the wheel flanges and the rails, with tremendous strains on every part, in some instances so excessive as to shear off the spikes and spread the rails. Similar effects are produced through difference of diameter in the wheels; the tendency of the larger wheel to run faster than the smaller one causes the smaller wheel flange to hug the rail when in this position. The danger may be readily understood; as for instance, a train running at high speed, with the small wheel flange bearing heavily against the rail, on its coming in contact

with some extra obstruction, such as at points and crossings, will cause the wheel flange to jump or split the points, Many serious wrecks, no doubt, occur from this cause. When the wheels become worn the danger is greatly increased. It is only necessary to peruse the derailment list for 1906 for the results of these wrecks, a majority of which are undoubtedly caused by the use of wheels rigid on their axles. These wrecks are expensive and destroy valuable lives.. Aside from this there is an enormous waste of energy caused from the friction between the wheel flanges and the rails. It is a fact known by every railroad employe that the friction produced on curves is enormous; in

volve in its bearings and the wheels free to revolve on the axle; the object in having both wheels loose is that there will be an even wear of both wheels and their bearings. The axle is made hollow, as by the process of manufacture the grain of the material is more even, the skin on the inside being as strong as the outside, whereas in a solid axle the grain is coarser at the center and practically detrimental; the hollow space also furnishes a chamber or receiver for a lubricant, which may flow through passages to the bearings of the axle, This chamber may be closed by screw plugs. The wheels are also provided with oil chambers which are formed in the webs, with passages to the bearings

of the wheel upon the axle; the lubricants may be supplied to the wheel chambers through openings normally closed by screw plugs. The hubs of the wheels are fitted with bushings adapted to take up the wear. The wheels have a broad bearing surface on the axle and are held in place by collars. Over each collar a dust shield may be fitted. The bearings are kept well lubricated by the lubricants in the wheel oil chambers and the axle boxes. That in the axle chamber is preferably of such consistency that the oil will not flow unless the axle is heated, as it would be by friction after the other oil supply was exhausted. When a bushing wears out a new one may be substituted, thus virtually renewing the life of the wheel. If desirable the bushing may be omitted and the wheel mounted directly upon the axle. It would be somewhat less expensive and may be used for lighter

work, but would not be so economical.

Although wheels are beveled to prevent their slipping on curves, the differences in diameter secured may not be sufficient to compensate for the difference in speed of rotation, and in the dual organization of axle and wheels the one of the latter which is at the outer side of the curve must necessarily slip, producing great friction. The wheels are also liable to wear unequally in use, and this variation in diameter also introduces slipping and resulting friction. But with the improved arrangement it will be seen that this slipping is obviated; the wheel which tends to run faster turning freely upon the axle. At the same time, the device is very perfectly lubricated, and even if the supply within both wheel chambers and axle boxes fail, they will still be supplied by the contents of the hollow axle.

The Yosemite Valley, that vision of grandeur and beauty, which has hitherto been accessible only to the traveler who is strong and hardy enough to endure the fatigue of a three days' stage ride, is now open to almost anyone who is able to travel at all. A journey that has taken three days to accomplish can now be finished in one day. Man's intelligence and skill, and the toil and daring of his humbler brothers has triumphed over the adamant rock and relentless torrent, crossing the Merced River four different times over large steel bridges in order to find a road bed for the track on one side or the other of the canyon, and has made a path for the Iron Horse almost to the very gates of the valley. Through his untiring efforts the Yosemite Valley Railroad is now completed and carrying passengers from Merced to its terminus at El Portal, from which place a twelve mile stage ride takes the tourist into

the valley itself. To the romantically inclined, this bit of staging is a redeeming feature, as the charm of solitude and of the early associations will not be broken by the shriek of the steam whistle.

This new road has its beginning on the San Joaquin Plains in the pretty little town of Merced, which may be reached by both the Southern Pacific and Santa Fe lines. It follows an even level across the plains eighteen miles to the Merced River, where the first large bridge crosses the river at Cox's Ferry, now known as the Hopeton bridge.

From this point the road continues through the rich corn fields, fig and peach orchards of the Merced plains to the old town of Snelling, which was once the county seat of Merced County. The next point of interest is Merced Falls, six miles farther up the river, at which point the first dam in the river

and

furnishes electric light
power for the city of Merced
and is quite a picturesque wa-
terfall. From Merced Falls
the road follows the Merced
River canyon all the way to El
Portal at the Yosemite Nation-
al Park Line, the entire
length of the track being
eighty miles. Pleasant Valley,
thirteen miles farther up the
river, makes the next station.
Five miles from Pleasant Val-
ley is a charming little spot,
called Horse-shoe Bend. The
river makes a curve here in
the form of a horse-shoe and
a certain section of fertile
and sheltered soil has been
converted into a magnificent
fruit ranch, consisting of olives,
peaches, grapes and oranges;
the perfume of its waxy blos-
soms mingling with the spicy
odor of pine and herb. From
Horse-shoe Bend to Bagby, is
an eight mile stretch of wild
scenery which gives one a
foretaste of the grandeur
which is yet to come. The grade

follows the river bed just above high water mark and in some places is a mere shelf blasted out of the solid rock, in cliffs which rise almost perpendicularly from the river bed. As the road follows on up the river the walls of the canyon become more precipitous. Bagby is the next station in the canyon, and is a picturesque spot. It is the site of another dam and electric plant, which furnishes light and power for the extensive mining operations of that vicinity.

At El Portal we find a cosy place high up in the Sierras, located on the foaming and dashing Merced River, completely shut in by the high mountain walls, tumbling down one side of which is the beautiful Chincapin water fall. Here we find a picturesque depot constructed in harmony with its surroundings, of native pine logs from the nearby mountain sides, and the commodious Terminal Hotel, with its spacious ver

TRAIN ENTERING BOX CANYON

On Yosemite Valley R. R.

andas, charmingly located on a gentle slope facing the river. From this point the tourist takes the stage for the beautiful twelve and one-half mile ride to Yosemite.

In

The most difficult portion of the road lies between Bagby and El Portal. order to accomplish the blasting in these difficult places men were suspended by ropes from the cliffs above to prepare the charge of dynamite and connect the electric battery. When all was ready they were drawn up out of danger. One ton of powder was used to each charge. So difficult of access are these places that supplies have had to be carried to the camps by means of the pack-train so familiar to the travelers of early days. About twelve or thirteen animals constitute a train, which is composed of the equine trio, the horse, the mule, and the burro, all fitted to a load in propertion to their endurance. The mule carries three

In

A ride up this canyon of the Merced River, in one of the fine observation cars furnished on this road, would well repay the lover of Nature in her wild moods, even though they never reached the valley. Each season of the year reveals its peculiar charm. the spring of the year the picture which Nature shows us presents a contrast of vernal freshness in the many tones of green, in the brilliant hues of myriad blossoms, in the exultant warble of birds, in the sparkle of leaping cataract and the roar of rushing waters. Even in the late summer or early fall it is impressively beautiful. The glimmering sheen of California's golden sunshine softens the bold outlines of the rock-ribbed mountains and enfolds them in a mystic spell which brings to the beholder a sense of something that it unutterable. Ridge upon ridge rises in mighty confusion until one almost feels the force of the upheaval itself. There is a scattering of pines and thickets of manzanita, chaparral, and live oak, with occasional clumps of juniper which soften the rugged outlines, and trailing over all, the wild grape vine in its autumn glory, gives a touch of beauty. Gazing backward down the gorge as far as the eye can reach, may be seen a rippling, sinuating ribbon of green and blue and gray.,

Everything has been done by the management of the Yosemite Valley Railroad to make this trip not only one of great enjoyment from a scenic standpoint one of comfort and confrom a personal point of

but also venience

view.