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Model Information: AHM contracted Roco to use the create the "Covered Gondola" in the late 1960s. After AHM stopped ordering these from Roco, Con-Cor started releasing the same mold. The AHM versions are stamped "AHM Austria" in the underframe.
Prototype History: 
In US railroad terminology, a gondola is an open-topped rail vehicle used for transporting loose bulk materials. Because of their low side walls, gondolas are also suitable for the carriage of such high-density cargoes as steel plates, steel coils, and bulky items such as prefabricated sections of rail track. For weather-sensitive loads, these gondolas are often equipped with covers.
All-steel gondolas date back to the early part of the 20th century. However, most of the early ones were shorter and used 40' designs. The ubiquitous 50' steel gondola we see modeled so often today are typical of railcars produced since the end of the second world war. In the late 1940s, steel became once again readily available and new, longer gondolas were produced to transport material for America's booming economy. Generally, these 50 foot cars have a capacity of 70 tons and were actually 52'6" long. The first models of this design were produced by the Erie Railroad and the Greenville Steel Car Co, but nearly identical cars were produced by Pullman, ACF and Bethlehem.
All-steel gondolas date back to the early part of the 20th century. However, most of the early ones were shorter and used 40' designs. The ubiquitous 50' steel gondola we see modeled so often today are typical of railcars produced since the end of the second world war. In the late 1940s, steel became once again readily available and new, longer gondolas were produced to transport material for America's booming economy. Generally, these 50 foot cars have a capacity of 70 tons and were actually 52'6" long. The first models of this design were produced by the Erie Railroad and the Greenville Steel Car Co, but nearly identical cars were produced by Pullman, ACF and Bethlehem.
Road Name History: 
The Chicago & Eastern Illinois was formed in 1877 as a result of the reorganization of the Chicago Danville & Vincennes. By 1902 the C&EI ran south out of Chicago and split into three routes south of Danville, Illinois.
The eastern fork followed the Indiana-Illinois border (on the Indiana side) south to Evansville near the Kentucky border. At Evansville, traffic was primarily handed off to Louisville & Nashville for points in the South. This route saw the lion’s share of C&EI’s passenger business. In fact, many Chicago to Florida passenger limiteds traveled the C&EI from Chicago to Evansville. The Dixie Flagler, for instance, was routed: C&EI, Louisville & Nashville, Nashville Chattanooga & St. Louis, Atlanta Birmingham & Coast, Atlantic Coast Line, and Florida East Coast to get to Miami.
The center fork passed through Salem and Mount Vernon to the southern tip of Illinois, over the Thebes Bridge to Chaffee, Missouri and friendly connections with Cotton Belt, Frisco, and MoPac. This line generated considerable coal traffic in addition to through freight from Chicago to Louisiana and East Texas. Passenger service was provided by The Meadowlark. In later years this train used ACF Motorailers and later still, Budd RDC’s.
The western fork went to St. Louis. However the line from Pana, Illinois to St. Louis was actually on trackage rights with New York Central’s “Big Four” route. Passenger service on this line ended right after WWII due to unbeatable competition from GM&O, IC, and Wabash.
Total system mileage maxed out at about 950, putting C&EI between Lackawanna and Montana Rail Link in relative size. Prior to 1933, C&EI had been controlled by Frisco, then Chesapeake & Ohio (on behalf of the Van Sweringen Brothers.) That year brought another receivership but freed them from control by other lines for more than three decades.
In the 1960s, Louisville & Nashville, Illinois Central and Missouri Pacific dueled for control of the C&EI. In 1967, a compromise was reached. MoPac took control of the C&EI and sold the Evansville line and half interest in the line from Danville to Chicago to the L&N. L&N also received portions of the C&EI diesel and freight car fleets and most of the remaining passenger equipment. The sales to L&N were completed in 1969.
The remaining C&EI diesels were painted MoPac “Jenks Blue” and received buzzsaw logos with “C&EI” within. In 1976, the C&EI was merged into the Missouri Pacific.
The eastern fork followed the Indiana-Illinois border (on the Indiana side) south to Evansville near the Kentucky border. At Evansville, traffic was primarily handed off to Louisville & Nashville for points in the South. This route saw the lion’s share of C&EI’s passenger business. In fact, many Chicago to Florida passenger limiteds traveled the C&EI from Chicago to Evansville. The Dixie Flagler, for instance, was routed: C&EI, Louisville & Nashville, Nashville Chattanooga & St. Louis, Atlanta Birmingham & Coast, Atlantic Coast Line, and Florida East Coast to get to Miami.
The center fork passed through Salem and Mount Vernon to the southern tip of Illinois, over the Thebes Bridge to Chaffee, Missouri and friendly connections with Cotton Belt, Frisco, and MoPac. This line generated considerable coal traffic in addition to through freight from Chicago to Louisiana and East Texas. Passenger service was provided by The Meadowlark. In later years this train used ACF Motorailers and later still, Budd RDC’s.
The western fork went to St. Louis. However the line from Pana, Illinois to St. Louis was actually on trackage rights with New York Central’s “Big Four” route. Passenger service on this line ended right after WWII due to unbeatable competition from GM&O, IC, and Wabash.
Total system mileage maxed out at about 950, putting C&EI between Lackawanna and Montana Rail Link in relative size. Prior to 1933, C&EI had been controlled by Frisco, then Chesapeake & Ohio (on behalf of the Van Sweringen Brothers.) That year brought another receivership but freed them from control by other lines for more than three decades.
In the 1960s, Louisville & Nashville, Illinois Central and Missouri Pacific dueled for control of the C&EI. In 1967, a compromise was reached. MoPac took control of the C&EI and sold the Evansville line and half interest in the line from Danville to Chicago to the L&N. L&N also received portions of the C&EI diesel and freight car fleets and most of the remaining passenger equipment. The sales to L&N were completed in 1969.
The remaining C&EI diesels were painted MoPac “Jenks Blue” and received buzzsaw logos with “C&EI” within. In 1976, the C&EI was merged into the Missouri Pacific.
Brand/Importer Information: 
AHM is the initials for Associated Hobby Manufacturers, Inc. The company was founded in 1959 as a reseller of other companies' model railroad components. Initially an HO company, they entered into N Scale in the early 1970's as an importer of products made by Roco in Austria. For N Scale products, AHM apparently contracted to use the exact same molds as were used by Roco to produce early Atlas models. They also contracted with Rivarossi to make locomotives.
When AHM went out of business IHC picked up some of their line. Also, at least one body style was taken over by Eastern Seaboard models.
When AHM went out of business IHC picked up some of their line. Also, at least one body style was taken over by Eastern Seaboard models.
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: gdm on 2016-11-30 10:38:27. Last edited by CNW400 on 2020-07-16 20:49:56
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