I've always loved the look of the CPR Royal Hudsons. Her certificate expires next month and it may be some time before monies are available. Thankfully the West Coast Railway Association has a nice new roundhouse to display/protect her along with other pieces in their collection. Of the surviving CPR 4-6-4s, only the 2839 is displayed outside- in California.

http://www.trainorders.com/discussion/r ... 10,2337541

http://www.wcra.org/

Joshua

time to open the donation pot.

I thought she recently had some restoration work done in the past year or two.

It's my understanding the work done in recent years to return her to service after BC Rail ended their steam program was only to get a boiler extension which runs out in January 2011. A more complete tear down is now required similar to what is required of US steam operators.

{edit} I was going to mention #2929 displayed outdoors at Steamtown but that's a 4-4-4 Jubilee

It would be interesting to see CPR take her under their wing, and operate two Hudsons. Okay, so I have visions of sugarplums in my head...

If the "boiler work is done," then the clock started.

Where are they going to run? CP and CN are out of the question, assumably.

That would be true in the US, but they're in Canada. Do Canadian regulations differ in any substantial way?

Lincoln and Philip: I'm surprised there does not seem to be anyone from the West Coast Railway Heritage Park here on RYPN. I can give you some general answers, during the 2006 to 2010 period that the WCRA had the Hudson operational it did do occasional excursions on Southern Railway of BC tracks, as well as BNSF in the Vancouver area. It did do ferry moves on CN (former BC Rail) tracks from Squamish to Vancouver. Here in BC locomotive boilers come under the BC Safety Authority: Boiler, Pressure Vessel, and Refrigeration Safety Act. In plain language that means they are now lumped in with stationary power boilers, so no there is no 1472 day clock ticking. However when a boiler has been out of ticket as I suspect 2860 has been for these last six years the recertification inspection becomes more rigorous than a typical annual inspection. To the best of my knowledge all currently active steam locomotives in Canada now come under the "stationary boiler" act of their respective Province, of course this can be frustrating as all inspectors now have very little to no exposure to vintage boilers or the peculiarities of locomotive boilers. As an aside 2860 did get fitted with a second gauge glass during the last couple of years of activity so that it could be allowed to operate a couple of miles south of the US border to get to a wye near Blaine, Washington, I'm not sure if they ever actually ran down there. A second gauge glass is not required in Canada. Personally I find the WCRA's comment that "the boiler work is done" a bit eyebrow raising, I don't think boiler work is ever done!
Pat Hosford

What are the regulations for properly certified Canadian boilers operating in the USA? Is there reciprocal agreement, or do they need an FRA inspection?

And what happens when the cross from one province to another?

Or if a US engine went into Canada.

Seems like a set of uniform nationwide rules would be more sensical.
Especially since these are NOT stationary boilers, except when stopped.

Can't wait to hear more once you've gone. I have been to Vancouver just a few times (the last time was for the Olympics), but never with enough time to go check that place out.

I can't comment on the status of the locomotive, but certainly the West Coast Railway Heritage Park is well worth a visit. Lots of equipment and several buildings to see from the station house (with gift shop) to the spacious roundhouse (also used as a convention center).

FYI, it's also a place where a LOT of movies and TV shows were filmed, which is another reason why I want to visit there someday: http://www.imdb.com/search/title?locations=Squamish%2C+British+Columbia%2C+Canada

One assumes CP ran under Transport Canada boiler authority when it ran No. 2816 across Canada; but in checking Transport Canada's site now, their links for data on railway steam no longer go anywhere:
https://www.tc.gc.ca/eng/railsafety/rules-tco76-342.htm
Perhaps Transport Canada no longer concerns itself with steam locomotives since the inter-Provincial operation of steam has essentially ended.
Each Province has its own pressure vessel authority and most all have a section for "antique boilers". They work under Canadian Standard rules. Nationwide Canadian Regulations came into effect c1909 and in some ways set the standard for North America. Canadian Standards are in sync with ASME and NBIC rules. There is an effort ongoing to co-ordinate boiler rules, inspection procedures and operator training into a cross-Canada program. Steam operator training and licensing in most jurisdictions now groups rail and traction engines together. There is more likely to be inter Provincial travel of operating steam traction engines today than railway locomotives. At present, a boiler certified in one Province may not be operable in certain others without a fairly involved certification and registration process as outlined in the following paragraph.
If indeed Transport Canada no longer inspects or authorizes steam locomotives, then a locomotive entering from the United States would have to be accepted by the Provincial authority where it entered. In Ontario, as an example, this would likely require a fully engineered drawing of the boiler with data on materials plus appropriate calculations. If the boiler design is accepted as capable of safe operation, then it would require full visual and hydro-static inspection. One would expect the authority would also want to see full NDT data that was done within the last ten years.
An exception might be the Reading 4-8-4 that had been in Ontario and certified to run. It received an Ontario registration number and would then only have to be inspected; though NDT is only valid for a ten year period. Canadian built locomotives might be able to cut some corners if original boiler drawings are still available; which many still are.
The whole process has become very difficult and would be very expensive, time consuming and horribly frustrating. Again, I am not sure whether Transport Canada has washed its hands of steam locomotive inspections. If they still do it, then the process will be much easier.