The English railways are thoroughly built, are not opened to the public 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? The answer is plain. The only thing about them to be imitated is their thorough and permanent construction. That this need not involve extravagance is evident from the fact that the actual cost of construction has been only eighty-eight thousand dollars per mile of double-track railway, including all the costly viaducts, tunnels, and bridges, which in many cases a more judicious location or a bolder use of gradients would have avoided. The remainder of their cost is made up of law and Parliamentary expenses, engineering and management, land and damages, interest on stock, bonuses, dividends paid from capital, etc., etc., amounting to eighty-five thousand dollars per mile. The folly of all this has been seen, and neither the financial nor the engineering errors of that day are now repeated. To show that a better system prevails, it is only necessary to state that between 1848 and 1858, 390 miles of first-class single-track railway have been opened at an average cost of $46.692 per mile, and in all that relates to economical maintenance are not inferior to any in the kingdom.