Canadian Railway Tunnels
and Snow Sheds



 
 
 


 
I decided to write this page on railway tunnels after a few visitors sent me pictures of various tunnels.
A special effort was made to show the CP Spiral Tunnels and how they worked. 
I hope that you all will continue sending me their pictures to be included on this page. 

johnmacdoanld@summerville-novascotia.com


 
 
 
 

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The Spiral Tunnels
The marker at the viewpoint pull-off along the highway,
between Lake Louise and Field,  showing the layout 
of the CPR Spiral Tunnels. 
It’s located on a very sharp 10-mile descent full of 
curves and provides drivers with a much needed rest 
about half-way. 
In the background, the top portal of the 
Lower Spiral Tunnel. 
Taken late afternoon around April 1985. 

In order to understand how the CPR Spiral 
Tunnels works,it is necessary to mentally position
oneself at "You are Here" on the sign.

Let's visualize a train coming along the top line from
Field. It will then enter the bottom portal, and loop
inside the lower tunnel, rising in height and finally 
emerging at the portal at the very top of the sign. 

This picture was taken and submitted by Massey F. Jones
Next, following the diagram, the train proceeds to
the middle line on the map and passes in front of
the viewing point (marked "You are Here'). 
Normally at this time, most trains sound the horn.

The next best thing is to turn around and face away
from the viewpoint, observing the train going up
the hill at YOHO, after passing under the 
Trans-Canada Highway. 
It will be invisible for a while it proceeds through
the Upper Spiral Tunnel, finally emerging into view 
about 300 ft above the highway, bound for Calgary, 
shown  on the bottom line in the sign.

A much better option for rail photographers is not to
wait for this event but drive to Wapta Lake; quickly 
park the chariot and then take photos, as the train 
arrives up the hill and proceeds along the south shore 
of the lake. At the top of the hill, the train comes very 
close to the highway before going around the lake. 
Afternoon photography is recommended.

Reverse the procedure for westbound consists. After 
photos are taken across the lake, quickly drive to the
viewing point.  Very shortly after the train has passed the viewing point, drive further downhill where some
photos may be acquired, as the train passes through
Mount Stephen Tunnel. Note that there are not many 
pull-offs available along the highway and traffic may
be a factor.

The crew change is at Field, leading to a few more 
pictures of the motive power. As well, any eastbound 
train that is waiting there (because the line is
single-tracked), will soon be going through the Spirals. 

As a rule, if the track is clear, traffic calls for about one 
train per hour in either direction, as it is the mainline 
between Vancouver and Calgary. Most trains are
usually at least a mile long, with Distributed Power
being standard procedure. 

 

This picture was taken and submitted by Massey F. Jones
These maps and video will help explain the Spiral Tunnels

Click on this image for a larger view in a new window
Click on this image for a larger view in a new window
 


 
 
 
 
 

These picture were submitted by Massey F. Jones 
 
Massey F. Jones submitted this video of his eastbound trip through the spirals on the Rocky Mountaineer (although he couldn't shoot a lot inside the tunnels) 
The trip starts at the Mount Stephen tunnel and ends at the top portal of the Upper Tunnel with a freight train meet.
The blue engine you will see is a leased from CEFX (an outfit that rents engines -
because despite having a stable of these big engines, CPR is still short in its fleet of AC4400CWs) 
Massey has also published a number of videos, some showing other tunnels and sections of the CP Line through the Calgary area and Rockies. You may use the link below to view any of these videos
http://www.youtube.com/user/mrmasseyjones?feature=results_main
THE SPIRAL TUNNELS 

The Canadian Pacific Spiral Tunnels are located a short drive west of Lake Louise AB and east of Field BC in  the Kicking Horse Pass of Yoho National Park at 5,390 feet  (1,643 metres). The driving distance between Lake Louise and Field is 30.4 km (28 minutes) on the Trans-Canada Highway.
Field to Calgary is a 2 ½ hours scenic drive through
the Rockies.

The Spiral Tunnels replaced "The Big Hill", constructed in 1884, which saw several derailments on the 4.4% downhill grade. Pusher locomotives had to be used to bring trains up the hill. Several safety switches were built on the Big Hill so that downhill runaway locomotives could go into the turnout, then up a small uphill grade for a while and decelerate to a stop. Traces of them still exist. http://en.wikipedia.org/wiki/Big_Hill
The "Big Hill" was used for 25 years until in 1907; an engineer named J.E Switzer patterned a rail arrangement based on some famous tunnels in Switzerland, where a train could proceed down a hill by going through a series of loops. Work ended in 1909 and cost 1.5 million Canadian Dollars (billions today). 
The Big Hill was then abandoned. September 5th 2009, marked the 100th anniversary of completion for the Spiral Tunnels.
Previously, persons could only go between Lake Louise and Field by CPR train. The Trans-Canada Highway was built in 1962, using the path of the original track. The ruin of a stone bridge on the old right-of-way can still be seen while diving along the Trans Canada, shortly before the Spirals. A map of the old line and the new line can be seen at:
http://www.trainweb.org/oldtimetrains/CPR/spiralmap.jpg
There are two Spiral Tunnels, split by the Trans-Canada Highway. Coming from Vancouver, trains enter the Number Two Tunnel (Lower Spiral) first, and then after passing Yoho on an upgrade, exit eastbound through the Number One (Upper Spiral) tunnel located about 600 feet (some 200 metres) higher to Lake Louise and Calgary. On all the illustrations to the left, Lake Louise is to the right (east). The middle map has precise curvatures and lengths indicated in feet , while the bottom picture shows shows it in metres, as well as where the old line used to run. It also indicates the 55 metre tunnel mentioned later on.
.....................................................
For the purpose of matching the video, we will proceed on an EASTBOUND journey from Field to Lake Louise, entering 
the lower tunnel first and exiting through the top tunnel, after having risen some 500 vertical feet on about a 2% grade
(a rise of 2 feet in 100 feet of track).
Starting in Field, we start a fairly steep ascent of The Big Hill (photo of CP5831). Next, we go through the Mount Stephen Tunnel, a short brown stone "nose-shaped" tunnel, then immediately through a short concrete snow shed because the area has a lot of slides. 
Our train then travels through the 55 metre (about 150 ft 
Yoho Tunnel  A photo of the VIA 1418 is shown as it exited on the west side, while another photo shows the same tunnel viewed from the Trans-Canada Highway. 
That's when the Spiral Tunnels basically start. Note that construction took place on the Trans-Canada since the photos were taken some 20 years ago. 
While in the Spirals; no passenger may be present, in either in 
a vestibule (or a rear gallery), due to diesel exhaust fumes. Here's how they work:
Passing under the Trans-Canada Highway, we then cross the Kicking Horse River on a steel girder bridge (picture of VIA 6407) and enter the lower portal of Tunnel Number Two (Lower Spiral). The train then curves LEFT through a three quarter circle loop (226 degrees) through a 2922 foot (891m) tunnel under Mount Ogden, while rising on a gradient of about 2.2% and emerges 50 feet higher.
The train now swings right through some high trees and again crosses the Kicking Horse River on a girder bridge, meanwhile rising on a slight grade, as the engineer gives a short obligatory horn blast and people on the visitor platform above to the left admire our passage. At this point, we are actually WESTBOUND and now have gone half-way through the Spirals.
The next phase is to go under the Trans-Canada Highway once more, followed by a slight right turn as we ascend the valley on a grade, (still westbound and now encountering a long passing track), before single-tracking again and entering the slightly longer Number One (Upper) Spiral tunnel. At this point, we get instructions to come inside due to diesel fumes through the tunnel.
Our train now enters the bottom portal of a 3255 foot tunnel (992m) and starts curving RIGHT through a three quarter loop (288 degrees), while rising on a 2.2% grade through the tunnel. Exiting the top portal 48 feet higher, the train is now back into its original EASTBOUND direction on a fairly level grade to Wapta Lake, near the Continental Divide, marking the border between BC and Alberta. Stretched out, the rail between Field and Wapta Lake is about 11 ½ miles (18.5 km). 
The next major points are Lake Louise and Banff. VIA Rail abandoned Calgary to Vancouver service on the line in January 1990 and passenger service is now only provided through the Spiral Tunnels by the Rocky Mountaineer train, from May to October. http://en.wikipedia.org/wiki/Rocky_Mountaineer

The Canadian Pacific Laggan Sub runs between Field and Calgary, a distance of 136.6 miles. Regular CPR intermodal and unit freight trains use the tunnels in both directions. The frequency through the Tunnels when busy is about one train
per hour, in either direction. Motive power is usually one or 
two AC4400CW units in front and Distributed Power (DPU), with either a mid-train unit or a pusher in the rear. The 
average length of freight train on the Subdivision is about
150 cars (plus). This is when visitors will see a train through both portals of either the Upper or Lower Spiral Tunnels. 

Going through the Spiral Tunnels by regular passenger train is no longer possible except with the Rocky Mountaineer train from May to October.
http://www.rockymountaineer.com/en_CA_AB/ , as VIA Rail abandoned Calgary-Vancouver service in January 1990. 

Instead, VIA trains run on the more northerly route through Jasper on the way to Vancouver, through Kamloops. 
 

This description was provided by Massey F. Jones

 


 

 
 
Canadian Pacific Railway had well over 500 of these
SD40-2 locomotives, capable of high speed and great
traction effort. 

Even today, many of these soldier are used as either
motive power on branch lines, heavy power to push 
cars up the ramp of CPR hump yards or have been 
sold to private operators in Canada, the US and 
elsewhere, for use in Class II railroad operation
(smaller railroads). 

CPR 5976 and 5810 are seen, at the start of the
downgrade, hauling a westbound unit grain train, just 
past STEPHEN, Mileage 122.2 of the Laggan Sub 
(at the signals in the background) around September 
2005.  Soon, it will reach the #1 Tunnel (upper spiral) 
at Mileage 128.8 and then the #2 Tunnel at Mileage 
131.1 and reach FIELD yard at 136.6

The shot is taken at the Great Divide, almost below 
the sign marking  the Alberta-BC border on the
Trans-Canada Highway and it's merely a matter of 
getting down a small embankment. Sink Lake is on 
the right. 

This picture was submitted by Massey F. Jones 
The top portal of the Spiral Tunnel at Mileage 128.8 
CP Laggan Sub, viewed from the Trans-Canada
Highway, about  300 ft. (92 metres) below,  in the 
late 1980s. The Spiral Tunnels were opened in 1909 
and have seen steady 24/7 traffic through ever since,
to this day.

There is an average of one heavy haul train through
every hour either way (average length 5000 ft./1.5 km) 
long and the Rocky Mountaineer tourist train from 
about May to October.

 This picture was submitted by Massey F. Jones   
This photo was taken by merely standing alongside the Trans-Canada Highway and waiting for the train, as it
slowly moves forward along the south shore of
Wapta Lake close to the Alberta/BC  border. 

Be aware, that Wapta Lake is covered with ice until
about May.  In June, the temperature around the
Continental Divide ranges from about 5ºC (about 40ºF)
early morning; to about 20ºF (about 70ºF) mid-afternoon
and back to the lower digits after the sun has set. 

 

 This picture was submitted by Massey F. Jones   
As the train draws closer. additional photos become
possible. This photo looks to be taken deep in the 
mountains but it is about 300 meters away from a
busy  Trans-Canada Highway.

The harvest season is now over and the first snow has 
already fallen on the area with ice on the ground, as
westbound CP 5876, CP 5947 and CP 6067 have just
completed the journey around Wapta Lake, on the way
to the West Coast with a unit consist of grain cars,  most 
likely around September 1980. The train  will very shortly 
start the 10-mile downhill descent to Field; by first 
passing through the Spiral Tunnels .

 

 This picture was submitted by Massey F. Jones   
The lower portal of Upper Spiral (Number One) Tunnel in Yoho Park BC, showing  VIA Rail "The Canadian" from Calgary about to pass through. 
Notice the steep angle, at which the train is descending 
what was formerly called "The Big Hill", with a grade is 2.2% and the curvature is 228 degrees.
The difference in elevation between the upper and lower portals of Number One Tunnel is 14.4 meters (about 48 feet). 

Next, the train will go under the Trans Canada Highway, enter  the upper portal of  (Number Two) Lower Tunnel, before exiting at the bottom.
The consist will then cross under the Trans Canada once more and pass trough the short Yoho Tunnel (shown in the picture of the 1418 on this page), before continuing to Field BC and eventually Vancouver.
http://en.wikipedia.org/wiki/Big_Hill

VIA Rail service through the Spiral Tunnels ceased in January 1990.

This picture was submitted by Massey F. Jones 
CP5605 exiting the top portal of the Upper Spiral Tunnel
in Yoho Park on the Alberta BC border, in the mid 1990s.
This is a view rarely seen, except by those who hike there; some 300 vertical feet above the Trans Canada Highway . 
The train is heading east to Calgary after passsing through the Lower Spiral Tunnel.

Built in May 1972, along with a great deal of its sisters, 
5605 was part of the CP's immense fleet of SD40-2s.
Most are now relegated to minor roles on branch lines, or used as secondary units on road freights. Some are in yard service. The 5605 was sold to Helm Leasing in December 2006, for use just about anywhere in North America.

This picture was submitted by Massey F. Jones 
Hidden in all those trees is a train wending its way from
Calgary to Vancouver through the Number One 
(Upper Spiral) Tunnel.
The upper portal can be seen on the far right, while the
lower portal is about centre.
A view often neglected by most visitors to the Spiral
Tunnels, some 300 feet above the Trans Canada Highway.

The train is now descending towards the Number Two 
(Lower Spiral) and it will take a good 15 minutes to enter 
the upper portal of the lower tunnel and exit the tunnel in
front of the spectators at the Spiral Tunnel Viewpoint.

This picture was submitted by Massey F. Jones 
CP's "Canadian" entering lower spiral tunnel in the 
Kicking Horse pass c.1955  (Westbound)
This photo was submitted by Arthur Grieve of Winnipeg MB.
Many photos of the Lower Spiral Tunnel don't show
the 50-foot grade separation as well as this one, taken
during the summer in the mid-90s,  just short of the lower
portal. The consist is a eastbound unit train of empty 
grain cars making its way back to the Prairies from a Vancouver-area seaport.
This picture was taken and submitted by Massey F. Jones
An eastbound  CP Unit grain train, shot from the Spirals Tunnels viewpoint, on the Trans Canada Highway; near
the Alberta/BC border. 
The shot was taken late in the 1970s.
This view is no longer available and you can clearly see the train on 2 tracks. Right now, the trees are so highthat people just glance at the train through a maze of trees, after coming all the way there and really just see a bunch of trees with a train windingthrough them; not a clear view at that. Also, you can see the exit of the upper portal of the lower spiral tunnel quite well. It takes about 140 or so cars to see both ends of the train 
This picture was taken and submitted by Massey F. Jones

 
Unless the location of the Spiral Tunnels viewing platform
has been changed, this is what still offered to visitors,
perhaps worse, as the photo was taken several years ago 
and I haven't gone to the area since. 
Compare it with another photo on this page, with much
lower trees, taken from the same viewpoint.

In this view, the train has already entered the (# 2) Lower tunnel portal and exited at its top portal . 
It is now passing in front of visitors, on the way to the
(# 1) Upper Spiral Tunnel, eastbound for Calgary. 
The attraction of the Spirals is a long train such as this,
plus the fact that the engineer is required to sound the 
horn, which echoes through the mountains.

Try to guess the length of the train. 

This picture was taken and submitted by Massey F. Jones
This steel bridge is situated at the exit of the lower portal of the lower spiral tunnel. Above the tunnel portal is the upper track, barely seen through the trees VIA 6407 is leading "The Canadian" west over the bridge, which  is the last step for trains within in the spiral tunnels complex. Unfortunately, VIA ceased to go through the area in January 1990 and was replaced that summer,by the Rocky Mountaineer; a private company operating luxury trains on a 2-day daulight-only trips. 
Photo taken in the late 1980s This train is westbound
This picture was taken and submitted by Massey F. Jones
This picture shows the caboose on the bridge and the lead
units of the train emerging from Spiral Tunnel No.2 on
Field Hill. This train is westbound
This picture was taken and submitted by Larry Buchan
East portal of the short Yoho tunnel viewed from the
Trans Canada Highway, the opposite side of which
westbound VIA 1418 has emerged in another photo above.
The railing in the lower left is the start of an overpass over
the track,to and from the lower Spiral Tunnel. All trains go through this tunnel, either immediately before or after 
winding through the Spirals. 
This picture was taken and submitted by Massey F. Jones 
After westbound trains have left the Lower Spiral Tunnel, they pass through this short tunnel before reaching Mount Stephen, and starting a steep descent to Field of what has been called "The Big Hill" http://en.wikipedia.org/wiki/Big_Hill.
Taken about 1976. This train is westbound
This picture was taken and submitted by Massey F. Jones 
VIA #1 "The Canadian", westbound for Vancouver through 
Mount Stephen Tunnel. 
VIA who ceased operation from Calgary to Vancouver in January 1990 and no longer uses the tunnel. 
Mount Stephen Tunnel was blasted through, when the CPR mainline was laid, way back in 1885. CPR mainline train still passes through daily east and west. 
The tunnel is also used by the Rocky Mountaineer, as well as the Royal Canadian Pacific excursion train during summer. It is is 1,400 feet (430 m) and situated in a fairly rugged area, about 2 miles west of the famous Spiral Tunnels in Yoho Park, BC.
A couple of wooden snowsheds preceded and followed the tunnel, as the area is prone to avalanches and rockslides. 
There have been minor improvements made around in recent years, such as slide detector fences and concrete sheds to replace the wooden sheds.
This view was taken about half way between the Spirals and Field, from the Trans Canada Highway with a 200mm telephoto lens, around 1988
This picture was taken and submitted by Massey F. Jones
The "station" and station board at CATHEDRAL,
Mileage 132.4 of the Canadian Pacific Laggan Sub,
just short of the famous Spiral Tunnels lower portal.

From Field eastbound (up the Big Hill),  mileages on the
CP Laggan Sub are as follows: FIELD 136.6 (yard);  CATHEDRAL 132.4; #2 Tunnel (lower) 131.1.

Still going uphill, YOHO is at 129.8; then  #1 Tunnel (upper) 128.8 and finally PARTRIDGE 128.0 , where the track more
or less levels off. 

A double track begins/ends at STEPHEN, Mileage 123.1
on the Alberta/BC border, while LAKE LOUISE is at 116.6
and CALGARY at Mileage 0.0; with single track along the
Bow River in between; where it has not been possible or practical to double-track.

 

This picture was taken and submitted by Massey F. Jones
The train then comes out to Field, still descending the
Big Hill, after passing through Mount Stephen, always
on the downhill.
This picture was taken and submitted by Massey F. Jones
West Field BC VIA at the end of the Big Hill
This picture was taken and submitted by Massey F. Jones
Climbing up "The Big Hill", eastbound  from Field BC on 
the CP Laggan Sub, the first tunnel encountered is the 
Mount Stephen Tunnel, (also called the "nose tunnel" 
because of its shape).  In former days, trains would have 
passed through 2 wooden snow sheds, now demolished but perhaps still shown in some pictures on this page. To the 
left, the Yoho Valley, with the Bow River about 300 ft 
below.  The Lower Spiral Tunnel  is just about to the 
centre of the photo but first of all, the train must pass
through the rock shed showing through the tunnel, and 
then one more. We are now at 5,390 ft (1,643 m) above 
sea level and rising some more, with Lake Louise a few
miles down the line, being the highest point at 1750 m 
(±5,742 ft). 
Massey F. Jones collection  
There used to be a wooden snowshed here but around 
1987, a concrete one was built instead, because trains
pass one of the worst avalanche areas in the Yoho 
Valley; with a rock fall about 80 metres wide and a
kilometer long. One of the pictures elsewhere on the 
page shows it as a big white strip. The concrete snowshed
was built while trains continued to circulate on an adjacent track, then the rail was realigned to match the new one
inside the shed and the old line removed. The tunnel is 
184 metres long (about 600 ft) and designed for 
eventual electrification.
Massey F. Jones collection  
Going through this small tunnel at Mileage 133.1 starts 
the run into the lower portal of the No2 (Lower Spiral) 
tunnel after passing under the Trans-Canada Highway.
Various views from both sides of this short tunnel are 
seen elsewhere on the page.
Massey F. Jones collection  
This mid-90s view shows an eastbound train passing 
through the Mount Stephen Tunnel, a short distance west 
of the Spiral Tunnels. Because there are 4 units, the train
is at least 150 cars long. It's on the way to Calgary and 
will the Spirals first to give it the necessary rise in
elevation of about 600 feet.
(The Lower Spiral will be first)
This picture was taken and submitted by Massey F. Jones  
To the extreme left of this picture is the white
avalanche-prone area at the foot of Mount Stephen in 
Yoho National Park, which caused the CPR many
headaches especially in recent years with frequent rock
slides or snow slides on the line. Around 1987, the railway decided to construct a 184-meter (about 600 foot) long 
concrete shed. So as not to interfere with transcontinental operations, the shed was built in precast concrete sections brought by rail beside the existing line and the track was realigned on completion. 

Some of the engineering involved levelling the entire area including the two snowsheds pictured, dating back to the construction of the line in 1884. This view from the Trans-Canada Highway between the Spiral Tunnels and 
Field, shows a 7-locomotive lashup going through them 
shortly before they were removed.

For a good view of the west end of the concrete shed go to:
http://www.railpictures.net/viewphoto.php?id=
302245&nseq=1
 

 

This picture was taken and submitted by Massey F. Jones
The short tunnel at Milepost 133.1, just west of 
the Spiral Tunnels 
This picture was taken and submitted by Massey F. Jones
The East Portal of Connaught Tunnel  in Rogers Pass BC, 
at 51º 19' 50" - 117º 26' 50"; viewed eastbound from the rear platform of the Rocky Mountaineer train on   May 11th, 2009. When it opened in 1916, it was the longest tunnel in North America, being double tracked. Westbound traffic required 
extra "pusher locomotives", based at ROGERS. 

Upon completion of the Mount MacDonald 91 metres below,
in 1988 the pusher locomotives (usually SD-40)  became redundant, and the traffic pattern, assigning mostly eastbound traffic to the Connaught Tunnel and westbound traffic to the 
14.7 km; the Mount Macdonald tunnel, the longest railway 
tunnel in the Americas.

The Connaught Tunnel was then  single-tracked and rebuilt 
to accommodate today’s double stack trains.

5 miles (8 km) away, at 51º 16' 10" - 117º 30' 40", the
West Portal is almost identical, except for a large fan house
in top of the portal, constructed from the early days to dry  the tunnel because the area gets over 9 feet (about 3 metres) of
snow per year and some moisture tended leaked through.
There is also been a matter of early steam train smoke then 
and diesel exhaust now to be cleared out.

See more about the Connaught Tunnels and the grades it
replaced at: http://www.okthepk.ca/dataCprSiding/articles/201111/
month00.htm   and http://www.trainweb.org/oldtimetrains/CPR/connaught.htm

The Connaught Tunnel was named by the CPR for 
Prince Arthur, Duke of Connaught, Canada’s 
Governor General 1911-1916.

 This picture was taken and submitted by Massey F. Jones  
West Portal of the Connaught Tunnel, in the early 80s. 
The 5-mile long Connaught Tunnel was built in 1914 after
an avalanche killed 58 men who had been clearing a 
previous avalanche. The tunnel opened in 1916.
A large squirrel fan driven by a diesel engine clears the
fumes by forced air through a false ceiling inside the 
tunnel.  The Connaught tunnel was originally 
double-tracked but in 1959, the track was laid down the
middle instead and remains to this day. More recently, additional work was done to lower and upgrade the track 
to accommodate double stack trains and heavier rolling 
stock. The tunnel is in heavy use 24/7/365, with an 
average train being about a mile long.
Originally, the Connaught tunnel created a bottleneck as
pusher locomotives had to be used to ease westbound
trains up the 2.2% grade at the East Portal (shown on
this page) and they returned light to ROGERS. To
solve the problem, CPR built the Mount Macdonald 
tunnel 360 feet (about 90 m) under the Connaught 
tunnel, reducing the grade considerably 
Eastbound trains now use the Connaught Tunnel, 
while westbound trains use the Mount Macdonald 
Tunnel, both considered to be the mainline. The tracks 
from both tunnels then rejoin a few miles beyond both 
exits. Our train (The Canadian) is eastbound about 1980.
 This picture was taken and submitted by Massey F. Jones  
One of a series of CPR snowsheds in Rogers Pass, along
the Illecillewaet River, composed of glacial meltwater.
 They were built to avoid a series of loops, in which several people became buried during in an avalanche around 1910. Several avalanches still occur yearly in Rogers Pass. The average snowfall in the area between 1981 and 2010 has
been 340.4 inches (864.7 cm) or about 28 ft. (8.5 metres)
for 112 days

The eastbound view shown here is on a low point on the
track, somewhere around 2200 ft. (670 metres) above sea
level into the Illecillewaet Canyon just east of 
Revelstoke BC.  \
The view is a screen capture from a video
sequence taken by Massey in May 2009, from the 
Rocky Mountaineer train.  https://www.youtube.com/watch?v=SGq6II5EtyE

 Video capture: Massey Jones  
Another view, as the eastbound Rocky Mountaineer enters 
yet another snowshed within Albert Canyon in the Selkirk Mountains in British Columbia. The grade at this point is 
one of the steepest stretches eastbound on the CPR 
Mountain Sub., between Revelstoke and Ross Peak. 

High to the left, and opened to vehicular traffic in 1962, 
the Trans-Canada Highway which follows the railway
tracks for a good portion, has its own set of lighted concrete sheds but the great amount of snow encountered in the area frequently closes the highway in winter. Until the 
highway opened, the CPR was the only direct link
between Calgary and Vancouver.

The name "Albert" comes not from Prince Albert, as was common for naming places after royalty in the 1880s, but
for Albert Rogers, nephew of Major Rogers, the discoverer
of the pass. The snowsheds replaced a series of loops constructed circa 1885, just before the laying of the 
Last Spike at nearby Craigellachie, featured on my 
station page. A couple of campgrounds are located near
the former loops and recommended for visit by Parks
Canada, as they feature a series of very high stone pillars
left over from the period. http://www.pc.gc.ca/eng/pn-np/bc/glacier/activ/activ2/
randonees-jour-day-hikes/l.aspx

 This picture was taken and submitted by Massey F. Jones  
A view, passing through one of the Albert Canyon 
snowsheds, from the platform of an eastbound Rocky Mountaineer train, May 2009.
Coming out of this gallery, the train continues into a short tunnel.
The Trans-Canada Highway can barely be seen through 
the mesh, on the left, close to the top. The mesh is 
necessary to keep out flying species. Electrical wiring 
runs along the pillars.
 This picture was taken and submitted by Massey F. Jones  
The west portal of Mount Macdonald tunnel from
the Trans-Canada Highway around 1985. 
In this view, the track is not yet entering the tunnel and 
can be seen on the right. This is a blowup of a section of 
the original (undated) Ektachrome slide.
At 14.7 km, the Mount Macdonald tunnel is the longest
railway tunnel in the Americas and it reduces the steep
grade through Rogers Pass. http://en.wikipedia.org/wiki/Mount_Macdonald_Tunnel

View the completed work at:http://marty1976.files.wordpress.com/2010/05/
macdonald-tunnel.jpg and enter Mount Macdonald Tunnel at:http://www.youtube.com/watch?v=4mAVYE8k0GM

This picture was taken and submitted by Massey F. Jones
The Detroit River or CASO tunnel south portal shot from
College Avenue, Windsor ON. The north portal is in Detroit
at the Michigan Central train depot. CASO, which stands for Canada Southern Railway is a "paper company" that does 
not own any rolling stock but is a combination of a group of companies. http://en.wikipedia.org/wiki/Canada_Southern_Railway

The CASO tunnel opened in 1910. Until 1985, the tunnel was owned by the Michigan Central Railroad and its successors, including Conrail. Conrail sold the tunnel and connecting 
Canada Southern Railway (CASO Subdivision) in 1985 to Canadian National and Canadian Pacific; CN sold its half
-share in the tunnel in 2001. 
http://en.wikipedia.org/wiki/Windsor_Subdivision 

The diesel unit running on the bridge is Essex Terminal 
Railway ETL#106, an ALCO C420 built in July 1963,
starting life with the Lehigh and Hudson River Railway (L&HR) in New Jersey. It was acquired by the ETL in
1973 and sold in 1988. See a more modern diesel crossing
the bridge at: http://www.youtube.com/watch?v=cvv3_AmusCU&feature

A CP train exiting the tunnel is at: http://www.youtube.com/watch?v=WCdsNefVuaI

 

This picture was taken and submitted by Massey F. Jones
Approaching the Kitselas Canyon Tunnel
Kitseals Canyon is about 15 min.east of Terrace, BC
This picture was taken and submitted by Corey Walker, Prince George, BC
Approaching the Kitselas Canyon Tunnel
This picture was taken and submitted by Corey Walker, Prince George, BC
Heading into the Bulkley Canyon Tunnel 

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.

This picture was taken and submitted by Corey Walker, Prince George, BC
Entering the Bulkley Canyon Tunnel
This picture was taken and submitted by Corey Walker, Prince George, BC
CN Railway Tunnel in Fraser Canyon
This photo was taken between Lytton and Spences Bridge
This picture was taken and submitted by Corey Walker, Prince George, BC
As the Canadian National Railway's mainline follows the Thompson River from Kamloops to Lytton (about 100 miles),
it passes through 11 tunnels. These are the Skoonka Tunnels (roughly Milepost 80.0 Ashcroft Sub) near Spences Bridge
BC, at GPS coordinates 50°21'27"N 121°23'49"W.
This view is taken in May 2009 from the Rocky Mountaineer train.  At this point, CN and CP run parallel to one another 
(and sometimes use another's track). In between the two railways are the Trans-Canada Highway and the Thompson River. This portion of the Trans- Canada is now mostly only used locally, since the Coquihalla Highway provides a better route to Vancouver, which explains the lack of road traffic.
This picture was taken and submitted by Massey F. Jones
A long CN train inches its way eastward through the Skoonka tunnels along the Thompson Canyon in this view taken from
the Trans-Canada Highway on October 21st, 1988. The region 
is extremely arid, in mid-July with temperatures usually in the upper 30C (90F) range and very little rain.
This picture was taken and submitted by Massey F. Jones
Corey took another trip to on December 17, 2012 
and photographed these tunnels in the Bulkley Canyon between Smithers and New Hazelton, BC on Via Rail's Jasper-Prince Rupert line. The train was headin
westbound to Prince Rupert
This picture was taken and submitted by Corey Walker, Prince George, BC
Bulkley Canyon between Smithers and New Hazelton, BC
This picture was taken and submitted by Corey Walker, Prince George, BC
Bulkley Canyon between Smithers and New Hazelton, BC
This picture was taken and submitted by Corey Walker, Prince George, BC
BENGAL at Mile 1.1 CP Red Deer Sub in the 
foreground, August 1989.
Newsprint  is brought to the brown Calgary Herald 
building to the right by the track through the
culvert under Deerfoot Trail (Alberta Highway #2)
This picture was taken and submitted by Massey F. Jones  
Meridian Yard lead that runs through tunnel under
Deerfoot Trail to service industries including the 
Calgary Herald, with grades of over 2.2% the steepest
in the terminal, and classed as Mountain Grade.
This picture was taken and submitted by Larry Buchan
Three Valley Gap Tunnel, June 1986
This picture was taken and submitted by Jim Booth, Willingdon AB
CP Snow sheds at Three Valley Gap BC, June 1986
This picture was taken and submitted by Jim Booth, Willingdon AB
CNR Snow Sheds at Shaw Springs B.C. June 1967
This picture was taken and submitted by Jim Parker  
CPR Snow Shed at Flat Creek B.C. June 1967
This picture was taken and submitted by Jim Parker  
The Rocky Mountaineer has just exited the last of the two snow/rock sheds, eastbound along Three Valley Gap on May 11th, 2009. They are designed to keep the area's abundant snow off the tracks, also to prevent falling rocks from 
blocking the rail.
This picture was taken and submitted by Massey F. Jones
Extra West 5809 (notice the white flags and white
class lights) in 1970s CPR cab stripes, exiting the south
side of CPR Tunnel No2 in the Fraser Canyon just north of Yale, BC, on way to Vancouver. The date over the tunnel opening reads '1905', which is most probably the year at which the stone was laid, The train is bound for the Vancouver area and about to enter Yale Tunnel No 1, just 
to the left of the photo. It was blasted from solid rock by Chinese navvies, back in 1885, as part of the Onderdonk contract with the CPR.
Unlike Tunnel No 2, Tunnel No 1 doesn't have any stone
work at the exit. Both tunnels have seen daily use, since 
their construction.
The Yale tunnels continues to be in full operation today 
butthe SD40-2s have now been replaced by newer units. 
Today, SD40-2s continue their life, as yard switchers in 
large facilities. Others in Western Canada, are used 
mostly on branch lines or as extra units within consists.
Above the rail tunnel is the old Trans Canada Highway
portion, since replaced by the Coquihalla Highway, which 
avoids many road tunnels in the Fraser Canyon.
This picture was taken and submitted by Massey F. Jones
CP 5711 eastbound with a coal train through the
Tunnel No.1, in the Fraser Canyon at Yale BC, sometime 
in the late 70s. The historical tunnel, was carved through 
the rock around 1880 during the CPR was pushing West
Along with the No.2 shown on this page, it is one of the original CPR tunnels in British Columbia.
This picture was taken and submitted by Massey F. Jones
 The eastbound Rocky Mountaineer is about to enter the
CP Cantilever Bar Tunnel through Cisco Bluff on May 
10th, 2009. It will then emerge on the other side of the
Fraser River after crossing the gorge on a 3-span, 
160 metres (520 ft)-long truss bridge, seen in photos
such as http://www.flickr.com/photos/loose_grip_99/6175236749/ 
and proceed under the orange-painted CN cantilever 
bridge just upstream. 

The CPR was first through the area in 1885, and navvies blasted the tunnel through solid rock, sometimes at great 
peril to themselves, in order for the CPR to reach
Port Moody and eventually Vancouver from the East. 

When the current bridge was built at Cisco in 1910, the 
original span was moved to the Esquimalt and Nanaimo
Railway on Vancouver Island to cross the Niagara Creek Canyon ( WikiMiniAtlas48°28?57?N 123°33?27?W? / ?48.4825°N 123.5574°W? / 48.4825; -123.5574), where
it is still in use (now by the Southern Railway of
Vancouver Island). 

Read more at: http://en.wikipedia.org/wiki/Cisco_Bridges

 

 This picture was taken and submitted by Massey F. Jones  
The sign announces CISCO, about 6 miles south of 
Lytton BC and 120 northeast of Vancouver in the Fraser Canyon on the CPR. The proper name is "Siska",
home to the Siska First Nation, which has been in the 
area for thousands of years. 

In the stretch of the Fraser Canyon, CN and CP have
a mutual agreement for "directional running".
All eastbound trains operate on the CP, while westbound consists use CN trackage. 

 

 This picture was taken and submitted by Massey F. Jones  
It looks like a model railroad but this is the real thing.

SD-40 locomotives CN 5078, 5161 and F-7 
"carbody unit" CN 9177; entering one of the many
Fraser Canyon tunnels, westbound near Lytton BC
in April 1976.  The 5078 was retired in 2005, the 5161
in 1999 and the 9177 in 1989. 

5161 was rebuilt into the Alstom GCFX 6030-6079 for 
lease and 9177 was sold to National Railway Equipment,
which in turn sold it to the Norfolk Southern Railroad,
as a temporary SOU 9177 http://www.railpictures.net/photo/420008/. Many of these 
F units were eventually rebuilt for NS business use and renumbered. The number 9177 was re-assigned to one
of their C40-9W freight locomotives. 

 

 This picture was taken and submitted by Massey F. Jones  
The attraction is the CN tunnel in the background,
at Hell's Gate BC, so named because the Fraser River
narrows to a mere a passage only 35 metres (115 ft.) 
wide at that point. Prior to the railway’s arrival,
Hell's Gate was an active aboriginal fishing area,
located about 130 miles from Vancouver,
just south of Boston Bar (for CN) or North Bend, almost 
across the river, for CP. Both are divisional points
for their railway. http://en.wikipedia.org/wiki/Hells_Gate
_(British_Columbia)

In the 1880s the CPR built a transcontinental track 
that passed along the bank at Hell's Gate, and in 1911
the CNR began constructing a second track across the
river. In 1914 a large rockslide triggered by CNR 
construction fell into the river (view the debris), 
obstructing the passage of Pacific salmon needing 
to swim upstream to spawn. Eventually, "fish ladders"
were constructed, seen below the bridge about the
centre of the picture (the L shaped structure). 
The suspension bridge allows pedestrians across in 
season
but a better way to do it is to use the Hell’s Gate
Airtram, in the sky at top left. http://www.hellsgat
eairtram.com/ Several visitor photos
of the facilities exist at Google Images. 

This view was taken from the Rocky Mountaineer
Gold Leaf dome at 12:55pm on May 10th, 2009,
eastbound from Vancouver to Calgary, with an 
overnight stop in Kamloops, BC. 

 This picture was taken and submitted by Massey F. Jones  
This photo, taken from the Trans Canada Highway some
300 ft above, shows a 6300 series  FP unit leading the 
VIA #2 Canadian  through one of the
Kicking Horse Canyon tunnels, just east of Golden BC
(about 160 miles west of Calgary) in the late 1980s.

The water on the left is the Kicking Horse River, 
http://en.wikipedia.org/wiki/Kicking_Horse_River fresh
from the glaciers above and flowing swiftly. The train has
left Vancouver about 400 miles away and will pass through
the Spiral Tunnels, within the next 30 or 40 miles, 
on its way to Calgary and points east on the CPR mainline.

At this stage, the VIA 6300s, remanufactured from older
CN and CP diesel passenger units are about to be 
replaced by newer FP-40s through Calgary until 1990.
At that time VIA merged its Western routes into
one, running instead on the CNR mainline through
Edmonton and Jasper; a more rugged and far less
picturesque setting . 

In order to take advantage of the former tourist trade on
the CPR, a consortium started the Rocky Mountaineer, which has enjoyed great success since, running domed passenger trains May through September, through the most spectacular mountain scenery in Canada by advanced reservation only during 2-day daylight-only trips Calgary-Vancouver (or reverse depending on the dates) with night lodging in Kamloops, included into the train fare. http://www.rockymountaineer.com/en_CA/routes_and_
packages

The Kicking Horse River tunnels continue to be used
every day, all year at all hours by CPR freights. 
The Royal Canadian Pacific and the CPR Empress 
steam locomotive also run on the line when scheduled.

This picture was taken and submitted by Massey F. Jones
One of the CPR tunnels near Golden BC, blasted through 
the rock in the mid 1880s. A lot of this type of tunnel is not concrete-lined as many others. 
The river on the left is the Kicking Horse River, whose source is quoted by Wiki as being Wapta Lake, on top of
the hill from the Spiral Tunnels, hence the green water from glacial melt . http://en.wikipedia.org/wiki/Kicking_Horse_River
This picture was taken and submitted by Massey F. Jones
In this photo, we have just passed through another
sandstone tunnel, near Golden BC.  Note the slanted rock formation and well-maintained CPR roadbed. 
Even though the location is situated on the Toronto-Vancouver mainline, it's simply too expensive to double-track at this location.
This picture was taken and submitted by Massey F. Jones
Eastbound, after one  of the 3 or 4 tunnels in Eagle Pass, 
about 20km west of Revelstoke BC on a rainy May 11th, 
2009. The area was the last one section to be completed, as CPR crews from the east  met crews building from the west
at nearby Craigellachie in 1885 and the Last Spike was
driven, uniting Montreal with Port Moody (Vancouver). 
This picture was taken and submitted by Massey F. Jones
This scanned slide from my collection, shows a 
northbound Pacific Great Eastern train at Horseshoe
Bay in West Vancouver before 1974, when a one and one 
half mile tunnel was drilled under the nearby cliff,  to allow
for highway and ferry terminal improvement. A tunnel had 
been talked about for some time and apparently in 1972, a boxcar derailed and wrecked a house below. Above the
train to the left, is the original "Sea to Sky" highway,
from Vancouver to Squamish. 
This picture was taken and submitted by Massey F. Jones
Sometime in March or April 1974, Massey visited the
site of where the BCR used to run along Horseshoe Bay 
on the way to Prince George with a railfan friend and he
showed him what was left of the former roadbed.
Unfortunately, there is no reference point in the picture, 
which is a scan from a colour negative.
This picture was taken and submitted by Massey F. Jones
CPR2860 Exiting the Horseshoe Bay Tunnel.  The tunnel
was completed by BC Rail in August 1973. With a length 
of 4,568 feet, it was the longest tunnel on BC Rail until the Tumbler Ridge line opened during 1983.

2860 is now an operating museum piece in Squamish B.C
and operated in excursion service through the tunnel 
until 1999.

 

This picture was taken and submitted by Massey F. Jones  
A very short culvert tunnel under University Drive in Lethbridge, Alberta, about 0.9 mile (1,44 km) west of
the iconic "CPR High Level" railway bridge. 
This small tunnel is still an important railway access 
into the city and its large grain elevator. The trackside
notation on the post reads: 111. The photo was taken
April 13th, 2014
This picture was taken and submitted by Massey F. Jones
CPR 1201 coming out of the tunnel under
Dows Lake Ottawa ON
This picture was taken and submitted by Massey F. Jones
CNR 6060 blasting out of a tunnel at Milepost 32 BCR Squamish Sub The line now owned by CN features a series
of tunnels.
This one is almost opposite the Britannia Mine Museum, 
32 miles from North Vancouver on the Sea to Sky Highwa
(BC 99), half way between Vancouver and Whistler..
http://britanniaminemuseum.ca/

"Bullet Nose Betty 6060" was in Vancouver in 1986 to participate in Steam Expo, which featured about 20 
operating steam locomotives from Canada and the US.
http://bobbea.com/expo-86/steamexpo.html

http://www.flickr.com/photos/carphotosbyrichard/sets/
72157626334901185/detail/?page=3

As the BCR 2860 Royal Hudson came up for maintenance
afterwards, 6060 was asked to replace it, pulling the 
Vancouver-Squamish excursion service for awhile before returning to Alberta after its own maintenance in the same
North Vancouver shops. 
 

This picture was taken and submitted by Massey F. Jones
Exiting the south side of the tunnel pictured above,
"Bullet Nose Betty" ex-CN 6060 and ex-CPR 
Consolidation BCR 2816 are coasting southbound, 
about a mile north of Britannia Beach during the 
summer of 1988; on the return trip from Squamish.

Shortly after this photo was taken, the 6060
accompanied this time by BCR 2860 double-headed
to Jasper, in order to participate in "The Grand
Homecoming", bringing the 6060 back to Alberta. 
She then sat at the old Cominco plant in southeast 
Calgary for a time along with her auxiliary tender
(pictured on this page); before finding a home near
Stettler, Alberta;  where she led steam excursions 
on the Alberta Prairie Railway, pending arrival of
their AP 41 (1920 Baldwin locomotive) from the 
US. It is now mainly fired only for special occasions, 
such as on Canada Day. http://www.absteamtrain.com/index.html

Today, the 3716 operates on the
Kettle Valley Steam Railway in Summerland, BC. 

 This picture was taken and submitted by Massey F. Jones  
The Rocky Mountaineer train about to enter one of the
many tunnels along the shore of Kamloops Lake in 
British Columbia, on May 10, 2009
 This picture was taken and submitted by Massey F. Jones  

Electric motor 6733 exiting the tunnel into a trench at
PORTAL HEIGHTS along the Deux Montagnes line. 
The stop was formerly named CANORA after the 
Canadian Northern Railway, the ancestor of CN. One 
of 6 m.u. 
motors built in 1952, pulling 88-seat trailers in commuter service, CN 6733 operated with other electrics through the Mount Royal Tunnel from a platform at Gare 
Centrale/Central Station in downtown Montreal,
well into the 70s . 
http://raakone.hubpages.com/hub/The-Deux-
Montagnes-Line-and-the-Mount-Royal-Tunnel
Deux Montagnes (French for Two Mountains), is a 
bedroom community in the Montreal area.

Constructed in 1914, the tunnel became necessary to prevent CN trains from going a log way around the Island of Montreal, as was the case with their competitors,
the Canadian Pacific (CPR) and  Grand Trunk Railway (GTR)
The bore measures approximately 5 km (3.1 mi) and has an
ascending grade of 0.6% from Gare Centrale to the end of the tunnel. Tunnel boring started from each end and met in the middle in 1913, with an alignment error less than one 
inch (2.5 cm)

http://en.wikipedia.org/wiki/Mount_Royal_Tunnel

VIA  Rail trains to/from Northern Quebec and the northern
route to Quebec City (Jonquiere) also used the tunnel until 
cancelled in 1990. 
Due to a small ventilation shaft in the middle, all trains through the tunnel had to be pulled by CN electric  boxcab cab locomotives. A pair of newer GE steeple cab 1100hp 86-ton locos (675 and 6727) pulling conventional passenger cars, also formed part of the commuter fleet. View everything including construction, rail stock described above and the other portal of this tunnel (before Gare Centrale became covered in 1943 after being in construction for some time but stopped due to the Great Depression. 
http://www.trainweb.org/oldtimetrains/photos/cnr_electric/
MRT_gallery.htm

You can see the interior of Gare Centrale at:
http://en.wikipedia.org/wiki/Central_Station_(Montreal)

Today (after changing the electrical system from 2400V DC 
to 25000V AC and the catenary), electrified commuter
trains from the Agence Metropolitaine de Transport (AMT)
still provide commuter service to Deux Montagnes through 
the Mount Royal Tunnel.

Also shown is Electric motor 6732

This pictures were taken and submitted by Massey F. Jones
This tunnel passes under some apartments in South
Edmonton on the old CPR right of Way, now called 
"The Ribbon of Steel" designated by Alberta 
Infrastructure and the City of Edmonton for the
preservation of streetcar rail in Edmonton. 

The corridor formerly linked the South Edmonton
CPR station (Strathcona) to the CNR yard downtown,
now the Grant McEwan University campus, shown in 
these pages.  Part of the system includes the High Level Bridge. Ex-Osaka No. 247 or a suitable alternate, operate through the tunnel on trips run by the Edmonton Radial 
Railway Society, from Victoria Day weekend in May to Canadian Thanksgiving weekend in October. View the 
ERRS and their schedule at http://www.edmonton-radial-railway.ab.ca/ 

This picture was taken and submitted by Massey F. Jones

 
 
 

CPR Dunsmuir Tunnel Western outlet at Cordova/
Waterfront, circa 1934.
This photo is part of a historical description at http://www.miss604.com/2010/07/tunnels-under-
downtown-vancouver-history-readers-choice.html
see also http://www.vancouverhistory.ca/archives_skytrain
_tunnel.htm

City of Vancouver Archives CVA 152-6.11.1

West Portal of the Dunsmuir Tunnel in downtown 
Vancouver.
 
 

Construction began in 1931 and was completed in 1933 
at the cost of $1.6 million (a princely sum in its day).
Before it was built, trains mixed with rapidly growing 
traffic and could block 6 streets of traffic simultaneously 
for up to 20 minutes.

Roughly a mile-long S curve (4579 feet/1396 metres), the 
tunnel started from the mainline just west of the CPR 
Cordova Street Station (called Waterfront Station since
1980) and linked Burrard Inlet (downtown Vancouver)
to False Creek (around Granville Island). The False Creek 
area was the industrial core of Vancouver through to the
1950s, with many sawmills and small port operations, as
well as the  of the major terminus for Canadian railways. (Today, it is home to million dollar condos) A really good
picture of the tunnel West portal and yard area can be
viewed at http://www.flickr.com/photos/37908073@N04/4577698936/ including the very spot where the photo on the left was 
taken. Another photo at http://searcharchives.vancouver.ca/photograph-of-cpr-
dunsmuir-tunnel-west-portal-2;rad 
shows a yard view of the portal c, 1985. For an excellent closeup of a locomotive exiting the tunnel: http://www.okthepk.ca/dataCprSiding/news
/2009/09071307.htm

The second photo was taken in 1976, after the track had 
been lifted, following a CPR decision to abandon its 
operations at False Creek. BC Transit (now TransLink) approached the railway, as they were interested in their 
tunnel for their Advanced Light Rail Transit (ALRT) line. 
Discussions were fruitful and construction of what is now 
WATERFRONT Skytrain station was begun within the
tunnel. Because the tunnel is only wide enough to
accommodate a single railway track but with sufficiently
high clearance, a superstructure was built inside the 
tunnel to carry the westbound SkyTrain track above the eastbound track.
http://en.wikipedia.org/wiki/Dunsmuir_Tunnel

http://en.wikipedia.org/wiki/Waterfront_
Station_(Vancouver)
 

This picture was taken and submitted by Massey F. Jones
CNR Mount Royal Tunnel, Montreal Que. Aug 1940
This picture is part of the Jim Parker Collection
CNR Mount Royal Tunnel, Montreal Que
This picture is part of the Jim Parker Collection
CNR Mount Royal Tunnel Portal, looking north from
Dorchester St. Bridge, Montreal Que 1931
Jim Parker Collection
The north end of CN Portal Heights (now AMT Canora),
showing the entrance to the Mount Royal tunnel into
Gare Centrale/Central Station sometime in the mid-70s, 
with a CP train riding on its own track on top of the tunnel,
west from the now abandoned Outremont Yard to their 
Cote St-Luc Yard for furtherance to other points.
Outremont Yard: http://www.flickr.com/photos/
mtlwestrailfan/6903171546/
This picture was taken and submitted by Massey F. Jones
The Flett tunnel is located North West of Thunder Bay
Ontario, near Shabaqua.  I believe it was originally a
Grand Trunk Tunnel, then CNR. 
This line was abandoned in late 90’s 
This picture was taken and submitted by Tim Lukinuk,Thunder Bay, ON 

 
After seeing all these tunnels from Canada except the maritimes I
was send a small seried of pictures from Northern New Brunswick, 
the Morrissey Rock Tunnel submitted by Adele Beaton

 
These first pictures are some track
shots on the way to thre tunnel
The Morrissey Rock Tunnel 
The Morrissey Rock Tunnel 
The Morrissey Rock Tunnel 

Sorry folks but that's the best I 
can find from this area.


 
Links
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