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Maps show the location of the Trans-Canada Trail
on the abandoned KVR route through Myra Canyon.
A route info sign is located at each end of Myra
Canyon.
First view across the canyon from the eastern
side.
Photo of trestles 17, 16, 15, and 14 taken from the
trail.
Eastern-most tunnel with timber
cribbing on one end.
Minor rock fall between east tunnel and trestle
number 11.
Carol Fingler fell to her death from this trestle in
1994.
The West Tunnel's portal as seen from trestle
10.
Flat furry resident of the western tunnel.
Last winter's slide now has a bypass route cleared around
it.
Rock retaining wall just east of the old water tank
footings.
Discarded wood from trestle 7 litters the canyon
floor.
This shot looks directly west across the canyon at trestle
4 from trestle 7.
This is trestle 6, the higest on the route, above the West
Fork and Pooley Creek.
Trestle 6 from the opposite western end.
The abandoned 1912 trestle lies beneath the trail's bypass
over an old slide area.
Marked by a signpost, these are the remains of Ruth
Station.
A mapping software file may be obtained from this
page.
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Myra
Canyon
The Kettle Valley Railway, known as "McCulloch's Wonder", was created by
the Canadian Pacific Railway. It wound its way across southern British Columbia
from Hope to the Crow's Nest Pass near the border with Alberta. It is now part of the
Trans-Canada Trail system. Myra Canyon became better known in 1974
through the release of the CBC (Canadian Broadcasting Corporation) television series
named the National Dream,
spawned from Piere Burton's book of the same name.
KVR History
The Canadian Pacific Railway was completed across Canada on
7 November 1885 and by the 1890s construction commenced south from
Sicamous on the main line towards Okanagan Landing at the north end of Okanagan Lake.
Stern wheel ships plied the lake between Okanagan Landing and Pentiction thereby
connecting Penticton to the outside world.
With the discovery of minerals and timber in southern British Columbia population
centers grew, bringing a demand for a southern east-west rail route
across BC's sea of mountains. Because the mountain chains run roughly
north-south, construction along the valleys was less costly and simpler.
The American, J.J. Hill, with his Great Northern Railroad was one of the
first to penetrate the region from the United States.
Shaughnessy, then head of the CPR, saw this as a threat to the CPR and commenced
construction through the Crow's Nest Pass westward towards Midway. In 1901 a charter
was granted for construction of the Kettle River Valley Railway (KRVR) to connect a
mine at Republic, and a smelter at Grand Forks. Shaughnessy, using this charter as
his legal basis, began survey work in 1910 from Midway to Penticton and the newly
named Kettle Valley Railway was born.
A year later work west of Penticton was commenced towards the Coquihalla Canyon and
Hope. On 30 May 1915 the Coast-to-Kootenay
connection became a reality.
Kettle Valley traffic began to dwindle in 1949 when the Hope Princeton Highway opened.
By 1962 tracks through the Coquihalla had been removed. In January of 1964 the last
passenger train ran from Merritt to Penticton, onto Midway, and finally into Nelson.
Kettle Valley Railway passenger service was over but segments
of KVR territory remained in freight service until 1989.
Shaughnessy had chosen Andrew McCulloch as the Chief Engineer for the construction of
the KVR. This man, who oddly chose to name stations along the route with Shakespearean
names, had to oversee many construction difficulties through this mountainous region
of BC. McCulloch hiked the country to get the lay of the
land, and to determine which side of the mountain to put the line, but it was
subordinates who actually surveyed the grade. McCulloch usually made personal field
surveys with a transit only where unusually difficult problems arose. The Quintette
Tunnels in all probability were not personally located by Andrew McCulloch. There is
evidence to suggest that Great Northern Railroad engineers may have made the first
location.
120 rail miles to the east of the Quintette Tunnels lies Lake Okanagan.
Myra Canyon is still further east of Pentiction and is reached by a twisting rail
route ascending from Okanagan Lake to nearly 4,200 feet at Myra. The Myra Canyon
trail alone contains 18 trestles and 2 tunnels.
Myra Canyon Today
To get a feel for the KVR's route through Myra Canyon ride a bike along its 12
kilometer length. A lazy ride with photo stops takes about 90 minutes each way. The
bike trip will give you a great appreciation for the difficult construction works
required in the canyon.
The nearest road access to the canyon may be reached from Kelowna by heading south
along Lakeshore Road, also named Pandosy Street. Approximately 2 1/2 kilometers from
Highway 97 in the city center look for a street named KLO Road. KLO Road winds gently
upward past orchards and golf courses until it becomes McCulloch Road. McCulloch Road
is paved but rough in spots when it narrows to only one lane where it makes a
switchback in a narrow canyon. After 15.8 kilometers from Kelowna it intersects the
Myra Canyon Forest Service Road. Watch for a sign naming Myra Canyon at this junction.
The service road is washboard gravel and climbs steeply from this 2,100 foot elevation
through several switchbacks for 8.5 kilometers until reaching Myra, at 4,200 feet
elevation.
The Trans-Canada Trail along the old KVR right-of-way
through Myra Canyon was blocked by two slides
sometime during the winter of 2002-2003. In early May bikers were on the
trail but had to carry their bikes around or over these slides. Volunteers from the
"Myra Canyon Trestle Restoration Society", and members of the federal
"Making Educated Environmental Tracks Project", constructed a detour around
one slide and cleared a path through the rubble of the second.
On the morning of 15 May 2003 the dawn temperature was -2 degrees
celcius without frost due to the dryness in this sub-alpine area. Myra is
named for Myra Newman, the daughter of a KVR Engineer. A section house was located
next to a passing track at this location therefore the current
right-of-way is quite wide at this point. There is a large dusty gravel
parking area between Myra and Mile Zero of the canyon route. Concrete markers are
placed a kilometer apart along the entire canyon route.
Travelling westbound from the zero marker (That's railway westbound. The KVR runs
east and west between Midway and Hope. Geographically, the route actually heads south
from this point.) along the route the grade descends imperceptably from Myra to Ruth.
It's a short bicycle ride before you first enter the canyon and immediately see
trestles on the opposite side. Tracing the route with your eye you can see the
right-of-way makes a long switchback south into Myra Canyon to lose
elevation on its descent towards Ruth, Chute Lake, and eventually Penticton. Don't be
intimidated by the length of the bike ride you see before you, the kilometers pass
quickly enough along the trail.
The route crosses 18 trestles that are numbered from west to east. The majority are
timber construction, but there are steel structures too. Two short rock tunnels
create cool shade on hot summer days. The eastern-most tunnel has been
reinforced with new timber cribbing to support crumbling overhead granite.
The most impressive bridge on the route has to be the West Fork Canyon steel trestle
located slightly past the halfway mark. It is a curving structure built 55 meters
high over the western fork of the canyon.
There is a trestle bypass over the original 1914 trestle
located between trestles 2 and 3. The railbed was relocated across a slide path
leaving the remains of the original trestle below with its top two tiers removed.
Small signs describe points of interest along the way. Look carefully and you will
spot old water tank footings, rotten log cribbed retaining walls, stone retaining
walls constructed without mortar, and abandoned building foundations.
Ruth Station which was named for one of Andrew McCulloch's daughters is now a heap of
rotting boards over a concrete foundation. The site lies at the end of Myra Canyon
just past the 12 kilometer point. A Richardson ground squirrel is the only remaining
inhabitant of the station.
CPR Number 136
CPR number 136 is a Standard
4-4-0 steam locomotive class number A2m. One of only four similar engines
still remaining today and one of only two still operative. She may be found at the
South Simcoe Railway station located near Tottenham, Ontario. The other operative
4-4-0, number 133 now
runs as Prairie Dog Central 3 out of Winnipeg. The two inoperative examples are number 29, inoperative due to
an enginehouse fire, but cosmetically restored and displayed in front of Candian
Pacific's corporate headquarters in Calgary, Alberta, and number 374 found
in Vancouver, British Columbia, on display at the old Drake Street Roundhouse, now a
community center.
Specifications No. 136
Manufacturer
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Rogers Locomotive Co.
Patterson NJ USA
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Built
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1883
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Serial number
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3332
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Boiler pressure
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160 psi
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Cylinders
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17 x 24 inches
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Drivers
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63 inches
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Tractive effort
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15,000 pounds
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Fuel
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Coal
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Weight on drivers
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65,000 pounds
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Loaded Weight
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100,000 pounds
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Click to
enlarge this
locomotive
diagram
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The Canadian Pacific Railway utilized four numbering series for its steam locomotives
over the years. Omer Lavallee called these groups; Series I, Series II, Series IIa,
and Series III. Series I included engines from 1881 to 1908. Series II began in 1905.
Series IIa had a false start in 1912 and contained only 48 locomotives. Series III was
put in place between 1912 and 1914 and was the last major renumbering of CPR steam
locomotives. As engines were rebuilt, upgraded, or scrapped during their lifetimes
they may have passed through several renumberings. This is a complex subject. You
should refer to Omer Lavallee's book titled "Canadian Pacific Steam
Locomotives" published in 1985 for detailed information.
Today's Number 136 began life in 1883 at the Rogers Locomotive Company in Patterson,
New Jersey, USA. She had builders number 3332 and was constructed as a
4-4-0 type commonly known as an "American" in America but
called a "Standard" in Canada. There were no classification numbers at that
time. Seventeen by twenty-four inch cylinders pushed
sixty-two inch driving wheels. In May of 1907 the driving wheel diameter
was increased to sixty-three inches and the engine renumbered 196 in
Series II. She was class A5h at that time. A second renumbering occured in September
1912 into Series IIa as number 115. Finally, in August 1913 she became 136, an A2m
class steam locomotive. The CPR disposed of her in 1960 to one Neil McNish, somehow
ending up in the possession of the Ontario Rail Association and today the South Simcoe
Railway at Tottenham, Ontario.
Number 136 was used in the making of the television series named the National Dream
in 1973. She was modified to an older appearance and
renumbered 148 for several scenes. Here's an interesting anecdote from that filming:
In one particular scene the locomotive pulls a train of soldiers from the East to
crush the Riel Rebelion out West. The train reaches a gap in the incomplete main line
near Lake Superior where the soldiers disembark to march across this ice and snow
filled gap to reach the next section of operating track. They then board a train
pulled by the same engine! The film company obviously neglected to renumber the
engine between scenes.
This circumstance came about due to CBC's request to ship the locomotive complete
with a special non-glare paint job and no numbers for the
non-winter footage shot in Alberta and BC during June. Numbers were
applied using vinyl and changed as required. During 136's return to Toronto she was
used for a double-headed fan trip with Number 1057 to Owen Sound in
October. Her number was painted on for that trip.
The winter scenes were then shot in December on the Nephton Subdivision north of
Havelock in an uncharacteristic early blast of snow and extreme cold. CBC was informed
of the painted numbers but it wasn't until they were about to shoot the first winter
scene that it sunk in. With the large production crew, including Pierre Burton,
already on hand they had little choice but to go ahead and shoot with the painted
numbers. However, they did paint out the number on the smokebox and you may notice it
blank in the winter footage.
7 June 2003 - corrections by Joe Smuin in blue.
Associated Links
The Kettle Valley Railway
Joe Smuin's KVR Project
Joe Smuin's KVR Photo Gallery
Kettle Valley Steam Railway
South Simcoe Railway
Prairie Dog Central Railway
Greater Winnipeg Water District
Engine 374 Vancouver
Canadian Pacific Railway
CPR Locomotive Roster
CP SIG
Cycling the Kettle Valley
British Columbia Trans-Canada Trail
Trans-Canada Trail
The KVR 4x4
Greg's 4WD Page
Bibliography
Brown, Kevin M.
Quintette Tunnels on the Coquihalla Subdivision of the Abandoned Kettle Valley
Railway, The
Government of British Columbia Parliament Buildings Victoria BC
V8V 1X4 - 1981 - Cerlox bound - 8.5 x 11 in - 21.5 x 28 cm - 206
pages.
Description of condition as of 1981 with some history and construction photos.
Proposal to either preserve tunnels as heritage site with interpretive center or
relay track and run steam train excursions. Direct access from Coquihalla Highway
would be denied by Ministry of Highways.
Burton, Pierre
National Dream, The
McClelland & Stewart 900-481 University Ave. Toronto ON M5G 2E9 - 1970 -
Hard cover - 6.5 x 9.75 in - 17 x 25 cm - 439 pages.
Politics during the construction of the CPR.
Burton, Pierre
Last Spike, The
McClelland & Stewart 900-481 University Ave. Toronto ON M5G 2E9 - 1971 -
Hard cover - 6.5 x 9.75 in - 17 x 25 cm - 478 pages.
Politics during the construction of the CPR.
Burton, Pierre
Great Railway Illustrated, The
McClelland & Stewart 900-481 University Ave. Toronto ON M5G 2E9 - 1972 -
Hard cover - 10 x 10.25 in - 25.5 x 26 cm - 336 pages.
Historic photos taken during CPR construction.
Doeksen, G.
Kettle Valley Railway Volume 1
W.A.V.E.S. Box 165 Montrose BC V0G 1P0 - 1981 - Stapled - 8.5 x 11 in - 21.5
x 28 cm - 32 pages.
Collection of author's ink drawings.
Doeksen, G.
Railways of the West Kootenay Volume 2
W.A.V.E.S. Box 165 Montrose BC V0G 1P0 - 1983 - Stapled - 8.5 x 11 in - 21.5
x 28 cm - 36 pages.
Photos and captions.
Doeksen, G.
Railways of the West Kootenay Part 2
W.A.V.E.S. Box 165 Montrose BC V0G 1P0 - 1984 - Stapled - 8.5 x 11 in - 21.5
x 28 cm - 40 pages.
Photos and captions.
Doeksen, G.
Railways of the Boundary
W.A.V.E.S. Box 165 Montrose BC V0G 1P0 - 1985 - Stapled - 8.5 x 11 in - 21.5
x 28 cm - 46 pages.
Photos and captions.
Doeksen, G.
Railways of the West Kootenay Part 3
W.A.V.E.S. Box 165 Montrose BC V0G 1P0 - 1988 - Stapled - 8.5 x 11 in - 21.5
x 28 cm - ? pages.
Photos and captions.
Government of Canada
Report of Mr. R.C. Clute on the Commission to Inquire into the Death of
McDonald and Fraser on the Crow's Nest Pass Railway
Government of Canada Parliament Buildings Ottawa ON - 1899 - Report - 6.5 x
9.75 in - 16.5 x 24.5 cm - 17 pages.
Excellent report details unnecessary deaths of two labourers and shows working
conditions on the Crowsnest Pass railway in 1899.
Government of Canada
Report of the Commissioners Appointed to Inquire into Complaints Respecting
the Treatment of Labourers on the Crow's Nest Pass Railway
Government of Canada Parliament Buildings Ottawa ON - 1899 - Report - 6.5 x
9.75 in - 16.5 x 24.5 cm - 23 pages.
Excellent description of hardships endured by construction workers on the
Crowsnest Pass railway.
Hill, Beth
Exploring the Kettle Valley Railway: By Car, Foot, Skis, Horseback or
Mountain Bike
Polestar Press Ltd. RR 1 Winlaw BC V0G 2J0 - 1989 - Perfect bound - 5.5 x 8.5
in - 14 x 21.5 cm - 108 pages.
Book describes Kettle Valley Railway route in its abandoned condition in 1989.
Hope, Jim
Those Beautiful "C" Liners
Launch Pad Distributors Publishing 7043 Dumphries St. Vancouver BC V5P 3C3 -
1979 - Soft cover - 8 x 11 in - 20.5 x 28 cm - 44 pages.
Photos and captions.
Kennedy, W.G.
Canadian Pacific in Southern British Columbia the Boundry Division
British Railway Modellers of North America 5124-33rd St. Northwest Calgary
AB T2L 1V4 - 1986 - Stapled - 11 x 8.5 in - 28 x 21.5 cm - 30 pages.
Photos and captions. "Gib" Kennedy was a recognized authority on
Canadian Pacific locomotives and rolling stock and a regular contributor on this
subject to Model Railroader magazine. Not only did he build the equipment in many
cases, but he prepared scale blueprints as well. His specialty was HO gauge.
Kennedy, W.G.
Canadian Pacific's Rossland Subdivision
British Railway Modellers of North America 5124-33rd St. Northwest Calgary
AB T2L 1V4 - 1986 - Stapled - 11 x 8.5 in - 28 x 21.5 cm - 26 pages.
Photos and captions.
Lavallee, Omer
Canadian Pacific Steam Locomotives
Railfare Enterprises Ltd. Box 33 West Hill Toronto ON M1E 4R4 - 1985 - Hard
cover - 9 x 12 in - 28 x 21.5 cm - 464 pages.
Oversize book. Excellent work, very comprehensive defining steam locomotive fleet
from beginning to end.
Matheson, George
Vader's Caboose, The
Kettle Valley Publishing Inc. RR 2 Site 2 Comp 19 Lumby BC V0E 2G0 - 1994 -
Perfect bound - 6 x 9 in - 15 x 23 cm - 223 pages.
Somewhat gritty short stories about life and the Kettle Valley Railway.
Riegger, Hal
Kettle Valley and its Railways, The
Pacific Fast Mail Publications PO Box 57 Edmonds WA USA 98020 - 1981 - Hard
cover - 8.75 x 11.25 in - 22 x 28.5 cm - 289 pages.
Oversize book. Excellent coverage of Southern BC operations. Errors in
publication corrected by the late David Wilkie.
Sanford, Barrie
McCulloch's Wonder
Whitecap Books Ltd. 351 Lynn Ave. North Vancouver BC V7J 2C4 - 1977 - Hard
cover - 6.25 x 9.25 in - 16 x 23.5 cm - 260 pages.
Construction of the Kettle Valley route.
Sanford, Barrie
Steel Rails and Iron Men
Whitecap Books Ltd. 351 Lynn Ave. North Vancouver BC V7J 2C4 - 1990 - Hard
cover - 9 x 11.5 in - 23 x 28.5 cm - 165 pages.
Excellent photo book written by the author of "McCulloch's Wonder"
it is a pictorial history ( more than 150 original photos ). A
mile-by-mile story of the birth, life, and death of a railway.
Smuin, Joe
Canadian Pacific's Kettle Valley Railway
Canadian Railroad Historical Association 120 Rue St. Pierre St. Constant PQ
J5A 2G9 - 1997 - Stapled - 11 x 8.5 in - 28 x 21.5 cm - 36 pages.
Photos and captions.
Turner, Robert D.
Steam on the Kettle Valley
Sono Nis Press 1745 Blanshard St. Victoria BC V8W 2J8 - 1995 - Perfect bound -
9 x 7.75 in - 22.5 x 19.5 cm - 120 pages.
Contains previously unpublished photos.
White, John
Driving the Kettle Valley Railway Field Maps and Notes
Publisher unkown - 1995 - Spiral bound - 8.5 x 11 in - 21.5 x 28 cm - 282 pages.
Mainly topographical maps of Kettle Valley route plus crudely drawn maps by
author.
Williams, H.K.
Kettle Valley Railway, the Coquihalla Pass, and Tragedy in the Canyon,
The
Carleton Press Inc. New York NY USA - 1989 - Hard cover - 5.5 x 8.25 in -
14 x 20.5 cm - 32 pages.
A wreck which occured 5 September 1926 in the Coquihalla Canyon.
©
2005 William C. Slim
http://www.okthepk.ca
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