Mount Macdonald Tunnel

Template:Short description Template:Infobox tunnel Template:Location map The Mount Macdonald Tunnel is in southeastern British Columbia, on the Revelstoke–Donald segment. This single-track Template:Convert tunnel, which carries the Canadian Pacific Kansas City (CPKC) main line under Mount Macdonald in the Selkirk Mountains, handles most westbound traffic, whereas the Connaught Tunnel handles mostly eastbound. The tunnel was opened by the Canadian Pacific Railway (CP) in 1988.

Shortcomings of the Connaught Track

By the 1970s, it was evident that the Connaught Tunnel alone could not meet the increasing traffic demands. The major growth opportunities were primarily in the bulk commodities of coal, sulphur, and potash.Template:Sfn In 1980, the estimated construction cost of $300 million was almost 20% of CP's gross income for 1979. Furthermore, westbound grain transportation had been an ongoing liability for the railways. Consequently, CP was unwilling to proceed with a new tunnel unless the Crow Rate, which did not cover the variable cost of grain movement, was addressed.Template:Sfn In response, the federal government gradually increased this rate from 1983, before abandoning rate regulation in 1993.

The need for pusher locomotives was another encumbrance. During the pusher station's existence, six engineers, six maintenance workers, and nine locomotives were based at Rogers. Five-unit engines were used on heavy trains carrying grain, coal, and potash. Four-unit engines were used on other freights.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> A significant grade improvement would eliminate the need for pushers.

Proposals

To enable the reintroduction of double tracks, three schemes required a Template:Convert lowering of the Connaught Tunnel floor, complemented by a new approach to serve the east portal:

• south side of the Beaver Valley with a loop up to the portal.
• higher than the existing track, requiring higher bridges over the five major streams, before levelling to the portal.
• below the existing track from Rogers with 1.0% grade to Stoney Creek, followed by two Template:Convert spiral tunnels up to the portal.

However, lowering the floor would be extremely difficult while maintaining traffic flow.Template:Sfn

Three schemes offered a straight new tunnel at a lower elevation:

• approximating the Template:Convert tunnel as built.
• a Template:Convert tunnel from about the chosen west portal to about the Mount Shaughnessy Tunnel south portal.
• a Template:Convert tunnel from about Template:Convert west of Loop Creek to about the chosen east portal.Template:Sfn

Mike Wakely, Regional Engineer, Special Projects, suggested the selected option, which provided a 1.0% grade from Rogers, and a west portal Template:Convert west of Glacier station. The budget, including approaches, was $600 million.Template:Sfn In 1975, preparatory work began in earnest.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Macdonald Track

The Template:Convert route of surface track and tunnels, within a Template:Convert wide right-of-way, uses continuous welded rail.Template:Sfn

Macdonald Tunnel route
Mile	Location			Mile	Location			Mile	Location
68.3	Fraine	a|[1]}}		74.5	Gully bridge			78.6	Connaught Creek bridge	i|[2]}}
68.6	Cupola Creek bridge	b|[3]}}		75.0	Surprise Creek culvert			79.3	Bear Creek	j|[4]}}
69.4	Alder Creek culvert	c|[5]}}		75.0	Wakely	e|[6]}}		79.4	Mt. Macdonald Tunnel (E. portal)
71.3	Mountain Creek bridge	d|[7]}}		76.5	Stoney Creek bridge	f|[8]}}		84.9	Macdonald	k|[9]}}
73.7	Cedar Creek culvert			77.1	John Fox viaduct	g|[10]}}		88.5	Mt. Macdonald Tunnel (W. portal)
74.2	Raspberry Creek culvert			78.0	Mount Shaughnessy Tunnel	h|[11]}}		89.9	Ross Peak

^a{{#if:| }} . Connaught Track and Macdonald Track diverge;Template:Sfn named for former Pacific Region V.P.;Template:Sfn previously called Rogers.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
^b{{#if:| }} . Length: Template:Convert; two span; double track;Template:Sfn Cana Construction<ref name=Cana>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> completed in July 1984.Template:Sfn
^c{{#if:| }} . Connaught Track had to be moved Template:Convert into the mountainside along this section to accommodate the new lower track.Template:Sfn
^d{{#if:| }} . Length: Template:Convert; 2 × 250-ton spans. Height: about Template:Convert below Mountain Creek bridge on Connaught Track.Template:Sfn Cana Construction<ref name="Cana" /> completed in fall 1985.Template:Sfn
^e{{#if:| }} . A Template:Convert siding;<ref name=TT03>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> named after Mike Wakely, a former chief construction engineer, who oversaw the years of preparatory work, but retired before the work was properly underway, and died soon after, never to see the completed project.Template:Sfn
^f{{#if:| }} . Length: Template:Convert; seven spans. Height: about Template:Convert below Stoney Creek bridge on Connaught Track.Template:Sfn
^g{{#if:| }} . Length: Template:Convert; Pitts Engineering Construction began work in 1985;Template:Sfn 45 × Template:Convert steel spans, each weighing 82 tonnes; brought from Calgary via the Crowsnest Pass, because too wide for the Spiral Tunnels,Template:Sfn and unloaded at the south end of the new Stoney Creek bridge;Template:Sfn supported on 44 custom-designed piers and two abutments; pier heights range from Template:Convert to Template:Convert; cut and fill not adopted because it would undermine Connaught Track above, and encroach on highway below;Template:Sfn spans installed from early 1987 to that July;Template:Sfn walkway on north side;Template:Sfn named after John Fox.Template:Sfn
^h{{#if:| }} . Length Template:Convert.Template:Sfn
^i{{#if:| }} . Length Template:Convert; single span;Template:Sfn comprises a pair of 70-ton deck plate girders, offloaded near the east portal of the Connaught Tunnel, and hauled up to the highway and down to the site;Template:Sfn Cana Construction built.<ref name="Cana" />
^j{{#if:| }} . A railway point.<ref name="TT03" />
^k{{#if:| }} . A railway point.<ref name="TT03" />

Construction

File:Mount-Macdonald-Tunnel.jpg

West portal (construction phase)

CP built a substation in Revelstoke and from it constructed a 35 kV operating distribution line along the railway right-of-way; originally built using both 69 kV insulators and construction standards.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

On August 27, 1984, the Selkirk Construction joint venture (comprising S.A. Healey, Foundation Company of Canada, and Atlas Construction) began blasting from the east portal.Template:Sfn By mid-October, sufficient room existed to install their Template:Convert, Template:Convert tunnel-boring machine (TBM). In December 1985, the tunnel passed Template:Convert below the Connaught one, almost directly beneath the mountain peak.Template:SfnTemplate:Sfn On completion, Selkirk Construction had advanced Template:Convert westward.

On October 5, 1984, the Manning-Kumagai (MK) joint venture (comprising Manning Construction and Kumagai Gumi) began from the west portal. Using the drilling and blasting method, 30 men, rostered in 3 shifts, completed Template:Convert eastward. Meanwhile, the highway was temporarily relocatedTemplate:Sfn to construct a Template:Convert reinforced concrete box in a cut-and-cover trench. This structure carries both the highway and protects the portal from avalanches.Template:SfnTemplate:Sfn In 1985, the words "Mount Macdonald Tunnel 1988" were stamped into the concrete cladding above the portal.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The eastern work camp was near the Mount Shaughnessy Tunnel, and the western one at Flat Creek. A third camp for summer surface workers existed near Rogers.Template:Sfn

File:Mount-Macdonald-Tunnel (2).jpg

Work train (construction phase)

Breaking through on October 24, 1986, the approaching tunnels joined. Cementation Canada sank the Template:Convert, Template:Convert ventilation shaft. MK drilled and blasted the gate chamber below, and air tunnels to, this shaft. After concrete lining, the tunnel height is Template:Convert, and the width is Template:Convert on the straights, and Template:Convert on the curves. In September 1988, the final track concrete was poured.Template:Sfn The paved concrete track (PaCT) rests on a Template:Convert, Template:Convert reinforced concrete slab.Template:Sfn The height clearance can accommodate any future electrification.Template:Sfn

A fleet of 50 dump cars were built exclusively for the project. About 5,000 tons of material were removed daily from the western side. Parks Canada allowed some dumping about Template:Convert from the portal, creating a bed for track twinning. The remainder was dumped outside the park boundary at various proposed double-tracking sites between Golden and Revelstoke. The Template:Convert of rubble produced daily at the eastern end was dumped into a large depression to create the grade.Template:Sfn Minus the Template:Convert bridge, this fill covered the Template:Convert distance to the Mount Shaughnessy Tunnel.Template:Sfn

Tunnel ventilation

Because of the tunnel's length and lack of electrification, it uses a ventilation system consisting of a series of huge fans which clear the tunnel of diesel exhaust left behind by the locomotives. The tunnel also has large doors at the portals and the mid-point which can open and close whenever the tunnel needs to be cleared out.

The purpose of the ventilation system is to prevent locomotives overheating and remove air pollutants. The opening and closing of the gates at the portals and mid-point assists the extraction process.Template:Sfn The mid-tunnel gate structure stands inside a Template:Convert, Template:Convert, and Template:Convert cavern. In a power failure, counterweights return all gates to the up position. Each gate has a central wooden panel designed to break if struck by a train. Although monitored at the Revelstoke control centre, the ventilation system is computer controlled, and adjusts to the type and size of train.Template:Sfn Standing at the top of the shaft, near the Rogers Pass highway summit, the ventilation building houses four fans, a standby Template:Convert diesel generator, and two elevators. Used by maintenance staff, each open cage takes Template:Frac minutes to slowly descend an open elevator shaft to tunnel level.Template:Sfn A straight tunnel would have made the shaft location clearly visible from the summit monument. To hide the complex, a slight kink was made in the tunnel alignment.Template:Sfn

Operation

On November 9, 1988, the first official train travelled the Macdonald Track westward. About Template:Convert west of the west portal, R.S Allison, CP president, connected the last track clip.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> On December 12, 1988, the first revenue train, hauling coal, passed through the tunnel, and saved an hour on the journey.Template:Sfn The official opening of the $422 million tunnel was in May 1989.<ref name=5May89>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The crest at the west portal is Template:Convert lower than the Connaught crest.Template:Sfn The 0.7% gradient westwardTemplate:Sfn eliminated the need for pusher locomotives. Nowadays, locomotives can climb the grade at Template:Convert.Template:Sfn Loaded coal trains travel at Template:Convert through the tunnel. To ensure frequency vibrations do not cause damage to the track structure, the speed limit for all traffic is Template:Convert.<ref name=PaCT>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Maintenance

CP repairs Template:Convert of PaCT each year. Drain holes cored down to a longitudinal collector drain under the tunnel reduce failures from excessive surface water. Slab cracking, owing to insufficient lateral and longitudinal reinforcing in the PaCT slab, can be repaired with epoxy resin in minor cases. Injecting the resin restores structural integrity. Slab removal and replacement is needed in serious cases. From 1993 to 2020, a total of Template:Convert of PaCT were replaced in the two tunnels.<ref name="PaCT" />

The hardware for power, communications, and signalling is obsolete. The slow ventilation systems can take 45 minutes to purge the air after each train. In 2019, consultants were advising on possible improvements, but it will probably take 5 to 10 years to modernize the tunnel.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Notability

Twelfth longest railway tunnel when opened:
Seikan Tunnel (1988) (Japan) Template:Convert
Daishimizu Tunnel (1982) (Japan) Template:Convert
Simplon Tunnel (1906) (Switzerland) Template:Convert
Shin Kanmon Tunnel (1975) (Japan) Template:Convert
Apennine Base Tunnel (1934) (Italy) Template:Convert
Rokkō Tunnel (1972) Template:Convert
Furka Base Tunnel (1982) (Switzerland) Template:Convert
Haruna (1982) Template:Convert
Monte Santomarco Tunnel (1987) (Italy) Template:Convert
Gotthard Tunnel (1882) (Switzerland) Template:Convert
Nakayama (1982) Template:Convert
Mount Macdonald Tunnel (1988) Template:Convert

However, it took the title from the Cascade Tunnel (1929) Template:Convert as the longest railway tunnel in the North America. The project was the largest CP expansion of capacity since the building of the transcontinental in the early 1880s.<ref name="5May89" /> In 2016, the tunnel was inducted into the North America Railway Hall of Fame.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Tunnel 4 of the Cuajone–El Sargento line in Peru is of similar length, and which is the longer of the two is disputed.

Accidents

2005: While clearing ice in the tunnel, an employee died when struck by a falling Template:Convert chunk.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

2019: An avalanche descending upon a stopped train at Wakely derailed seven container-carrying flatcars.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

References

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