Study having shown that a direction line without tunnels, and even with the steepest gradients for traction by adhesion, would lead to a considerable lengthening of the line, and would expose it to avalanches and to obstructions by snow, there was adopted upon a certain length a rack track of the Abt system, with gradients of 8 per cent., and the neck is traversed by a tunnel 3 miles in length and 1,968 feet beneath the surface.  The number and length of the tunnels upon the two declivities, moreover, are considerable.  They are all provided with rack tracks.  The first 80 miles, starting from Mendoza, are exploited by adhesion, with maximum gradients of 21/2 per cent.  Upon the remaining 64 miles, traction can be effected either by adhesion or racks.

[Illustration:  FIG. 1.—­REGION TRAVERSED BY THE RAILWAY THROUGH THE ANDES.]

The track is of 3.28 foot gauge, and this will necessitate trans-shipments upon the two systems.  The rails weigh 19 pounds to the running foot in the parts where the exploitation can be effected either through adhesion or racks, and 17 pounds in those in which adhesion alone will be employed.

[Illustration:  FIG. 2.—­DIRECTION LINE OF THE RAILWAY THROUGH THE ANDES.]

The special locomotives for use on the rack sections will weigh 45 tons in service and will haul 70 ton trains over gradients of 8 percent.  Those that are to be employed upon the parts where traction will be by adhesion will be locomotives with five pairs of wheels, three of them coupled.  The weight distributed over these latter will be 28 tons.  These engines will haul 140 ton trains over gradients of 2 per cent.

The earthwork is now finished over two-thirds of the length, and the track has been laid for a length of 58 miles from Mendoza.  It is hoped that it will be possible to open the line to traffic as far as to the summit tunnels in 1891, and to finish the tunnels in 1893.  These tunnels will have to be excavated through hard rock.  To this effect, it is intended to use drills actuated by electricity through dynamos driven by waterfalls.  The Ferroux system seems preferable to the Brandt and other hydraulic systems, seeing the danger of the water being frozen in the conduits placed outside of the tunnels.—­Le Genie Civil.

* * * * *

THE EMPRESS OF INDIA.

[Illustration:  THE NEW BRITISH PACIFIC LINE EMPRESS OF INDIA.]

The Empress of India is intended to be the pioneer of three fast mail steamers, built by the Barrow Shipbuilding Company for service in connection with the Canadian Pacific Railway, between Vancouver and the ports of China and Japan, thus forming the last link in the new route to the East through British territory.  Her sister ships, the Empress of China and Empress of Japan, are to be ready in April next.  These three ships all fulfill the requirements of the Board