Bev-Bel - 4255 - Locomotive, Diesel, Alco RS-3 - Lehigh & New England - 654

Model Information: Atlas introduced the Kato-produced RS-3 in 1983. They followed up with the RSD-4/5 in 1987 (also Kato-produced). Kato also recyled the chassis for use in their RS-11. Atlas redesigned the RS-3 in 1999 and production moved to China. The models were again modified in 2001 (RS-3) and 2004 (RS-4/5) and from then on featured Atlas "Slow-Speed" motors. The Chinese RS-3 and RSD-4/5 share the same internal mechanism.

The early releases were the first locomotive produced by Kato for Atlas. It was vastly superior to the earlier models produced by Roco for Atlas. The combination of the split-frame design, directional lighting and 5-pole motor with bearing blocks to hold the worm gear in place made it the first "modern" N-Scale design for a North American locomotive. The 2001 Chinese version is very similar to the Kato version.

The Atlas-China version features: Golden-white LEDs; Directional lighting; Separately-applied painted handrails (where appropriate); Blackened metal wheels; Scale Speed™ motor and Accurate painting and printing.

DCC Information: Unfortunately the one modern feature this model lacks is a single-lightboard design to permit a "drop-in" decoder board installation. The split-board requires some soldering and careful installation to upgrade even the most modern edition of this locomotive to DCC. Special split decoders are available to convert these models to DCC. Some soldering required. TCS makes the 1278-CN which works pretty well.
TCS CN decoder installation shown on Brad Myers' N-scale DCC decoder installs blog and on TCS website.
A classical wired DCC decoder detailed installation was available on maritime.dns.ca/mgerrits/trains (website no longer exists).

Prototype History: Introduced in 1950, the all-purpose, 1600-HSP RS-3 diesel locomotive had the stamina and strength for freight and passenger service yet was agile enough for yard work. With its rugged, dependable design, it's no wonder that many of these versatile RS-3 locomotives are still working today on short lines, tourist lines, and hauling freight. The ALCO RS-3 is a 1,600 hp (1.2 MW), B-B road switcher diesel-electric locomotive. It was manufactured by American Locomotive Company (ALCO) and Montreal Locomotive Works (MLW) from May 1950 to August 1956, and 1,418 were produced - 1,265 for American railroads, 98 for Canadian railroads, 48 for Brazilian and 7 for Mexican railroads. It has a single, 12 cylinder, model 244 engine.

Well over 1,300 RS-3 road-switcher locomotives were built by ALCO between 1950 and 1956. It can be considered one of the most successful four-axle diesel road-switchers ever produced by the builder. These 1,600hp locomotives were powered by an ALCO 244 V-12 engine which was complimented by rugged GE electrical components. The RS-3 was truly a versatile locomotive. It could be found in virtually every type of service from passenger and commuter runs to heavy-haul and local freight assignments. Original owners of the RS-3 tended to be in the eastern and central regions of the US (with heavier concentrations in the northeast and southeast).

During this same time-period, ALCO offered a six-axle road-switcher which was more commonly found in the west. The RSD-4/5 was externally very similar to the RS-3, having six-axle trucks as an obvious spotting feature. They produced the same 1,600hp as an RS-3, but offered increased tractive effort due to the use of a larger generator. Many RSD-4/5s were assigned to operate in mountainous territory (with varying degrees of success) on the Southern Pacific, Santa Fe and the Utah Railway.

Road Name History: The L&NE appeared in 1895 from the reorganization of earlier bankrupt lines in the area. The L&NE is parallel to and just northwest of the Lehigh & Hudson River. The line began in the Allentown-Bethlehem area of Pennsylvania, and ran northeast through a corner of New Jersey to Campbell Hall, New York (just west of L&HR’s terminus in Maybrook.) Total mileage was just under 220.

Primary traffic was anthracite and cement with a bit of slate traffic for good measure. Unlike the L&HR, L&NE never developed into much of a bridge carrier but generated much more traffic on line.

The steam fleet included the following wheel arrangements: 0-6-0, 0-8-0 (both standard cab and camelbacks), 2-8-0 (both standard cab and camelbacks), 2-8-2 and 2-10-0. The 0-8-0’s were the last camelbacks built for service in America. In 1949, the Lehigh & New England completely dieselized with Alco FA-1, FB-1 sets and RS-2’s (set up for long hood forward operation.)

By 1960, the anthracite business had all but disappeared and the local cement industry was in a steep decline. Mileage had fallen to 177. The L&NE’s parent company, Lehigh Coal & Navigation Company, saw the writing on the wall. Even though the railroad was still solvent, they applied to abandon it. Jersey Central took over 41 miles of line on the south end and the rest of the Lehigh & New England was abandoned in 1961. L&NE became a paper railroad under CNJ to operate those 41 miles. During the early 70s build up to Conrail, a portion of that remaining line was transferred to Reading. Both segments became part of Conrail in 1976.

Brand/Importer Information: Formerly located in Cresskill, New Jersey, the now defunct Bev-Bel Corp. was founded by the late Irvin and Beverly Belkin in 1956. A prolific "boutique" producer of after-market, limited production, special run rolling stock and locomotives (in road names and non-traditional commemorative and holiday themed paint schemes that were not typically offered by the major manufacturers), Bev-Bel' sourced its models from Atlas Tool Co., Inc., Atlas Model Railroad Co., Inc., Bachmann, and Life-Like Trains.