us railroads that operated in Canada

[NorthWest]

cx500

At Sumas, on the Washington/BC border, the Milwaukee and Northern Pacific interchanged with Canadian roads. I don't know if they crossed into Canada there.

I think that they did to switch cars, but that's it.

[BaltACD]

NorthWest

 

cx500

At Sumas, on the Washington/BC border, the Milwaukee and Northern Pacific interchanged with Canadian roads. I don't know if they crossed into Canada there. 

I think that they did to switch cars, but that's it.

I worked with a Dispatcher (RIP) that at a prior point in his career was a brakeman on the BN in the Seattle area and told stories of operating into Canada and back.

I don't know how much faith to put into his stories as he was also a published sicence fiction author! 

[CSSHEGEWISCH]

Great Northern did have its own line into Vancouver from Seattle, prior to May 1, 1971, two round trips of "Internationals" were operated.

[NP Eddie]

ALL:

I have an answer from Transport Canada: Railroads operating in Canada do not have to be dispatched from Canada. It is my opinion that there was a reason that the GN opted to dispatch from White Rock, BC to Vancouver, BC. In the 1990's the BN moved many dispatchers to Fort Worth. The New Westminster RTC's (dispatchers) were not part of the move for a reason I don't know. I did see some clerical information that excess clerks in Vancouver, BC would not be moved to the US due to immigration issues.

The BNSF and Amtrak Seattle crews are probably examined on the Canadian Operating Rules. I have read the COR and they are similar to the GCOR except that they use different terminalogy then the GCOR. If I have mis-stated any items in the above, please correct me.

Ed Burns

[RailfanGXY]

First the B&A A-1's, then the P&LE A-2's, now these? 

 

How come the Water Level Route didn't have any Superpower freight engines of its own?

[RailfanGXY]

kgbw49

For quite some time the Toronto, Hamilton & Buffalo was co-owned by Canadian Pacific and New York Central. It operated a couple of "very-Central-looking" Hudson 4-6-4s and also operated a couple of "what-an-NYC-Berksire-would-have-looked-like" 2-8-4s.

 

A TH&B Hudson:

http://www.canadasouthern.com/caso/non-nyc/images/th&b-502.jpg

http://media.zuza.com/1/a/1a33f2e8-bbe0-4ee8-93cc-77e666b66510/B821871057Z.1_20150219181548_000_GH11E5L6B.2_Gallery.jpg

A TH&B Berkshire:

https://i.pinimg.com/originals/f1/d2/9e/f1d29eecb87176581b74cd9b35e62c76.jpg

http://www.nfrm.ca/images_galleries/images_thb/thb201MontroseRdthmb.jpg

 

 

First the B&A A-1's, then the P&LE A-2's, now these? 

 

How come the Water Level Route didn't have any Superpower freight engines of its own?

[kgbw49]

Just a guess, but it would appear the Central was satisfied with their massive fleet of 600 4-8-2 Mohawks. If I remember correctly, the Central generally limited freight to 50 mph, and their 4-8-2 units, many of which were dual service power, were likely more than adequate for what the Central required for mainline freight service.

[kgbw49]

I don’t know if any of these Mohawks operated north of the border in to Canada. But they are at least part of the reason NYC never rostered a 2-8-4 on the parent road.

https://www.railarchive.net/nyccollection/nyc2811_wk.htm

https://www.railarchive.net/nyccollection/nyc2967_rcl.htm

 https://www.railarchive.net/nyccollection/nyc2886_wk.htm

http://madisonrails.railfan.net/nyc/3034_6.jpg

http://madisonrails.railfan.net/nyc/3029_6.jpg

http://madisonrails.railfan.net/big4-2/abu.jpg

http://madisonrails.railfan.net/nyc/3115_6.jpg

https://www.railarchive.net/nyccollection/nyc2927_wk.htm

https://www.railarchive.net/nyccollection/nyc2710_findlay.htm

[Miningman]

Mohawks of several classes were a staple on the Canada Southern Detroit/Windsor-Fort Erie/Buffalo, as were 32 assigned Hudsons, plenty of 2-8-2's and those giant 0-10-0 switchers. 

[kgbw49]

Interestingly, while the NKP Berkshires had about 4,000-5,000 lbs more tractive effort than the NYC Mohawks, the Mohawks mostly had a better factor of adhesion, with both riding on 4 sets of 69" drivers (except for the L4 Mohawks at 72"). The Mohawks were large locomotives and it seems the NYC was very satisfied with their performance, purchasing 600 4-8-2 units over the years, which is almost as many as the total of 611 Berkshires produced by Alco, Baldwin and Lima.

[wjstix]

At least pre-NAFTA, there were a lot of restrictions regarding US and Canada railroads. No US railroad was allowed to run into Canada or vice-versa. So a US railroad wanting to operate a line into Canada would have to either create or purchase a controlling interest in a Canadian railroad, incorporated in Canada with it's own officers etc. Same for a Canadian railroad wanting to run into the US. So from a legal standpoint, New York Central trains running from Buffalo to Detroit north of the Great Lakes in Ontario were on the Canada Southern Ry, not NYC.

A short (maybe 35 mile?) section of Canadian National's mainline runs through northern Minnesota, along the south shore of Lake of the Woods. It was incorporated as a Minnesota/US railroad, the Minnesota & Manitoba (or was it the Manitoba & Minnesota? I forget). The railroad per se basically only existed on paper, but it was the railroad CN used to allow them to run into the US and back out again.

There were also restrictions on how long a piece of equipment could be in the other country. It changed over time, but if say a CN steam engine pulled a passenger train from Canada down the Duluth Winnepeg & Pacific line to Duluth MN, it had to be back in Canada in like 48 hours or face duties. For many years a CN SW-1200 was the DWP switcher in Virginia MN where DWP and DMIR crossed, but it was OK to stay because although lettered for CN it was built in the US so didn't have the same restrictions as a Canadian built engine would have. (That might be part of why NYC bought used C&O GP-7s that had been built in Canada for the Canada Southern. The units ran shorthood forward by the way, unlike most NYC early highnose GPs or Alco RS units, etc.)