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Announced in February 1913 the contract was awarded on July 1, 1913, to Foley Bros. Welch and Stewart . A small tunnel was built, from which cross cuts were made to the main tunnel so work could carry on at a number of headings. The sub-contractor guaranteed to drill 900 feet (270 m) of tunnel per month and started on April 2, 1914. Compressed air equipment and narrow gauge locomotives were used inside the tunnel. The company town housed some 300 workers. The tunnel was completed before the original deadline, with operation beginning December 16, 1916. It had a grade of only 0.95 per cent westward and was tangent: light at the other end could be seen although more than five miles away.
It cost $5.5 million, while a further $3 million were spent on track revision, which saw 14.5 miles (23.3 km) abandoned including the Loops and over four miles (6 km) of snow sheds. In all, the route was shortened by 4.3 miles (6.9 km).
Problems were encountered with ventilation, loose rocks and wet rails, which caused trains to stall. The tunnel was later lined with reinforced concrete and equipped with a better ventilation system.
Originally double tracked, it was realigned with a single track in 1959 to accommodate higher freight cars and remains in operation to this day.
The Spiral Tunnels (which in 1909 eliminated the dangerous Big Hill), Field Hill, Rogers Pass and the Mount Macdonald Tunnel and its associated grade reductions are other significant features in the mountain history of the CPR.
Jan Booth, Canadian Pacific in the Rockies, 100 Years in Rogers Pass. BRMNA Calgary 1985 BooksEnthsiast.com