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Specific Item Information: Road numbers: 2550 & 2557
Model Information: Brodway Limited launched this model in January of 2018. It is a full 3rd generation model priced appropriately at $29.99 for singles $99.99 for 4-packs (which makes the 4-packs a bargain). It features metal wheels, body-mount couplers and enough detail parts to make most modelers and collectors feel they are getting their money's worth. Of special note is the fact that these feature opening doors. Operating doors are a bit of a rarity outside of Micro-Trains releases and it is nice to see other manufacturers note that modelers like these! Furthermore, I took my finger and tried to pop out the doors to test the reliability. These doors are in there well. That is not always the case as other manufacturers' operating doors sometimes come off at the least amount of jarring.
The model has a nice heft to it and the wheels run smoothly on Kato Unitrack. These two features can make operators/runners happy that these cars will track well. They feature MTL-lookalike couplers. Never as good as the real thing in my opinion but they cut a couple of dollars off the price and these appear to be relatively well-made clones.
The print quality and rivet placement both look good to my untrained eye. The color looks accurate and the underframe details are awesome. These cars feature a die-cast underframe with a plastic skeleton affixed to it. The result is an underframe that others should be jealous of. I know, I know - who looks at an underframe? I do, and when I see a half-hearted effort, I will call it out.
The features are: Beautifully Detailed and Accurately Modeled; Precision Paint, Color, and Lettering Schemes; Many separately applied details including hand rails; Detailed underbody & brake system; Composition: ABS; Minimum Operating Radius: 9.75 in.
The model has a nice heft to it and the wheels run smoothly on Kato Unitrack. These two features can make operators/runners happy that these cars will track well. They feature MTL-lookalike couplers. Never as good as the real thing in my opinion but they cut a couple of dollars off the price and these appear to be relatively well-made clones.
The print quality and rivet placement both look good to my untrained eye. The color looks accurate and the underframe details are awesome. These cars feature a die-cast underframe with a plastic skeleton affixed to it. The result is an underframe that others should be jealous of. I know, I know - who looks at an underframe? I do, and when I see a half-hearted effort, I will call it out.
The features are: Beautifully Detailed and Accurately Modeled; Precision Paint, Color, and Lettering Schemes; Many separately applied details including hand rails; Detailed underbody & brake system; Composition: ABS; Minimum Operating Radius: 9.75 in.
Prototype History: 
Steel boxcars became a common site in the post-WWII period (also known as the transition era). Steel construction resulted in a lighter, lower-maintenance car that was less expensive to acquire and operate. The economies of scale that happened during the war along with a cessation of orders from the military resulted in a plentiful, inexpensive source of metal and aluminum for the railcar manufacturers which in turn led a complete replacement of the aging wood-sheathed fleets with new steel cars.
Road Name History: 
The Great Northern was born in 1881 with the consolidation of several railroads of the northern plains under the leadership of James J. Hill. By 1893, the mainline from the Great Lakes and the Mississippi River to Seattle was complete.
The GN had two distinctly different characters. The eastern half was a largely flat, grain producing region serving cities like Fargo, the Twin Cities, Grand Forks, Duluth, Sioux Falls, Sioux City and even Winnipeg in Canada. The east end also included the iron ore rich regions of Minnesota. Half of North Dakota was blanketed by GN branchlines (21 in all) serving every imaginable grain elevator.
The western half is the mountainous portion that most people identify with Great Northern. This included crossing the northern Rockies and the even more difficult Cascade ranges. Cities on the western half included Billings, Butte, Helena, Havre, Spokane, Portland, Seattle, and Vancouver. In 1931, a connection to the Western Pacific was completed from Bieber north to Bend, Oregon. This line was disconnected from the rest of the Great Northern. They used trackage rights on the Oregon Trunk and SP&S to bridge the gap. The Cascade Tunnel, the longest on the continent at 7.8 miles, wasn’t completed until 1931. Construction included a massive sluiceway and hydro-electric power station to feed the electrified line through the tunnel and several miles of railroad on either side. This replaced the original Cascade Tunnel which was a third as long but 500 feet higher up the mountain. That replaced the original route that was another 700 feet higher, had 4% grades and 50 miles of snowsheds. All told, Great Northern had about 8,300 route miles.
The steam era was especially unkind to the Great Northern. They seemed to go out of their way to make their locomotives ugly. Belpaire fire boxes were the norm (made famous by the Pennsylvania, made hideous on the GN.) Headlights were often mounted just above center giving them a spinster look. Cab fronts were often at odd angles. The tender coal bunkers were often taller than the engines. But it wasn’t just aesthetics. GN had a knack for buying the wrong engines for the job. 150 Prarie type 2-6-2’s were so unstable at speed that they were busted down to branchline duty almost straight away and none survived after about 1930. Their first 4-8-2 Mountains built for passenger and fast freight were such a disaster, they were rebuilt into 2-10-2’s. Many railroads had built Mountains out of Mikes but no one had ever started with a Mountain and had to build something else from it. The first 2-6-6-2’s were so under-powered, the boilers were used to make Mikados instead. They did manage to build the largest, fastest, and most powerful Mikados in the country however. Their articulated fleet included 2-6-6-2, 2-6-8-0 (later rebuilt into Mikes), 2-8-8-0, 2-8-8-2 types as well as a pair of Challengers originally delivered to SP&S. Many engines were dressed up with green boilers and boxcar red cab roofs.
For the first generation of diesels, GN bought like many large railroads did: a sampling from everyone. Cab and hood units from EMD and Alco and switchers from EMD, Alco, and Baldwin populated the roster. GN’s first generation geeps and SD’s were delivered with the long hood as the front. This included their GP20’s which had high short hoods and the long hood as the front. Aside from an early black scheme for switchers, the GN fleet was delivered in Omaha Orange and green with yellow piping.
Beginning with the arrival of GP30s in 1962, the paint scheme was simplified by dropping the bottom orange band and the yellow piping. For the second generation, General Electric replaced Alco as a supplier of new road engines.
In 1962, some GN freight cars began to appear in Glacier Green which ran along side the vermilion paint adopted in 1956. In 1967, they went for a major shift. Sky Blue, white, and dark gray were joined by a new version of the Rocky the goat logo. There was talk that this would become the paint scheme for Burlington Northern. The GN name and logo was painted on a steel panel bolted the the hand railings of hood units, making it easier to remove after the merger. For whatever reason, they went with green, black and white, a version of which was simultaneously being tested on the Burlington Route. In 1970, Great Northern, Northern Pacific, Spokane Portland & Seattle, and Burlington Route merged to form Burlington Northern.
The GN had two distinctly different characters. The eastern half was a largely flat, grain producing region serving cities like Fargo, the Twin Cities, Grand Forks, Duluth, Sioux Falls, Sioux City and even Winnipeg in Canada. The east end also included the iron ore rich regions of Minnesota. Half of North Dakota was blanketed by GN branchlines (21 in all) serving every imaginable grain elevator.
The western half is the mountainous portion that most people identify with Great Northern. This included crossing the northern Rockies and the even more difficult Cascade ranges. Cities on the western half included Billings, Butte, Helena, Havre, Spokane, Portland, Seattle, and Vancouver. In 1931, a connection to the Western Pacific was completed from Bieber north to Bend, Oregon. This line was disconnected from the rest of the Great Northern. They used trackage rights on the Oregon Trunk and SP&S to bridge the gap. The Cascade Tunnel, the longest on the continent at 7.8 miles, wasn’t completed until 1931. Construction included a massive sluiceway and hydro-electric power station to feed the electrified line through the tunnel and several miles of railroad on either side. This replaced the original Cascade Tunnel which was a third as long but 500 feet higher up the mountain. That replaced the original route that was another 700 feet higher, had 4% grades and 50 miles of snowsheds. All told, Great Northern had about 8,300 route miles.
The steam era was especially unkind to the Great Northern. They seemed to go out of their way to make their locomotives ugly. Belpaire fire boxes were the norm (made famous by the Pennsylvania, made hideous on the GN.) Headlights were often mounted just above center giving them a spinster look. Cab fronts were often at odd angles. The tender coal bunkers were often taller than the engines. But it wasn’t just aesthetics. GN had a knack for buying the wrong engines for the job. 150 Prarie type 2-6-2’s were so unstable at speed that they were busted down to branchline duty almost straight away and none survived after about 1930. Their first 4-8-2 Mountains built for passenger and fast freight were such a disaster, they were rebuilt into 2-10-2’s. Many railroads had built Mountains out of Mikes but no one had ever started with a Mountain and had to build something else from it. The first 2-6-6-2’s were so under-powered, the boilers were used to make Mikados instead. They did manage to build the largest, fastest, and most powerful Mikados in the country however. Their articulated fleet included 2-6-6-2, 2-6-8-0 (later rebuilt into Mikes), 2-8-8-0, 2-8-8-2 types as well as a pair of Challengers originally delivered to SP&S. Many engines were dressed up with green boilers and boxcar red cab roofs.
For the first generation of diesels, GN bought like many large railroads did: a sampling from everyone. Cab and hood units from EMD and Alco and switchers from EMD, Alco, and Baldwin populated the roster. GN’s first generation geeps and SD’s were delivered with the long hood as the front. This included their GP20’s which had high short hoods and the long hood as the front. Aside from an early black scheme for switchers, the GN fleet was delivered in Omaha Orange and green with yellow piping.
Beginning with the arrival of GP30s in 1962, the paint scheme was simplified by dropping the bottom orange band and the yellow piping. For the second generation, General Electric replaced Alco as a supplier of new road engines.
In 1962, some GN freight cars began to appear in Glacier Green which ran along side the vermilion paint adopted in 1956. In 1967, they went for a major shift. Sky Blue, white, and dark gray were joined by a new version of the Rocky the goat logo. There was talk that this would become the paint scheme for Burlington Northern. The GN name and logo was painted on a steel panel bolted the the hand railings of hood units, making it easier to remove after the merger. For whatever reason, they went with green, black and white, a version of which was simultaneously being tested on the Burlington Route. In 1970, Great Northern, Northern Pacific, Spokane Portland & Seattle, and Burlington Route merged to form Burlington Northern.
Brand/Importer Information: 
Broadway Limited Imports, LLC defines itself as "the world's foremost producer of top-quality HO and N scale model trains".
The company was founded in 2002 and introduced its first N scale model in 2009.
Broadway Limited Imports is composed of a team of 15 fun loving individuals who are dedicated to creating the most realistic model railroading experience possible, with the best customer service possible.
The Broadway Limited Imports headquarters is located in Ormond Beach, Florida at 9 East Tower Circle. It's just under an hour's drive from Disney World.
About Broadway Limited Imports.
The company was founded in 2002 and introduced its first N scale model in 2009.
Broadway Limited Imports is composed of a team of 15 fun loving individuals who are dedicated to creating the most realistic model railroading experience possible, with the best customer service possible.
The Broadway Limited Imports headquarters is located in Ormond Beach, Florida at 9 East Tower Circle. It's just under an hour's drive from Disney World.
About Broadway Limited Imports.
Item created by: CNW400 on 2022-02-09 17:29:06. Last edited by CNW400 on 2022-11-21 11:06:53
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