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54 steam down against them. Theoretically, this ought not of course to occur; it only happens occasionally, and ordinarily the train goes down with the steam shut off, and with the centre rail breaks screwed up moderately. When an average train—that is, two or three carriages and a luggage-van—is running down at the maximum speed allowed (fifteen miles an hour), the breaks can pull it up dead within seventy yards. The pace is properly kept down to a low point in descending, and doing so, combined with the knowledge that the break-power can easily lessen it, will tend to make the public look favourably on what might otherwise be considered a dangerous innovation. The engines also are provided with the centre rail break, on a pattern somewhat different from those on the carriages, and the flat sides which press against the rails are renewed every journey. It is highly desirable that they should be, for a single run from Lanslebourg to Susa grinds a groove into them about three-eighths of an inch in depth.

Driving the trains over the summit section requires the most constant attention, and no small amount of nerve, and the drivers, who are all English, have well earned their money at the end of their run. Their opinion of the line was concisely and forcibly expressed to me by one of them in last August. "Yes, mister, they told us as how the line was very steep, but they didn't say that the engine would be on one curve, when the fourgon was on another, and the carriages was on a third. Them gradients, too, mister, they says they are one in twelve, but I think they are one in ten, at the least, and they didn't say as how we was to come down them in that snakewise fashion. It's worse than the G. I. P., mister; there a fellow could jump off; but here, in them covered ways, there ain't no place to jump to."

The Fell railway is of the nature of an experimental line, and