June 12, 2025 - Driving to Alaska
Falls
Leaving Emerald Lake, we continued southwest on the Trans-Canada Highway through Yoho NP.  We stopped to see the Natural Bridge.
   
The Kicking Horse River rages behind me.
   
A friendly couple says hi.
   
Looking at the Natural Bridge from the side.
   
Looking downstream.
   
A good look at the Natural Bridge.
 
The bridge is formed by the erosion of the limestone rock by the rushing waters of the Kicking Horse River behind what was once a more standard waterfall. Over time, the constant flow of water over thousands of years wore away at the rock, creating a hole in the limestone behind the falls. As the hole grew larger, the river began to flow through it, creating the tunnel that we see today. The result is a beautiful and unique natural structure that is truly one of a kind
   
The Natural Bridge from another angle.
   
The man-made bridge.
   
Back on the Trans-Canada Highway, now heading south.
   
Driving alongside the Kicking Horse River.  The Canadian Pacific Railroad came through Kicking Horse Pass also.
   
 
   
The trailhead for Wapta Falls.  The trail is 1.4 miles each way to the falls.  We can handle that.
   
The trail is flat, which we appreciate, especially after yesterday's hard hike uphill.
   
Looking down at Kicking Horse River.
   
We arrive at the falls.
   
I must say, Wapta Falls are more impressive than I had anticipated.
   
It's not Niagara Falls but it's better than most.
   
Yay, Wapta Falls.
   
 
   
Heading back now.  For awhile, it looked like we might get rained on.  But thankfully the rain held off.
   
An unusual burl on a slider tree.
   
It's late afternoon and we are out of time to do any more hikes.  We head back to Lake Louise on the Trans-Canada Highway.  On the way we stop at an overlook where you can see the famous spiral tunnels of Kicking Horse Pass.
   
But there were lots of informative placards which told the interesting history.
 
 
   

Kicking Horse Pass was the most difficult piece of railway track on the CPR's route.

To complete the Pacific railway as quickly as possible, a decision was made to delay blasting a lengthy 1,400-foot tunnel through Mount Stephen and instead build a temporary 8-mile line over it. Instead of the desired 2.2% grade (116 feet to the mile) a steep 4.5% grade was built in 1884.  this grade was twice the percentage normally allowed for a downhill track; in fact, it was one of the steepest adhesion railway lines anywhere. (4.5% = 1 in 22).

It descended from Wapta Lake to the base of Mount Stephen, along the Kicking Horse River to a point just west of Field, then rose again to meet the original route.

A price was paid;  disasters occurred with dismaying frequency.

The improvement project was started in 1906.  The route decided upon called for two tunnels driven in three-quarter circles into the valley walls. The higher tunnel, "number one", is 3,250 ft in length and runs under Cathedral Mountain, to the south of the original track. When the new line emerges from this tunnel it has doubled back, running beneath itself and 50 ft lower. It then descends the valley side in almost the opposite direction to its previous course before crossing the Kicking Horse River and entering Mount Ogden to the north. This lower tunnel, "number two", is 2,920 ft in length and the descent is again about 49 feet. From the exit of this tunnel the line continues down the valley in the original direction, towards Field. The constructions and extra track effectively double the length of the climb and reduce the ruling gradient to 2.2%. The new distance between Field and Wapta Lake, where the track levels out, is 11+1⁄2 miles.

Work started in 1907. The labour force amounted to about 1000 and the cost was about $1.5 million.  The spiral tunnels were opened on September 1, 1909.

Well, you can't see them very well from the ground.   We're looking northwest at the rainroad curving into the Lower Tunnel.
   
 
   
 
   
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