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Specific Item Information: Stock number unknown. No reference in Atlas catalogs nor in Armstrong guide. Maybe from a set.
Model Information: This not-particularly long lived model was introduced in 1973. It is an older mechanism which is not DCC friendly and kind of noisy. The pickup is kind of dodgy and the movement is therefore a bit jerky. It can pull 20+ freight cars on a flat surface.
This model never sold particularly so when Atlas phased out Roco manufacturing and replaced it with Chinese production in the 1980s and 1990s, this body was never re-released with a modern mechanism.
This model never sold particularly so when Atlas phased out Roco manufacturing and replaced it with Chinese production in the 1980s and 1990s, this body was never re-released with a modern mechanism.
Prototype History: 
The EMD F9 was a 1,750 horsepower (1,300 kW) Diesel-electric locomotive produced between February 1953 and May 1960 by the Electro-Motive Division of General Motors (EMD) and General Motors Diesel (GMD). It succeeded the F7 model in GM-EMD's F-unit sequence. Final assembly was at GM-EMD's La Grange, Illinois plant. The F9 was also built in Canada by General Motors Diesel at their London, Ontario plant. A total of 100 cab-equipped lead A units and 154 cabless booster B units were built. The F9 was the fifth model in GM-EMD's highly successful "F" series of cab unit diesel locomotives.
A F9 can be distinguished reliably from a late F7 only by the addition of an extra filter grille ahead of the front porthole on the side panels on A units. Internally, the use of an 567C prime mover increased power to 1,750 hp from the F7's 1,500 hp.
By the time cab units such as the F9 were built, railroads were turning to the road switcher-style of locomotive, and the F9 was succeeded in most part by the EMD GP9.
From Wikipedia
A F9 can be distinguished reliably from a late F7 only by the addition of an extra filter grille ahead of the front porthole on the side panels on A units. Internally, the use of an 567C prime mover increased power to 1,750 hp from the F7's 1,500 hp.
By the time cab units such as the F9 were built, railroads were turning to the road switcher-style of locomotive, and the F9 was succeeded in most part by the EMD GP9.
From Wikipedia
Road Name History: 
The Erie (the second railroad by that name) was formed in 1895 from the reorganization of the New York Lake Erie & Western which had cobbled together a Jersey City (across the Hudson from New York City) to Chicago route from the original Erie, the Chicago & Atlantic, Atlantic & Great Western and a few smaller lines. The route had been built to 6’ gauge and had been standard gauged in 1880.
The New York – Chicago main was all double track with big rail. However, the mainline managed to miss every major city along the way. Binghamton, New York and Akron, Ohio were the biggest cities on the mainline between New York and Chicago. Buffalo, Rochester, Youngstown, Cleveland, Dayton, and Cincinnati were all at the end of branches from the mainline. Some said that “you could forget how much unpopulated land there was in the Northeast until you rode the Erie.”
Erie and its predecessors were early victims of “robber barons” that saddled the company with debt that it would carry for over 100 years. The companies went bankrupt 3 times in the 19th Century and once during the Depression (in 1938, after most other lines ironically.) Erie promoted exclusively from within and management was rife with nepotism. It was called “Weary Erie”, and “The Scarlet Woman of Wall Street.”
Erie’s steam fleet was varied although not terribly modern. The Erie passed through Pennsylvania’s anthracite region so camelback locomotives were part of the mix. In fact Erie had the largest camelbacks ever built – 0-8-8-0’s delivered in 1908. Erie was also one of only two roads to employ Triplexes, in this case with the 2-8-8-8-2 wheel arrangement. Their most modern steam consisted of heavy Berkshires delivered in 1929 when the company was under the influence of the Van Sweringen brothers who also controlled Nickel Plate, C&O, Pere Marquette and Hocking Valley. As a result, they dieselized fairly early primarily with EMD, and Alco road and passenger units and switchers from nearly every builder. Like future dance partner DL&W, Erie road switchers were setup for long-hood-forward operation.
Other than heavy commuter operations in New Jersey, passenger operations paled in comparison to other eastern trunk lines. Erie concentrated on freight. From about 1947 until 1955, the Erie was fairly healthy, although still paying way too much for debt service. They even paid dividends for much of this period. Quartets of F units dragged freights over 185 cars long across New York’s scenic Southern Tier. Erie’s big clearances (due to the original 6’ track gauge) made Erie the go-to road for highly lucrative over-size loads. The Erie was much loved by communities along the line.
The mid-to-late 50s presented one disaster after another. Twin hurricanes damaged track (although not as bad as neighbor DL&W who really took it in the teeth), then strikes in the cement and steel industries cut traffic dramatically. Labor trouble in the tire center of Akron (where Erie was a major carrier) led to much of the tire industry leaving the area. Erie’s net income fell in half the next year and then they began to lose money. Combining parallel routes and Jersey Shore terminals with the Lackawanna helped but not enough. In 1960, The Erie merged with the Delaware Lackawanna & Western. Here are Erie’s stats in their final year: 2,215 route miles (about the same length as competitors Nickel Plate and Wabash); 484 diesels; 535 passenger cars; 20,028 freight cars.
The New York – Chicago main was all double track with big rail. However, the mainline managed to miss every major city along the way. Binghamton, New York and Akron, Ohio were the biggest cities on the mainline between New York and Chicago. Buffalo, Rochester, Youngstown, Cleveland, Dayton, and Cincinnati were all at the end of branches from the mainline. Some said that “you could forget how much unpopulated land there was in the Northeast until you rode the Erie.”
Erie and its predecessors were early victims of “robber barons” that saddled the company with debt that it would carry for over 100 years. The companies went bankrupt 3 times in the 19th Century and once during the Depression (in 1938, after most other lines ironically.) Erie promoted exclusively from within and management was rife with nepotism. It was called “Weary Erie”, and “The Scarlet Woman of Wall Street.”
Erie’s steam fleet was varied although not terribly modern. The Erie passed through Pennsylvania’s anthracite region so camelback locomotives were part of the mix. In fact Erie had the largest camelbacks ever built – 0-8-8-0’s delivered in 1908. Erie was also one of only two roads to employ Triplexes, in this case with the 2-8-8-8-2 wheel arrangement. Their most modern steam consisted of heavy Berkshires delivered in 1929 when the company was under the influence of the Van Sweringen brothers who also controlled Nickel Plate, C&O, Pere Marquette and Hocking Valley. As a result, they dieselized fairly early primarily with EMD, and Alco road and passenger units and switchers from nearly every builder. Like future dance partner DL&W, Erie road switchers were setup for long-hood-forward operation.
Other than heavy commuter operations in New Jersey, passenger operations paled in comparison to other eastern trunk lines. Erie concentrated on freight. From about 1947 until 1955, the Erie was fairly healthy, although still paying way too much for debt service. They even paid dividends for much of this period. Quartets of F units dragged freights over 185 cars long across New York’s scenic Southern Tier. Erie’s big clearances (due to the original 6’ track gauge) made Erie the go-to road for highly lucrative over-size loads. The Erie was much loved by communities along the line.
The mid-to-late 50s presented one disaster after another. Twin hurricanes damaged track (although not as bad as neighbor DL&W who really took it in the teeth), then strikes in the cement and steel industries cut traffic dramatically. Labor trouble in the tire center of Akron (where Erie was a major carrier) led to much of the tire industry leaving the area. Erie’s net income fell in half the next year and then they began to lose money. Combining parallel routes and Jersey Shore terminals with the Lackawanna helped but not enough. In 1960, The Erie merged with the Delaware Lackawanna & Western. Here are Erie’s stats in their final year: 2,215 route miles (about the same length as competitors Nickel Plate and Wabash); 484 diesels; 535 passenger cars; 20,028 freight cars.
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.
Manufacturer Information: 
The company was founded in 1960 by Ing. Heinz Rössler and started with a plastic Minitanks series of military vehicles. After export to the USA became successful, the model line was expanded with model trains in HO scale and the smaller N scale. TT scale was also subsequently added to the product line. The model rail product line covers many European countries including Germany, Belgium, Luxembourg, France, Spain, Austria, Italy, Switzerland, Sweden and the Netherlands, and also the USA.
On July 15, 2005 ROCO Modellspielwaren GmbH was declared bankrupt. From July 25 the company continues as Modelleisenbahn GmbH, but still uses the Roco brand and associated logo. On October 1, 2007, distribution of the 'Minitank' product series was assigned to the German model car manufacturer Herpa.
Since February 2008 Modelleisenbahn also owns Fleischmann, which like Roco had gone bankrupt. The two companies continue as separate brands under Modelleisenbahn GmbH, while benefiting from economies of scale through joined development projects, marketing and procurement.
From Wikipedia
On July 15, 2005 ROCO Modellspielwaren GmbH was declared bankrupt. From July 25 the company continues as Modelleisenbahn GmbH, but still uses the Roco brand and associated logo. On October 1, 2007, distribution of the 'Minitank' product series was assigned to the German model car manufacturer Herpa.
Since February 2008 Modelleisenbahn also owns Fleischmann, which like Roco had gone bankrupt. The two companies continue as separate brands under Modelleisenbahn GmbH, while benefiting from economies of scale through joined development projects, marketing and procurement.
From Wikipedia
Item created by: jbeezz28 on 2021-01-26 16:08:11. Last edited by Alain LM on 2021-01-27 01:33:26
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