January Operating Session: Saturday Jan 14, 2023

We hope that everyone enjoyed the holiday season, and that the new year brings you peace, joy and good health.

Speaking of the 2023, our first operating session of the year will be held this upcoming Saturday, January 14th 2023, from 12:00 until about 6:30PM.

3316_912Nairn

If you are interested in attending the operating session as a guest, please contact us via our Facebook page or send us e-mail so we know how many people to expect.

(Note: we will do our best to accommodate visiting operators, however this is dependent on session attendance numbers and available operating positions.)

For a full list of club events in 2023, please see our calendar page.

 

Kitbashing Basics – Upgrade a ScaleTrains ‘Kit Classics’ Havelock Shops Gondola

We published a blog post a number of years ago about resuscitating old kits, in the hope it would inspire more hobbyists to kitbash and upgrade older models. However it wasn’t really a representative ‘how-to’ guide as the core kit came with separate detail parts, so that upgrade was just a case of adding finer details, matching the paint, and weathering to finish. So this article was written to assist any new modellers who might be apprehensive about taking a hobby knife to a plastic model.

Aside from showing some basic techniques, this article is also an attempt to answer the griping that happens on a lot of model railroad forums about the prices of today’s exquisite ready-to-run (R-T-R) pre-assembled models. If you are a newcomer to the hobby and/or on a budget, there are some manufacturers who are trying to help you by producing classic ‘shake-the-box’ model kits. The big one a good number of rail modellers seem to forget about is Accurail, who’ve been producing an extensive line of easy to build freight car kits for over 30 years now.

Now recently ScaleTrains have entered the field, (yes, the same company who are better known for producing those museum-quality R-T-R models that the price-gripers like complaining about) by introducing their more affordable ‘Kit Classics’ line of easy-to-build rolling stock kits. The following is a step-by-step guide to updating their Havelock Shops gondola.

CBQ_002

Here is the base body of the Scale Trains Havelock Shops gondola as it comes out of the box. Paint and lettering is crisp, and the moulding is fine too. If you simply assemble and weather the model as is, it would look good. But by replacing the moulded-on details, adding a few extra parts and decals, and then finishing with a good weathering job, you will create a model that really pops.

Before we begin, an explanation may be in order as to why the CP Sudbury Division would require a Chicago Burlington & Quincy gondola. Well, we do model a portion of the CPR transcon line across Canada, and though the majority of the traffic we’d see is domestic, there are always a few interlopers from south of the border in any manifest freight. Of those US companies, the Burlington Northern (the 1970 merger that swallowed the CB&Q along with three other railroads) was a large and friendly interchange partner. To top it off, the WRMRC has two photos in our archive which show BN gondolas in Sudbury yard. We have not figured out why, but clearly having some BN and predecessor company gondolas on the club roster was warranted. Furthermore, this particular gondola is a good one, as these were signature BN cars home-built by the Burlington’s Havelock Shops (located outside Lincoln, Nebraska), so kits painted for BN and original CB&Q were acquired for the Sudbury Division roster.

CBQ_003

The first step is to carefully scrape away the moulded-on grab irons. Though most modellers use X-Acto knives for this, the author was a former biology student and prefers scalpels.

The kitbashing begins with the removal of all moulded-on grab irons from the gondola sides. X-Acto knives are the traditional tools for this in model railroading, but I highly recommend scalpels. I learned to use them many years ago as a biology undergrad, and just like the feel of them when doing precision cutting. Frankly, nothing beats a fresh #10 scalpel blade for cutting styrene plastic, however I urge basic caution. These blades were obviously designed for cutting flesh, so always cut away from your hand. Also you should wear eye protection. Plastic is tougher than flesh, and you can break the blade if you force and bend it too much, causing the business-end to go flying. Nevertheless you may want to give them a try, and most better hobby shops carry the handles and various sized blades. You can actually sense the undulations and unevenness in the plastic with each pass, which helps as you scrape away the offending moulded-on details from your models.

CBQ_004

On the gondola ends, a smaller #15 scalpel blade was used to carve out the ladder rungs while keeping the upright side-rails intact. This photo shows what a difference this makes between the left and (as yet) unmodified right ladders.

To help the appearance of the car ends, the ladder rungs were cut away using a smaller number 15 scalpel blade. The method is to cut on small diagonals in each direction, and eventually chip away each ladder rung while maintaining the ‘rolling pin’ pattern of the Dreadnought ends. Be advised that even after sanding with a small sanding block, you will never achieve a perfect ‘unhacked’ finish. But that doesn’t matter as weathering done to the car will help hide any imperfections the cutting leaves behind.

I had considered removing all traces of the ladders by cutting out the side-rails as well. However that would be almost as much work as cutting off the ends entirely, and rebuilding with old boxcar Dreadnought-ends I have laying around in my spare parts collection (yes, I considered that too). The later option would provide a clean car end, and would be the way to go if building a contest model. I quickly realized that either option would require a lot more effort than I was willing to spend on this project, and replacing the rungs alone was enough to help give the ladder depth and greatly improve the appearance.

CBQ_005

After scraping away as much as possible, drill #79 holes for the new grab irons by using the shadows of the old moulded-on details. Sanding is done afterwards to remove any scratching or imperfections left behind. Sanding first would make positioning the drill locations more difficult.

The next step is to use a pin vice to drill #79 holes for the new wire grab irons, using the shadows of the old ones as your placement guide. It is easier doing this now, before any sanding that will widen those shadows. You can shave and sand away any remaining imperfections once all the holes are drilled.

I utilized Tichy Train 18″ phosphor bronze drop grab irons for my car, but any manufacturer’s scale 18″ wire grab irons (Detail Associates, A-Line, etc) will work just the same. Tichy calls for drilling #80 holes for their product, but I prefer a slightly larger hole to take into account the cyanoacrylate superglue that the grabs will be dipped in prior to positioning. Aside from making it easier to slide the wire in, I also have a habit of breaking #80 bits with little effort on my part. So I stand a much better chance at drilling all 32 holes required using a #79 without breaking another drill bit.

CBQ_006

New scale-18″ grab irons are installed by cutting back the wire ends to about 6 scale inches (to keep them from protruding inside the gondola) and then dipping each end in a puddle of cyanoacrylate (otherwise known as CA ‘superglue’) prior to installation. Note that the very top grabiron is positioned upside-down in relation to the other three.

I also cut down each grab iron end to about 6 scale inches, and with Tichy using phosphor bronze wire, cutting them back is easy. This way the grab irons will stick out about three scale inches from the carbody (as they should) without the wires protruding inside the gondola body. After installation, sand the gondola insides around those holes to remove the imperfections as best you can. Between the sanding, gap-filling CA superglue, and rust painting/weathering that will be done later, those grab iron holes should pretty much disappear by the end.

Now for the gondola ends the process is much easier. I simply glued pieces of 0.1″ styrene rod across the side-rails to replace each ladder rung. You can use either CA superglue or any MEK-based plastic weld for this. Once the glue is dry, you can trim and sand down any rod sticking out past the side-rails. Admittedly, I employed a quick and ad hoc method of ladder replacement, but it’s easy and effective. This is a big improvement in appearance with minimal effort, and after painting and weathering it will be difficult for the layout observer to tell that the end-ladders are not a separate detail part.

CBQ_007

Ladder rung replacement was done simply by gluing lengths of 0.1″ styrene rod. It’s a quick and ad hoc method, but it accomplishes the task with minimal effort.

After all the grab irons and ladder rungs are replaced, the next step is to add some super-detail parts to the gondola, specifically coupler cut-levers and brake-line hoses to the gondola ends. Since all the new details still need to be painted, I leave the already coloured black brake hoses to the very end before I weather the car. There are many different pre-bent coupler cut-levers offered by many manufacturers, but I had none in my collection that worked. So being a cheap frugal modeller, I elected to simply bend my own using 0.1″ phosphor bronze wire with a fine pair of needle-nose pliers. To attach them, a #79 hole was drilled into the bottom-left side sill of each gondola end, and eye bolts glued in place (see photo below). Then slide the cut-lever in through the eye bolt, and fasten the wire against the bottom of the coupler with CA superglue. If you ever need to service the car in the future it’s easy enough to break this bond, and then just re-glue the cut-lever and touch-up the paint.

CBQ_008

Coupler cut-levers were fabricated by bending 0.1″ phosphor bronze wire, and attached using brass eye bolts fixed to the bottom-left side sills of the gondola ends.

The next step is to repaint all the detail parts, and the resulting damage caused from kitbashing the gondola. I use an airbrush for this, but the number of great quality acrylic hobby paints available these days makes it easy to brush paint too. The only hard part is picking a red that’s a close match to the original gondola colour. ScaleTrains recommends Tru-Color TCP-086 Burlington Red, but this is a solvent-based paint and I’ve long ago switched to airbrushing with water-based acrylics.

The CB&Q was famous for their Chinese Red painted equipment, which was a very vibrant shade of red. Now being a 1970s CP Rail modeller, I have lots of CP Action Red in stock, but there is too much orange in that shade of red. So I tried my luck by opening a bottle of TrueLine Trains (long out of production) post-’90s CP ‘Bright’ Red, which is the same colour as 1970-80s era Soo Line ‘Full Signal’ Red. Looking inside the bottle it looked pretty close to me, so I loaded it up in my airbrush and was pleasantly surprised that I could not see any difference. I got lucky here. If you also prefer a current production acrylic paint, all I can suggest is try to find a Chinese Red shade as close as possible. Also, maybe reach out to CB&Q modellers on-line as to what they recommend.

CBQ_P_001

After masking the end reporting marks with small pieces of green painters tape, and wrapping some tape around the couplers, all the worked-on areas of the car were airbrushed to match the original CB&Q Red. I got lucky that old TrueLine Trains CP/SOO ‘Bright’ Red was an exact match. A piece of paper was simply held while airbrushing to protect the lettering along the gondola sides.

Turning to the inside of the gondola, the top was masked to protect from overspray, then airbrushed with a coat of Mission Models ‘Standard Rust’ as a base. If the name is new to you, they are a US company that make wonderful acrylic hobby paints. They are well known to military modellers, but they do have a weathering line that rail modellers should learn about. Getting back to painting, this rust coat is just a base as weathering will be completed with various powders and stains. If you don’t own an airbrush, then Mission Models paints can also be brush painted. So with both the exterior paint repaired and interior now given a rust coat, the gondola is ready for weathering.

CBQ_P_002

The inside of the gondola was airbrushed with Mission Models MMW-005 ‘Standard Rust’ as a base. This will be further weathered with various stains and powders.

It should be noted that before you begin any upgrades or kitbashing, it is highly recommended that you try to find some photographs of the prototype to assist you. Not only does it help you with detailing, but they will also show if any extra decals need to be applied, and they also aid with weathering. In my case, I was lucky enough to find a photo on RRPictureArchives.net of the exact gondola; CB&Q 83453.

cbq_proto_gon

When kitbashing, finding prototype photos beforehand is always highly recommended. A 1980s photo of the real CB&Q 83453 showed where additional COTS stencil, ACI label, and white frame stripe decals needed to be applied. For weathering, it also shows where dirt tends to accumulate.

This was a photo taken in the 1980s by Chuck Zeiler, and it shows the gondola with new ladders added on the car sides, versus the as-built separate grab irons. I have come to learn that Burlington Northern was gradually replacing these on all the old Havelock shops gondolas over time. However in our modelling period of the 1970s this gondola would be under 10 years old, and probably still had the separate grab irons. As mentioned earlier, I purchased a BN painted model too, and I will probably add ladders to that gondola when the time comes. This actually makes it easier to kitbash, as a ladder is much easier to glue on versus installing all those wire grabs. A final note about the proto-photo, you will notice there are also some very recently spray-bombed grey lines painted along the tops of the car. However for my purposes, that’s a fairly recent detail I didn’t need to duplicate.

Another thing this photo helped determine was where the COTS stencil and the ACI label were located (this differs from car to car) so I could duplicate this exactly by adding decals (Microscale, if anyone was wondering) in the appropriate locations. There were also white frame stripes which the CB&Q applied to the gon as built, but which ScaleTrains failed to add. These were also applied to my model by using scraps of white decal remnants I hold on to for just such an occasion. After the addition decals were added the gondola was sprayed with a flat coat to protect and seal everything, and was now ready for weathering.

Though gondolas are among the most abused pieces of freight equipment in the industry, these Havelock gons would have still been in decent shape in our club’s modelling period. In their first years they were initially equipped with covers and used to haul concentrate ores, which is a fancy term for sand. It was not until the mid-70s that BN began using these cars in general service, which is when these gondolas could potentially begin showing up on the Sudbury Division. So my weathering treatment was limited to just adding grime and rust.

CBQ_P_003

Photos showed the majority of the dirt tended to collect along the exterior posts of the gondola. That heavy reinforcement bottom sill plate also collected dirt too, along with the area around the grab irons. The gondola ends also collect serious road grime. All of this can be reproduced with hobby weathering powders and a good angled paint brush.

Studying prototype photos, I concluded that the majority of the grime would collect along the sides of the exterior posts. Interestingly the posts themselves stay relatively clean, and it’s the area around them that mainly collects dirt. Road grime would also collect around the heavy reinforcement sill plate that runs between the bolsters, and of course some serious filth would also build up on the gondola ends. The area around the grab irons would get grimy too, thanks to employee’s greasy gloves. All of this can be reproduced with weathering powders. There are plenty of great products out there to try; AIM weathering powders, Vallejo effects, AK Interactive pigments, or PanPastel artists pastels are just a few of the wonderful brands that can help you age your models. Don’t be afraid of mixing various pigments, because dirt isn’t all the same colour and texture in reality.

CBQ_P_004

After spreading multiple rust powders and general soot to the interior, Tamiya panel line accent (shown here drying) was applied to highlight the separate boards of the gondola floor. A little more rust powder was then added to blend any irregularities, and all was sealed with flat finish.

Turning to the gondola interior, the first step was to apply multiple grades of rust and general soot coloured weathering pigments. Afterwards, I applied black Tamiya panel line accent to bring out the detail of the separate boards on the gondola floor. To finish, some more rust powder was added here and there to blend any irregularities, and then everything was sealed with a spray of flat coat to protect the weathering.

It should be noted some modellers supplement their interior weathering even further by gluing small piles of real crushed rust flakes inside their gondolas. While I encourage this, I avoided doing it myself as this gondola will be hauling multiple inserted loads on our club layout, and these rust piles have a habit of interfering with how the loads sit. But otherwise, it is an excellent way to further enhance the realism of your weathering.

CBQ_P_006

Weathering around the gondola ends was also done with powders. The grime usually accumulates around ladders, in between protruding ribs, and on top of the crossover platform. Aside from enhancing realism, adding dirt really brings out the ladder rung replacement efforts too.

Turning to the gondola ends these get particularly filthy, for that matter this is true for most rail cars. The reason is that dirt is kicked up from the trucks, in addition to employees causing grime to accumulate around the end-ladders and on the crossover platforms. Also, much like the exterior posts on the sides, the areas between any protruding ribs seem to collect more road grime. Again, all of this was duplicated using weathering pigments. As a bonus, and with the efforts from the earlier ladder rung replacement, the weathering pigments collecting around the end-ladders help give the appearance they are separate from the carbody. And as mentioned earlier, the weathering also help conceal any scrapes or scratches left over after sanding.

CBQ_P_005

Photo showing the finished weathering on the main body, but with the trucks yet to be completed. This helps illustrate that even the best weathering efforts are unconvincing if the trucks are left in their kit-supplied shiny plastic and metal state.

With the main weathering completed, I then airbrushed a light spray of Mission Models MMP-123 ‘Rail Tie Brown’ to the underbody to help highlight the brake details. The beauty of this being a ScaleTrains kit, the underbody brake details are a one-piece separate detail complete with brake rods and levers. All the weathering efforts were then protected by spraying the gondola body with Tamiya flat coat, right from a rattle can. If you’re still using Dullcoat, give Tamiya a try. You’re welcome!

CBQ_P_007

Wheel treads were masked with green painters tape, then airbrushed with MMP-105 ‘Worn Black’.

Aside from the brake detail, ScaleTrains also supply these kits with their excellent 100-ton trucks, including their high-quality free-rolling metal wheelsets. Which brings up a pet peeve of mine; going to the trouble of aging and weathering a model, then leaving the trucks unweathered. Even the best weathering efforts are thoroughly unconvincing if the trucks are left in their kit-supplied shiny plastic and metal state. And it’s relatively easy to do, I just masked off the wheel treads and airbrushed the trucks with Mission Models MMP-105 ‘Worn Black,’ though any dark grey-camouflage colour will work. You can go further by painting the wheel faces and insides a rusty colour, but with trucks being in the shadows anyhow, I find these extra efforts are lost on most casual layout observers. As long as the trucks are grimy, that’s good enough for a layout model. And with the trucks weathered, the gondola is ready to enter revenue service.

CBQ_P_008

The finished gondola, ready to enter revenue service on the CP Sudbury Division layout.

In conclusion, the techniques high-lighted here were once common practices in the hobby, before all the expensive R-T-R models arrived. So I encourage anyone new to the hobby, or those sitting on an armchair for years, to invest a bit in the tools required and to begin hacking up any inexpensive, shake-the-box kits that tickle your fancy. Yes, there’s a trial and error period at the beginning, but you learn more by messing up and fixing your mistakes. There is also the satisfaction of upgrading and owning a unique model for your layout. So if you’re inspired to try, these inexpensive ScaleTrains ‘Kit Classics’ are a great place to start. Then try an Accurail model. Personally, I find upgrading kits to be one of the most satisfying aspects of the hobby, and I hope more modellers will discover this too.

 

November Operating Session: Nov 12, 2022

A reminder that the next regularly scheduled WRMRC operating session will be held on Saturday 12 November 2022, from 12:00 until about 6:00-6:30PM.

Sudbury_Op_Session_20220910

If you are interested in attending the operating session as a guest, please contact us via our Facebook page or send us e-mail so we know how many people to expect.

For a full list of club events in 2022, please see our calendar page.

 

WRMRC at the Kitchener Train Show – Sunday 06 Nov 2022

The Waterloo Region Model Railway Club will have a display at the Kitchener Model Train Show being held Sunday, November 6th, 2022.

The show will be at the Bingemans Conference Centre (Marshall Hall) located at 425 Bingemans Centre Drive, Kitchener ON from 9:30am to 3pm. More information can be found on the collectorshows.ca website, and on their Facebook page. The show features many vendors, displays, several operating layouts, and railway memorabilia.

TrainShow2016

Our display features club photos, an electronic slide show, and hands-on demonstrations with members working on various modelling projects. There is also a side table with second-hand or surplus models and equipment for sale. If you are attending the show please stop by and pay us a visit.

Hope to see you there.

 

B&O F-Units in Twilight

Part 3 of That ’70s Rent-a-Wreck Fleet

Introduction was: That ’70s Rent-a-Wreck Fleet
Part 2 was: The Saga of the Bellequip Geeps

By the time Canadian Pacific had fully dieselized their system in the early spring of 1960, a recession had hit the North American markets. Additionally, the CPR was realizing all the efficiencies that a 100% diesel roster provided, and was beginning to unlock their fleet’s full potential. These factors caused the CPR to cancelled purchase orders with General Motors Diesel for more GP9 and SW1200RS locos which were scheduled for delivery later in 1960-61, and it doomed all remaining stored steam power for good. It also created a stable four-year period between 1960-64 for the CPR’s motive power needs, where they rostered sufficient locomotives to meet all traffic demands. From 1964 right up to the present day, the Canadian Pacific Railway would never again have such a time.

B&O 4517 at Soo 18March73

A great illustration of what a colourful time the 1970s were for CP Rail. Here we see script-lettered GP9 8676 coupled with B&O F7A 4517 (one of few leasers to wear the early ’60s *Sunburst* scheme) as they assemble freight #912 at S.S.Marie ON on 18 March 1973. (Ted Ellis photo)

Over the winter of 1964 the CPR entered the wonderful world of locomotive leasing. Forced into it by a sharp traffic upturn, their short-term solution was to lease several A-B-A sets of Union Pacific Alco-built FA-1 and FB-1 locomotives. These 1600hp cab units were early diesels built after the war in the late 1940s, and they were never a favourite of the UP who tended to run them hard with deferred maintenance. In fact the UP had tied-up this fleet earlier in 1963, and then re-activated them specifically for the CPR to lease. When they were returned later in 1964, the UP promptly retired them all and used them for trade-in for credits on new EMD locomotives. They literally ran their last miles over the CPR.

After dipping their toes into leasing with the cantankerous UP FA-1/FB-1 fleet, Canadian Pacific refined their rental practices throughout the late 1960s into a useful and effective strategy. Future leases included diesels from such diverse owners as the Bessemer and Lake Erie, Boston and Maine, Bangor and Aroostock, and the Chicago Great Western. All of these leasers proved to be of much greater reliability, and held a number of assignments over this time. Though they operated mainly in the CP Eastern Region, it was not unheard of for leasers to reach as far west as Calgary. Leasing numbers were highest over the winter months when traffic levels hit their peak, and coincidentally when CP’s own locomotive reliability stats suffered from the legendary cold Canadian climate.

Locomotive leasing really peaked in the early 1970s, as CP Rail began running robot coal trains to the new Roberts Bank Superport, and the Canadian government had inked large grain export contracts with both the Soviet Union and China. By January 1972, CP Rail already had over 75 leased units in service, primarily from locomotive leasing pioneer Precision National Corp. But by February the motive power crunch hit a critical point, and CP was forced to take anything that was available. Enter the Baltimore & Ohio F-unit lease fleet.

B&O 4487

Travelling between Sudbury and Smiths Falls over the Chalk River line, B&O 4487 leads GP9 8493, M-636 4731 and FA-1 4015 on train #974 through Carleton Place ON on 27 February 1973. This photo helps illustrate two points; that B&O F7As could and did lead while leased to the CPR, and that the motive power bureau wasn’t too picky about diesel arrangements when lashing locomotives together during the 1970s. (Bruce Chapman photo)

The once mighty B&O F-unit fleet had become a shadow of its former self by the early 1970s. Back in the day they were a staple of mainline operations, featuring 155 F7A and 104 F7B units. There were also older F3 models (some upgraded to F7 standards) along with second-hand F7’s purchased from the Bessemer & Lake Erie, and a number of 7000-series F7A’s transferred from the Chesapeake & Ohio (C&O had acquired controlling interest in the B&O in 1962). However by 1972 the B&O F7-fleet was significantly diminished through attrition, and were being used as trade-in bate towards new EMD GP38 and GP40 locomotives. The surviving F-units were holding down secondary freight and local coal mine shunting assignments. To put it bluntly, they were in rough shape.

B&O 5529

Entering its second winter season on lease to CP Rail, venerable B&O F7B 5529 is seen here sandwiched between sister B&O F7A 4587 and CP C-424 4243 at Smiths Falls ON on 26Dec72. (Bruce Chapman photo)

The B&O began transferring the F-units from Detroit MI on 08 February 1972, and all the leasers were initially inspected at CP’s Windsor Yard before entering service. In a foreshadowing of their decayed state of maintenance, five of the first leaser locomotives to arrive were judged to be mechanically unsound and were returned to the B&O. Another five units would arrive later to comply with the lease contract. (See roster below for details.)

The CPR was in such desperate shape for power that the first three units accepted for lease (F7A 4622 & 4646, F7B 5498) were almost immediately placed on local manifest freight #74, and left Windsor ON for CP’s Agincourt Yard in Toronto on February 10th, 1972. After arrival the trio were promptly placed on train #955 to travel north up the MacTier Sub to Sudbury ON, and eventually wound up in Chapleau ON the following day.

Ultimately a total of 28 F7A, F7B and even a pair of FP7 diesels would be leased to the CPR over the 1972 traffic crunch. Most wore the spartan post-B&O/C&O merger Enchantment Blue scheme, but at least two F7A locos (4487 & 4499) and an F7B (5477) were still sporting the classic late-50s B&O double blue / yellow pinstripe scheme. Another trio of F7A units (4517, 4622 and 4645) wore the remains of B&O’s famous, albeit short-lived early 1960s ‘Sunburst’ scheme, though all their noses had been repainted and lost their attractive sun rays in the process. As if that wasn’t enough variety, all the 7000-series F7A locos transferred from parent Chesapeake & Ohio were wearing hastily patched C&O paint in various states of degradation.

B&O 7054

The former identity of B&O F7A 7054 is hard to miss as she leads CP RS-3 8431 and SW1200RS 8161 on an eastbound at Smiths Falls ON on 18 February 1972. All the B&O’s ex-C&O cab units on lease to CP were in various states of paint decay as such. (Bruce Chapman photo)

As one would expect, this combination of B&O paint variations coupled with CP’s own radical corporate image change, plus the riot of colours available in the leased ‘rent-a-wreck’ fleet, resulted in a particularly vibrant period of CPR motive power lash-ups. Possibly the wildest incident involving B&O leasers (recounted by a credible source) was of a CPR employee (and closet railfan) who proceeded to chase northbound train 955 from Toronto up the MacTier Sub into a blinding snowstorm. The reason? On the point was a perfect A-B-A consist of B&O 4487, 5477 and 4499, all adorned in the old late-’50s double blue / yellow pinstripe scheme.

B&O_5498_Nairn

B&O 5498 is the trailing unit on train #911 at Nairn ON on the WRMRC’s CP Sudbury Division layout. Model was completed by the author from a powered Intermountain F7B, with Polyscale paints and Microscale decals. The unique B&O spark arrestors were scratchbuilt from styrene.

Whether it came down to duct-tape, bailing wire and ball-peen hammers to keep these weary beasts rolling, the CPR shop crews faithfully maintained these F-units until the initial lease ended in August of 1972. But only four short months later a number of these original leased units would return again, along with a few new numbers, to help out with the ’72-’73 winter season. All B&O F-units went off lease and were returned to home rails by the end of April 1973.

However it would not be the end of spotting leased ‘Chessie’ power on the CPR, as they and successor Chessie System (the official merger of B&O / C&O and Western Maryland) seemed to have forged a rental relationship that resulted in leased C&O GP30 and GP35 units operating through 1979-1980, and again between 1984-1989 with B&O GP38 and GP40 locos. But as Canadian Pacific began amassing their own large fleet of SD40-2 locomotives throughout the 1970s, that signalled the end of a particularly evocative and polychromatic era of locomotive leasing, and the B&O F’s were operating right in the middle of it all.

On a final note, the Baltimore & Ohio F-unit rental experience did somewhat emulate the Union Pacific’s FA-/FB-1 fleet from almost a decade earlier, as many of these F’s were placed into storage after their return to home rails. A good number also soldiered on for a while, but eventually all would be used for trade-in credits towards new Chessie System GP38-2 and GP40-2 diesels from General Motors. Just as before, there were rent-a-wrecks operating their last revenue miles on the CPR.

 

All-time Roster of B&O F-Units Leased to CP Rail Between 1972-73

Road No. Model Paint Scheme Notes
4472 F3A B&O Solid blue Replacement unit from B&O – Feb 72
4477 F7A B&O Solid blue Failed inspection & returned – Feb 72
4487 F7A ’50s Double blue
4499 F7A ’50s Double blue
4502 F7A B&O Solid blue
4503 F7A B&O Solid blue Replacement unit from B&O – Feb 72
4517 F7A B&O ‘Sunburst’
4575 F7A B&O Solid blue
4576 F7A Not confirmed
4577 F7A B&O Solid blue
4580 F7A B&O Solid blue
4586 F7A B&O Solid blue
4587 F7A B&O Solid blue
4589 F7A B&O Solid blue Replacement unit from B&O – Feb 72
4622 F7A B&O ‘Sunburst’
4630 F7A B&O Solid blue Failed inspection & returned – Feb 72
4645 F7A B&O ‘Sunburst’ ex-B&LE acquired 1962
4646 F7A B&O Solid blue ex-B&LE acquired 1962
4648 F7A B&O Solid blue ex-B&LE acquired 1962
5420 F7B B&O Solid blue
5424 F7B Not confirmed
5429 F7B B&O Solid blue
5447 F7B B&O Solid blue Replacement unit from B&O – Feb 72
5448 F7B B&O Solid blue
5477 F7B ’50s Double blue
5495 F7B B&O Solid blue Failed inspection & returned – Feb 72
5498 F7B B&O Solid blue
5515 F7B B&O Solid blue
5529 F7B B&O Solid blue ex-B&LE acquired 1962
5533 F7B B&O Solid blue Failed inspection & returned – Feb 72 / ex-B&LE acquired 1962
7039 F7A Patched C&O ex-C&O, transferred to B&O 1962
7052 F7A Patched C&O Failed inspection & returned – Feb 72 / ex-C&O, transferred to B&O 1962
7054 F7A Patched C&O ex-C&O, transferred to B&O 1962
7081 F7A Patched C&O ex-C&O, transferred to B&O 1962
8009 FP7 B&O Solid blue
8011 FP7 B&O Solid blue Replacement unit from B&O – Feb 72
Additional notes:-
  1. Units were leased Feb 1972 to July 1972, and from Dec 1972 to April 1973.
  2. All units received by CP at Windsor ON via C&O’s Rougemere Yard / Detroit MI.
  3. Initially 28 units were listed by Extra2200South magazine – March 1972.
  4. The fleet was down to 10 units by end of Feb ’73 (X2200S, no numbers listed).
  5. All returned by May 1973, a number were stored after return. All retired by parent Chessie System by 1975.

References: Extra2200South, Bruce Chapman, Bruce Mercer and Greg McDonnell.

 

The Sudbury Ore Car Fleet

It was during the construction of the CPR during the 1880s that copper ore was discovered and sparked a flurry of mineral exploration and mining claims. Since then, Sudbury has been known as a major mining and smelting centre, producing not just copper but becoming a world leader in the production of nickel. As the new railway opened up accessibility to the mineral resources in the area, many mining and smelting companies were incorporated such as The Canadian Copper Company, Mond Nickel, British America Nickle Co. (BANC), Dominion Nickel, International Nickel Co. (INCO), and Falconbridge Nickel.(The first four would later be absorbed by INCO to become the major player on the Sudbury scene.)

Much of this ore would be moved between the mines and the smelters by rail, so transport of both ores and finished products is a major part of the rail scene in the Sudbury area. The mining companies had their own private railways connecting some of the mines, and other mines were served by the “common carrier” railways: Canadian Pacific, Algoma Eastern (later part of CP), and Canadian Northern (later Canadian National).

Sometime around 1910, the Hart-Otis Car Company of Montreal patented a drop-bottom gondola design, whereby doors in the floor of the car could be operated by geared handles on the ends of the car to discharge its load to the sides of the track, which would quickly become popular across Canadian railways with short steel versions of these cars being adopted as the standard car for shipping raw ore for INCO in the Sudbury region.

The Pre-1920 CC&F Cars

cp370094u

CP 370094 was built in 1916 as part of the AE 2801-2925 series and renumbered to CP around 1932. John Brown photo (WRMRC collection), 1970.

The early Hart-Otis design cars used by INCO were a 22’5″ interior length car with 4 drop-bottom doors on each side. Interior bracing give the cars a nice smooth-sided appearance. Canadian Pacific, Canadian Northern (later Canadian National), Algoma Eastern, and INCO themselves all rostered cars to this basic design and size. (When CP went to a larger car size as we will see below, CN and INCO continued to also use cars of this smaller size at some of their operations.)

The CP cars were built (probably by Canadian Car & Foundry in Montreal) in three batches totaling 200 cars between 1914 and 1919. Another 125 were built for the Algoma Eastern, which would later be transferred to CP in the early 1930s after CP leased the AER and absorbed its operations. An unknown number of identical cars were also owned by INCO.

By the 1970s only a tiny handful of these older cars would still survive.

Series #Cars IL Builder Date Note
CP 370000-370124 125 22’5″ 1916 CC&F ex-AE 2801-2925 /32
CP 371200-371239 40 22’5″ 1914 CC&F?
CP 371240-371259 20 22’5″ 1916 CC&F?
CP 371260-371399 140 22’5″ 1919 CC&F?

The 1926-1930 CC&F Cars

CP 376650

CP 376650, built in 1929 by CC&F, at Sudbury yard. Jim Parker photo, sometime in the 1970s.

Between 1926 and 1930 Canadian Car & Foundry (CC&F) built 350 cars (in three batches) for Canadian Pacific to a larger size of 25’11” interior length. The extra 3’6″ of interior length provided an increase of approximately 200 cubic feet over the previous cars and would become the standard ore car size for all new deliveries going forward.

The buttressed ends and riveted Z-shaped side bracing give these cars a rather distinctive appearance among the CP ore car fleet.

In the early 1940s, a number of the cars from this group were rebuilt with side extensions to raise the internal height and add another approximately 300 cubic feet of capacity for service hauling crushed quartz out of INCO’s Lawson Quarry, which began production in January 1942. Other cars from this group were rebuilt in the mid 1970s to convert them from drop bottom to solid bottom cars, which will be mentioned again later further down in this article. A few remained in more or less original condition until retired in the early 1980s.

CP 376809

CP 376809, built in 1930 and rebuilt with side extensions in the 1940s for quartzite service. Jim Parker photo, April 1973.

Series #Cars IL Builder Date Note
CP 376500-376599 100 25’11” CC&F 12/1925-1/1926
CP 376600-376699 100 25’11” CC&F 9-10/1929
CP 376700-376849 150 25’11” CC&F 6-7/1930

The 1942 NSC Cars

CP 376469, built 1/1943 by National Steel Car. Jim Parker photo, sometime in the 1970s.

The next batch of new cars acquired by CP were built by National Steel Car (NSC) of Hamilton, Ontario in late 1942, replacing cars that had been transferred to quartzite service (see above). Similar in overall size specifications to the previous 25’11” cars built by CC&F, interior bracing gave these cars a smooth sided appearance similar to the early pre-1920 22’5″ CC&F cars, but unique among the larger 25’11” cars.

While delivered many years before the Canadian Pacific “script” logo and paint scheme was debuted, the smooth sides lent themselves nicely to repainting with this lettering, and by the 1970s it seems most photos of these cars show them repainted in the 1960s script.

Series #Cars IL Builder Date Note
CP 376350-376499 150 25’11” 11/1942-1/1943 NSC

The 1956-1967 CCF/ECC Cars

CP 376231

CP 376231, built 1967 by Hawker-Siddeley Transportation. Jurgen Kleylein photo, late 1990s.

In the late 1950s, CP expanded their ore car fleet again, with orders in 1956 and 1957 to CC&F and Eastern Car Co. (ECC) of Trenton, NS for 2 virtually identical groups of 100 cars from each builder. Another 60 identical cars from Hawker-Siddeley Transportation (HST), ECC’s successor company, were added on in 1967. These groups of cars were numbered above and below the existing number series for the 1926-1942 cars.

These cars feature riveted body construction with heavier external bracing compared to older cars. The 1967 order would have been the first (and only) ore gondolas to be delivered in script lettering from the factory. The 1956-57 built cars would have been almost identical construction, but painted in the block lettering scheme.

Series #Cars IL Builder Date Note
CP 376190-376249 60 25’11” HST 8/1967
CP 376250-376349 100 25’11” ECC 10/1957
CP 376900-376999 100 25’11” CC&F 11/1956

The 1970 HST Cars

CP 375692

CP 375692 built in 1970 by Hawker-Siddeley. Jacques Richard photo.

CP’s last order of ore gondolas was this 200 car group built by Hawker-Siddeley in November 1970. While extremely similar to the previous cars built by ECC/HST, these are distinguished by being the only all-welded ore cars (the previous cars being of all riveted construction), and the only group of cars to be painted in the CP Rail “Action Red” paint scheme with the iconic “MultiMark”.

Sylvan Scale Models made a resin kit for this car.

Series #Cars IL Builder Date Note
CP 375500-375699 200 25’11” HST /1970

The “Tight-Bottoms”

In the mid-1970s, INCO installed a rotary car dumper at their smelter facility in Copper Cliff, converting to rotary rather than bottom dumping. Some 200 cars originally built between 1926-1942 were rebuilt between 1973 and 1979 to remove the bottom doors and replace them with a solid steel floor. These rebuilt cars were selected and renumbered rather at random into the 375800-375999 series and colloquially known as “tight bottom” ore cars.

Many of the newer cars built after 1956 would later simply have their bottom doors welded shut and door operating levers removed to convert them to “tight-bottom” cars and retain their original numbers, which can actually be seen in the photo of CP 376231 above, which lacks its door operating levers, the doors having been welded shut.

Series #Cars IL Builder Date Note
CP 375700-375799 0 25’11” n/a n/a planned but never filled;
shows in some 1970s ORERs
CP 375800-375899 100 25’11” var. 1926-1942 ex 376350-376499 &
376500-376849 /73-/77
CP 375900-375999 100 25’11” var. 1926-1942 ex 376350-376499 &
376500-376849 /77-/79

The Falconbridge Slurry Cars

CP 381930

CP 381930, built 1969 by Davie Shipbuilding. Bill Grandin collection photo.

Last but not least, we leave INCO behind and head over to competitor Falconbridge Nickel for something completely different. In the late 1960s, Falconbridge decided to ship concentrated ore as a slurry (finely crushed and mixed with water) between their mine and mill near Levack to their smelter at Falconbridge to the east of Sudbury. To ship this ore slurry, CP acquired a group of very unique cylindrical hopper cars that were dedicated to this service between Levack and Falconbridge. These distinctive cars were built in two separate batches in 1967 and 1969 by Davie Shipbuilding. The ore slurry was abrasive to the interior of the cars, and with the cars wearing out in the late 1980s Falconbridge switched to shipping by truck and the slurry cars were retired. A few survived however, being used as scale test cars by CP.

Sylvan Scale Models made a resin kit for this car.

Series #Cars IL Builder Date Note
CP 381900-381919 20 19’5″ Davie 12/1967
CP 381920-381959 40 19’5″ Davie 9-10/1969

WRMRC Fall Open House – Saturday 15 October 2022

On Saturday, 15 October 2022, the Waterloo Region Model Railway Club cordially invites you to our Fall Open House to visit the CP Sudbury Division layout. This is the first time our club will be open to the general public since the COVID pandemic.

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The layout be open from 10:00 AM to 5:00 PM. Feel free to invite any friends or family members interested in model railways, and plan on staying a while to see what’s new.

For maps and more information visit our WRMRC website, or our Facebook page.

X5025E_LaSalleBlvd

Extra 5025 East rolls under the LaSalle Blvd bridge on the CP Sudbury Division Layout.

Admission:

  • Adults: $5.00
  • Seniors and Students: $3.00
  • Children (12 and under) are FREE, but must be supervised by an adult

WRMRC at Breslau Train Show – Sunday 18 Sept 2022

The Waterloo Region Model Railway Club will have a display at the Breslau Model Train Show being held Sunday, Sept 18th, 2022.

This is actually the former Paris Train Show with a new location and date, and is presented by Western Ontario Division, Niagara Frontier Region NMRA. There will be more than 75 tables of manufacturers and retailers available, with at least five operating layouts on display. More information can be found here: https://railfan.com/wrp_timetable/2022-breslau-model-train-show/

IMG_20211128_115747

Our display features club photos, an electronic slide show, and hands-on demonstrations with members working on various modelling projects. There is also a side table with second-hand or surplus models and equipment for sale. If you are attending the show please stop by and pay us a visit.

Hope to see you there.

Sept Op Session: Sept 10, 2022

The WRMRC is excited to be kicking off the first operating session of the 2022-23 operating season this coming Saturday, 10th September 2022; from 12:00 until about 6:00-6:30PM.

925 at Sudbury

If you are interested in attending the operating session as a guest, please contact us via our Facebook page or send us e-mail so we know how many people to expect.

For a full list of club events through the 2022-23 season, please see our calendar page.

 

2022 Virtual Tour Video

For your viewing entertainment, our club is sharing what we hope will be our last ever virtual layout tour video.

To give some background, this was prepared as our submission for the 2022 Doubleheaders Tour last March, and features absolutely no (zero / nil / nada) trains operating. This was because every past video we’ve produced shows practically nothing other than trains running, and we wished to do something more instructive and completely different this time around. So sit back, grab a beverage, and listen as WRMRC VP Ted Kocyla  bores  enlightens you for 23 minutes about what the club has accomplished over two years of pandemic restrictions.

VidPreview01

https://drive.google.com/file/d/1eNgZkcBe98r-EzmWHKptGvwZUZB4Xkxw/view?usp=sharing

If nothing else, this video helps us advertise all the new things you can see at our upcoming Fall Open House, where we hope everyone can visit us in person again. Stay tuned for more information about that. But for now, this video will have to do.