In its present condition the Chilkoot trail has the advantage over the Skaguay in its shorter length, the distance from Dyea to the head of Lake Lindeman, the virtual head of river navigation, being about twenty-four miles; from Skaguay to Bennett, along the usual White Pass trail, the distance is fully ten or twelve miles longer, although a cut-off by way of the summit lakes reduces the traverse considerably. At intervals along both routes fairly good accommodation can now be had. One condition of the Chilkoot Pass, and that a not altogether light one, places it during certain months at a disadvantage as compared with the White Pass. I refer to the dangers from avalanches. These are of the true Alpine type, having their source in the heavy beds of snow which cling with bare support to the steeply pitching mountain walls, in places along some of the narrowest parts of the pass. The appalling catastrophe of April, 1898, which caused the loss of sixty-three lives, and followed closely upon an earlier event of like nature, had its seat in the steep, rocky ledges of the east wall between Sheep Camp and the Scales. It is claimed that the Indians along the trail clearly foresaw the impending event, and announced it in unmistakable language, but their warnings were allowed to go unheeded. They themselves did not make the traverse on that day. The minor disaster of the following December (9th), when but six lives were sacrificed, took place on the steep declivity which faces Crater Lake, not far from the service house of the Chilkoot Pass Aërial Tramway Company. Here the mountain face is very precipitous and gives but insecure lodgment to the snow. The Indians carefully watch all natural signals and urge a rapid journey. However useful these trails may have been in the past, how well or how indifferently they may have met the wants of the pioneers of 1897 and 1898, they are destined before long to be thrown into that same obscurity which they held when the Indians and a few adventurous trappers and traders alone made use of them as avenues of communication between the inner and outer worlds. The advance of the iron horse is now an assured fact, and the Pacific and Arctic Railway, whose construction is engineered by some of the most experienced mechanical talent of Great Britain and America, will minister before many months not alone to the professional interlopers in the new land, but to hosts of tourists as well. The road, which in reaching White Pass summit will have a maximum gradient of a little more than five per cent, is of narrow-gauge construction, solidly supported on dressed ties brought from the forests of Oregon. No terminal appears to have been as yet definitely determined upon, although the charter act recites Fort Selkirk on the Yukon, about one hundred and sixty miles above Dawson, as such. Operating as it now does sixteen miles or more of road, it is already an extensive freight carrier; but until its completion to