conceit, shrinking from just criticism, would fetter all progress but
fortunately it is rare.]

More than half the cost of operating a railway consists of the repairs of
track and machinery and the cost of fuel and oil. These expenses are
exactly proportional to the mileage of trains. It was soon seen that the
greater economy of British railways was almost entirely confined to these
items.

The cost of "maintenance of way" upon English railways was 10 1/2 cents per
mile run, against 25 cents on those of Massachusetts. The cost of repairs
of cars and engines was nearly the same on both. The cost of fuel per mile
run was 6 1/2 cents, against 15 cents. While English trains are from 20 to
30 per cent. lighter than ours, they average 25 per cent. faster, so that
practically these conditions must nearly balance each other. In alignment
the English roads are superior to ours, and as to gradients they have some
advantage; although grades of 40 to 52.8 feet per mile are quite common.
In climate they have less severe difficulties to contend with; although
their moist weather, the nature of their soil, and their heavy earthworks
involve much extra expense. In prices, the advantage is at least 20 per
cent, in their favor.

These considerations might account for an economy of 30 per cent. as
compared with our expenses for maintenance of way, but they cannot account
for the great actual economy of 60 per cent. which we have seen. We must
seek farther to find the explanation of this, and we soon discover it by
comparing the condition of the road-beds and tracks on the railways of the
two countries.

The English railways are thoroughly built, are not opened to the public