Atlas Model Railroad Co. Product Review

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This review was taken from the November, 2000 issue of Model Railroad News and is reproduced with permission of Lamplight Publishing, Merlin, OR.

N scale F-M H-24-66 Train Master Diesel

Review by Michael J. Pratt

Atlas has released the brutish Fairbanks-Morse Train Master in N scale. The model is a welcome addition to the Atlas line, and a bit of a surprise considering the company’s recent devotion to models of Electro-Motive Division locomotives.

The Atlas Train Master is being offered in two variations: one with a factory-installed Lenz DCC decoder-equipped PC board, and the other with a PC board that can be replaced by a DVV decoder-equipped board (DCC ready). It also features some unusual details not normally found on N scale plastic.

FM’s Train Master

Fairbanks-Morse (FM) debuted the Train Master in April, 1953. Its first demonstrator unit, TM-1, was followed shortly thereafter by TM-2, rolling out of the company’s Beloit, Wisconsin plant on May, 16, 1953. Two more demo units, TM-3 ad TM-4, were released at the end of that same month. Over an eight month period, the four demo units logged 170,000 miles with 20 different railroads.

FM designed the Train Master as model H-24-66 (Hood, 2,400 h.p., six months, six axles). The locomotive featured a 12 cylinder two cycle, opposed piston power plant. In FM’s promotional literature, the company referred to the Train Master as, “the most useful locomotive ever built.” This claim can eb better appreciated when one looks at the specifications of this versatile locomotive.

The Train Master could carry 1,800 gallons of fuel in its main tank. This was augmented by two additional tanks: one 1,000 gallon tank located in the floor of the short hood, and one 1,400 gallon tank located on the rear end platform. These additional tanks could be used for either fuel, or for train heating water on steam generator equipped locomotives. Four sand boxes, with a capacity of 24 cubic feet of sand each, delivered sand to the six axle trucks. These capacities allowed FM’s Train Master to have an increase of between 50 and 200 percent (50% fuel, 50-100% water, 60-200% sand) when compared to the typical 1,500 to 1,600 h.p. road switchers of the time.

An example of how this increased capacity could be utilized was when the Train Masters were used in passenger service. The Train Masters could be outfitted with a steam generator capable of 4,500 pounds per hour. With its 2,400 gallons of water storage, enough steam could be produced from a single locomotive to heat 15 passenger cars in zero degree weather. Keep in mind that this is a diesel-electric.

Adding to its versatility, the Train Master was available with a choice of gear ratios. Using Westinghouse traction motors, the following ratios were offered: 68:15 for 65 mph top speed, 63:15 for 70 mph, and 62:17 for 80 mph. General Electric traction motors offered gear ratios of 65:18 and 74:18.

FM boasted that the Train Master could deliver 32 percent of the locomotive’s total weight in tractive effort. This was delivered to FM’s own single-equalized, six wheel truck. The trucks featured an offset center axle, and either 40 or 42 inch wheels.

So impressed was Delaware, Lackawanna & Western by the advertised specifications of the Train Master, that in November of 1952 the railroad ordered ten locomotives sight unseen for a price of $250,000 each. These were the first of 127 units between 1953 and 1957 for ten U.S. and Canadian railroads.

The prototype Train Master can be distinguished into three as-delivered variations, or phases. Phase 1a Train Masters consisted of the demo locomotives, as well as DL&W’s first ten units. These locos featured: straight hand rails along the long hood, louvers along the upper portion of the long hood, and separated cooling fans. The four demo units featured an opening under the long hood walkway that was not duplicated on any other version. These units later served with Wabash as #550-551 (TM-1, TM-2), and Southern Pacific initially as #4800-4801 (TM-3, TM-4).

Phase 1b Train Masters featured a stepped handrail along the long hood. Forty-nine of this variant were built. Phase II Train Masters were the most numerous, with 64 built. This phase retained the stepped handrail along the long hood, eliminated the majority of long hood louvers as well as the space between the cooling fans.

Railroads could order the Train Master with or without dynamic brakes and steam generators, and with single or duel headlights. Wabash and Southern ordered their Train Masters with lowered end platforms to better match exacting equipment. Canadian Pacific ordered two steam generators for four of its 21 Train Masters (#8901-8904), resulting in a full width short hood.

Train Master owners by quantity and phase are as follows: Canadian National (one, phase II); Canadian Pacific (21, II); Central Railroad of New Jersey (seven, 1b; six, II); Delaware, Lackawanna & Western (ten, 1a; two, II); Pennsylvania (nine, II); Reading (nine, 1b; eight II); Southern (five, II); Southern Pacific (two, demo 1a; fourteen, 1b); Virginian (nineteen, 1b; six, II); and Wabash (two, demo 1a; six, II). The Virginian Railway received the most, and also the last Train Master in June, 1957.

Atlas N scale Train Master

Atlas initially released the Train Master in the following roads: Erie Lackawanna, New Jersey Central, Southern Pacific, Canadian Pacific, and Pennsylvania. Second production roadnames include: Delaware, Lackawanna, & Western, Fairbanks-Morse Demonstrator, Wabash, Reading and Virginian. The second production is scheduled for November delivery.

Atlas is offering a number of different body versions of the Train Master. Along with decorated models, undecorated versions include: phase 1a (single headlight), phase 1b (single headlight), phase 1b (dual headlight), and phase II (single headlight). A phase 1a version is also available, which features a single headlight on the short hood and dual headlight on the long hood.

The Train Master was a very large locomotive, measuring 61’ pilot to pilot, and 15’ high. Atlas’ N scale model duplicates prototype measurements perfectly, even the three axle trucks with their off-center middle axle. Coupler to coupler length on the prototype measured 66’. Atlas uses body mounted, AccuMate N scale couplers on the new model which measure 66 scale feet apart. Rapido style couplers are included inside the box under the model’s tray.

Atlas has done their usual fine job at representing N scale details in the Train Master’s tooling. Doors, panels, latches, and louvers are all replicated in their proper positions. All molded details are subtle, but well defined. The trucks and air tanks are crisply detailed. The handrails average 0.020” in diameter.

In a first for mass-produced N scale plastic, as far as I am aware, Atlas has included a large metal detail on the Train Master. The metal detail is in the form of screens over the rear cooling fans. The screens are of course heavier than on the prototype, but they do a fine job in replicating the prototype’s appearance. The edges of the screen even have bolt head detail. The molded cooling fans can be seen through the screens. The dynamic brake’s screen and fan are nicely molded into the plastic.

Atlas’ Espee Train Master

Different number boards were present on FM’s Train Masters. As a general rule, phase 1 Train Masters had boards which featured glass retaining clips. Phase II Train Masters featured board which used rubber weatherstripping to retain the glass. Phase II boards were larger, and slightly recessed into the corners of each hood. Some phase 1b units have been photographed with the larger phase II boards, utilizing either clips or rubber weatherstripping.

For the Southern Pacific’s Train Masters, the paint scheme subject of this review, none of this applies. Some number (train indicator) boards on SP’s Train Masters sat very high on both ends of the locomotive. SP’s other style boards sat in the normal location, but both styles were longer than those found on other Train Masters. The number boards on Atlas’ model are more common to the other roads, making them short for even SP’s lower mounted boards.

Southern Pacific detailers will also note that SP’s Train Masters used five chime horns, instead of the two single horns as on most road’s, as well as Atlas’ Train Master. The five chime horn was located on the short hood. In addition, the small metal boxes located next to each class light on the front of SP’s Train masters are not duplicated on the model.

As far as can be determined, these features were specific to SP and not duplicated by any other road, thus letting Atlas off the hook. With careful work, each one of these SP specific details can be added/modified, but only if desired. I feel this new model is perfectly adequate for Espee fans right out of the box.

Being an Espee fan, I could not pass up the chance to look at Atlas’ Southern Pacific Train Master. After their stint with the Santa Fe, Train Master demo units TM-3 and TM-4 served on the Southern Pacific in both passenger and freight service during the fall of 1953. In November of that year, Espee purchased the two units and ordered 14 more.

The two demo locomotives were the first road switchers to be painted in Espee’s famous Black Widow scheme. The pair was numbered 4800 and 4801, and when first painted, retained their silver-colored trucks. All Train Masters on the SP (#4800-4815) were painted gray and scarlet (Bloody Nose scheme) by 1962, and renumbered 3020-3035 in 1965. The last Train Master on the SP shut down on February 5, 1975.

Atlas has done an excellent job with the Black Widow paint sample N scale Train Master. The overall black was applied very well, leaving all the nice detailing showing through. Even the fine screen over the cooling fans is completely open and free from clogged holes.

All separation lines are sharp. Numbers and lettering are also crisp and opaque. All small lettering is equally well done and legible. The handrails in the step wells match the prototype and are painted silver. Although painted on too low, an excellent black and gold builders plate is located above the rear truck (rear at least for SP—other roads designated the long hood as forward).

Atlas’ Most Useful Locomotive

The new Atlas N scale Train Master includes the usual mechanical details: directional lighting; blackened wheels; and a dual flywheel equipped, 5-pole skewed armature motor. The model also features: a split, cast alloy chassis; as well as all wheel drive and electrical pick-up.

Performance is as one would expect from Atlas, with a few exceptions. Starting voltage for the review sample is 1.4 volts @ 0.1 amps. Slow scale speed is 5 mph, and 12 volt speed is approximately 140 scale mph. The sample could manage 10.3 ounces worth of weighted cars up a 2% grade @ 0.17 amps without slipping. Performance tets were conducted on the DCC ready version. A spec sheet for the DCC decoder equipped version, as well as a parts list is located inside the box.

Atlas has digressed to the use of miniature light bulbs for the headlights on the new Train Masters. The headlights are visible at around 5-1/4 volts. The headlights are white, but I feel that anything except white LEDs fall short.

The model weighs in at 4 ounces. The model’s wheels check out with the NMRA gauge, and the coupler height matched Micro-Trains’ gauge. The front coupler’s trip pin needed to be raised slightly. Double checking these pins before placing any new model in service will help avoid numerous problems.

Unusual for an Atlas model, the sample Train Master exhibits a slight oscillation (wobble) while traveling down the track. Also out of the norm was the amount of initial gear noise from the sample model, especially under load. This remained unusually high even after several hours of operation. Adding a small amount of lube to the worm and truck gears quieted the model significantly. Having to lubricate a new Atlas model is unusual, but if you encounter a noisy specimen, don’t discount the obvious.

The Accumate couplers were a bit finicky when coupling to Micro-Trains equipped cars. The Accumates are slightly too shallow for the Micro-Trains couplers, but once hooked, they stayed together during operation.

One more step forward

Once the initial gear noise was reduced, Atlas’ new Train Master operated more like expected. This new release is a significant one for N scale modelers. As with the paint detailing on their SD35 release, the use of complex metal detailing is another step forward for N scale. It points the direction Atlas is taking, and one that (we can only hope) other manufacturers will follow. Atlas continues to provide N scale modelers with the best locomotives available.