was surveyed in spring of 1886. There were three switchbacks on each side of the Cascades, and a great double horseshoe at the summit. Construction of the switchback was plagued by snowfall, and a cut through snow deep was required at the summit. The switchback included a mile of solid log cribbing, of snowsheds, and 31 trestles. When the ground thawed in the spring of 1887, it shifted and settled the newly laid track, requiring more work. The Northern Pacific spent $15,000 () on laborers' protection during the switchback's construction. To operate the line the Northern Pacific ordered the two largest steam locomotives in the world (at that time). Despite their size, the steep grades meant one locomotive was stationed at each end of their five-car trains. Trains took an hour and fifteen minutes to traverse the switchback, a brakeman riding the rooftops every two cars. The first experimental train over the switchback was on June 6, 1887. The first scheduled passenger train over the switchback arrived in Tacoma at 7:15 pm on July 3, 1887. Even after the completion of the tunnel, the switchback was reopened for brief periods in the 1890s as maintenance was carried out below. Stampede Tunnel First tunnel location made by James T. Kingsbury, Assistant Engineer, August 1882. Other tunnel lines were run by the following named engineers, but all had practically the same initial point at the west end: John A. Hulburt, John Quincy Barlow, and F.C. Tucker. Final location made by William H. Kennedy. J.Q. Jamieson was Assistant Engineer in charge from the commencement of work until October 23, 1887, when he was succeeded by Edwin Harrison McHenry (later chief engineer of the Northern Pacific), who continued in charge until the completion of the tunnel, snowsheds and sidetracks at both ends of the tunnel. F.M. Haines was transitman on the west end and Andrew Gibson on the east end during the entire time the tunnel was under construction. N.B. Tunder was the contractor's Superintendent on the west end and Captain Sidney J. Bennet, a brother of the contractor, was superintendent on the east end. The Contract for driving the tunnel was awarded to Nelson Bennett January 21, 1886. Work commenced on east heading with hand drills on February 13, 1886. Air drills were introduced June 18, 1886. Average daily progress with hand drills—3.52 lineal feet. Average daily progress with air drills—5.8 lineal feet.