Tempo - 2258 - Boxcar, 40 Foot, Wood Sheathed, Outside Braced - Great Northern - 31406

Model Information: This model was originally developed by Mehano for Atlas to replace the Atlas 40' composite boxcar tooling. It is a knockoff of the Roco tooling. It is so similar that I suspect Mehano obtained the rights to the Roco tooling with Atlas' help. It has also been produced for MRC, Life-Like and Model Power. It has been through at least one minor revision to improve the molded detail on the shell. It carries Nickel-Silver plated deep flange wheels and a Rapido coupler.

Prototype History: The outside braced single sheathed box car proved to be a significant development in railway freight car technology in North America. Thousands of them saw use on North American railways beginning in the late 19th century through the 1960s. They carried bulk products such as grain and coal. They also carried packaged or bagged lading referred to as clean lading. While most of the outside braced cars were built for general service, some were built specifically to carry machinery and automobiles. For forty years freight trains on the prairies and indeed all across the country consisted of long lines of outside braced boxcars. They could commonly be found at elevators and loading platforms in communities small and large. They dominated railway yard scenes well into the 1940s.

The use of steel for the under frame (center and side sills), side and end frames initiated a new form of railway freight car building technology. Steel center sills and other under sill framing gave the cars the strength necessary to withstand the stress of longer and faster trains as well as the considerable stress involved in the contact necessary to activate closure of the knuckle coupler while being made up into trains in rail yards or from being picked up from local sidings along the line. The steel frame and the single wood side sheath minimized the weight of the car. This type of car design led to easy construction and repair. Its initial construction cost was low. The design provided secure joints between sides, ends and floors which prevented grain leakage.

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.

Brand/Importer Information: Tempo was a brand from MehanoTehnika, from Izola, Yugoslavia (now Slovenia), that was used in the 1960s for HO and N scale models.
MehanoTehnika was also supplying its models to several other brands such as Atlas, AHM, Life-Like and Model Power.

Manufacturer Information: Mehano is a Slovenian toy manufacturer located in Izola, Slovenija. The company was founded as Mehanotehnika and was producing toys starting in June 1953. They first exhibited at the Nuerenberg Toy Fair in 1959. Mehano produced a number of different locomotives and rolling stock models for the North American market in the 1960s and 1970s. Companies such as Atlas and Life-Like imported a huge variety of their products. Generally they can easily be recognized as they are stamped "Yugosolavia" on the underframe. The company was formally renamed "Mehano" in 1990. Izola today is part of the country of Slovenia since the breakup of Yugoslavia.
Mehano filed for bankruptcy in 2008, but still continued to exist and operate. Since 2012, Mehano products are distributed by Lemke.