Tag Archives: CP

Woodpulp Traffic on the ACR

Posted on by
Reply

Not to be confused with raw products like pulpwood logs or woodchips, wood pulp is a semi-processed intermediate step in the paper production. While some paper mills, like the Abitibi (later St. Marys) paper mill in Sault Ste. Marie are integrated mills covering the entire paper-making process from logs to pulp to finished paper, some mills are only pulp mills, producing market pulp which is sold to other mills for turning into other finished paper products.

ac0013

Boxcars in the transfer track at Franz will likely be in wood pulp service. Late 1990s, WRMRC collection.

While there weren’t any pulp mills on the Algoma Central, this was a very common form of bridge traffic from pulp mills on along the north shore of Lake Superior served by Canadian Pacific at Marathon, Terrace Bay and/or Red Rock to finishing mills in Michigan and Wisconsin. Some pulp may have also been delivered to the mill in Sault Ste. Marie, but I believe most of this traffic actually crossed the border into Michigan.

AC_switchlist_FZ_02-17-91

Switchlist at Franz showing several loads of woodpulp, mostly bound for export via Sault Ste. Marie; note one car for Kapuskasing to be lifted by northbound train to Hearst. c1991

This switchlist at Franz also shows that at least some of this traffic went north to mills east of Hearst on the Canadian National (now Ontario Northland) as well. The switchlist shows one car of woodpulp being forwarded to the Spruce Falls Power & Paper mill at Kapuskasing, which produced newsprint.

Wood pulp continues to be an important source of bridge traffic on the former ACR. My recent visits have resulted in spotting quite a number of pulp service boxcars owned or leased by CP on the ACR: at Sault Ste. Marie arriving in the daily freight train from Michigan, at Hawk Junction in the regular CN freight, and in the siding and transfer tracks at Franz (as seen from my ride on the Tour of the Line in 2013).

cp215385_2

Modern example of a CP wood pulp service boxcar at Hawk Junction, July 2013. Plates at top and bottom of car are covers for vents, common on modern cars assigned to pulp service. My photo.

Woodchip Traffic on the ACR

Posted on by
7

Wood chip traffic on the ACR primarily derived from the sawmills and Dubreuilville and Mead. Both mills were large sources of chip traffic – although not at the same time.

Newaygo Forest Products (Mead, ON)

In 1974 Newaygo Forest Products built a new modern mill 20 miles south of Hearst on the ACR at Mead to produce lumber and wood chips for export to the United States. The woodchips would be shipped to a paper mill in Appleton, Wisconsin.

To supply cars for this traffic the Algoma Central purchased 89 cars from National Steel Car in 1974, with unique ACIS reporting marks designating them under some customs rules or regulations for International Service. A further 23 cars with regular AC reporting marks were added in 1980.

These large capacity cars, the biggest cars on the ACR roster and painted a unique pale green colour with yellow end doors and “billboard” lettering cut a striking appearance, and travelling over almost the entire length of the railway and into Michigan and Wisconsin, there are several good photos of both of these car series available.

They seemed to ship up to about half a dozen cars at a time from Mead, and extra empty cars would often be stored in the siding at Horsey or Coppel, on either side of Mead.

ACR from Blair 029

ACIS 1433, one of a few survivors from the Algoma Central’s woodchip car fleet at Steelton yard in 2001. Blair Smith photo.

The mill at Mead shut down in 1985 bringing this traffic to an end.

Dubreuil Forest Products (Dubreuilville, ON)

In about 1986 or 1987, Dubreuil Forest Products installed a new chip spur and loader at their mill at Dubreuilville to load woodchips for the pulp mill on the Canadian Pacific at Marathon.

Cars for this service were 52′-60′ gondolas provided from Canadian Pacific. Over 100 cars were provided, with empties stored in the sidings at Goudreau and Wanda north and south of Dubreuilville to protect the loadings at the mill.

AC_switchlist_FZ_02-17-91

1991 switchlist showing cars in the transfer track at Franz. The dozen empty CP 343xxx series gondolas listed are woodchip cars for Dubreuilville.

Despite the large numbers of car loads involved, since they operated only between the interchange at Franz and the mill at Dubreuilville about 10 miles south, and both locations being a bit more than just slightly off the beaten path, this traffic wasn’t too visible and I haven’t seen much in the way of photographs of these cars in ACR trains, unlike the much more visible AC/ACIS woodchip gondolas that were used to service the Newaygo mill. Fortunately the cars have been well photographed in other locations, particularly as many survivors have recently been used in tie service.

cp343621_3

A common variation of CP’s woodchip gondolas rebuilt from a 52′ gondola with extended sides. Bill Grandin photo.

During the 1990s, the AC (and later WC) ran an weekday evening “Franz Turn” out of Hawk Junction to switch lumber and chip loads at Dubreuilville and the interchange at Franz.

The mill at Dubreuilville closed in 2007.

Lecours Lumber (Calstock, ON)

After Newaygo shut down their operations at Mead, the fleet of AC and ACIS woodchip cars were sold off, with many cars being transferred to Newaygo for use on other operations.

One place where ex-Algoma Central cars with Newaygo (NFPX) markings seemed to show up regularly in the 1990s and early 2000s was at the Lecours Lumber stud mill west of Hearst, on trackage now operated by Ontario Northland. These chips apparently headed down into the US somewhere, so by a curious twist of fate, these ex-Algoma Central cars continued to operate over the former Algoma Central rails for several years.

ACR from Blair 034

NFPX 1511 with a load of woodchips at Steelton yard, 1999. Blair Smith photo.

I’m not sure when this service ended (or if indeed it still continues on a periodic basis) but in my few visits to the area over the last few years I’ve never seen any chip cars.

CP Woodchip Cars Painted and Lettered

Posted on by
Reply

IMG_2489

Last week I finished painting and decaling my pair of CP woodchip boxcars which are now numbers CP 31181 and 31202. On Saturday I was able to deliver them to the club layout, where they will enter service for now with some other modified cars.

The two cars were sprayed Pollyscale freight car brown and lettered primarily with CDS dry transfer sets, with some additional details (including Plate C markings, ACI labels, re-weigh dates, end reporting marks and numbers and some additional small data) from various Microscale and Black Cat sets.

Once the decaling was completed, I gave the cars a quick coat of Dullcote to seal the lettering and then a general spray of “grunge” using a thinned mixture of various weathered blacks.

That’s one project off the workbench that’s been there for a while!

Chip Doors Completed

Posted on by
Reply

While I was away travelling this weekend I managed to stop off at a hobby supply store and pick up some of the raw materials I needed to keep my current projects moving forward. A little work this evening and the doors on the two wood chip boxcars are completed.

IMG_2331

Compared to the previous post, the hinge and locking bar details have been added with .025″ rod and .010x.020″ strip to catch the overall impression and look of the prototype photo.

The two cars now just need a minor touch up of body and underframe details, and they’ll be ready for the paint shop this week.

A Pair of CP Extended Side Woodchip Boxcars

Posted on by
Reply

Earlier this week I took the chance to take another look at an older project on the shelf. I’ve already documented one CP woodchip boxcar build on this blog (see Part 1, Part 2 here); both of these projects were originally started quite some time ago.

My second woodchip car project represents an earlier rebuild, converted in the late 1960s for service in Maine and Atlantic Canada and rebuilt with side extensions. As they were rebuilt for Atlantic service, all of the early cars were Pullman-Standard boxcars lettered for CP’s International of Maine Division, which was an early approach under customs regulations for assigning certain groups of American-built cars to international or US domestic service. At first, these rebuilt cars kept their original car numbers, with notes made in equipment registers identifying the modified cars.

cp269941

This photo of CP 269941, courtesy of Jim Parker, was taken in 1972 in Brownville, Maine, and shows the car in it’s original context, still with it’s original number and in Atlantic Region service.

By the end of the 1970s, many of these cars were randomly renumbered into the 31175-31374 series, at the same time as CP was beginning to convert more randomly selected old boxcars to woodchip cars through the early 1980s by the simple expedient of cutting away the old roof. Later cars however did not receive the extensions to the sides.

I built the side extension on one car quite some time ago, and then the car ended up on the side burner waiting for doors. Earlier this week I hauled out a second car that I had prepared for side extensions at the same time and finally built the side extension on that car, and then started the doors on both cars.

IMG_2055

Here’s my two cars in their current state posing on my little switching layout.

I need to obtain a few sizes of wire or styrene rod in order to finish the hinge and door locking bar details, so the cars will unfortunately have to be set aside again for a little bit until I can acquire some needed materials, but hopefully I’ll be able to do that soon, and then finish up the doors and get this pair into the paint shop.

Like my previous CP woodchip box, this pair will eventually end up in service at the club layout. As far as I can tell, in reality these cars primarily ran between sawmills in White River or Chapleau to the Domtar pulp mill at Red Rock, on the north shore of Lake Superior, but we’ve used some modeller’s license to run these through Sudbury to other local paper mills. I’m not sure if these cars actually did that, photos of freight equipment in 1970s is harder to come by, particularly in remoter areas of northern Ontario, but there is definite proof of pulpwood travelling around in the late 1960s and 1970s in CP gondolas, and some evidence of woodchips as well, so there’s a certain plausibility to it, and these two extended height cars should mix in nicely with the half-dozen other cars we have in service.