CNR bridge spanning the Assiniboine River at Winnipeg. This bridge was built by the Canadian Northern Rwy.in
1914 and served as their main line until some time in the early 1920's when the main line was relocated. It was then used as a connection between Fort Rouge yard and the old east yard of the CNR. It serves no purpose now except 
as a museum piece. This was a drawbridge. 

CNR  bridge spanning the Assiniboine river at 
Winnipeg MB. This bridge is on the abandoned Oak Pointe 
subdivision of the CNR and is no longer used for any purpose.

CN bridge spanning the Red River at Emerson MB

CPR bridge spanning the Assiniboine River at Headingly MB which is a few miles 
west of Winnipeg.

CPR bridge spanning the Red River at  Winnipeg MB.
This is on the east-west 
main line of the CPR. 

CPR rail bridge spanning the Saskatchewan near Nipawin SK. This bridge is on an abandoned CPR branch line which ran to Prince Albert. The bridge here is a dual deck bridge. The rail line is no longer used but the car part is still in use.
It is a single lane bridge with stop light at either end

CPR bridge spanning the Winnipeg River at Kenora ON.
This is the main line of the CPR connecting eastern and western Canada. 

Wooden bridge spanning the Little Saskatchewan River at Elphinstone MB. 
This is on the abandoned CNR Rossburn subdivision. 

Hudson Bay Rwy.bridge spanning the Saskatchewan River at  The Pas MB. This line later became part of the CNR.
The photo was taken in 1913.

Burlington Northern Santa Fe bridge spanning the Assiniboine river at Winnipeg MB 

CNR bridge spanning the Assiniboine River just west of Kamsack SK. At this location it is a very small river 

CPR bridge spanning the Nipigon River at Nipigon ON. 
This is on the main line of the CPR.

Kettle Valley Rwy. in the Myra Canyon near Kelowna BC was built by the Northern Pacific RR. in the early part
of the 20th century and was later acquired by the CPR who abandoned the line c.1965. 
These trestles all burned in the big fire near Kelowna 
a few years ago. 

Shown crossing the bridge is CN’s "Budd" Geometry Test Car 1501 enroute to Arnprior.

The grey road bridge you see beside the rail bridge is
known in Terrace as the Old Skeena Bridge

The atmosphere of Indian Battle Park has developed from a blend of historical and natural features. Located in the Oldman River Valley in the midst of Lethbridge, the park 
is shielded from the surrounding urban environment by coulees extending 300 feet from prairie level to floodplain.
It is in the river valley setting of Indian Battle Park that
the history of Lethbridge comes alive. As the park name commemorates, the last battle between the Cree and the Blackfoot was fought here in 1870. Much of the battle
took place in Indian Battle Coulee on the west side of the river, while the retreat across the river ended in a last
stand close to the Coal Banks Interpretive Site. A formal peace treaty between the two nations was signed the following year.
Dominating the valley, the CPR High Level Bridge was constructed in 1907-09. At the time it was the longest and highest steel viaduct in the world, rising 96 metres 
(307 feet) and stretching 1,624 metres (5,327 feet)
across the valley. In 1960, after repeated floods
drove valley residents to the prairie benchland,
Indian Battle Park was officially opened.

In 1991, I was Track Engineer on the Saskatchewan South District. 
One of our projects that summer was to convert the Uno Bridge
from an open deck to ballast deck bridge.  We were given a five day 
track closure, which in my career was an unprecedented work block
for a core main route.  We went to work immediately after #2 passed 
on Sunday evening September 1st, worked around the clock for the next five days, and completed the job in the early hours of September 7th.
 I documented the job in photos and attach a sampling for your 
enjoyment.  Included is the last train over the old deck (#2), and the
first train over the new deck (train ID not recorded, but it looks like a hotshot of the day).  On the Saturday morning, almost everyone had 
cleared out and I was also anxious to get home after a long week. 
But I wanted to catch a picture of the first train over the bridge so I patiently took my position on the side of the hill enjoying a wonderful
prairie morning overlooking the Assiniboine River Valley.  As I waited 
for the train, I watched as the bridge’s shadow moved nicely into
position for perfect timing with the arrival of the eastbound!
Grant

This trestle bridge crosses the Beaver River going into
Cold Lake, Alberta. The train service has been
discontinued but this bridge is now part of a cross country trail and is spectacular

The bridge opened in 1913, linking Edmonton to 
South Edmonton (Strathcona).
 CPR  ceased operations on the bridge in 1989 
Still an imposing structure, (755 m long and 49 m high),
it served as a transfer link between the South Edmonton station (see my Stations page) and the CNR downtown, until its  yard
 was bulldozed, to build the Grant McEwan University downtown campus. 
Rail used the top deck, while cars,  transit buses and
pedestrians use wooden sidewalks on both sides of the 
lower deck. Trucks are prohibited on the bridge. 

On the opposite side from this view is, a "waterfall" higher than Niagara Falls, which operates during holiday weekends. 

In the foreground is the Edmonton Transit LRT, 
across the North Saskatchewan Riverto the 
University of Alberta and beyond. 
For more details on this bridge see http://en.wikipedia.org/wiki/High_Level_Bridge_(Edmonton) 

During summer, the Edmonton Radial Railway Society 
operates a streetcar on the uppper deck. 
The photo shows a view of downtown Edmonton from the streetcar. 
In a few minutes, it will arrive at Grandin Station (one stop
from downtown), after having left Old Strathcona and gone through a former CPR  tunnel.
A ride on this private right-of-way is worth every penny. 
http://www.edmonton-radial-railway.ab.ca/ 
 

This an Edmonton Radial Railway's alternate tramway, 
(Melbourne # 930 - built 1947)
which the Edmonton Radial Railway Society uses during the
busy summer season, in addition to their Osaka #2 streetcar shown elsewhere.
http://www.edmonton-radial-railway.ab.ca/streetcars
All their tramways have been lovingly restored by volunteers 
in their carbarn, next to Old Strathcona Farmers' Market.
This view looks toward the city from the south shore of the 
North Saskatchewan River.

At ine time, (according to ERRS  history), the bridge deck
had 3 tracks and the CPR used the center tracks.
The operation was left hand running, so that if the street cars became disabled, passengers wouldn't have to step out
in space. But there were never any accident and the
operation ran  accident-free until abandonment in 1951.
 

Built in 1948 likely by the CNR, the bridge is now still a
prized local landmark and historical site but has fallen into disrepair and no one wants to pay for the restoration.
Access: http://www.youtube.com/watch?v=iQg4gxCizHw
to view the present condition inside the bridge.

To view a CP train exiting  the CASO tunnel, go to http://www.youtube.com/watch?v=WCdsNefVuaI
The end of the movie clip will also show the location 
from which the photo on this page was taken.
YouTube  http://www.youtube.com/watch?v=cvv3_AmusCU&feature
=related is taken from the same location; a more modern ETS diesel, crossing the bridge.
 

I took this Kodachrome shot for myself in the 1970s or so, while on a mission to photograph for CNE planning (flypasts, paratroop) by the military. (Actually, it's possible to get just about the same thing from the CN Tower, which we circled many times)

The tracks on the bottom left,  lead to the CP John Street Roundhouse, while those on the lower right go to CN Spadina Roundhouse. 
Notice the many green GO Transit "F" units on the (then newly-laid) tracks. Only the John Street Rounhouse remains today as a living reminder of years past.

The scene changed a lot over the next 20 years.
Yet to be constructed in the lower left portion is the Skydome (later Rogers Centre) and others.
Immediately to the left of the Barhurst bridge is Old Fort York and the Gardiner Expressway. 
In the background is Lake Ontario and Toronto Island, 
Rails to the top left go to Hamilton and Niagara Falls, while those the top right connect with Northern Ontario destinations and the Canadian West

Special features of the photo include a very clear view of the turnouts (switch) alignment, period boxcars and the CN Spadina Roundhouse on the right side (notice the red nosed yard switchers.
Also notice the control tower in the background and some kind of control shack in the foreground, topped by a loudspeaker.

Above the bridge and intersecting the CN Tower are barely visible "telltales". A tell-tale is  a series of ropes suspended over the tracks above the height of a boxcar.
These ropes are intended to give warning to a brakeman on the roof of the train that the train is approaching a low-clearance obstacle, such as a tunnel or a bridge.

My research established that the first Canadian Light Rail Vehicles (CLRV) were intoduced on the TTC in 1979 and this would be one of the early ones. As this  is a scan from
a negative, the date is undetermined but it is before the era of the articulated TTC streetcars (ALRV) streeetcars, now in wide use, so we can make the photo about 1979-1980.

We are about to leave the Toronto Terminals Railway tracks and proceed on the mainline. In the aerial photo, this would be about  the centre of the photo, alongside Old Fort York.
View Toronto Terminals Railway at: http://www.ttrly.com/

While steam has been gone for the past 20 years or so, coaling towers still stand at the centre of the photo.
The diesels are an FP7 (or FP9) on the right and an 
FPA-4 on the left. as well as an RDC.
To the very far left is the CN Tower, then only 4 years old.

The Spadina Avenue bridge is at the top of the photo. 
A view of the Spadina Yard from a bridge is in these pages. 
http://en.wikipedia.org/wiki/CNR_Spadina_Roundhouse

Still preserved in the back of the CN Tower is a portion 
of CPR John Street Roundhouse, open to the public.
http://www.trha.ca/johnstreet.html

The bridge is about 700 ft long and spans the
Lamoille River. As in other Vermont bridges, this one 
dates back to the late 1800s. 
It first had had 2stone pillars, since reinforced with 2 extra concrete pillars to handle heavier traffic. Some of the original  pillars can be seen, one to the left and one in the center of the photo. A very early stereo tintype shows the bridge with its original pillars and stone archways at:
 http://upload.wikimedia.org/wikipedia/commons
(The 2 pictures were printed side by side on cardboard and 
viewed by both eyes through different lenses, giving the 
illusion of depth  - the ancestor of the Viewmaster - mfj)

A good description of the bridge and its geographical location 
is at: http://www.waymarking.com/
Newer units on the bridge at http://www.railroad.net/articles/columns/reviews/

The bridge is still used daily by Amtrak's Vermonter,
running daily between Washington, DC and St. Albans, in Northern Vermont. 

Central Vermont was a subsidiary of the CN and it has a convulated history dating back to the late 1800s, with 
several receiverships along the way before CN purchased
it, then sold it to Rail America, who has maintained operations over the bridge since. More at: http://en.wikipedia.org/wiki/Central_Vermont_Railway

Jeff Colburn made the following comments on this bridge.
"The reason that there are 2 stone abutments is that the bridge used to be a wooden lattice bridge with a 125 foot 
span (3) hence the two stone piers. When the bridge was converted to steel girders, the girders used were approximately 60 foot spans, thus the need for additional piers between the stone piers. If you look closely at the
stone piers you can see the concrete cap to make up the difference in the depth of the wooden trusses and the steel girders. There are actually several examples of this type 
of replacement construction in Vt."
 

The photo was taken on the rainy day in August 2010, while awaiting an inbound run of the CPR 2816 through the
bridges, about 6 miles or so from City Center on the CPR Laggan Sub.
In the near background is the 85 St. road bridge and beyond is Stoney Trail, the future ring road around Calgary. 
Under Stoney Trail is Keith Yard, basically the overflow
for the Alyth classification yard, used by the CPR for
longer term storage.

A bonus is that every train going through the twin bridges 
both ways must sound the horn, as the train comes around 
a curve westbound.   A favorite rite of passage for teens 
was (and still is) to jump  into the Bow River from the 
very top of the structures. Now the tracks are fenced 
off and CPR police patrols the area regularly, 
with a $200+ fine for trespassing. 

Freight trains run through there, either eastbound or
westbound about every hour, carrying grain, sulphur,
potash or containers on flatcars (double stack COFC)
 between Calgary and Vancouver.
Most are a mile or more in length, with Distributed Power,  usually 2 diesels in font, one in the middle and sometime
one at the end. 

Laggan Sub is the original Canadian Pacific Railway 
mainline east and west, built in the late 1800s and
upgraded several times over. The Empress 2816, 
Royal Canadian Pacific and Rocky Mountaineer pass
through there regularly. A medium telephoto lens will
capture individual bridges nicely from that viewpoint,
if need be. 

Approaching the bridge.
 

This picture was taken from the top of the box cars
going over the Red Deer River to the Atlas mine in East Coulee, this bridge served as a train, and highway vehicle bridge, it was controlled with railway semaphore signals, 
and crossing gates to control the traffic.
 

It was built 1898 and was taken down in 1965
The bridge is on the line from Alvinston to Glencoe
and goes over the Sydenham River - but according to employee timetables it was called Bear Creek Bridge.
It was 680' long made up of 30' deck girder sections on 
bents that were supported by cut stone footings that are 
still in place.  The bridge also included a 90' truss
section that went over the river.  Only one of the 
river piers is still in place.

There are two rail bridges over the Quesnel River, both in the city the river's named after. This bridge is both a bridge and an overpass across a stretch of road known as Johnson Loop. The bridge crosses the Quesnel River by its mouth with the Fraser River, BC's longest river entirely within BC. 

The Second Narrows Bridge is a vertical lift railway 
bridge that crosses the Burrard Inlet and connects Vancouver with the North Shore. As the name suggests, 
it is located at the second narrowing of the Burrard Inlet.

This was a GN ( BNSF) station. It is long gone, as is the roadway that was on the bridge.
Along with CN, SRY, BNSF still uses the bridge & it’s current station is located West of the bridge.
 

To view a CP train exiting  the CASO tunnel, go to http://www.youtube.com/watch?v=WCdsNefVuaI
The end of the movie clip will also show the location 
from which the photo on this page was taken.
YouTube  http://www.youtube.com/watch?v=cvv3_AmusCU&feature
=related is taken from the same location; a more modern ETS diesel, crossing the bridge.

Bulkley Canyon is located between New Hazelton and Smithers. Here's an interesting fact for you: just west of Smithers is the Kathlyn Glacier, and it's the best view of
a glacier from a passenger train in Canada.

For all you steam fans, this page is a must