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Model Information: Railroad specific options: Youngstown, Superior, or Landis plug doors, Hydra-Cushion or Keystone cushioning details; proper ride height on realistic trucks with metal wheels; body-mounted knuckled magnetic couplers; realistic underframe details; rivets along the side seams; ultra-precise Wheels of Time tooling and authentic and attractive lettering and decoration you?ve come to like from Wheels of Time.
Not your average box car ... incredibly popular among shippers numbering beyond the hundreds of thousands. These specially equipped insulated box cars were cushioned from slack action, protected with load equipment to prevent shifting loads, and insulated from extremes in temperature. Serving the food industry primarily, they were used by any shipper requiring a constant temperature and a nice cushioned ride.
Not your average box car ... incredibly popular among shippers numbering beyond the hundreds of thousands. These specially equipped insulated box cars were cushioned from slack action, protected with load equipment to prevent shifting loads, and insulated from extremes in temperature. Serving the food industry primarily, they were used by any shipper requiring a constant temperature and a nice cushioned ride.
Prototype History: 
The PC&F 70-ton 50-ft Exterior Post Insulated Boxcars, were built in Renton Washington, and were prevalent from the late 1960's and through 1980's. They continued on to second hand, third hand and even fourth hand owners into today's railroading.
Their exterior post design became the way boxcars are fabricated largely replacing the double sheathed (smooth side) car body construction. These insulated cars measured 50-ft. 6-in. (or 7-inches in some cases) in interior length and had a cargo capacity of roughly 4400 to 5033 cu. ft. They were equipped to hold shifting loads with built in restraining devices such as from Car Pac or DF Evans. Further, their 20-inch cushioning devices on the cars absorbed the longitudinal forces resulting from slack action that can damage the cargo. They carried food products such as can goods, drinks, packaged food products, dog food, and even chocolate - which needed protection from the changes in temperature, but required no refrigeration.
Their exterior post design became the way boxcars are fabricated largely replacing the double sheathed (smooth side) car body construction. These insulated cars measured 50-ft. 6-in. (or 7-inches in some cases) in interior length and had a cargo capacity of roughly 4400 to 5033 cu. ft. They were equipped to hold shifting loads with built in restraining devices such as from Car Pac or DF Evans. Further, their 20-inch cushioning devices on the cars absorbed the longitudinal forces resulting from slack action that can damage the cargo. They carried food products such as can goods, drinks, packaged food products, dog food, and even chocolate - which needed protection from the changes in temperature, but required no refrigeration.
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: 
Wheels of Time was founded by Matthew Young in the fall of 1995. From an early age, Matthew has had a passion for trains, both in full-size and in miniature. His family frequently went out of their way so he could ride the train, or simply watch the action on the tracks. "On one occasion mom took us to San Francisco along the waterfront. Spotting a State Belt ALCo S-2 locomotive switching the wharves, I persuading my mom to follow it. I watched in wonder as I saw and heard the hit-cup sputtering of the ALCo engine as it revved-up to move railroad cars on and off the car float at Pier 43." Other early family experiences included watching Southern Pacific freight and Amtrak's San Joaquin Amfleet trains roll by as his family waited to be seated at Spenger's in Berkeley, which sat happily right next to the tracks. "My brother and I would shoot pictures of the trains with our Instantmatic 110 cameras, sometimes only getting the wheels or worse yet ... getting a real good close up of my big thumb."
Matthew and his brother built models of all kinds, but their model train career began in elementary school when they started making 3-D cardboard miniature trains from pictures found in the pages of Trains Magazine and Model Railroader Magazine. On a visit, many years later, with the late Richard Buike of Trackside Trains in Burlingame, California, the conversation turned to the lack of N-Scale passenger trains and how the few that existed didn't look right. "I told him right then and there that I was going to produce high quality, historically accurate passenger railroad cars. Even I was a little surprised when I said this." The first product was a 1950 Pullman-Standard "10-6" sleeping car made of brass. Wheels of Time became one of the first makers of historically accurate and realisticly detailed passenger train cars. At Wheels of Time, we research original equipment and recreate it with CAD software for production. We're lovers of history and sticklers for detail. On our line of Transit Motor Coaches (a fancy way of saying "buses"), even the destination *roll* signs are historically accurate. Be sure to check out all our beautiful and accurate products. We hope you'll come to share our passion for trains, here recreated in miniature. At Wheels of Time, you get to take home a piece of a fascinating history.
Wheels of Time manufactures historically accurate model trains, vehicles, and model railroad accessories with a real *wow* factor. Our obsession with detail and historical accuracy is reflected in our exceptional design and production: hold a Wheels of Time model in your hand and you'll be tempted to say, 'It's the real thing!'
Matthew and his brother built models of all kinds, but their model train career began in elementary school when they started making 3-D cardboard miniature trains from pictures found in the pages of Trains Magazine and Model Railroader Magazine. On a visit, many years later, with the late Richard Buike of Trackside Trains in Burlingame, California, the conversation turned to the lack of N-Scale passenger trains and how the few that existed didn't look right. "I told him right then and there that I was going to produce high quality, historically accurate passenger railroad cars. Even I was a little surprised when I said this." The first product was a 1950 Pullman-Standard "10-6" sleeping car made of brass. Wheels of Time became one of the first makers of historically accurate and realisticly detailed passenger train cars. At Wheels of Time, we research original equipment and recreate it with CAD software for production. We're lovers of history and sticklers for detail. On our line of Transit Motor Coaches (a fancy way of saying "buses"), even the destination *roll* signs are historically accurate. Be sure to check out all our beautiful and accurate products. We hope you'll come to share our passion for trains, here recreated in miniature. At Wheels of Time, you get to take home a piece of a fascinating history.
Wheels of Time manufactures historically accurate model trains, vehicles, and model railroad accessories with a real *wow* factor. Our obsession with detail and historical accuracy is reflected in our exceptional design and production: hold a Wheels of Time model in your hand and you'll be tempted to say, 'It's the real thing!'
Item created by: gdm on 2016-02-02 06:51:49. Last edited by CNW400 on 2020-05-31 15:57:02
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