combination of electricity and rack and pinion. When the line is completed even Mount Lowe will be compelled to yield the palm to the "Maiden."

The concession was granted on December 21, 1894, by the Swiss Federal Council to Mr. Guyer-Teller to construct a railway to the top of the Jungfrau, and contained the peculiar stipulation that the concessionaire should first demonstrate that the conveying of passengers to a height exceeding 9,8.0 feet could be accomplished without injury to life and health. Mr. Guyer-Teller obtained testimonials from Dr. Kronecker, Professor of Physiology, of Berne; another from Professor Dr. Reynard of Paris, and from Mr. Spelterini, the aeronaut. These experts studied the question and each arrived at the same conclusion, viz: that a short stay at an altitude of even 13,780 feet has no weakening nor deleterious

effect upon the organization of a healthy person, provided the height be obtained without great physical exertion. The Swiss Federal Council accepted the testimonies.

The ascent of the Jungfrau is made by way of the Little Scheidegg, which is a station on the regular line of steam railways. After the first mile and a half this wonderful trolly line disappears and makes a thrilling tour of 64 miles under ground.

The route lies through a marvelous tunnel arched overhead and furnished with bye-stations, that have cuts and galleries leading out into daylight, this affording air and precious peeps of grandest scenery. The grade of the tunnel is about fifteen per cent.

Owing to the nature of the rock it will be wholly unnecessary that any portion of the tunnel be lined by foreign

magnificent cataracts in Switzerland. A stream is dammed and a steady water power of 2,000 horse-power is secured. Later on this will be increased by similar use of other available mountain streams.

The water is conducted from Lauterbrunnen to the power station one and one-fourth miles away by means of a metallic conduit six feet in diameter. The fall is about 130 feet. At the power station are installed 6 turbines, two of 800 horse power and two of 500 horse power each, and other smaller ones, all of the Girard type, in pairs on horizontal shafts. From the power house to the mouth of

in a ditch by the side of the track. Substations containing transformers and converters, and other necessary apparatus, are placed at intervals along the line; while at Rothstock, Eigerwand, Eismer and Jungfraujoch there is, or will be, restaurants and accommodations for tourists who wish to sample the mysteries of the sepulchral life.

The first section of this most interesting road (Scheidegg-Eigergletscher) was thrown open to traffic on September 19, 1898, and the second section, Eigergletscher-Rothstock, on April 2, 1899, was opened to the public.

Mr. Guyer-Teller lived to see his giant

scheme a success, but died shortly after the first section was opened to the public. His death was a severe trial to his associates in the enterprise. It will take eight years to complete the project.

The train that ascends the mountain consists of a locomotive and carriages weighing 411⁄2 tons, yet in case of an accident, the grade is such that the train could return under its brakes in perfect safety to any station.

Each locomotive carries two threephase motors geared by a double reduction gear to the pinion wheel which rolls in the rack. In the construction of this line we find that the electric dynamo

is made to act as a motor and vice versa, so when the cars run down hill their wheels are made to generate a current, the motor serving as dynamos; and this current takes its way into the line-wire for storage at headquarters. In the equipment of this mountain steed there is the combination of trolley, cable and rack and pinion; for after the great dip into the bowels of the earth by way of the wonderful tunnel, there will be at the terminal station an elevator run by cable and electricity which will carry the passengers the last 150 feet and land them on the summit of the ice-bound but radiant Jungfrau.