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. 

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. 

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. 
 

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. 

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.

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. 

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 .

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.

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.

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.

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.

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
 

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.

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

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

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

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

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.

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

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. 

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. 

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. 

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.

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

"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. 
 

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. 

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

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/ 

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)
 

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

For all you steam fans, this page is a must

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