There will be four intermediate passenger stations—one only first class—at Lanslebourg, the half-way house, and as already mentioned, the place at which the ascent of the mountain on the French side commences. The other French stations are at Modane, and Bramans—on the Italian side only one—a place which will be rather an engine-watering than a passenger station. Having constructed our line, or rather we should say, having done our possible to make our readers understand how it is constructed, the next obvious proposition is how to work it. Previous to the experiments of 1865, Mr. Fell gave a programme to both the French and Italian Governments of the manner in which he proposed to carry the traffic on the line when opened. Considering that three trains per day in each direction would be sufficient, at all events for the existing traffic, he divided his service into two for passengers, one of which should also carry goods, and one for goods only. The train conveying passengers without goods, should also be the mail train, and he proposed that its weight, exclusive of engine, should not exceed 16 tons. The speed of this train to be about 11½ miles an hour including stoppages; the mixed train to weigh 40 tons, but its speed not to exceed 7 to 8 miles an hour; the goods train to weigh 48 tons, and its speed to be 6 miles an hour. When Mr. Fell submitted these proposals, he estimated a certain weight for each of his engines, and each of his carriages and waggons, but unfortunately the weight of all three has been much exceeded in the construction of the rolling stock. The engines instead of weighing about 17 tons each, as expected, will weigh upwards of 21 tons, and there is a corresponding increase in the weight of the vehicles. The consequence is that although these additional weights do not affect the question as to the power of trains to cross the mountain, it very materially affects a most important point—that of proportion between dead, and paying and productive weight. It is obvious that the problem of adhesion being solved by the addition of the centre rail, every pound added unnecessarily to the weight of the engine increases dead weight, without affording the corresponding benefit of carrying increased weight that brings profit and benefit to the shareholders. In this respect, the case between the Fell engine and the case of an ordinary engine for ascending a steep gradient is, that with the former additional weight is an incubus—an _impedimentum_—a break put upon the power of the engine without the slightest counterpoising or balancing advantage, whereas the ordinary engine, by increased weight, adds to its power, at all events to some extent, by the additional adhesion it obtains. It is therefore to be regretted that in laying down the plan for these engines, this most essential point was not more carefully—we might almost say more jealously—looked after. The same point bears, though in a less important degree, upon