The construction of railways over lofty ranges of mountains will be found illustrated by the brief notices in other pages of the Union Pacific line in the United States, and of the St. Gothard railway over the Alps. In such cases, the track has been to a great extent carried over the spurs or along the sides of the mountains, so that such inclines might be obtained as the ordinary locomotive was capable of ascending. The expensive operation of tunnelling was resorted to only where sinuous deviations from the more direct route involved a still greater expenditure of initial cost, or a continual waste of time and energy in the actual working of the line. Sometimes winding tracks, almost returning by snake-like loops on their own route, as projected on the map, were required in order that the ascent could be made with an incline practicable for the ordinary locomotive. In the earlier development of railways, there were to be met with cable inclines, where the traction of the locomotive had to be superseded or supplemented by that of a rope or chain wound round a drum actuated by a stationary steam-engine. The more powerful locomotives of the present day are able to mount grades of such inclination that the employment of cable traction is no longer requisite, except in but a few cases. Railways had carried passengers about in all parts of the world for many years before the engineer addressed himself to the problem of easily and quickly taking people up heights of steep and toilsome ascent, sought generally for the sake of the prospect, etc. Such, at least, has been the object of most of the inclined railways already constructed, but to this their utility is by no means limited, and as their safety and stability has been proved by many years of use, they may find wider applications than the gratification of the tourist and pleasure-seeker.