilizing customer feedback, learning from experience gained from previous locomotive series, and improvements in technology.

"Trio of Dash 9's" by jpmueller99 is licensed under CC BY 2.0.

A single C44-9W demonstrator, number 8601, debuted in 1993 (and later became C&NW 8601). While similar at first glance to predecessor models like the C40-8 and C40-8W, the Dash-9 series featured a few notable physical differences. Built on a slightly longer platform that allowed for a massive 5,000-gallon fuel tank, Dash-9s also featured thicker radiator “wings” at the rear of the car body. This is usually the quickest way to differentiate them from previous models.

"Northbound at Shepherdstown" by jpmueller99 is licensed under CC BY 2.0.

The GE DASH 9 series includes several models, including the C40-9, C44-9W, and C44-9WL. These models differ in power output, traction motor types, and other features, but share a common design and architecture. The DASH 9 series is characterized by its distinctive nose shape, angular lines, and robust construction.

"Train 360, CP 9N/S, New Paris, IN" by amtrak_russ is licensed under CC BY 2.0.

One of the key features of the DASH 9 series is its high-power diesel engine, which produces up to 4,400 horsepower. This makes it one of the most powerful single-engine locomotives in the world. The engine is paired with a state-of-the-art traction control system, which optimizes power delivery and reduces wheel slip. This results in improved acceleration, braking, and overall performance.

"NS Manifest" by steam_marc is licensed under CC BY-NC-SA 2.0.

The DASH 9 series also features advanced digital control systems, including a microprocessor-based control unit and a sophisticated monitoring system. This allows for real-time monitoring of the locomotive's performance, fault detection, and automatic control of various systems.

"P1050366" by skabat169 is licensed under CC BY-NC-SA 2.0.

In terms of design, the DASH 9 series has a distinctive appearance, with a sloping nose, angular lines, and a robust construction. The locomotive's body is made of steel, with a durable paint finish and a range of optional liveries. The cab is designed for comfort and ergonomics, with a modern control stand, adjustable seats, and ample visibility.

"Sweet Light Before Sunset" by jpmueller99 is licensed under CC BY 2.0.

The GE DASH 9 series has been widely adopted by freight railroads in North America and globally. Its high power, efficiency, and reliability make it an ideal choice for heavy-haul freight operations, particularly in mountainous terrain. Many railroads have also praised the DASH 9 series for its ease of maintenance, reduced downtime, and lower operating costs.

"Making Preparations on the Big Sandy" by Leo Blackwelder is licensed under CC BY-NC-ND 2.0.

The DASH 9 series remained in production until the early 2000s when it was superseded by GE’s “Evolution Series” ES40/44-series models. Age has begun to catch up with the earliest C44-9W and related models so some railroads are storing and/or rebuilding these veteran units. NS’s oldest units, the spartan-cab C40-9s, have been rebuilt with the latest GE safety cab for increased crew comfort and safety plus AC traction for better performance.

"An ES40-DC Leads Another Intermodal" by jpmueller99 is licensed under CC BY 2.0.

In conclusion, the GE DASH 9 series has earned a reputation as one of the most reliable and efficient locomotives in the world. Built over a long timeframe, and proving to be a solid, upgradeable platform, the C44-9W family of locomotives including rebuilds is sure to remain a fixture on today’s railroads for the foreseeable future.

From Wikipedia

The GE Dash 9-40CW is a 4,000-horsepower  diesel-electric locomotive built by GE Transportation Systems of Erie, Pennsylvania, between January 1996 and December 2004. 1,090 were built for Norfolk Southern Railway, as road numbers 8889 to 9978. 53 GE Dash 8-44CWs built to Dash 9 specifications were also built for CSX Transportation, carrying road numbers 9000 to 9052.

"P1080871_edit" by skabat169 is licensed under CC BY-NC-SA 2.0.

Part of GE's "Dash 9" series of locomotives, the Dash 9-40CW shares its frame, HiAd trucks, 16-cylinder 7FDL engine, and 752AH-31 traction motors with the GE Dash 9-44CW. But while the more common 9-44CW offers 4,400 horsepower, software in the 9-40CW's engine-governing unit restricts its power output to 4,000 horsepower, although the engineer can override this restriction when desired. The Dash 9-40CW was basically an extension of the previous order for the standard cab GE Dash 9-40C, built under the same premise that a lower power rating would prolong the life of the engine and use less fuel.

"Awaiting another load" by amtrak_russ is licensed under CC BY 2.0.

Model Information and

Operation Life Saver

Operation Lifesaver was founded in 1972 to prevent collisions, injuries, and fatalities at railroad crossings and on the tracks through free education, public awareness, and community outreach. Through a three-pronged strategy, the organization educates, enforces, and engineers ways to reduce track-related tragedies. 

Norfolk Southern designated seven DASH 9s for the Operation Lifesaver program, #9250-9256. Operation Lifesaver’s 25th anniversary was in 1997, when some of the first DASH 9s were coming off the assembly line. The seven designated units received Norfolk Southern black paint with the Operation Lifesaver 25th anniversary logo displayed on both sides of the long hood. 

These units merged public safety messaging with frontline freight service, and now you can showcase a pair of them on your layout with #9251 and #9256.

NS 9251 is coupled up to NS GE ES44C6m #4082.

The 4082 is a rebuilt Dash 9-44CW equipped with DCC and sound.

When new locomotives arrive in Terminal Yard the always railfan friendly engine hostler Wet Willie can be counted on to spot them on the track nearest the public street. Local railfans have a good view of the new Dash 9. 

1:87 scale Sir Neal also checks out the 4082 and compares it to the size of his Cadillac convertible.

The Dash 9 and ES 44 running loud and proud in a multiple unit lash up make their first revenue runs.

The Dash 9 #9251 Operation Life Saver unit passes NS GP60 #7140, another Operation Life Saver unit, sitting in North Side Yard.

GP60 #7140 was built in 1991by EMD and delivered to Norfolk Southern in the Operation Life Saver paint and lettering.

The Norfolk Southern units in action!!

Final Thoughts and Comments

Scale Trains has released another standout HO Scale locomotive under their rivet counter series. The locomotive ran great out of the box and in multiple with my Scale Trains ES44 which was the reason for the Dash 9 purchase. The locomotive consist powered by MRC Tech 7 or 2500 series DC controllers ran smoothly together with good sound and bright lights. In DC the DCC options are not available but at some point down the road I may convert the lower level of the layout to DCC to access these features on these and the other DCC sound equipped locomotives in my fleet.

Additional Information and Links

Scale Trains GE Dash 9-44CW model.

Wikipedia Dash 9-40CW page

Rail Pictures photos of NS Dash 9-40CW #9251.

RR Picture Archives photos of NS GP60 #7140.

Thanks for reading and watching!!!

See you soon!!!

New Interchange Partner, the DJS Railway *

 Greetings All,

New Interchange Partner 

The DJS Railway

In December, 2025 the New York Central Train Layout (NYCTL) added the DJS Railway, a subsidiary of the Southern Railway, as an interchange partner to expedite the north-south movement of our HO Scale railroad freight. 

The DJS Railway uses the initials that belong to my nephew and dates back about twenty five years when he and my sons were much younger. Our family, located in New York at this time, had staked out their own railroads like the NYC, PRR, B&O. 

One Christmas each boy received a Walthers Trainline Alco FA1 locomotive and I thought the Southern Railway would be a good fit for DJS, after he moved south with his parents. 

"Southern Railways 6133 Spartanburg, S.C. at Spartanburg S.C. train 27 (Carolina Special) June 29, 1952" by over 26 MILLION views Thanks is licensed under CC BY-NC-SA 2.0.
The Southern Railway interchanged freight traffic with the Pennsylvania Railroad and later Penn Central at Potomac Yard in Ivy City (Washington DC) and via Buckeye Yard in Cincinnati, Ohio.

"6 More of Roger Puta's Southern Railway Photos" by railfan 44 is marked with Public Domain Mark 1.0.

Not having his own layout and not wanting the locomotive to sit in the box for another 20 years the Southern 2853A below was sent my way in 2025 to run and film.

DJS Train 2853 prepares to depart from Terminal Yard in December, 2025. At this time the DJS was using a leased NYC caboose.

Fast Forward to 2026

Capital Investments

One of the first goals I set for the DJS Railway was to add additional motive power (like any good model railroader) to allow the DJS to haul more tonnage and make more revenue.

The 2853A and newly purchased 2853B get serviced in the Terminal Yard engine terminal.

The 2853B is an older Walthers release purchased via ebay. After a thorough cleaning the locomotive runs great solo and in multiple unit operation with the 2853A.

Railfans and railroaders alike check out the newest locomotives to visit the terminal.

Operations Plan

The DJS Railway operates out of Sterling Yard and is a friendly interchange partner for freight traffic traveling north and south to and from Terminal Yard. Transfer trains are carried from Sterling Yard to Terminal Yard as Train DJS-1 and return as Train DJS-2.

To run these trains the DJS added Southern caboose X458 which is the Walthers kit I purchased in early January.

With the Southern Railway becoming more involved in the day to day railroad operations I was able to add a couple of Southern boxcars like this Walthers 60' boxcar

An Athearn RTR 40' double door Southern boxcar arrived on the layout in early January.

Freight traffic to be moved via the DJS will include coal traffic coming from the Hoschton Railway, The Crossroads of the South, headquartered in Hoschton, GA.

Below a Hoschton boxcar delivers freight to the Terminal Warehouse & Cold Storage complex. The Hoschton Railway was the freelanced railroad conceived by our late friend Engineer Ed Walsh and lives on in 1:87 scale.

Steel products like this long beam from U.S. Steel in Fairfield, Alabama will come thru Sterling Yard as will the Central of Georgia boxcar behind the Southern gondola delivering CAT products from Thomaston, GA to Empire City Caterpillar.

See DJStrains DJS-1 and DJS-2 move the freight.

Early March Train DJS-1 and DJS-1 

with a High & Wide Special

Trains DJS-1 and DJS-2

April 2026

Final Thoughts and Comments

A special thank you to my nephew for entrusting me with his locomotive and allowing the DJS to participate in my model railroad operations plan. This has been very gratifying for me and I enjoy filming the DJS trains as they move thru the layout.

Look for more DJS action in the future.

Thanks for reading and watching!!!

See you soon!!!

From Six to One / Conrail at 50

 Greetings All,

From Six to One / Conrail at 50

At the stroke of midnight on April 1st, 1976 six bankrupt northeastern railroad flags fell and were replaced by a single quasi governmental agency, the Consolidated Railway Corporation, better known as Conrail. Conrail would struggle through it's first years operating trains on deteriorated rights of way with locomotives that had been victims of deferred maintenance for years before becoming an industry powerhouse fought over by two other Class 1 railroads. 

"Conrail CR 3195 (GP40)" by Gary Lee Todd, Ph.D. is marked with CC0 1.0.

Prototype Information

The northeastern railroads were having trouble going back to the 1920s with too many railroads, too much track, too much capacity and not enough car loads with industries leaving the industrial northeast. Add in money losing passenger traffic it was a slow death spiral that could have been addressed at this time but the proverbial can was kicked down the road despite warnings from railroad officials.

"Forest Hills - El and New Haven RR looking N." by clamshack is licensed under CC BY-NC-SA 2.0.

False prosperity during two World Wars was followed by a downturn in both passenger and freight traffic that were being siphoned away by jet airlines and larger trucks operating on the new Interstate Highways that were ushered in during the 1950s.

"Two New York Central E8As at Hudson, NY" by railfan 44 is marked with Public Domain Mark 1.0.

Over regulation on railroad freight and passenger traffic left the railroads clinging to life. Some would barely survive while others would call it quits. 

"Quincy 1976" by Pennsylvania Central Depot is licensed under CC BY-NC 2.0.

On June 21, 1970 the death knell for the northeast sounded with the largest commercial bankruptcy to date being filed by the Penn Central. With the PC operating under section 77 it no longer had to pay interline charges that helped drag down the other northeast railroads.

"Erie Lackawanna Alcos at 51st" by railsr4me is licensed under CC BY-NC-ND 2.0.

While the outlook was bleak Conrail GG1 4800, "old rivets" provided some bicentennial color.

"Conrail 4800 at Wilmington Shops, August 29, 1976" by WES from same place, USA is licensed under CC BY 2.0.

Amtrak takes over Inter-City Passenger Service

Some of the Northeast Railroads were heavily invested in money losing passenger traffic. Some had quit the passenger business  altogether earlier while the others were either already bankrupt or on the road to it. Amtrak was created to take over the intercity rail traffic on May 1st, 1971. In a somewhat ironic move Amtrak was allowed to shed many of the passenger trains that the railroads were not.

"Amtrak 926" by Mobilus In Mobili is licensed under CC BY-SA 2.0.

State Participation

Commuter traffic, another big drain on the railroads bottom line, would no longer be run without state subsidies. No money, no trains, it was as simple as that and should have been in place decades before.

"RDC at Newark NJ Station 1967" by over 26 MILLION views Thanks is licensed under CC BY-NC-SA 2.0.

The 3R Act of 1973

Congress in a very unusual move actually addressed the matter creating the United States Railway Administration to come up with a preliminary system plan for the bankrupt northeast railroads to present to the Interstate Commerce Commission, which would hold hearings and evaluate proposals. In the plans initial phase the Consolidated Rail Corporation, new railroad with government funding would take over the Penn Central plus portions of the smaller bankrupts.

"img433" by foundin_a_attic is licensed under CC BY 2.0.

The Bankrupts

Central of New Jersey: 526 miles. Bankrupt: March 22, 1967. 

The CNJ was hard hit by the decline of anthracite coal traffic and burdened with commuter traffic, short freight hauls, excess facilities and high real estate taxes. In 1972 the CNJ pulled out their Pennsylvania operations.

Lehigh Valley: 988 miles. Bankrupt: June 24, 1970.

Once profitable with anthracite and general freight traffic the LV was simply one of too many New York-Buffalo RRs. The LV exited the passenger business in 1961 and was the lone Conrail component without commuters. The LV's line across New Jersey became a Conrail main route from the west to the New York area.

Erie Lackawanna: 2,807 miles. Bankrupt: June 26, 1972

Formed in 1960 the EL was a competitor to the Penn Central in the New York-Chicago freight traffic. The EL was done in by Hurricane Agnes in June 1972.

Reading Company: 1,149 miles. Bankrupt: November 23, 1971

Heavy commuter operations and the loss of anthracite coal traffic contributed to yet another Northeast RR bankruptcy.

Lehigh & Hudson River: 90 miles. Bankrupt: April 18, 1972

The diminutive L&HR connected freight traffic from several railroads with the New Haven RRs Maybrook Yard. As mergers diverted this traffic the L&HR faltered. The L&HR was jointly owned in various percentages by the other five Conrail components.

Penn Central: 19,000 miles. Bankrupt: June 21, 1970

The ill fated merger of the Pennsylvania and New York Central in 1968 and the forced inclusion of the bankrupt New Haven Railroad (bankrupt since July 7, 1961) did not bode well. Hampered with competing red and green teams, a changing economy, heavy regulation and extensive passenger operations. In terms of route miles the PC was four times larger than the size of all other Conrail components combined. 

"L&HR 29 WARWICK, NY MAY1977" by wcallowayjr is licensed under CC BY-NC-SA 2.0.

The 4R Act Creates Conrail

On February 6th, 1976 President Gerald Ford signed the "Railroad Revitalization and Regulatory Reform Act known as the 4R act. Two months later on April 1st, 1976 ConRail (initially with the capital R) came into being.

"Gerald Ford" by Thomas Hawk is licensed under CC BY-NC 2.0.

Deregulation to the Rescue

Imagine running a freight train from Chicago to New York with the tariff prices not covering the cost of the fuel. Add in the labor costs and once profitable freight traffic was no longer profitable adding to the red ink. This was railroading in the early 1970s.

"Conrail CR 7688 (GP38)" by Gary Lee Todd, Ph.D. is marked with CC0 1.0.

The Staggers Act

The Staggers Rail Act of 1980, championed by congressman Harley O. Staggers, was a landmark, bipartisan law that partially deregulated the U.S. freight railroad industry, shifting from strict federal rate regulation to a market-based system. It allowed railroads to set rates freely, negotiate private contracts, and abandon unprofitable lines, saving the industry from financial collapse.

"Boxcar, Erie Lackawanna" by Gary Lee Todd, Ph.D. is marked with CC0 1.0.

Profitability Arrives 

In 1981 Conrail posted its first profit rising from the ashes of the northeast railroading dumpster fire to become an industry leader fought over by two other class one railroads. In 1999 Conrail was split between the Norfolk Southern and CSX Transportation. 

"ns conrail 8407" by alandberning is licensed under CC BY-NC-SA 2.0.

Conrail Shared Assets

The CSA was put in place by NS and CSX to handle switching duties in the industrial areas of Detroit MI, New Jersey and Philadelphia, PA and continues to do so today with equipment  from both parent roads.

"Norfolk Southern 3034 & Conrail 5360" by vxla is licensed under CC BY 2.0.

Overcoming the Many Hurdles

In their first five years of existence the newly created Conrail was faced with a myriad of challenges from their inheritance of the bankrupt Northeastern Railroads that included locomotive power shortages, deteriorated track and other infra-structure, six different  labor agreements covering all aspects of the railroads and six different railroad operating cultures.

Leadership Matters

Edward G. Jordan CEO 1976-1980.  A former insurance executive, served as the first CEO, establishing the company's structure from bankrupt predecessors like Penn Central.

Leo Stanley Crane CEO 1981-1988. A former Southern Railway CEO, took charge, revitalizing the railroad, improving profitability, and downsizing the workforce and infrastructure. Managed the experts focused on privatization, Conrail successfully moved to the private sector with a $1.9 billion IPO in 1987.

Motive Power

The Conrail Rainbow / Kaleidoscope Era 

According to Rudy Garbely, author of Conrail Rainbow Years Volume 2, and a Conrail Historical Society President on April 01, 1976, C-Day, the new Consolidated Rail Corporation inherited a motive power fleet of five thousand locomotives that was so deplorable that almost a quarter of them were deemed in too poor condition to operate. 

"Penn Central 2775 (U23B) at Hudson, Pennsylvania in 1975" by Trains21 is licensed under CC BY 4.0.

The power starved Conrail was forced to lease additional locomotives from other railroads like the CN, C&NW, BAR, BN and others to get its trains over the road.

"A Big Alco" by railfan 44 is marked with Public Domain Mark 1.0.

Inherited locomotives were hastily renumbered and patched CR to conform to the new railroads roster with little regarded to aesthetics. Locomotives in working order were moved around the system as part of the rationalization process meaning a railfan in Illinois could suddenly see locomotives in Central of New Jersey colors.

"Conrail EMD GP30 2190" by Digital Rail Artist is marked with CC0 1.0.

On the Layout

I started in the hobby around 1992 with Conrail being the railroad serving the northeast where I lived and I purchased a couple of Athearn Conrail and Conrail Quality locomotives for my roster. 

The Conrail locomotives were more of a novelty than anything else as I started to focus on the New York Central Railroad and then the Penn Central Railroad. The last Conrail locomotive I purchased was this Atlas EMD Conrail, ex Reading MP15DC in 2022.

In early 2026 I moved some of my model railroad operations into the Conrail era for some added diversity and future virtual operations.

Other Predecessor Railroad Locomotives

Reading GP40-2 #3672 was one five such locomotives (3671-3675) delivered to the Reading in December, 1973. It was conveyed to Conrail on April 1, 1976 and renumbered to CR #3276

Erie Lackawanna EMD GP35 #2570 was delivered to EL in August, 1965. It was conveyed to Conrail on C-Day and would become CR #3676.

Erie Lackawanna SD45 #3632 wears a bicentennial paint scheme. The locomotive was delivered to the EL in their standard 1960s scheme as seen on the GP35 above. The 3632 received the bicentennial paint in December, 1975. The 3632 would become Conrail #6097

Recent Model Projects

Mantua New York Central #21742 and an Athearn Penn Central #5023 provided the cabooses needed for this project. 

Rust-Oleum rattle can brilliant blue and K-4 Decals provided the paint, lettering and numbers.

This newly painted, lettered and numbered ex Reading caboose is now a Conrail N4 caboose #18721. It has just been released from the Patti-O Paint Shop and is being delivered to Terminal Yard by ex LV SW9 #292. The 292, not a pup, would become CR #8939 after C-Day.

The Athearn PC caboose is now Conrail N-20 caboose #22130. This is also an ex Reading caboose. 

This IHC Conrail N4B 18863 had been released from the purgatory box and given metal wheelsets.

This non powered Life Like GP38 started life as a powered ATSF blue and yellow locomotive that was stripped, painted and lettered as a New York Central GP40 #3067. The early NYC GP40s were delivered in full NYC regalia and with later group being painted as seen below.

The GP38 disguised as an NYC GP40 was prime for the picking to be a candidate for a Conrail patch job. CR #7918 is now a GP38 again and ex PC #7918.

An early Conrail lash up of ex Penn Central GP40s and the patched out GP38 prepare to take a train of mostly predecessor railroad rolling stock around the layout.

Ex RDG GP40 3672 is third out in a four unit consist with an ex PC GP38 on point and a power pool Cotton Belt GP40 sandwiched between them.

CR GP40-2 8276 was bought new by Conrail in 1979. It's followed by the recently patched out 7918, a leased BN GP38 and an ex PC GP38.

An Alco fan favorite. Two ex PC and two ex LV C628s have escaped from Mingo Junction bringing a long train towards Terminal Yard.

A six unit lash up brings a train out of Terminal Yard hoping at least three will stay online until they reach their next destination.

The Conrail 50th Anniversary Trains 

Conrail Books and Videos from

my Home Library

Final Thoughts and Comments

First and foremost let me ask could Conveyance Day, called C-Day, happen a day earlier or later and not on April Fools Day? The chosen date doesn't do the new railroad justice.

While Conrail did a fine job rising from the ashes there was a tremendous cost for many railroad workers who were furloughed or retired early. To their credit the CR didn't start their existence by just closing freight yards and eliminating redundant lines. 

Instead they kept to a plan, made sure of what they were doing, rehabilitated the infrastructure that would become the core of their system and slowly implemented the changes.

The first five years weren't pretty and could basically be considered the same old, same old. That said each year the railroad was in existence it improved its performance posting its first profit in 1981 and never looked back boasting profits each year until 1999 when the railroad was bought by NS and CSX.

Additional Links and Resources

Conrail Home Page.

Conrail Shared Assets Overview.

Conrail Wikipedia Page.

Conrail MP15DC 2022 Locomotive Spotlight Blog Post.

Reading GP40-2 #3672

Conrail exRDG GP40-2 #3276

Erie Lackawanna GP35 #2570

Conrail ex EL GP35 #3676

Erie Lackawanna SD45 #3632

Conrail ex EL SD45 #6097

Lehigh Valley SW9 #292

Conrail ex LV SW9 #8939

Conrail Kaleidoscope Volumes 1 thru 5. John Pechulis Media

Conrail Rainbow Years Volumes 1 and 2. Garbely Publishing

The Staggers Act of 1980

Edward G. Jordan

L Stanley Crane

Thanks for reading and watching!!!

See you soon!!!