St. Clair Tunnel

St. Clair Tunnel

View of the original tunnel (closed in 1994) from a 1907 postcard
Overview
Official name Paul M. Tellier Tunnel (second tunnel)
Location St. Clair River between Port Huron, Michigan and Sarnia, Ontario
Coordinates 42°57′30″N 82°24′38″W / 42.95833°N 82.41056°W / 42.95833; -82.41056Coordinates: 42°57′30″N 82°24′38″W / 42.95833°N 82.41056°W / 42.95833; -82.41056
Operation
Opened 1891 (first tunnel)
1994 (second tunnel)
Closed 1994 (first tunnel)
Operator Canadian National Railway
Technical
Length 6,025 feet (1,836 m) (first tunnel)
6,129 feet (1,868 m) (second tunnel)
No. of tracks Single (each tunnel)

Location on a map of Michigan

Designated October 15, 1970[1]
Reference no. 70000684
Designated April 19, 1993[2]
Built 1889
Architect Beach,Alfred; Hobson,Joseph
Governing body Private

The St. Clair Tunnel is the name for two separate rail tunnels which were built under the St. Clair River between Sarnia, Ontario and Port Huron, Michigan. It was the first full-size subaqueous tunnel built in North America.[3] (By full-size it is meant that it allowed a railroad to run through it.)

First tunnel (1891-1995)

The St. Clair Tunnel Company opened the first tunnel in 1891. The company was a subsidiary of the Grand Trunk Railway (GTR), which used the new route to connect with its subsidiary Chicago and Grand Trunk Railway, predecessor to the Grand Trunk Western Railroad (GTW). Before the tunnel's construction, Grand Trunk was forced to use time-consuming rail ferries to transfer cargo.

The tunnel was an engineering marvel in its day and designed by Joseph Hobson.[4] The development of original techniques were achieved for excavating in a compressed air environment. The Beach tunnelling shield, designed by Alfred Ely Beach, was used to assist workmen in removing material from the route of the tunnel and left a continuous iron tube nearly 7,000 feet (2,100 m) long.[5] Freight trains used the tunnel initially with the first passenger trains using it in 1892.

The tunnel measured 6,025 feet (1,836 m) from portal to portal. The actual width of the St. Clair River at this crossing is only 2,290 feet (698 m). The tube had a diameter of 19 feet 10 inches (6.05 m) and hosted a single standard gauge track. It was built at a cost of $2.7 million.

Locomotives

Electric-powered St. Clair locomotive, at Port Huron.


Steam locomotives were used in the early years to pull trains through the tunnel, however concerns about the potential dangers of suffocation should a train stall in the tunnel led to the installation of catenary wires for electric-powered locomotives by 1907. The first use of electric locomotives through the tunnel in regular service occurred on May 17, 1908.[6]

In 1923, the GTR was nationalized by Canada's federal government, which then merged the bankrupt railway into the recently formed Canadian National Railway. CN also assumed control of Grand Trunk Western as a subsidiary and the tunnel company and continued operations much as before.

The electric-powered locomotives were retired in 1958 and scrapped in 1959 after CN retired and scrapped its last steam-powered locomotives on trains passing through the tunnel. New diesel-powered locomotives did not cause the same problems with air quality in this relatively short tunnel.

Freight cars

After the Second World War, railways in North America started to see the dimensions of freight cars increase. Canadian National (identified as CN after 1960) was forced to rely upon rail ferries to carry freight cars, such as hicube boxcars, automobile carriers, certain intermodal cars and chemical tankers, which exceeded the limits of the tunnel's dimensions.

The tunnel was designated a Civil Engineering Landmark by both the Canadian and the Societies of Civil Engineers in 1991.[3]

The tunnel was declared a U.S. National Historic Landmark in 1993.[2][3]

Second tunnel (1995-present)

By the early 1990s, CN had commissioned engineering studies for a replacement tunnel to be built adjacent to the existing St. Clair River tunnel. In 1992, new CN president Paul Tellier foresaw that CN would increase its traffic in the Toronto–Chicago corridor. The Canada-U.S. Free Trade Agreement was implemented in 1989 and discussions for a North American Free Trade Agreement between Canada, the United States and Mexico discussions were underway at that time (NAFTA was implemented in 1994). It was only logical that import/export traffic on CN's corridor would increase dramatically.

In 1993 CN began construction of the newer and larger tunnel. Tellier declared at the ceremonies:

"[the] tunnel will give CN the efficiencies it needs to become a strong competitive force in North American transportation"

Unlike when the first tunnel was hand dug from both ends, an earth boring machine called the Excalibore made by the Lovat Tunnel Equipment Inc. was used. It started on the Canadian side and dug its way to the U.S.

The tunnel opened later in 1994 whereupon freight and passenger trains stopped using the adjacent original tunnel, whose bore was sealed. The new tunnel was dedicated on May 5, 1995 and measures 6,129 feet (1,868 m) from portal to portal with a bore diameter of 27 feet, 6 inches (8.4 m) with a single standard gauge track. It could accommodate all freight cars currently in service in North America, thus the rail ferries were also retired in 1994 at the time of the tunnel's completion and opening for service.

On November 30, 2004, CN announced that the new St. Clair River tunnel would be named the Paul M. Tellier Tunnel in honour of the company's retired president, Paul Tellier, who foresaw the impact the tunnel would have on CN's eastern freight corridor. A sign now hangs over each tunnel portal with this name.

Construction Documentary DVD

CN sponsored the production of documentary videos during the construction of the new tunnel. The videos, produced by LTS Productions, have been compiled into a DVD titled St. Clair Tunnel Documentary Collection.[7] Footage shows all phases of construction including excavation, segment production, tunnel boring machine assembly, mining operations, shaft construction, and the breakthrough of Excalibore into Port Huron. The narration addresses the methods, materials, design and engineering challenges of building the tunnel. Highlights include a ride into the old tunnel and a full, summit-to-summit test run through the newly completed second tunnel.

See also

References

  1. ↑ Staff (2007-01-23). "National Register Information System". National Register of Historic Places. National Park Service.
  2. 1 2 "St. Clair River Tunnel". National Historic Landmark summary listing. National Park Service. Retrieved 2008-05-02.
  3. 1 2 3 Robie S. Lange (February 1993). "National Register of Historic Places Inventory-Nomination: St. Clair River Tunnel / St. Clair Railroad Tunnel" (pdf). National Park Service. (includes diagrams) and Accompanying two photos, from 1992 PDF (32 KB)
  4. ↑ Kane, Anzovin & Podell 1997, p. 232.
  5. ↑ "The St Clair Tunnel". Hardware. 7 Mar 1890. Retrieved 19 April 2013.
  6. ↑ "Significant dates in Canadian railway history". Colin Churcher's Railway Pages. 2006-03-17. Retrieved 2006-05-17.
  7. ↑ http://www.LTSvideo.com/tunnel.htm Archived July 1, 2009 at the Wayback Machine

Sources

External links

Wikimedia Commons has media related to St. Clair River Tunnel.
This article is issued from Wikipedia - version of the Saturday, January 23, 2016. The text is available under the Creative Commons Attribution/Share Alike but additional terms may apply for the media files.