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Specific Item Information: Equipped with ESU’s Exclusive “Full Throttle” Sound
Model Information: Atlas introduced this model in 1986. It was originally produced by Kato for Atlas under contract. The Kato version shares a chassis with Kato's RS-3 model but some of the internal components differ, primarily in the worm assembly. Atlas ceased importing this model in the 1990s and later, in 2006, designed their own version which was produced in China. This new version (2006+) is properly DCC-Ready and accepts a drop-in decoder. It also features a skew-wound motor with all eight wheels involved with electrical pickup and drive (no traction tires). The Chinese version features body-mounted AccuMate couplers whereas the Kato version have truck-mounted couplers. This version also has Golden White LEDs, separated handrails and side sill and a prototypical wheelbase. The Kato wheelbase is off due to the common chassis shared with the RS-3.
See a video of these engines on our YouTube Channel
See a video of these engines on our YouTube Channel
DCC Information: Models produced from 2006 are DCC Ready or Dual-Model Decoder Equipped. They accept the following drop-in decoders:
- Digitrax DN163A0: 1 Amp N Scale Mobile Decoder for Atlas N-Scale GP40-2, U25B, SD35, Trainmaster, B23-7 and others
- TCS AMD4 (Installation for Atlas RS-11)
- NCE N12A0: Plug and play decoder for N-Scale Atlas GP40-2, U25B, U23B, B23-7, 30-7, 36-7, GP38, SD25, TRAINMASTER, etc.
- MRC 1812: N-Scale Sound Decoder for most Atlas short/medium 4-axle locos (selection of 4 prime movers - might not be prototypical for this model however)
Earlier DCC factory-equipped versions were fitted with Lenz LE063XF decoders, whereas most recent versions are fitted with NCE N12A0 decoders. The Atlas version of these decoders will respond to manufacturer's address "127" (CV8) i.e. "Atlas Model Railroad Products", though being identical to their original manufacturer's specification.
- Digitrax DN163A0: 1 Amp N Scale Mobile Decoder for Atlas N-Scale GP40-2, U25B, SD35, Trainmaster, B23-7 and others
- TCS AMD4 (Installation for Atlas RS-11)
- NCE N12A0: Plug and play decoder for N-Scale Atlas GP40-2, U25B, U23B, B23-7, 30-7, 36-7, GP38, SD25, TRAINMASTER, etc.
- MRC 1812: N-Scale Sound Decoder for most Atlas short/medium 4-axle locos (selection of 4 prime movers - might not be prototypical for this model however)
Earlier DCC factory-equipped versions were fitted with Lenz LE063XF decoders, whereas most recent versions are fitted with NCE N12A0 decoders. The Atlas version of these decoders will respond to manufacturer's address "127" (CV8) i.e. "Atlas Model Railroad Products", though being identical to their original manufacturer's specification.
Prototype History: 
The ALCO RS-11 is a diesel-electric locomotive of the road switcher type rated at 1,800 hp (1.34 MW), that rode on two-axle trucks, having a B-B wheel arrangement.
The first three RS-11s were produced by ALCO in February 1956 as a demonstrator set. This locomotive, classified by ALCO as model DL-701, was their first high-horsepower road switcher,[1] intended to be a replacement for the very popular RS-3 road switcher. Featuring a V-12, 1,800 hp (1,300 kW) 251B diesel engine, the RS-11 was ALCO's answer to EMD's very successful GP9. The turbocharged RS-11 accelerated faster, had a higher tractive effort rating and typically used less fuel than the competition. It was also quite versatile and could be found in heavy haul freight as well as passenger service. It was produced in high-nose and low-nose versions. Montreal Locomotive Works built identical units.
The first three RS-11s were produced by ALCO in February 1956 as a demonstrator set. This locomotive, classified by ALCO as model DL-701, was their first high-horsepower road switcher, intended to be a replacement for the very popular RS-3 road switcher. Featuring a V-12, 1,800 hp (1,300 kW) 251B diesel engine, the RS-11 was ALCO's answer to EMD's very successful GP9. The turbocharged RS-11 accelerated faster, had a higher tractive effort rating and typically used less fuel than the competition. It was also quite versatile and could be found in heavy haul freight as well as passenger service. It was produced in high-nose and low-nose versions. Montreal Locomotive Works built identical units..
From Wikipedia
Read more on American-Rails.com.
The first three RS-11s were produced by ALCO in February 1956 as a demonstrator set. This locomotive, classified by ALCO as model DL-701, was their first high-horsepower road switcher,[1] intended to be a replacement for the very popular RS-3 road switcher. Featuring a V-12, 1,800 hp (1,300 kW) 251B diesel engine, the RS-11 was ALCO's answer to EMD's very successful GP9. The turbocharged RS-11 accelerated faster, had a higher tractive effort rating and typically used less fuel than the competition. It was also quite versatile and could be found in heavy haul freight as well as passenger service. It was produced in high-nose and low-nose versions. Montreal Locomotive Works built identical units.
The first three RS-11s were produced by ALCO in February 1956 as a demonstrator set. This locomotive, classified by ALCO as model DL-701, was their first high-horsepower road switcher, intended to be a replacement for the very popular RS-3 road switcher. Featuring a V-12, 1,800 hp (1,300 kW) 251B diesel engine, the RS-11 was ALCO's answer to EMD's very successful GP9. The turbocharged RS-11 accelerated faster, had a higher tractive effort rating and typically used less fuel than the competition. It was also quite versatile and could be found in heavy haul freight as well as passenger service. It was produced in high-nose and low-nose versions. Montreal Locomotive Works built identical units..
From Wikipedia
Read more on American-Rails.com.
Road Name History: 
The Penn Central Transportation Company, commonly abbreviated to Penn Central, was an American Class I railroad headquartered in Philadelphia, Pennsylvania, that operated from 1968 until 1976. It was created by the 1968 merger of the Pennsylvania and New York Central railroads. The New York, New Haven & Hartford Railroad was added to the merger in 1969; by 1970, the company had filed for what was, at that time, the largest bankruptcy in U.S. history.
The Penn Central was created as a response to challenges faced by all three railroads in the late 1960s. The northeastern quarter of the United States, these railroads' service area, was the most densely populated region of the U.S. While railroads elsewhere in North America drew a high percentage of their revenues from the long-distance shipment of commodities such as coal, lumber, paper and iron ore, Northeastern railroads traditionally depended on a mix of services.
As it turned out, the merged Penn Central was little better off than its constituent roads were before. A merger implementation plan was drawn up, but not carried out. Attempts to integrate operations, personnel and equipment were not very successful, due to clashing corporate cultures, incompatible computer systems and union contracts. Track conditions deteriorated (some of these conditions were inherited from the three merged railroads) and trains had to be run at reduced speeds. This meant delayed shipments and personnel working a lot of overtime. As a result, operating costs soared. Derailments and wrecks became frequent, particularly in the midwest.
The American financial system was shocked when after only two years of operations, the Penn Central Transportation company was put into bankruptcy on June 21, 1970. It was the largest corporate bankruptcy in American history at that time. Although the Penn Central Transportation Company was put into bankruptcy, its parent Penn Central Company was able to survive.
The Penn Central continued to operate freight service under bankruptcy court protection. After private-sector reorganization efforts failed, Congress nationalized the Penn Central under the terms of the Railroad Revitalization and Regulatory Reform Act of 1976. The new law folded six northeastern railroads, the Penn Central and five smaller, failed lines, into the Consolidated Rail Corporation, commonly known as Conrail. The act took effect on April 1, 1976.
Read more on Wikipedia.
The Penn Central was created as a response to challenges faced by all three railroads in the late 1960s. The northeastern quarter of the United States, these railroads' service area, was the most densely populated region of the U.S. While railroads elsewhere in North America drew a high percentage of their revenues from the long-distance shipment of commodities such as coal, lumber, paper and iron ore, Northeastern railroads traditionally depended on a mix of services.
As it turned out, the merged Penn Central was little better off than its constituent roads were before. A merger implementation plan was drawn up, but not carried out. Attempts to integrate operations, personnel and equipment were not very successful, due to clashing corporate cultures, incompatible computer systems and union contracts. Track conditions deteriorated (some of these conditions were inherited from the three merged railroads) and trains had to be run at reduced speeds. This meant delayed shipments and personnel working a lot of overtime. As a result, operating costs soared. Derailments and wrecks became frequent, particularly in the midwest.
The American financial system was shocked when after only two years of operations, the Penn Central Transportation company was put into bankruptcy on June 21, 1970. It was the largest corporate bankruptcy in American history at that time. Although the Penn Central Transportation Company was put into bankruptcy, its parent Penn Central Company was able to survive.
The Penn Central continued to operate freight service under bankruptcy court protection. After private-sector reorganization efforts failed, Congress nationalized the Penn Central under the terms of the Railroad Revitalization and Regulatory Reform Act of 1976. The new law folded six northeastern railroads, the Penn Central and five smaller, failed lines, into the Consolidated Rail Corporation, commonly known as Conrail. The act took effect on April 1, 1976.
Read more on Wikipedia.
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 2024-02-01 12:10:22. Last edited by CNW400 on 2024-02-01 12:10:23
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