ary ones.
Between the rails runs a third broad and massive rail provided with teeth,
which gear with a cogwheel under the locomotive. The train is propelled
upward by steam power, while in its descent the speed is regulated by an
ingenious mode of introducing atmospheric air into the cylinder. The
carriage for the passengers is placed in both cases in front of the
engine. The larger carriages have 54 seats, and the smaller 34. Only one
is dispatched at a time. In case of accident, the train can be stopped
almost instantaneously.

[Illustration: FIG. 3.--NEW LOCOMOTIVE ON THE RIGHI RAILROAD.]

We give herewith, from _La Lumiere Electrique_, several engravings
illustrating the system. Fig. 1 shows the starting station. As may be seen
on Figs. 2 and 3, the method selected for obtaining adhesion permits of
ascending the steepest gradients, and that too with entire security.

* * * * *

HIGH SPEED STEAM ENGINE.

The use of rapidly rotating machinery in electric lighting has created a
demand for engines running from 400 to 1,200 revolutions per minute, and
capable of being coupled directly to a dynamo machine. We have already
illustrated several forms of these engines, and now publish engravings of
another in which the most noticeable feature is the employment of separate
expansion valves and very short steam passages. Many high-speed engines
labor under the well-grounded suspicion of being heavy steam users, and
their want of economy often precludes their employment. Mr. Chandler, the
inventor of the engine illustrated above, has therefore adopted a more
elaborate arrangement of valves than ordinarily obtains in engines of this
class, and claims that he gains thereby an additional economy of 33 per
cent. in steam. The valves are cylindrical, and are driven by independent
eccentrics, the spindle of the cut-off valve passing through the center of
the main valve. The upper valve is exposed to the steam on its top face,
and works in a cylinder with a groove cut around its inner surface. As
soon as the lower edge of the valve passes below the bottom lip of the
groove, the steam is cut off from the space between it and the main valve,
which is fitted with packing rings and works over a latticed port. This
port opens directly into the cylinder. The exhaust takes place chiefly
through a port uncovered when the piston is approaching the end of its
stroke. The remaining vapor left in the cyli