railroad up the mountain, by a series of curves and nooks.

It was believed possible by the engineers that a railroad of standard
gauge and equipment could be operated without special appliances, and so
strongly was this view held that work was commenced on the project.
Eight miles of grading was completed, but the project was then abandoned
in consequence of adverse reports received from experts, sent out for
the purpose. Their statement was that no grade would be able to stand
the force of the washouts, though, strange to say, all the grading that
was accomplished stands to-day, as firm as ever. Three or four years
later another project, destined to be more successful, came into
existence. In 1889, grading commenced, and finally the work was
completed, and the summit of Pike's Peak can now be reached by railroad.

The road itself is one of the most remarkable ones in the United States,
and, indeed, in the world. The road-bed is fifteen feet wide, and there
is not a single foot of trestle work in the entire construction. There
are three short bridges of iron, and the precautions in the way of cross
sections of masonry are very elaborate. The average ascent per mile is
1,320 feet, and the total ascent is nearly 8,000 feet. In the center of
the track, between the heavy steel rails, are two cog rails, of great
strength. These are provided to insure absolute safety for travelers,
one being for general use and the other as a kind of reserve.

Special locomotives are used on the line. These were constructed by the
Baldwin Company, of Philadelphia, and include the latest patents in
engine building. When standing on a level track they appear to be at a
slant of about 8 per cent. When on a mountain road, like that of Pike's
Peak, they are approximately level. There are three wheels on each side
of the engine, but these are not driving wheels, being merely used to