Athearn - 25394 - Gondola, 65 Foot, Mill - Western Maryland - 53007

Model Information: New road numbers; Era: 1941+; Three road numbers; Working drop ends. Gently lift up and push inward to fold ends down; Factory installed wire grab irons; Interior detailing; Bettendorf trucks; Fully-assembled and ready-to-run out of the box; Accurately painted and printed; Die cast body and underframe; Separately applied brake wheel; Machined metal wheels; Screw mounted trucks; McHenry operating knuckle couplers; Weighted for trouble free operation; Clear plastic jewel box for convenient storage; Operates on Code 55 and 80 rail; Minimum radius: 9 3/4"; Recommended radius: 11"

Prototype History: Generally used to haul scrap metal and loose bulk materials, gondola cars vary in length and side heights. Mill Gondola cars are more commonly used for high-density commodities and have a flat bottom while regular Gondola cars are most commonly used for coal or crushed aggregates and can have a flat or tub bottom configuration.

Steel-sided 65' mill gondolas date back to at least the 1940s, however specialized rib-sided "mill" gondolas are a relatively modern design. These cars are intended for use with the steel trade, and they are used to transport just about anything that can be loaded using an overheard crane. They date from the 1970s forward.

Road Name History: This line was established in 1852 under another name but was renamed Western Maryland Rail Road before the first rail was laid. By 1862 they had built from Baltimore to Union Bridge, Maryland at which point it became the responsibility of the Union Army. Construction resumed after the war. WM built west to Hagerstown then Cumberland where the line spilt in two. One route headed northwest to an important interchange with Pittsburgh & Lake Erie at Connellsville, Pennsylvania. The other line ran southwest into the rich coal fields around Elkins and Durban, West Virginia. On the east end, they also had routes to York and Gettysburg and an important connection with the Reading at Shippensburg, all in Pennsylvania. At 878 miles, WM was between Maine Central and Spokane Portland & Seattle in relative length.

The city of Baltimore had a large stake in the WM but sold it in 1902 to Jay Gould. The Gould empire unraveled just six years later and the WM was reorganized with Railway replacing Rail Road in the name and John D. Rockefeller holding a 43% stake. He sold those shares to Baltimore & Ohio in 1927. Accused of violating antitrust laws, B&O placed those shares in a non-voting trust.

After 1900, WM relied heavily on 2-8-0’s, ordering 177 between 1900 and 1923 (by which time other railroads were already ordering 2-8-2’s.) Some of these Consolidations were real bruisers with the same tractive effort as WM’s 2-6-6-2’s. Also in road service were 30 2-10-0 Decapods (10 Russian Decapods and 20 much larger versions,) a dozen 4-8-4’s to handle the high speed trains, and a dozen 4-6-6-4 Challengers. The Challengers turned out to be a disappointment to WM. They were rough riders and were hard on the track. As a result, they were soon demoted to pusher service alongside WM’s 25 2-8-8-2’s. A fleet of 19 low drivered Pacifics handled most of the passenger assignments. One element found on most of the WM steam fleet was low snowplow pilots in lieu of the traditional boiler tube pilots. WM was one of a few Class One railroads to employ Shay locomotives to serve steeply graded branchlines. WM had one 2-truck, two 3-truck and two 4-truck Shays. Shay #6 built in 1945 was the last Shay built by Lima Locomotive Works.

WM began to dieselize in 1947 on the east end where they would not raise the ire of their coal mining customers on the west end. The diesel fleet was surprisingly varied for a line their size with cab units from both Alco and EMD, road switchers from Alco, EMD and Baldwin and yard switchers from GE, Baldwin and Alco. The road switchers from Alco and Baldwin plus the EMD GP7;s were delivered with the long hood as the front while the EMD GP9’s were delivered with the short hood as the front. The Second Generation of diesels was all EMD.

In addition to the voluminous coal traffic, WM was a part of two bridge routes for merchandise moving between the northeast and the upper Midwest. These were the Alphabet Route (with Nickel Plate Road, Wheeling & Lake Erie, Pittsburgh & West Virginia, Reading and others) and the Central States Dispatch (with Baltimore & Ohio, Reading, Jersey Central, Lehigh & Hudson River and New Haven.) Iron ore also moved from Baltimore area ports to steel mills on the connecting P&LE.

Passenger service was a bit of an afterthought on the WM. Not only did they not have a shiny streamliner, but their heavyweight coach trains lasted only until 1957 before being discontinued. Steam generator equipped hammerhead RS-3’s replaced the Pacifics in passenger service for a few years before being reassigned to freight duty.

In 1967, B&O (by this time controlled by Chesapeake & Ohio) finally obtained permission to take overt control of the WM. Not much changed for the next five years. In 1973 they adopted the Chessie System image and 125 miles of WM mainline was abandoned in favor of trackage rights on a parallel B&O line. In 1983, the Western Maryland was absorbed into the Baltimore & Ohio. Western Maryland was known for frequently washing their locomotives in both the steam and diesel eras. They kept up this tradition until the start of the Chessie System era.

Brand/Importer Information: Athearn's history began in 1938, when its founder-to-be, Irvin Athearn, started an elaborate O scale layout in his mother's house. After placing an ad selling the layout, and receiving much response to it, Irv decided that selling model railroads would be a good living. He sold train products out of his mother's house through most of the 1940s. After becoming a full-time retailer in 1946, Irv opened a separate facility in Hawthorne, California in 1948, and that same year he branched into HO scale models for the first time.

Athearn acquired the Globe Models product line and improved upon it, introducing a comprehensive array of locomotive, passenger and freight car models. Improvements included all-wheel drive and electrical contact. One innovation was the "Hi-Fi" drive mechanism, employing small rubber bands to transfer motion from the motor spindle to the axles. Another was the double-ended ring magnet motor, which permitted easy connection to all-wheel-drive assemblies. Athearn was also able to incorporate flywheels into double-ended drives.

The company produced a model of the Boston & Maine P4 class Pacific steam locomotive which incorporated a cast zinc alloy base and thermoplastic resin superstructure. It had a worm drive and all power pickup was through the bipolar trucks that carried the tender. This item was discontinued after the Wilson motor was no longer available, and was not redesigned for a more technologically advanced motor.

Athearn's car fleet included shorter-than-scale interpretations of passenger cars of Southern Pacific and Atchison, Topeka & Santa Fe Railroad prototypes. The company also offered a variety of scale-length freight cars with sprung and equalized trucks. The cars could be obtained in simple kit form, or ready-to-run in windowed display boxes. The comprehensive scope of the product line contributed to the popularity of HO as a model railroad scale, due to the ready availability of items and their low cost.

Irv Athearn died in 1991. New owners took control in 1994, but continued to follow Athearn's commitment to high-quality products at reasonable prices. Athearn was bought in 2004 by Horizon Hobby. Athearn was then moved from its facility in Compton to a new facility in Carson, California. In mid-2009, all remaining US production was moved to China and warehousing moved to parent Horizon Hobby. Sales and product development was relocated to a smaller facility in Long Beach, California.

Read more on Wikipedia and Athearn website.