until finished, and no expense is spared to keep them in order. American
railways are too often put in operation when half finished. The consequence
is, they never are finished, and are continually wearing out,--not lasting,
on an average, more than half as long as they should, if once thoroughly
constructed. Wooden bridges are allowed to rot down for want of protection.
Rails are left to be battered to pieces for want of drainage and ballast.
One road spends thirty-four thousand dollars a year for "watching cuts,"
and fifty-five thousand more for removing slides that should never have
taken place. Everything is done for the moment, and nothing thoroughly. Who
can wonder that this system tells upon the cost of maintenance of way?

The amount of fuel burned is the exact measure of the resistance to be
overcome, and a rough track must necessarily require a larger amount of
fuel. The English roads now generally burn bituminous coal; most American
roads burn wood; but these being reduced to the same equivalent quantity,
it will be found that the American roads burn nearly twice as much as the
English.

That the cost of the repairs of American cars and engines is not more is
attributable solely to their superior design. An English engine and cars
would be battered to pieces in a few months on our rough roads, on account
of their rigidity and concentration of weight; while those of America, by
yielding to shocks both vertically and horizontally, escape injury.
American cars and engines are as much superior in design to the English as
their roads excel ours in solidity and finish.

But it will be asked, Shall we imitate the notorious extravagance of
British railways built at a cost of one hundred and seventy-three thousand
dollars per mile?