How it is done

Front matter

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32,3

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Chapter I.-RAILROAD ENGINEERING

The significance of the railroad — What the railroad engineer has to do — PreUminary operations — The reconnaissance — "Development " — HeUcal tunnels — Preliminary surveys — Levelling — Contours — The surveyor's life — Location survey — Ranging curves — The theodolite — Several methods of ranging described — Road constmjction — Record tracklaying — Cuttings and embankments — Blasting rock — A trestle through a lake — Snowsheds — Laying the track — Preparing the ties — Standard rails — Driving the last spike on the Canadian Pacific Railway — Rack railways — Jungfrau Railway — Pike's Peak Railway 15

Chapter II.~A RAILWAY THROUGH THE SEA:— TRAIN FERRIES

The Florida Keys — A great project — Difficult surveying — Labor troubles — Embankments made by dredges — Vast quantities of materials transported by sea — A railway of viaducts — Work at Key West — A train ferry to Havana — Other train ferries — Sea ferries — How a train is embarked and landed — Danish ferries — Ferries on the Great Lakes — The Baikal 63

Chapter III.— THE BUILDING OF A BIG SHIP

The ocean liner — Shipbuilding — Two mammoth vessels — Planning a ship — Sheer draught — Detail drawings — Experimental model — The building sheds — The structure of a ship — Keel, frames, floors, and other details — The skin of a ship — Shipwrights at work — Assembling the framework — The plating — Riveting — ■ Preparations for the launch — Moving and standing ways — Greasing the ways — The drags — The launch — The engines of the big ship — ^Huge turbines — Fitting out the ship — The official trials — Ruskin on ships 73

CONTENTS.

Chapter IV.— BRIDGE BUILDING

Bridge versus tunnel — The development of the bridsre — Plank bridge — The open-work girder or truss — ^The bowstring girder — The arch — The suspension bridge — The cantilever principle — Development of same — Advantages of the cantilever 117

Chapter v.— THE FOUNDATIONS OF A BRIDGE

Need for firm foundations— Three methods of obtaining them — The pneumatic caisson — Its use for the Forth Bridge piers — Sinking a caisson — The ejector — The hydrauUc spade — Filling-in a caisson with concrete — Blasting — Deep work with the pneumatic caisson — "Caisson disease" — The deep, open caisson — Cofferdams — Pile-driving 131

Chapter VI. -THE ERECTION OF A TRESTLE BRIDGE

Raising rersws girders building out — The Britannia Bridge — The Gokteik Viaduct, Burma — Transporting the parts froin Pennsylvania to Burma — Quick unloading — The beginning of the bridge — Lowering the parts into position — ^A tall tower — The value of organization . .144

Chapter VII.— SUSPENSION BRIDGES

The great suspension bridges over the East River, New York — The Brooklyn Bridge — Its dimensions and carrying capacity — The cables of a suspension bridge — Problems of their formation — Constructing temporary foot-bridges across the river — Spinning the cable wires — How it is done — Clamping and covering the cables — The Manhattan Suspension Bridge — 23,000 miles of wire — Facts and figures 155

Chapter VIIL-CANTILEVER BRIDGES: THE FORTH BRIDGE.

A glimpse of the Forth Bridge — The cantilevers — The towers — Skewbacks — Balancing the arms— Facts and figures — Preparations for erection — Making the tube' plates — Riveting — The rising platforms — Adjusting the columns — The top chords — Building the cantilever arms — Ticklish work — The suspended girders — Joining up — A dehcate operation — An exciting incident. . . .174

CONTENTS.

Chapter IX.— THE BLACKWELL'S ISLAND BRIDGE

The bridge — Its main features — Gigantic pins — How they put the bridge together — Huge stone supports — The island span — Falsework^Twin travelhng cranes — Making the arms — The capacity of the bridge — A huge arch bridge — JuHus Caesar 191

Chapter X.— A TERRIBLE DISASTER

The Quebec Bridge — Its huge span — Measurements — Erection — An ominous occurrence — The fall of the structure — A tragedy .... 203

Chapter XL— THE DESIGNING OF DAMS.

Great quantities of water wanted for towns, power, and irrigation — Storage necessary — The dam-builder's task — ^Classes of dams — Masonry dams — The earth dam — Some mathematical facts — ■ Centres of gravity and pressure — Further considerations — ^Distribution of pressure — Sir Benjamin Baker's model — Summary. . . 207

Chapter XIL— THE BUILDING OF THE NEW CROTON

DAM.

The growth of New York's demand for water — The new dam; its great size — The Croton River — -Plan of operations — Diversion canal — Removing debris — Cutting the foundations — Dam originally partly an earth dam — Laying the masonry — Stopping springs — Work in cold weather — The earth dam; grave doubts about its safety — Its removal decided upon — The spillway — Clearing the reservoir area — "Pointing" the dam — The dam completed.. 220

Chapter XIII.— HOW THE NILE WAS CURBED.

The valley of the Nile — The Delta Barrage — A failure — British engineers to the rescue — Further schemes — A great survey — The Assyut Barrage — Sir Benjamin Baker's account — Diverting the main channel — The great dam at Aswan — Original plans — A straight dam decided upon — The course of operations — Forming sudds — Pumping out the water — Rapid construction — The lock gates — The sluice gates — Raising the dam 235

Chapter XIV.— SOME NOTABLE RESERVOIRS.

The Catskill Reservoirs — Olive Bridge Dam — The reservoir — Other great storage schemes — The Wachusett Reservoir for Boston —

CONTENTS.

How Manchester, Liverpool, and Birmingham are supplied — An Australian dam — The Barren Jack scheme — An arch dam — Irrigation projects — The Periyar, Tansa, Nira, Khadak\'aria, Marakanave, and Dhukwa dams — Irrigation work dams in the United States — A Mexican dam 259

Chapter XV.— AQUEDUCTS.

Roman aqueducts — -Their principle — The modern aqueduct — "Hydrauhc gradient" — Balancing reservoirs — Siphons — Pipe- joints — Notable aqueducts — The New Croton described — The Catskill Aqueduct — A colossal enterprise — Enormous siphons — The Coolgardie pipe hne — A novel kind of pipe — La>dng the pipe — Pumping the water — Charging the main — Wooden pipe-lines — Some striking examples — A clever piece of work, sliifting a pipe-Une — A curious excavating machine 272

Chapter XVI.— CANALS AND WATERWAYS.

Canals to the front again — The advantages of canals — Two classes of canals — Boat -raising de^'ices — The lock — Mechanical boat-lifts and inclines — Excavating operations — Dredges — Grabs — Steam shovels — Floating excavators — The bucket dredge — The suction • dredge — Protecting the banks — A huge mattress— Ship canals — The Suez Canal — The Manchester Ship Canal — The Kaiser Wilhelm Canal — Some American schemes — A great Canadian project — Its significance 304

Chapter XVII.— THE PANAMA CANAL; IRRIGATION CANALS; A TUBE CANAL.

An intolerable obstacle to shipping — M. Ferdinand de Lesseps forms a company to pierce the Isthmus of Panama — Difficulties encountered — The French cede their rights to the United States — The present scheme — The Gatun Dam — Work in the Culebra cut — The Panama Canal the greatest of all engineering feats — Irrigation canals — A steel-lined canal at Kom Ombo — The Uncompahgre Valley project, Colorado — A long tunnel required — A projected tube canal over the Alps 333

Chapter XVIII.— HARBOR WORKS.

Artificial harbors — Force of waves — Types of breakwaters — Methods of construction — Building-out — Titan cranes — Gantry method —

CONTENTS.

The Dover harbor works — How the work was done — Blockmaking — Building the gantries— Preparing the ground — Diving bells — The island breakwater — The Admiralty pier extension — Aprons — Prince of Wales Pier 350

Chapter XIX.— TUNNELS AND TUNNELLING.

Tunnelling difficult and risky work — Roman tunnels — Explosives and the powder drill — The shield principle — Classes of tunnel- Ung — Mountain tunnels — Surveying — Transferring the centre line down a shaft — Operations underground — Methods of excavating — The Simplon Tunnel — The Brandt rock drill — ^Ventilation — Difficulties encountered and overcome — The headings meet — Accuracy of calculations — Other famous mountain tunnels — The Mont Cenis— The St. Gothard — The Arlberg — The cut-andcover system — The longitudinal trench method — The transverse trench method 376

Chapter XX.— SUBMARINE TUNNELS.

The Severn tunnel — The shield system of tunnelling — Construction of the shield — The front-end, body, and tail — Shields with air-locks — The Rotherhithe tunnel — Sinking the shafts — Driving a "pilot" tunnel — The big shield at work — Advancing the shield — Guiding the shield — Accuracy with which the shield is steered — Some instances — Fighting water — Securing a tunnel with piles — Big tunnelling projects— -The Harlem River tunnel — Building the caisson — Constructing the tunnel under the caisson — Another method tried successfully — The Detroit River tunnel — A double-barrelled tube sunk by sections — How it was done — Connecting up the sections — Covering the sections with concrete 400

Chapter XXL— MINING AND MINES.

Various t5T)es of mines — Shaft sinking — The Kind-Chaudron system — The freezing process adopted for sinking through quicksands — Fitting up the shaft — Hoisting gear — ^Ventilation — Natural circulation of air — Furnace ventilation — Fan ventilation — Unwatering a mine — By tunnels — By siphons — By ejectors — By buckets — By pumps — Breaking ground — Underhand and overhand stopping — Timbering — The Lake Superior iron-ore mines — Two methods of working them — The Kimberley diamond mines

CONTENTS.

— Coal mining — Laying out a coal mine — Post-and -stall method

of getting out coal — Longwall mining — Coal cutting machinery —

, Hauling out the coal — Various systems employed — Hoisting

the wagons ; time-saving devices 437

Chapter XXII.— POWER FROM FALLING WATER.

The pressure of water — The wasted energy of Niagara Falls — Early attempts to use it — Great development — An industrial Niagara — Great installations — Facts about power companies at Niagara — Method of generating power — The Ontario Power Co. — Huge water-pipes — ^A relief weir — Types of turbines — A monster turbine — Future development of water power — High-pressure water-power o 467

HOW IT IS DONE

OR VICTORIES OF THE ENGINEER

Chapter I. RAILROAD ENGINEERING

The significance of the railroad — What the railroad engineer has to do — Preliminary operations — The reconnaissance — ' ' Development ' ' — Helical tunnels — Preliminary surveys — Levelling — Contours — The surveyor's life — Location survey — Ranging curves — The theodolite — Several methods of ranging described — Road construction — Record tracklaying — Cuttings and embankments — Blasting rock — A trestle through a lake — Snowsheds — Laying the track — Preparing the ties — Standard rails — Driving the last spike on the Canadian Pacific Railway — Rack railways — Jungfrau Railway — Pike's Peak Railway.

PKOBABLY the first kind of work that one thinks of in connection with the word ^^ engineering ^' is that of railroad building. That this should be so is due to the fact that railroad engineering is so extremely comprehensive. For the railroad the biggest bridges are built; for it the longest tunnels are driven through mountains and under rivers;

for it huge gaps are blasted through the rock, and mighty embankments thrown across the valley. Then, i6 RAILROAD ENGINEERING.

r.2:ain, the vastness of railroad enterprises grips the imagination. In America folk said, '" We want a quick waj across this continent to the Pacific/' and the Rockies were pierced over and over again. Russia sighed for a port in Pacific waters, and lo ! the Trans-Siberian, trailing its 5,000 miles through steppes, swamps, forests, and mountains. To Britons came a vision of a steel track from Egypt to the Cape ; and the engineers have pushed north and south till the vision has almost become fact. More, they have throTSTi out a great branch from the Victoria ^yanza to Mombasa on the east, and on the west another great feeder to Lobito Bay. In South America the Andes will soon be conquered by the Trans-Andine Railway. Before many years have passed trains will travel from Berlin to Bagdad; possibly from St. Petersburg to Calcutta. The railroad men have tamed the Jungfrau and scaled Pike's Peak, have pushed up the Himalayas to Darjeeling, have taken the rails three miles into the air in Peru. Snow and ice do not deter them — witness the White Pass Railway threading storm-swept defiles once almost impassable to man.

But if we attempted anything like a full list of wonderful railroad feats we should fill up the space allotted to this chapter. Everybody who has read or travelled knows well enough that the railroad engineer has no acquaintance with the word ^' can't." Give him the money and the men and he will make a road for the locomotive through anv country you like.

But do you know how he does it ? Do you know what a tremendous amoimt of work has to be done before the ^' first sod " is cut, and with what care it must be done ? The problem before the engineer is by no means one of merely getting the line from one place to another. It includes many other considerations, which, if not allowed for, may cause much trouble and expense in the future. For instance, the engineer must decide on the most economical gradient to use. If made very slight it may necessitate the leading of the line around the country and the undue leng-thening of the track, with heavy upkeep expenses. On the other hand, an over severe gradient may reduce the first outlay on actual construction but be responsible for ruinous haulage costs. Curves must be kept as gentle as possible, to reduce friction and increase safe speed. The question, ^^ Shall it be a cutting or a tunnel ? " constantly occurs, and so do a host of - other questions known only to the railroad engineer.

J

RAILROAD ENGINEERING.

Apart from physical difficulties, there are legal difficulties to be overcome. In countries which are thickly populated, and where land is valuable, the lawyers play a very important part during the preliminary stages of a railway scheme. But with their work we will not concern ourselves — 'tis too dusty. Rather let us give our thoughts entirely to the engineers and track-layers, and, as the more difficult includes the less difficult, pay special attention to railroading in mountainous country, where its most signal triumphs have been won.

PKELIMIN^AEY OPERATIONS.

The forerunners, the scouts of the track-laying army, are the survey engineers and their staffs. In a properly worked railroad proposition not a yard of earth or rock is moved on any one section until the centre line of the track has been laid down on paper and transferred to the ground. The costs of the survey average about two per cent, of the total cost of construction, and the money is well spent, since any mistakes made in the first instance prove extremely expensive in the long run.

In earlier days, before the world was as well known as it is now, actual exploration, attended by all the dangers and hardships that befall the explorer, had to precede the survey. Take the case of the Canadian Pacific Railway. For six years separate parties hunted in the Rockies and Selkirks looking for possible paths for the rails. What they suffered may be read in the four hundred pages of a bulky volume collated by Sir Sandford Fleming, the engineer-inchief. Many routes were suggested, and only after long and careful comparison of their relative merits was the final choice made.

As a rule the railway runs, even in mountainous parts, through regions which have been traversed before, and of which more or less accurate maps exist. In such cases the first expedition is known as the reconnaissance, a trip through the country by men of great experience, who rapidly examine the general " lie of the land " and note all the details which are of importance. The engineer, armed w^ith an aneroid barometer, a compass, and an odometer (a wheel of known circumference drawn along the ground to register the distance on a dial), compares elevations, decides how a given rise may be obtained in so many miles; wdiich side of a valley will best serve; where precautions against sand and snow slides must be taken; where a tunnel is unavoidable; and so on.

RAILROAD ENGINEERING.

In mountainoiTS passes the natural fall of the ground may exceed the steepest gradient permitted, and there will be need for '' development " — that is, the deliberate increase in the length of the road by

Fig. 2.- — The upper diagram shows how the rise from a point a to another point B is negotiated by " developing " the line round the end of a valley. The lower diag:ram gives the relative gradients of the direct route (a to b) and of the circuitous route (a c d b).

either leading it up a side valley, or making it circle about over itself in tunnels or in the open. Fig. 2 shows in plan and in profile a very simple instance of ^' development." It is required to get from a to b. The direct line (dotted) has too steep a gradient to

RAILROAD ENGINEERING.

be practicable. But by taking tlie track round the side of the valley^ through c and J), a comparatively gentle gradient is obtained. Turning to existing examples, we have the Marshall Pass section of the Denver and Rio Grande Railroad (Fig. 3), a remark-

Fic. 3. — The Marshall Pass section of the Den\er and Rio Giamle Kailroad. Observe the extraordinary twists and turns whereby a moderate gradient is obtained.

able feat of development. This famous pass in the Rockies has been subdued by a track that wriggles in and out along the valleys and doubles back on itself in such a manner as to make its length five times that of the direct distance from Sargent to Poncha. Even so it has a rise of four feet in a hundred. Some idea of the country through which it

RAILROAD ENGINEERING.

winds to the summit level of 10,856 feet will be gathered from the illustration on page 22.

Sometimes tunnels must be employed to gain distance in a locality where there are no side valleys. The Albula Eailway, Switzerland, includes three very remarkable helicoidal tunnels, two superimposed

Fig. 4.- — Sketch plan of three helicoidal tunnels on the Albula Railway, Switzerland. The tunnels are indicated by dotted lines.

on one another (Fig. 4). The track is led across the river running in the bottom of the pass no fewer than four times. Similar work is found on the St. Gothard Railway. The Darjeeling Railway, in the Himalayas, is also noted for its spirals.

The engineer may have to go over the ground several times before he feels justified in deciding the general position of the line, or submitting several alternative routes, as on his recommendation will be based the succeeding surveys.

RAILROAD ENGINEERING.

PRELIMINARY SURVEYS.

After the reconnaissance comes the preliminary survey, in which instruments of precision are used — the level, for determining differences in height; the transit theodolite, for measuring horizontal angles ; and the chain or steel tape, for finding the distance between point and point. In front of the party goes

BAC^ -SIGHT

Fig. 5. — To show how a level is used.

a corps of axe-men to clear away bushes, trees, and other obstacles which may interfere with observations. Then comes the transit man, recording angles and distances, and behind him the leveller. One method of using the level is shown in Fig. 5. The man in charge levels the tripod carefully, and turns the telescope on to a graduated pole held vertically at a point behind him by an assistant. The cross- wire in the telescope lies, say, on the 9-foot mark on the pole.

RAILROAD ENGINEERING.

Having got his '' back-sight/' he revolves the telescope through half a circle, and observes a second pole set up a certain distance away from the first in front of him by assistant ISTo. 2, and finds that the cross-wire cuts this at four feet from the bottom. A very simple subtraction sum shows that the point on which the ^^ front-sight " stands is five feet higher than that on which the '^ back-sight " stands. Assistant ^o. 1 now goes forward and sets up his pole, the level is moved to position 2, and the process is repeated. Then Xo. 2 advances, and so a ^' profile " or ^^ backbone " line is secured gradually.

For obtaining ^' contours " — that is, lines plotted on the plan to show differences in elevation on each side of the line — the level is set up and the ^^ flagman '' moves away until the reading shows that the foot of his pole is the required number of feet lower than the level. Then the distance between pole and level is measured and recorded on the plan. Contour observations are generally made at right angles to the central line.

It is often a rough life, that of the surveyor, and a dangerous one, too. The theodolite man working along the face of a gorge has at times to trust his life to a rope and be dangled in mid-air while he

RAILROAD EXGINEERIXG.

records liis observations and makes his '' "bench marks " for future reference. Or perhaps he may be obliged to balance himself on logs slung from chains over a raging torrent, or cling cat-like to an

Fig. 0. — The Denver and Rio Grande Railroad in the Canon of Lost Souls, Colorado. {Photo by courtesy of the Denver and Rio Grande Railroad Co.)

ice-slope, with a freezing wind numbing his fingers till they can hardly operate the screws of the transit. But whatever be the physical conditions his observations must be correct, as on theni depends to a great extent the fate of the railway.

RAILROAD ENGINEERING.

LOCATIOlSr SURVEY.

When the plans and profiles are all completed they are scrutinized at headquarters. If found unsatisfactory, the engineer-in-chief draws a new line or lines, and sends the surveying parties out again, and perhaps a third or fourth time. At last the word is given to definitely locate the track by means of pegs driven into the centre line or by marks made on neighboring objects. A railway is a series of straight portions, called tangents, connected by curves. One of the surveying engineer's most laborious tasks is to " range the curves '' in accordance with the plans. Its difficulty depends on the nature of the country. In some cases he has an uninterrupted view and can lay out the curve without ' shifting his instruments; in others — as for instance when he has to round the shoulder of a mountain — the curve must be picked out piecemeal, by working from point to point and constantly referring back.

THE EANGITs^G OF CURVES.

The instrument used for this purpose is the transit theodolite (Fig. 7), which measures angles both vertically and horizontally. It is a telescope mounted

RAILROAD ENGINEERING.

on standards resting on a circular disc which revolves on a table attached to the top of a tripod. The base is levelled by means of three or fonr screws between the tripod top and the table.

The telescope can be turned over vertically — transited — between the standards, and the standards revolved with the horizontal disc.

Attached to the telescope is a circular scale, marked to degrees and fractions of a degree for comparison with a fixed vernier projecting from the standards. The base is similarly graduated. The user is thus enabled to measure angles both vertical and horizontal.

Curves are set out to a given radius by one or other of several methods. We may begin with the

Fig. 7. — A transit theodolite. (Messrs. Stanley and Co., Ltd.)

RAILROAD ENGINEERING.

usual American practice, which is illustrated in Fig. 8. The theodolite is set up at a and sighted back along the straight piece of track or tangent from which the curve springs. It is then transited — - turned head over heels — to point towards a point x. If the curve is to be one of '^ 48 degrees/' the observer now revolves the telescope inwards horizontally

^^ Fig. 8. — Ranging curves (American method).

through half that number of degrees till it lies on the line a b^ and a spot b is marked on the line exactly 100 feet from a. The diagram explains what is meant by a curve of any particular number of degrees — namely, a curve in which an arc standing on a chord 100 feet long subtends an angle of that number of degrees at the centre of the circle of which the curve is part. The centre may be in the heart of a mountain, but that makes no difference ; the engineer knows that if he lays the angles out correctly the curve will be all right.

Having established his first point, b^ he moves his theodolite thither, and sights it along bx, making an angle of 24 degrees with ba. This line bx is the new tangent. The instrument is transited to point towards y^ and the angle ybc turned off, and c is established 100 feet from b ; d and other succeeding points are found in the same way until the curve is complete.

In actual practice curves are seldom sharper than 10°. The engineer has tables to show him what number of degrees represent a curve of a certain radius. Thus, if he wished to lay out a curve on a 2,865-foot radius he would turn up his tables and find that this is a 2° curve, and that the angle bax would be one of 1°. A 10° curve has a radius of 573.7 feet.

In some cases it is possible to sight every point without moving the theodolite (Fig. 9). The engineer sights along the tangent abc^ and turns off an angle cbd^ half the number of degrees of the curve, as in the first case; and his assistant places a peg at D^ 100 feet from b. He then turns off angle

RAILROAD ENGINEERING.

DBE^DBC^ and the 100-foot chain is carried round on D as a pivot till the free end encounters line b. e. This gives him the second point, e. So in succession angles

"FxG. 9. — Ranging curves from fixed point, by equal angles.

EBF^ FBG, GBH^ are turned off (all equal to dec) and points F^ G^ H^ established. The position of the next point, 1, is not visible from b^ because an obstruction, o^ intervenes. Therefore the theodolite is moved to y,

Fig. 10. — Ranging curves on marshy ground. Two theodolites used.

Sighted on h^ and turned off through the proper angle.

RAILROAD ENGINEERING.

On marshy ground (Fig. 10), where the use of a chain may be impossible, two theodolites are set up on the track tangents to be connected, and a man is sent to stake out the points a^ b^ c on which the two lines of sight meet when the instruments make certain angles with a base line connecting them.

Ranging by ''offsets '' (Fig. 11) can be done without a theodolite. The tangent is produced along ab for 100 feet, and the measuring chain carried round on A into line a c^ c being a certain distance from b. Then ac is produced 100 feet to d^ and f found by carrying round the chain to e, de being twice bc. The point g is found by producing ce to f, and offsetting to G, making fg = de. The degree of curvature depends on the length of the offsets, de^ fg^ etc., which are deduced from tables. As a matter of fact, the angle dce or feg contains the same number of degrees as ce or eg would subtend at the centre of

RAILROAD ENGINEERING.

the circle. Hence all four methods arrive at the same results.

Some curves are not regular, but increase or decrease in sharpness from one end to the other. These are known as transition curves, and are ranged in a manner with which I need not trouble you. Then, again, we have compound curves, bending right or left as well as rising or falling. In mountainous regions most of the curves are of this character.

ROAD CONSTRUCTION.

When the location survey is finished, the construction engineer takes command. The line is divided into sections, and each section let to a contractor, working under the supervision of an engineer. The chief contractors probably sublet the brid2:e-buildino: and tunnel-drivinff that mav be necessary to specialists in these branches of construction.

The maintenance of an army of men in outlying places is in itself no small task. Huts must be built, and provisions supplied for man and beast, and stores of all kinds and machinery be collected and moved from place to place as the work proceeds.

On a big line operations start at as many points as conditions permit. Where the track will run

RAILROAD ENGINEERING.

through uninhabited country, the rail has to feed itself, and can therefore be pushed out from the ends only. During the building of the Canadian Pacific Railway one army drove westwards across the prairie and the Rockies, while another toiled painfully east-

-Eagle River Canon, Colorado, showing new double tracking, one track on each side of the river.