costs for double tracking the summit. Tunnels Three schemes were considered. In 1912, Thomas Kilpatrick, superintendent of the Mountain Subdivision, suggested a tunnel, which would have shortened the line by , reducing the pusher gradient by on the east slope and on the west one. This alignment would have eliminated the bridges at Mountain, Surprise and Stoney creeks, but was rejected owing to perceived construction deadlines, and a route beneath the headwaters of the Illecillewaet River, vulnerable to leakage. The deadline and route fears proved suspect. F.F. Busteed, general superintendent of the Pacific Division, proposed a tunnel, which would have shortened the line by , reducing the pusher gradient by on the east slope and on the west one. John G. Sullivan, chief engineer, recommended a tunnel, similar to, but more expensive than, the Busteed one. All proposals eliminated the Loops on the west slope of the pass route. Proposal & tender The stated advantages were three-fold. Primarily, the tunnel lowered the grade. Secondly, it shortened the distance. Thirdly, it bypassed an avalanche prone zone. The specified alignment would lower the track summit from to , shorten the line by , reduce the pusher gradient by on the east slope and on the west one, and eliminate the Stoney, Surprise, and Mountain creek bridges. The tunnel grade would be 0.95 per cent westward. At the west portal, the route required a diversion of the Illecillewaet River for about . Let out to tender in April 1913, the bids received were unacceptably high. It was immediately retendered as a cost-plus contract, with bonus and penalty clauses. After negotiations with the lowest bidder, the contract was awarded to Foley, Welch and Stewart (FW&S) in July 1913. Construction Rogers Pass shows the summit route details. Only the crest and eastern slope of the tunnel route is underground. The primary construction camp was near the western portal, a secondary one near the eastern portal, and a minor one at Bear Creek. The western portal one, housing 300, was approached either from Loop Spur or the government road from Glacier House. The eastern portal one, housing 200, had only rail access. Both comprised a police post, small hospital, general store, offices, apartments, bunkhouses, kitchen, dining hall, and lounge, with electric lighting, and plumbing for water and sanitation. Operating three shifts daily, a pioneer tunnel advanced from each end, from which cross cuts were made to