profession, it cannot be helped. But if American engineers of standing had
been allowed to finish the railways begun by them, and to take care of them
and see that they were not abused after they were finished, our railway
securities would be quoted at higher rates than they now are.

Although there are many civil engineers of standing and experience who have
been thrown out of employment by the general stoppage of public works, and
who are better qualified to take care of that costly and delicate machine,
a Railway, than men whose knowledge is entirely empirical, yet few railways
employ a resident engineer. Those that follow this practice are generally
supposed to do so because he is a relative of some Director, and wants a
place, and not because such an officer is really required.

"Construction accounts," says Mr. Colburn, "can never be closed, until our
roads are _built_. To attempt it only involves a destruction account of
fearful magnitude. Under our present system, we are _perpetually
rebuilding_ our roads, not realizing the _life_ of our works, and thereby
running capital to waste."

"With good earthwork, thoroughly drained, well-ballasted tracks, rails of
good iron, correct form, not exceeding 60 pounds per yard, and properly
supported at the joints, the ties properly preserved, and the whole
maintained by a judicious system of repairs, the average working expenses
might unquestionably be reduced by as much as 18 cents per mile run."

The mileage of the Massachusetts railways for 1859 was 5,949,761 miles run,
and the expenses of operating $0.93, being a saving of 15 cents over those
of 1856, amounting to $892,464. If, by a judicious expenditure of $5,000
per mile, a still further saving of 18 cents per mile run could be made, it
would amount, on the present mileage, to $1,070,956 per annum, which, the