A CHEAP CLASS OF RAILWAYS. A short time ago (October 13) we took occasion, in speaking of the present railway system, to hint at the possibility of constructing a class of useful railways, auxiliary to the great lines, at a very moderate expense. Our observations have drawn the attention of the conductors of 'Herapath's Railway Journal' to the subject, which is discussed by them in two able articles (Nov. 3 and 10), of which we take the liberty of offering an analysis, along with some general remarks. The first thing noticed by Herapath is the unnecessarily large cost at which most of the existing railways have been constructed. While the railway mania lasted, cost was of inferior consideration. In the inordinate hurry of the moment, engineers gave only a rapid glance at the proposed route; they thought nothing of tunnelling hills and crossing deep valleys, rather than go a mile or two out of their way; and then, to avoid local opposition, or to promote local jobbing in land, enormous sums were recklessly promised or expended. 'To show how lines are projected,' says Herapath, 'we remember that there was one for which a bill was actively and zealously prosecuted in parliament in the eventful year 1845, which tunnelled and cut nearly all the way from Liverpool to Leeds. From the extent of its works, this line, though not a very long one, would have taken fifteen or twenty years to make. At the head of this hopeful project was an engineer ranking high amongst the talents of the day, a gentleman who had made one of our longest railways, and in support of it as a feasible project it numbered amongst its directors or committeemen gentlemen of the first respectability. It narrowly escaped the sanction of the legislature, which would no doubt have been granted had not a strong opposition been raised to it by parties interested in a competing line. But even where there is opposition to expose merits and demerits, it is not always that parliament can be depended upon to sanction the better of two lines proposed; the best line remains most likely undiscovered by engineers. In the case of the Brighton line, of three proposed, parliament actually selected the worst, the most expensive, and the shortest only by a trifling distance. There was a route proposed, which, passing through a natural gap in the hills, avoided the necessity of tunnelling, and the enormous outlay and permanent inconvenience consequent upon it. This superior route parliament discountenanced, and favoured the present long-tunnelled and costly line.' The parliamentary expenses, caused by the opposition of rival companies and landowners, told also most seriously on the initiatory cost of the lines. 'There probably never was a bill passed without having to encounter great opposition, because there probably never was a bill for a railway prosecuted in quiet ordinary times. There must be, it would seem, a _mania_ to bring forth railways, and then all the