692 per
mile, and in all that relates to economical maintenance are not inferior to
any in the kingdom.
Such railways as these, costing no more than our own, we would hold up for
imitation. How, then, do they differ from ours? or rather, what must be
done to put ours into the same condition of economical efficiency?
In the first place, stone culverts and earth embankments should replace
wooden structures, wherever possible. As fast as wooden bridges decay, they
should be replaced with iron; and if the piers and abutments require it, as
is too often the case, they should be rebuilt in a substantial manner.
The tubular iron bridge we do not recommend, on account of its excessive
cost. For short spans of sixty feet and under, two riveted boiler-plate
girders under the track make a cheap and permanent bridge, and can be
manufactured in any part of the country. For large spans there are several
excellent forms of iron trusses, Bollman's, Fink's, or, still better, the
wrought-iron lattice.
Cuttings should be widened, if not already wide enough, so as to admit of
good ditches along the track. The slopes should be dressed off and
turfed. This costs little, and prevents the earth from washing down and
choking up the ditches, and much of that terrible nuisance, dust.
The secret of all good road-making, whether railways or common roads, lies
in thorough drainage. Until our railways are well drained, it is of little
use to try to improve the condition of the track.
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