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Specific Item Information: MODEL FEATURES:
• Slow Speed Motor
• Golden-White LED s
• Directional lighting
• Dual brass flywheels
• Low-friction mechanism
• Dynamic brakes
• Factory-installed AccuMate® magnetic knuckle couplers
• Accurate painting and lettering
Model Information: First released in 2007. Subsequent releases in 2008, 2011 and in 2012 (with MTL couplers). A fifth release was announced in 2012, but eventually cancelled due to insufficient reservations.
Re-run under Atlas brand in 2019 after Atlas purchased the tooling from Walthers.
Features:
Re-run under Atlas brand in 2019 after Atlas purchased the tooling from Walthers.
Features:
- split-frame, all-metal, DCC-Friendly chassis,
- 5-pole skew-wound "scale speed" motor, with dual flywheels,
- low-friction drive,
- bi-directional LED lighting,
- all-wheel drive and pickup (no traction tires),
- blackened, low-profile wheels,
- body-mounted Accumate couplers.
DCC Information: Contrary to the above review, due to the amount of effort required to install a decoder, we elected to classify this as DCC-Friendly.
Accepts the following plug-in decoders (non-sound), but requires a full disassembly of the locomotives, and proper isolation of the motor from the chassis with insulating tape:
- Digitrax DN163K2: 1 Amp N Scale Mobile Decoder for Kato N scale SD80/90MAC Series, RSC2, RS2. See installation tips on Digitrax website.
- TCS K2D4: N-scale drop-in decoder designed for Kato RS2/RSC2, SD80/SD90MAC and Life-Like/Walthers RS2, GP18 locomotives. See installation tips on TCS website.
The Atlas version of 2019 comes either with a factory-installed DCC decoder or in DC version.
Accepts the following plug-in decoders (non-sound), but requires a full disassembly of the locomotives, and proper isolation of the motor from the chassis with insulating tape:
- Digitrax DN163K2: 1 Amp N Scale Mobile Decoder for Kato N scale SD80/90MAC Series, RSC2, RS2. See installation tips on Digitrax website.
- TCS K2D4: N-scale drop-in decoder designed for Kato RS2/RSC2, SD80/SD90MAC and Life-Like/Walthers RS2, GP18 locomotives. See installation tips on TCS website.
The Atlas version of 2019 comes either with a factory-installed DCC decoder or in DC version.
Prototype History: 
The ALCO RS-2 is a 1,500–1,600 horsepower (1,100–1,200 kW) B-B road switcher diesel-electric locomotive built by the American Locomotive Company (ALCO) from 1946 to 1950. ALCO introduced the model after World War II as an improvement on the ALCO RS-1. The locomotive was one of several road switchers in a crowded market, including the Baldwin DRS-4-4-1500, EMD GP7, and FM H-15-44. ALCO discontinued the RS-2 in 1950 in favor of the ALCO RS-3. Several examples have been preserved.
383 locomotives were produced — 374 by the American Locomotive Company, and 9 by Montreal Locomotive Works in Canada. Eight of the ALCO RS-2s were exported to Canada. The RS-2 has a single, 12 cylinder, model 244B engine, developing 1,500 horsepower (1,100 kW). Thirty-one locomotives built by Alco between February and May 1950 with the 12 cylinder 244C 1,600 horsepower (1,200 kW) engine.
From Wikipedia
Read more on American-Rails.com
383 locomotives were produced — 374 by the American Locomotive Company, and 9 by Montreal Locomotive Works in Canada. Eight of the ALCO RS-2s were exported to Canada. The RS-2 has a single, 12 cylinder, model 244B engine, developing 1,500 horsepower (1,100 kW). Thirty-one locomotives built by Alco between February and May 1950 with the 12 cylinder 244C 1,600 horsepower (1,200 kW) engine.
From Wikipedia
Read more on American-Rails.com
Road Name History: 
Chicago Great Western was the result of the 1892 reorganization of the Chicago St. Paul & Kansas City. By 1903, the CGW had grown to its maximum size. The CGW had a vaguely cross-shaped system map. The east-west leg started in Chicago and linked Dubuque, Fort Dodge (both in Iowa) and finally Omaha, Nebraska. The north-south line started in St. Paul, Minnesota and linked Waterloo and Des Moines, Iowa then St. Joseph and Kansas City, Missouri. Each axis consisted of a big arc which put CGW at a distance disadvantage to most other railroads servicing the same region – and there were a lot of railroads in the area.
Passenger service was never a major priority and many trains consisted of doodlebugs and trailers even before World War One. In the 1920s CGW did team up with Santa Fe to run through sleepers from the Twin Cities to Los Angeles.
Big mainline power in the 30s and 40s consisted of a fleet of 3 dozen 2-10-4s. In 1936, CGW launched piggyback service – one of the first in the nation. One piggyback customer was a truck line specializing in hauling steel. Since CGW charged by the trailer, the truck line would take the contents of 3 trailers which had maxed out on highway weight and reload all the steel into a single catastrophically heavy trailer that would ride the flat car. They didn’t tell CGW though. No one was the wiser until the landing gear on a trailer punched through the deck of the flat car and derailed a train at speed!
By 1950, CGW had completely dieselized with a mix of Alco, Baldwin and EMD switchers, Alco and EMD road switchers (the former running long hood forward and the latter equipped with dual controls,) and a sizable fleet of EMD F units. By this time, the Deramus family (who already controlled the Kansas City Southern) had gained control of the CGW. Over the years, they cut costs and services. CGW began holding trains until they reached maximum tonnage. Trains between 150 and 250 cars were a daily occurrance behind A-B-B-B-B-A sets of F units. What’s more, these monsters would stop and switch along the way!
Around 1951, they dropped “The Corn Belt Route” logo in favor of the Lucky Strike style logo. The first generation of diesels were delivered in ornate maroon, and red with yellow striping. This was replaced with a simplified solid maroon and then red with black roof (which was essentially the same as neighbor and fellow Deramus controlled Kansas City Southern.) The second generation of diesels consisted entirely of GP30’s and SD40’s.
Despite the iffy service and tremendous competition in the area, and thanks to the cost cutting and a dearth of money losing passenger operations that plagued their neighbors, CGW steadily made money through the 50s and 60s. But, in the age of mergers, it was clear they couldn’t make it on their own. CGW discussed merger with every possible connection but ultimately merged into Chicago & North Western in 1968. In their last full year, the CGW was a 1,411 mile line with 139 locomotives (for comparison, they were about the same size as Western Pacific.)
Passenger service was never a major priority and many trains consisted of doodlebugs and trailers even before World War One. In the 1920s CGW did team up with Santa Fe to run through sleepers from the Twin Cities to Los Angeles.
Big mainline power in the 30s and 40s consisted of a fleet of 3 dozen 2-10-4s. In 1936, CGW launched piggyback service – one of the first in the nation. One piggyback customer was a truck line specializing in hauling steel. Since CGW charged by the trailer, the truck line would take the contents of 3 trailers which had maxed out on highway weight and reload all the steel into a single catastrophically heavy trailer that would ride the flat car. They didn’t tell CGW though. No one was the wiser until the landing gear on a trailer punched through the deck of the flat car and derailed a train at speed!
By 1950, CGW had completely dieselized with a mix of Alco, Baldwin and EMD switchers, Alco and EMD road switchers (the former running long hood forward and the latter equipped with dual controls,) and a sizable fleet of EMD F units. By this time, the Deramus family (who already controlled the Kansas City Southern) had gained control of the CGW. Over the years, they cut costs and services. CGW began holding trains until they reached maximum tonnage. Trains between 150 and 250 cars were a daily occurrance behind A-B-B-B-B-A sets of F units. What’s more, these monsters would stop and switch along the way!
Around 1951, they dropped “The Corn Belt Route” logo in favor of the Lucky Strike style logo. The first generation of diesels were delivered in ornate maroon, and red with yellow striping. This was replaced with a simplified solid maroon and then red with black roof (which was essentially the same as neighbor and fellow Deramus controlled Kansas City Southern.) The second generation of diesels consisted entirely of GP30’s and SD40’s.
Despite the iffy service and tremendous competition in the area, and thanks to the cost cutting and a dearth of money losing passenger operations that plagued their neighbors, CGW steadily made money through the 50s and 60s. But, in the age of mergers, it was clear they couldn’t make it on their own. CGW discussed merger with every possible connection but ultimately merged into Chicago & North Western in 1968. In their last full year, the CGW was a 1,411 mile line with 139 locomotives (for comparison, they were about the same size as Western Pacific.)
Brand/Importer Information: 
In 1924 Stephan Schaffan, Sr. founded the Atlas Tool Company in Newark, New Jersey. In 1933 his son, Stephan Schaffan, Jr., came to work for his father at the age of sixteen. Steve Jr. built model airplanes as a hobby and frequented a local hobby shop. Being an enterprising young man, he would often ask the owner if there was anything he could do to earn some extra spending money. Tired of listening to his requests, the hobby-store owner threw some model railroad track parts his way and said, "Here, see if you can improve on this".
In those days, railroad modelers had to assemble and build everything from scratch. Steve Jr. created a "switch kit" which sold so well, that the entire family worked on them in the basement at night, while doing business as usual in the machine shop during the day.
Subsequently, Steve Jr. engineered the stapling of rail to fiber track, along with inventing the first practical rail joiner and pre-assembled turnouts and flexible track. All of these products, and more, helped to popularize model railroading and assisted in the creation of a mass-market hobby. The budding entrepreneur quickly outgrew the limitations of a basement and small garage operation. Realizing they could actually make a living selling track and related products, Steve and his father had the first factory built in Hillside, New Jersey at 413 Florence Avenue in 1947. On September 30, 1949, the Atlas Tool Company was officially incorporated as a New Jersey company.
In 1985, Steve was honored posthumously for his inventions by the Model Railroad Industry Association and was inducted into the Model Railroad Industry Hall of Fame in Baltimore, Maryland. In addition, Steve was nominated and entered into the National Model Railroad Association Pioneers of Model Railroading in 1995.
In the early 1990s, the Atlas Tool Company changed its name to Atlas Model Railroad Company, Inc.
In those days, railroad modelers had to assemble and build everything from scratch. Steve Jr. created a "switch kit" which sold so well, that the entire family worked on them in the basement at night, while doing business as usual in the machine shop during the day.
Subsequently, Steve Jr. engineered the stapling of rail to fiber track, along with inventing the first practical rail joiner and pre-assembled turnouts and flexible track. All of these products, and more, helped to popularize model railroading and assisted in the creation of a mass-market hobby. The budding entrepreneur quickly outgrew the limitations of a basement and small garage operation. Realizing they could actually make a living selling track and related products, Steve and his father had the first factory built in Hillside, New Jersey at 413 Florence Avenue in 1947. On September 30, 1949, the Atlas Tool Company was officially incorporated as a New Jersey company.
In 1985, Steve was honored posthumously for his inventions by the Model Railroad Industry Association and was inducted into the Model Railroad Industry Hall of Fame in Baltimore, Maryland. In addition, Steve was nominated and entered into the National Model Railroad Association Pioneers of Model Railroading in 1995.
In the early 1990s, the Atlas Tool Company changed its name to Atlas Model Railroad Company, Inc.
Item created by: CNW400 on 2019-03-21 17:30:42. Last edited by CNW400 on 2021-01-13 12:19:39
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