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Specific Item Information: Sold by Con-Cor. Con-Cor stock number not known.
Model Information: This body style is for the Rivarossi and Arnold versions.
This model was first produced by Rivarossi for Atlas in 1971. The trucks are marked 'Made in Italy' with a Rivarossi logo and an Atlas logo. The motor is visible from below on the powered cow. On the dummy calf, a large hollow can be seen from the bottom of the model, corresponding to the missing motor.
After Atlas stopped ordering them ca. 1977, Rivarossi continued selling them with its own brand and reference (#91xx) and released one additional paint scheme (SP Black Widow) in 1980. Con-Cor also began importing the Rivarossi model. On this model, the trucks are marked 'Made in Italy' with a Rivarossi logo only.
The Rivarossi/Con-Cor version was available powered or unpowered, for both the cow and the calf.
The boxes can be labeled with a Rivarossi stock number on one end and a Con-Cor stock number on the other end, sometimes printed on a Rivarossi label.
Models not in Rivarossi catalog, so only sold by Con-Cor, may still show a Rivarossi stock number, corresponding to the type of chassis - #9288 (dummy calf) or #9289 (dummy cow) or #9290 (powered cow) - on one side and a Con-Cor stock number on the other side. The Con-Cor number was on a sticker which tended to detach with age, leaving only the printed Rivarossi number. Hence many classifieds are using the non-distinctive Rivarossi number 9288 or 9289 or 9890.
At a certain point ca. 1985, apparently dissatisfied with the mechanisms made by Rivarossi, Con-Cor had Kato design a new, more reliable, mechanism but continued use of the Rivarossi shell. This new Kato/Rivarossi hybrid was produced until 1989. The change of mechanism only applied to the 'cow' powered unit; the 'calf' dummy unit continued to be fully made by Rivarossi. On the powered cow, the trucks are marked '17712/Made in Japan' with Kato logo and the fuel tank is marked 'Con-Cor' on the bottom.
In 1996, Arnold/Rivarossi re-released the same model with yet another new mechanism and a few improvements of the shell (thinner handrails and tank details). On this model, the fuel tank is marked 'Arnold/Made in Germany'. The couplers are truck-mounted.
At this point Con-Cor released a new version of the model this time using a Chinese manufactured mechanism, but with the shell still more or less the same. These Chinese versions were marketed as SW-1200s. The bottom of the trucks is marked '17712/Made in China', without logo.
Con-Cor stopped making their version during the downsizing in 2005 and Arnold stopped producing theirs in 2006 with the bankruptcy.
The model was designed from early EMD drawings for the SW1500 prototype, that were quite similar to the SW1200 drawings. Eventually the final SW1500 prototype was released with significant changes to the early drawing. So though the model is sold as a SW1500, it is actually closer to a SW1200 than to a SW1500. Moreover, if a cow-calf version of the SW1200 (TR12) was offered in the catalog, it was actually never purchased. No cow-calf version of the SW1500 was ever envisaged.
Review Courtesy of Doug Gosha: The Rivarossi model is a plastic shell and separate walkway molding over a zamac frame. There is an additional weight that fits into the cab portion of the shell. The same basic Rivarossi motor is used as in their other A1G locomotives but in a quite different configuration. In this case, the motor has a double-ended shaft with a worm on each end. Due to considerable space limitations in this small chassis, the worm diameters are much smaller than on the other Rivarossi A1G locos. The motor is kind of suspended under the zamac frame in an opening in the center with a spring sheet metal retainer that passes through holes in the top of the frame and snaps over the bushing extensions on the motor can and cap. The worms on the shaft then extend into openings in the bottom of the frame. The trucks are retained by plates mounted on the frame at each end with slots in them to engage bosses which extend from each side of the truck gearboxes. The left side plate at each end is insulated from the frame with a plastic spacer between it and the frame. A single screw through both plates and the frame hold them in place with an insulating washer on the left side.Wheel wipers are mounted on the gearboxes in the boss area and make contact with both the inner surface of each wheel and the retainer plates which gets current that far. Wires soldered to lugs under the left plate mounting screws carry current to the motor brush holder on the left (hot) side and the right (ground) brush holder has a flat spring which contacts the motor can and the can is grounded through the motor retainer. Because the right side truck retainer plates are also grounded to the frame, this completes the circuit. Actually, the wiring from the left side of the frame could go to either the right or left side of the motor depending on how the motor cap was installed in the factory since this would determine on which side the ground contact would be. In a departure from the past Rivarossi engines, there are no plastic traction tires used on this locomotive, Thus all eight wheels contribute to current collection with some sacrifice in pulling capacity. This little loco will still pull about 20 cars on level track!
This model was first produced by Rivarossi for Atlas in 1971. The trucks are marked 'Made in Italy' with a Rivarossi logo and an Atlas logo. The motor is visible from below on the powered cow. On the dummy calf, a large hollow can be seen from the bottom of the model, corresponding to the missing motor.
After Atlas stopped ordering them ca. 1977, Rivarossi continued selling them with its own brand and reference (#91xx) and released one additional paint scheme (SP Black Widow) in 1980. Con-Cor also began importing the Rivarossi model. On this model, the trucks are marked 'Made in Italy' with a Rivarossi logo only.
The Rivarossi/Con-Cor version was available powered or unpowered, for both the cow and the calf.
The boxes can be labeled with a Rivarossi stock number on one end and a Con-Cor stock number on the other end, sometimes printed on a Rivarossi label.
Models not in Rivarossi catalog, so only sold by Con-Cor, may still show a Rivarossi stock number, corresponding to the type of chassis - #9288 (dummy calf) or #9289 (dummy cow) or #9290 (powered cow) - on one side and a Con-Cor stock number on the other side. The Con-Cor number was on a sticker which tended to detach with age, leaving only the printed Rivarossi number. Hence many classifieds are using the non-distinctive Rivarossi number 9288 or 9289 or 9890.
At a certain point ca. 1985, apparently dissatisfied with the mechanisms made by Rivarossi, Con-Cor had Kato design a new, more reliable, mechanism but continued use of the Rivarossi shell. This new Kato/Rivarossi hybrid was produced until 1989. The change of mechanism only applied to the 'cow' powered unit; the 'calf' dummy unit continued to be fully made by Rivarossi. On the powered cow, the trucks are marked '17712/Made in Japan' with Kato logo and the fuel tank is marked 'Con-Cor' on the bottom.
In 1996, Arnold/Rivarossi re-released the same model with yet another new mechanism and a few improvements of the shell (thinner handrails and tank details). On this model, the fuel tank is marked 'Arnold/Made in Germany'. The couplers are truck-mounted.
At this point Con-Cor released a new version of the model this time using a Chinese manufactured mechanism, but with the shell still more or less the same. These Chinese versions were marketed as SW-1200s. The bottom of the trucks is marked '17712/Made in China', without logo.
Con-Cor stopped making their version during the downsizing in 2005 and Arnold stopped producing theirs in 2006 with the bankruptcy.
The model was designed from early EMD drawings for the SW1500 prototype, that were quite similar to the SW1200 drawings. Eventually the final SW1500 prototype was released with significant changes to the early drawing. So though the model is sold as a SW1500, it is actually closer to a SW1200 than to a SW1500. Moreover, if a cow-calf version of the SW1200 (TR12) was offered in the catalog, it was actually never purchased. No cow-calf version of the SW1500 was ever envisaged.
Review Courtesy of Doug Gosha: The Rivarossi model is a plastic shell and separate walkway molding over a zamac frame. There is an additional weight that fits into the cab portion of the shell. The same basic Rivarossi motor is used as in their other A1G locomotives but in a quite different configuration. In this case, the motor has a double-ended shaft with a worm on each end. Due to considerable space limitations in this small chassis, the worm diameters are much smaller than on the other Rivarossi A1G locos. The motor is kind of suspended under the zamac frame in an opening in the center with a spring sheet metal retainer that passes through holes in the top of the frame and snaps over the bushing extensions on the motor can and cap. The worms on the shaft then extend into openings in the bottom of the frame. The trucks are retained by plates mounted on the frame at each end with slots in them to engage bosses which extend from each side of the truck gearboxes. The left side plate at each end is insulated from the frame with a plastic spacer between it and the frame. A single screw through both plates and the frame hold them in place with an insulating washer on the left side.Wheel wipers are mounted on the gearboxes in the boss area and make contact with both the inner surface of each wheel and the retainer plates which gets current that far. Wires soldered to lugs under the left plate mounting screws carry current to the motor brush holder on the left (hot) side and the right (ground) brush holder has a flat spring which contacts the motor can and the can is grounded through the motor retainer. Because the right side truck retainer plates are also grounded to the frame, this completes the circuit. Actually, the wiring from the left side of the frame could go to either the right or left side of the motor depending on how the motor cap was installed in the factory since this would determine on which side the ground contact would be. In a departure from the past Rivarossi engines, there are no plastic traction tires used on this locomotive, Thus all eight wheels contribute to current collection with some sacrifice in pulling capacity. This little loco will still pull about 20 cars on level track!
DCC Information: No provision for DCC, except on the Arnold version.
Prototype History: 
The EMD SW1500 was a 1,500 hp (1,119 kW) Diesel-electric locomotive intended for switching service and built by General Motors' Electro-Motive Division between June 1966 and January 1974. 808 examples were constructed. It was closely related to the less powerful EMD SW1000 model, forming a line of switchers powered by the new EMD 645 engine. The SW1500 replaced the SW1200 in the EMD product line, and was in turn replaced by the MP15DC.
The SW1500 was a substantially bulkier locomotive than the SW1200, with a much bulkier frame, larger cab and bigger hood. In many respects it was approaching a road switcher in abilities. While the SW1500 came as standard with AAR switcher trucks, the majority of them were delivered with the optional Flexicoil trucks which permitted speeds up to 60 mph (100 km/h). The SW1500 was, in fact, often operated as a road-switcher for branchline service, and continues in this role today.
From Wikipedia
The SW1500 was a substantially bulkier locomotive than the SW1200, with a much bulkier frame, larger cab and bigger hood. In many respects it was approaching a road switcher in abilities. While the SW1500 came as standard with AAR switcher trucks, the majority of them were delivered with the optional Flexicoil trucks which permitted speeds up to 60 mph (100 km/h). The SW1500 was, in fact, often operated as a road-switcher for branchline service, and continues in this role today.
From Wikipedia
Road Name History: 
First of all, Milwaukee Road has only ever been a popular nickname. The real name from 1874 was Chicago Milwaukee & St. Paul. For the next 36 years, the CM&StP linked Chicago with Milwaukee, Green Bay, Madison, Wausau, the Twin Cities, Duluth, Kansas City and Omaha with a dense network of branches in Wisconsin, Iowa, southern Minnesota and eastern South Dakota. Essentially, the lines ended at the Missouri River.
With a dearth of friendly western connections, CM&StP decided to build their own line to the Pacific. The original target was the bustling megalopolis of Eureka, California. However, they built toward Seattle instead. In 1909 the line opened. Along the way, they served Miles City, Lewiston, Great Falls, Harlowton and Butte, Montana; Avery, Idaho; and Spokane, Seattle and Tacoma, Washington. In 1912, they began to electrify two long segments, Harlowton, Montana to Avery, Idaho and Othello, Washington to Tacoma.
In 1921, they leased the Chicago Terre Haute & Southeastern and a bit later the Chicago Milwaukee & Gary to reach the coal fields of southern Indiana. Both roads were in trouble and dragged the CM&StP into receivership. In 1928, they emerged with a small name change. It was now the Chicago Milwaukee St. Paul & Pacific. Right after that, the nickname “Milwaukee Road” began to catch on.
The three Class One’s that already served the Pacific Northwest, Northern Pacific, Great Northern (along with their jointly owned minion Spokane Portland & Seattle) and Union Pacific were not pleased with their new neighbor and avoided building interchanges with them unless absolutely necessary. This left Milwaukee to haul whatever traffic they could originate or terminate on their own line or via a hand full of shortlines with which they interchanged. This is why when you see photos of Milwaukee Road trains west of the Dakotas, an exceptionally large majority of cars are lettered for Milwaukee Road.
Milwaukee’s steam fleet is generally quite handsome beginning with the period after WWI. Many locomotives were built in their own shops. The steam era came to an end on the Milwaukee in 1957.
The electrified lines were ruled by boxcabs and Bi-Polars for decades. In the 1950’s, Little Joe’s diverted from the Soviet Union arrived on the Milwaukee (and the South Shore.) By the late 60’s diesels began to regularly invade the electrified lines. Little Joes and diesels were MU’ed. The aging catenary could only handle so many electrics at a time so diesels filled the horsepower gap. By 1972, falling traffic, a declining fleet of serviceable electrics and the deteriorating catenary caused Milwaukee Road to de-energize the western lines lines with Avery to Harlowton lines following two years later.
Meanwhile on the east end, as a condition of the 1971 merger of Monon into L&N, Milwaukee Road received trackage rights from Chicago to Louisville. This gave Southern a friendly connection to Chicago it was losing with Monon.
In 1977, Milwaukee Road entered receivership again. This time, radical restructuring was needed. In 1980, everything west of Miles City, Montana was abandoned. Some lines were picked up by connections or spawned new shortlines but nearly 1,000 miles of track was pulled up. In 1982, Miles City to Ortonville, Minnesota was abandoned. Milwaukee was concentrating on their pre-1909 routes plus the new line to Louisville.
In an attempt to win back middle distance TOFC traffic, Milwaukee began running fast and short piggyback trains, usually behind a single SD40-2 and with a dozen or so 89’ flats. Unit coal trains added to the bottom line. By the mid-80s, the streamlined Milwaukee Road was up for sale and Grand Trunk Western, Chicago & North Western and Soo Line got into a bidding war. GTW had diverted 40,000 cars onto Milwaukee Road between Chicago and Duluth to help them turn a profit in 1983. Ironically, the ICC (which controlled mergers at the time) pushed GTW out of the contest leaving just C&NW and Soo. Furious, GTW diverted their 40,000 carloads off the Milwaukee. C&NW outbid Soo, but the ICC chose Soo Line anyway. Milwaukee Road merged into Soo Line in 1985. Almost immediately, Soo shops began painting big black rectangles over MILWAUKEE ROAD on the diesels, giving birth to the “bandit” paint scheme.
With a dearth of friendly western connections, CM&StP decided to build their own line to the Pacific. The original target was the bustling megalopolis of Eureka, California. However, they built toward Seattle instead. In 1909 the line opened. Along the way, they served Miles City, Lewiston, Great Falls, Harlowton and Butte, Montana; Avery, Idaho; and Spokane, Seattle and Tacoma, Washington. In 1912, they began to electrify two long segments, Harlowton, Montana to Avery, Idaho and Othello, Washington to Tacoma.
In 1921, they leased the Chicago Terre Haute & Southeastern and a bit later the Chicago Milwaukee & Gary to reach the coal fields of southern Indiana. Both roads were in trouble and dragged the CM&StP into receivership. In 1928, they emerged with a small name change. It was now the Chicago Milwaukee St. Paul & Pacific. Right after that, the nickname “Milwaukee Road” began to catch on.
The three Class One’s that already served the Pacific Northwest, Northern Pacific, Great Northern (along with their jointly owned minion Spokane Portland & Seattle) and Union Pacific were not pleased with their new neighbor and avoided building interchanges with them unless absolutely necessary. This left Milwaukee to haul whatever traffic they could originate or terminate on their own line or via a hand full of shortlines with which they interchanged. This is why when you see photos of Milwaukee Road trains west of the Dakotas, an exceptionally large majority of cars are lettered for Milwaukee Road.
Milwaukee’s steam fleet is generally quite handsome beginning with the period after WWI. Many locomotives were built in their own shops. The steam era came to an end on the Milwaukee in 1957.
The electrified lines were ruled by boxcabs and Bi-Polars for decades. In the 1950’s, Little Joe’s diverted from the Soviet Union arrived on the Milwaukee (and the South Shore.) By the late 60’s diesels began to regularly invade the electrified lines. Little Joes and diesels were MU’ed. The aging catenary could only handle so many electrics at a time so diesels filled the horsepower gap. By 1972, falling traffic, a declining fleet of serviceable electrics and the deteriorating catenary caused Milwaukee Road to de-energize the western lines lines with Avery to Harlowton lines following two years later.
Meanwhile on the east end, as a condition of the 1971 merger of Monon into L&N, Milwaukee Road received trackage rights from Chicago to Louisville. This gave Southern a friendly connection to Chicago it was losing with Monon.
In 1977, Milwaukee Road entered receivership again. This time, radical restructuring was needed. In 1980, everything west of Miles City, Montana was abandoned. Some lines were picked up by connections or spawned new shortlines but nearly 1,000 miles of track was pulled up. In 1982, Miles City to Ortonville, Minnesota was abandoned. Milwaukee was concentrating on their pre-1909 routes plus the new line to Louisville.
In an attempt to win back middle distance TOFC traffic, Milwaukee began running fast and short piggyback trains, usually behind a single SD40-2 and with a dozen or so 89’ flats. Unit coal trains added to the bottom line. By the mid-80s, the streamlined Milwaukee Road was up for sale and Grand Trunk Western, Chicago & North Western and Soo Line got into a bidding war. GTW had diverted 40,000 cars onto Milwaukee Road between Chicago and Duluth to help them turn a profit in 1983. Ironically, the ICC (which controlled mergers at the time) pushed GTW out of the contest leaving just C&NW and Soo. Furious, GTW diverted their 40,000 carloads off the Milwaukee. C&NW outbid Soo, but the ICC chose Soo Line anyway. Milwaukee Road merged into Soo Line in 1985. Almost immediately, Soo shops began painting big black rectangles over MILWAUKEE ROAD on the diesels, giving birth to the “bandit” paint scheme.
Brand/Importer Information: 
Rivarossi was one of the world's most famous Italian manufacturers of model railways. Rivarossi was founded in 1945 by Alessandro Rossi with Antonio Riva. In the 1990s Rivarossi acquired Lima (1992), Arnold (1995) and Jouef (1996). In 2003, after several years of managerial and financial vicissitudes, Rivarossi ceased its activities.
In 2004 Hornby Railways plc acquired assets from Rivarossi, in particular the brands Arnold, Jouef, Rivarossi and Lima. Since 2006 products are sold again under these brand names, with product manufactured in China. For complete information, visit Rivarossi Memory (mostly in Italian with some sections available in English).
In 2004 Hornby Railways plc acquired assets from Rivarossi, in particular the brands Arnold, Jouef, Rivarossi and Lima. Since 2006 products are sold again under these brand names, with product manufactured in China. For complete information, visit Rivarossi Memory (mostly in Italian with some sections available in English).
Item created by: gdm on 2017-09-20 12:22:02. Last edited by Alain LM on 2022-01-31 03:47:33
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