Atlas Model Railroad Co. Product Review

ATLAS OFFERS BOTH N AND HO SCALE H15/16-44 LOCOMOTIVES

MODEL RAILROAD NEWS – November 2003

Review by David Otte

Fairbanks-Morse Diesel Switcher Locomotives

N Scale H15/16-44
MSRP: $104.95 w/decoder, MSRP: $139.95

HO Scale H15/16-44 (includes switchable decoder)
MSRP: $149.95

Atlas Model Railroad Co.
389 Florence Avenue
Hillside, NJ 07205
908-687-0880
www.atlasrr.com

The strength of the Atlas product line has always been their dedication to producing accurate models of diesel locomotives. The scale representations of motive power from real world locomotive manufacturers such as Electro Motive Division, Baldwin, the American Locomotive Company, and Fairbanks Morse have given modelers the chance to own some of the most interesting locomotives in American railroading history. However, it hasn’t always been the diverse subject matter that has brought the New Jersey manufacturer accolades from model railroaders, but also their skill to bring these locomotives to life in several different scales. Their newest releases, the N scale and HO scale Fairbanks Morse H15-44 and H16-44 diesel-electrics are perfect examples of this capability.

Quite a number of railroads purchased these FM products and Atlas is making available both their N and HO scale renditions decorated from many of them. Roadnames will include: Union Pacific, New York Central, Santa Fe, Rock Island, Jersey Central, Central of Georgia, Kansas City Southern, Denver & Rio Grande Western, New Haven, Pennsylvania, Southern, Lackawanna, and undecorated shells. Each road will have the appropriate body details as per the prototype. The N scale model will be offered with or without factory installed decoders and the HO scale models, referred to as “Atlas Master Locomotives,” will be equipped with a dual mode decoder. The new Atlas items are being manufactured in China and are covered by a 90-day warranty.

FM’s H15/16-44
Although they were originally makers of weighing scales having their beginnings back in the 1830s, Fairbanks-Morse was also one of the pre-World War I U.S. diesel pioneers. The first commercial success for the company came from a request by the US Navy for a diesel engine that could power submarines. In turn, FM introduced their Opposed-Piston design. This design entailed two pistons per cylinder moving inward and outward from a common combustion chamber in a two-stroke cycle. The Navy was delighted with the novel design of the OP engine and it became the most widely applied submarine power plant in the US fleet. However, the idea of using the OP in a railroad application was always at the back of the minds of FM company planners.

Wartime needs during the 1940s did not hamper FM’s desire to develop a locomotive utilizing the OP as its power plant and with the blessings of the War Production Board, they delivered their first yard switcher #L-1001 to the Milwaukee Road in August 1944. Designated as H10-44, the model went into regular production soon thereafter, and Fairbanks-Morse was in the locomotive building business.

At this point as explanation of FM’s model numbers is in order The “H” stands for hood locomotive, the “10” for 1000 hp and the “44” for B-B wheel arrangement with 4 axles and 4 traction motors.

With the introduction of Baldwin and the American Locomotive Company of their first road switchers, a competitive FM developed the model H15-44 road switcher. It featured the carbody styling of famous designer Raymond Loewy and was equipped with an 8-cylinder model 38D-1/8 OP engine rated at 1500 hp at 850 rpm. Railroads purchasing the H15-44 included: Monon, D&RGW, CNJ, UP, RI, Long Island, KCS, C of G, and Akron Cantor & Youngstown. Thirty-five of these models were produced before FM raised the engine rating to 1600 hp in order to remain competitive in the then, just beginning horsepower race.

Thus, the H16-44 was born. The first unit was delivered to the Missouri-Kansas-Texas Railroad in April 1950. Initially, the 1600 hp model continued on with the same Loewy carbody with sloping cab roof and ends, curved side window moldings, a sculpted headlight shroud, and short handrails along the hood walkways. Over the next couple of years these stylistic features gave way to more practical ones such as the cab window and headlight molding being omitted and handrails being extended the full length of the carbody. In 1954, FM revamped the carbody entirely giving it a more boxlike shape following the type used o the H24-66 TrainMaster. This resulted in the H16-44 and its six-axle twin the H16-66 earning the nicknames “Baby TrainMasters.”

A total of 241 model H16-44 locomotives were produced by Fairbanks-Morse for a variety of new railroad customers and those who had previously purchased the H15-44: MKT, NH, CNJ, Southern, UP, LI, NYC, Santa Fe, AC&Y, Pennsy, Delaware Lackawanna & Western, Baltimore & Ohio, Milwaukee Road, Virginian, Wabash, and for two Mexican roads: The Chihuahua al Pacifico and the Bosques de Chihuahua. In fact, FM withdrew from the manufacture of locomotives after the delivery of H16-44s to the Chihuahua al Pacifico in early 1963. Using the FM design the Canadian Locomotive Company also built another 58 H16-44s for the Canadian National and Canadian Pacific Railroads between 1955 and 1956.

The Atlas Models
I have always held Atlas in high regard for their prototypical accuracy and this latest endeavor was no disappointment. First of all, the N scale and HO scale models represent the variations of H15-44s and more directly, the H16-44s before the 1954 redesigned TrainMaster body. Atlas has gone to great lengths to provide the proper cabs, bodies, trucks, and handrail locations so that, depending on the prototype, the model is accurate. This fact can easily be seen by looking at the nicely prepared parts diagram included with the models. There appears to be three different carbody shells, one showing a change in location of louvers, and the other two with or without body mounted handrails. In turn there are two different sills to accommodate these changes in the handrail locations. A square window cab as well as the rounded stylized window cab has been produced too. Finally, AAR type B and C-Liner truck side frames have both been created as the H15-44s and the early H16-44s rode on the AAR type B trucks, before FM started using their own truck design.

Both the HO and N scale versions have die cast metal chassis and the remaining components are rendered in plastic. When scaled out, all the general dimensions and parts locations were true to the original’s based on what I found listed on copies of the Santa Fe’s original H16-44 locomotive diagrams and from studying various photographs. The molded on details of the body shells and cabs are excellent, as are the separately applied parts. Of course, the HO scale models boast a few more detail parts then the smaller FM diesel does. The 1/87 size version has the addition of separately applied windshield wipers, radiator cooling fan and see-through fan screen, hand painted seated engineer and fireman, coupler cut lever bars, air hoses, sanding lines, pilot steps, and some piping added to the air reservoir tanks. Due to the size limitations in N scale, there is no crew in the cab, the windshield wipers have been ignored, and remaining details are all molded-on the 1/160 sized shell However, the N scale FM unit is not to be penalized for its detail dissimilarity thanks to the fantastic tooling abilities of Atlas. For example the radiator cooling fan is clearly visible molded along with a fine mesh screen on the smaller locomotive’s long hood with such good three dimensional definition that many modelers would think that they were really separately applied parts! Also, the handrails are independently applied on both models and while they look thin and delicate, I found them to be flexible enough to absorb the occasional pressures of my grasp when handling them during the review process. In fact, due to packaging and shipping concerns, Atlas has left the end railings off of the HO scale model so consumers will need to apply these themselves. Other than that the locomotives are ready to run out of the box.

Besides quality of detail on Atlas models, I also make the assumption that the level of decoration on the samples will be outstanding as well. Again, my hypothesis came true with the multi-scale H15/16-44s. Paint coverage on both the HO and N scale models is smooth and opaque, yet not overly thick as to hide even the finest of details in 1/160 scale. The striping on both of our review locomotives is straight with sharp parting lines between colors. The graphics are also well done with crisp, sharp edges on all the lettering and all of it fully readable down to the minute .015 inch tall “WATER” under the water fill hatches on the front of the N scale FM. Boy, it’s time for a more powerful magnifying glass!
Speaking of the N scale model, ours came decorated for an H15-44 owned by the Jersey Central. #1507 was one of 14 units purchased in 1949. This included #1500 which had been FM’s original demonstrator. Except for this engine, all the other units were equipped with dual control for quick turn around at the terminals and steam generators for passenger train duties (hence the water-fill hatches under the short hood). Due to the success of these units, the CNJ ordered four of the up-rated 1600 hp models in 1950. After a long career, the last H15-44 left the CNJ for the scrapper in 1972. When delivered, all the H15-44s were painted dark blue with two parallel orange stripes running from the front to the rear. Lettering was done in imitation gold paint.

The Atlas model follows the prototype’s paint practices down to the famous Miss Liberty herald on the cab sides. Furthermore, like the CNJ engines, the N scale model rides on the proper AAR B style trucks and has the FM builder’s medallions on the front pilot and rear side sills. A pair of optional fuel tank skirts is also included with this model.

Seen in operation from California to Kansas, our HO scale sample model takes us out to a western railroad, the Santa Fe. Representing one of the first 10 H16-44s (Numbers 2800 – 2809) built for the ATSF between March and June 1951, #2903 wears the early Zebra pint scheme and displays the Loewy body styling with body-mounted handrails as the CNJ model does. The Santa Fe later ordered 10 more of the FM 1600 hp locomotives in 1952, but they displayed a slightly different carbody. Unfortunately, these early units were renumbered about a year later to the 3000 series so for the hardcore Santa Fe modeler, this model is really only prototypically accurate for the time period ranging from the delivery date to mid 1952. In particular, #2803, and later as #3003, remained in service until being traded in to EMD, on new power in 1968.

The Atlas H16-44 looks quite distinguished in the Santa Fe’s zebra stripes and black paint. The décor follows ATSF painting practices, has fully readable rectangular shaped builder’s plates on the sills, an RFM company logo on the end of the long hood, and the model rides on the as delivered C-Liner style trucks. The most noticeable difference separating this style truck from the B type truck is that the bottom structural frame member is curved upward.

Being faithful to the prototype along with a quality finish isn’t everything though. In today’s model railroad market, a model locomotive in any scale needs to have good operating characteristics. Based on our test results, I would give both the HO and N scale H-15/16-44s high marks in this area too. Both scale versions feature 5-pole can motors with two machined brass flywheels, all wheel drive, and all wheel electrical pickup. Both have directionally controlled headlights and operating directional red-green classification lights not to mention Atlas’ own Accumate magnetic knuckle couplers.

If you take a moment to study the By-The-Numbers column for each locomotive you will see some very positive results. Both of our review models had exceptional slow speed capabilities making them good candidates for yard switching duties. While the N scale engine had a high end speed about 15 mph above the prototype’s maximum speed, the HO scale FM was just about right. The N scale H15-44 easily pulled two dozen freight cars on a level track and the HO scale H16-44 successfully hauled a consist of 36 mixed pieces of rolling stock. Both locomotives were also at home on standard minimum radius curves (9-3/4 inches for N and 18 inches for HO) as included in most starter sets. Over all, I would have to say that both samples satisfied my wants and needs in the area of operating characteristics.

With that said, though, there are still more demands that modelers are making on locomotive models these days, and that is in the area of Digital Command Control. While both offerings are DCC ready, the HO scale version is actually available with a factory installed 4-function dual-mode decoder. A dual-mode decoder means that the engine is able to run in conventional mode as well as DCC. The models are delivered to run conventionally, but simply moving a jumper on the internal circuit board puts the locomotive into the DCC mode. This requires the modeler to remove the shell from the chassis, but it is relatively easy to pop the body loose.

Having set our sample to the DCC mode, I tested the H16-44 using the new Roco Power Mouse DCC system we had in house for product testing. I scrolled to an address of 03, the locomotive’s default setting, and started the diesel rolling slowly down the track. I pressed the headlight function button and the headlight glowed brightly. The F1 button allowed me to dim the headlight while a second press of the button brought the headlight back to full brightness. F2 turned on the classification lights and, as in conventional mode, whatever direction the engine is running in, green is always on at that end and red is showing on the opposite end. The dual-mode decoder supports the same set of properties as Atlas’ standard 4-Function decoder, so it is selectable for operation with 14, 28, or 128 speed steps. For more information regarding this Atlas decoder, a complete instruction manual is available on line at www.atlasrr.com/dcc/downloads/asp.

Although this was not entirely a comprehensive DCC test for this review, the H16-44’s operation did go smoothly for me, and I did not discover any compatibility issues between the Atlas decoder and the Roco DCC system.

On the other hand, the N scale model may be purchased with a decoder for an additional $35.00 or the modeler can install one if DCC later becomes available on his or her pike. I am sure some model railroaders out there who are not interested in DCC now might take issue with Atlas offering their HO scale version as decoder-equipped only. Personally, I think the dual mode decoder is a great idea and while I might not be using DCC, at least the locomotive is prepared if I change my mind or wish to operate the engine on someone else’s DCC layout. My guess is that it will be cheaper in the long run to have a factory installed decoder rather than having to purchase and install an aftermarker decoder later on down the road. Let’s face it, command control in one form or the other is taking almost every model railroad scale by storm, and it looks like it is here to stay.

Final Thoughts
What else can I say? I really don’t have any bones to pick with Atlas on either scale version of the H15/16-44 locomotive. They are just another couple of successes for the Atlas development team to be proud of and for the model railroader to enjoy.

By-The-Numbers
Atlas, H16-44
HO 1:87.1
Starting Volts = 1
Traction Tiers? No
Volts Amps Scale MPH
1.5 .09 1.8
3.0 .13 15.2
6.0 .18 38.1
12.0 .22 85.6
Pull Test (ounces) Stall/Slip
Loco Wt. 15 Volts – Amps
Pull Wt. 4.2 12 .45
Efficiency = 28%

Atlas, F-M H15-44
N 1:160
Starting Volts = 1.7
Traction Tires? No
Volts Amps Scale MPH
2.0 .04 1.5
4.0 .06 27.6
6.0 .06 53.4
10.0 .08 101.7
Pull Test (ounces) Stalled/Slip
Loco Wt. 2.2 Volts – Amps
Pull St. .3 10 .12
Efficiency = 13.6%