Railways to be constructed with only one line. The rails to be of a somewhat lighter make than those ordinarily employed. The routes to be accommodated, as far as possible, to the nature of the country. Tunnels, deep cuttings, high embankments, and expensive viaducts, to be avoided. The best levels to be chosen, even although the route should be some miles divergent. No sidings of any kind, so that local superintendence to shift points would be altogether avoided. Small locomotives, of not more than ten-horse power, to be employed. Light omnibuses for passengers, and light wagons for goods, only to be used. On the supposition that the lines of this nature shall be made only of from ten to twenty miles in length (larger lines not being immediately contemplated), there ought on no account to be more than one locomotive in use: if there were a second, it should only be as a reserve in case of accidents. This rule for locomotives to form a main feature in the whole plan. The locomotive, with its one or two omnibuses for passengers, or its short train of wagons, or with omnibuses and wagons mixed, to be kept almost constantly going. Instead of standing during long intervals doing nothing, with its steam ineconomically escaping, and its driver idle, let it be on the move, if necessary, the whole twenty-four hours. As soon as it comes in at one terminus, let it return to the other. Let it, in short, do all the work that is to be done; and as by this means there can be only one train at a time in operation, so there can never be any collisions, and sidings would be useless. The speed to be regulated according to circumstances. Trains with coal, lime, or other heavy articles, may go at the rate of six or eight miles an hour; those with passengers may proceed at an accelerated rate of twelve to fifteen miles, which we anticipate to be a sufficient maximum speed for railways of this kind, and more would not be expected. The width or gauge might be that commonly employed, and the lines might be in connection with the existing railways. But we would not consider it indispensable for the light trains here spoken of to run into the main lines. It might be proper to run the same wagons on both; but the shifting of passengers would be of less importance. At present, people shift into stage-coaches at certain stations, and they would have no greater trouble in shifting into the omnibuses on the single branch lines. To leave nothing untried as regards saving in the working expenses, it might be preferable to have no station clerks. Stations need only be covered sheds, to afford shelter from the weather; and instead of a class of clerks and porters fixed to a spot, a conductor to sell tickets, and a porter as an assistant, might travel with every train.