routes for the most part nearly direct, through the most populous and productive part of the country to nearly all the principal towns. They form two main lines, crossing each other nearly at right angles, and each branching in several directions. The shortest of these lines runs nearly north and south, and consists of two parts, the first part extending from Brussels north to Antwerp, and the other south and southwest to Mons, and the French frontier, in the direction of Valenciennes. The other line runs nearly east and west, beginning at Ostend, on the British Channel, and passing through, or by Bruges, Ghent, and Termonde, to Malines, where it crosses the other line nearly at right angles, and proceeds thence through Louvain, Tirlemont, to Liege, and thence into the Prussian territory, and to Aix la Chapelle and Cologne. A part of this extension of the line, in the Prussian territory, is already constructed by authority of the Prussian government. The branches are three in number: the first, leading from Ghent, on the western line, to Courtray, and to the French frontier towards Lille, in France, and by a second branching to Tournay; the second, from Braine le Comte, on the southern line, to Charleroy and Namur; and the third from Landen, on the eastern line, to St. Trond. The town of Malines, which is thirteen miles north of Brussels, on the route to Antwerp, thus becomes the centre of communication for the whole kingdom. It is consequently the central point of the operations of the railroad, and the seat of its principal establishments, of various kinds.

The north and west line is finished from Brussels to Antwerp, and from Brussels to Tubise, three miles south of Hal; as is also the east and west line, near the whole length of the kingdom, from Ostend to Malines, and from Malines to Ans, three miles from Liege. The branch from Ghent, as far as Courtray, 27 miles, and also from Landen to St. Trond, are also finished. The remainder of the eastern line, from Ans, by Liege to the Prussian frontier; of the southern line from Tubise to the French frontier; and also of the second branch, from Courtray to the French frontier, and to Tournay, as well as the third branch, from Braine le Comte to Charleroy and Namur, remain to be finished. The following table shows the lengths and the cost of the respective lines.

In the above statement, fractions are omitted. The whole length of all the lines, as before stated, is 350 miles. The cost, exclusive of the materiel, is $20,924,205; and the average cost per mile, 59,783. The cost of the materiel is $2,952,089. Of this cost the sum of $14,802,749 was expended previous to the 1st of January last, and $9,073,545 remained to be expended for the completion of the works.

About 65 miles of the road already completed, consists of a double track, including the whole of the north line; a considerable part of the west line, between Malines and Ghent; and a part of the east line, from Malines to Louvain, together with some portions of the same line east of Louvain. A considerable portion of the work which remains for the completion of these lines, consists of the construction of the second tracks. There are also already laid turnout and other extra tracks at the various stations, amounting in all to 22 miles of single track.

It will be perceived, that there is great diversity in the cost of the different lines of railroad. This is owing to the varieties in the face of country, and the nature of the obstacles to be encountered. It has been generally supposed, that the face of country is for the most part even, and consequently such as to present few obstacles to the construction of the railroad. This, on many parts of the several lines is not the case. From Brussels to Antwerp, the route is nearly level; but it crosses a number of rivers and canals, requiring expensive bridges. There are three bridges of 36 to 40 feet spring over the Senne; one of 80 feet in two arches over the Dyle; a draw bridge over the canal of Louvain; a bridge of 260 feet length, and 160 feet opening, in 6 arches, with a draw over the Nethe. The line from Malines to Ostend is almost entirely level, but it crosses a number of rivers and canals, requiring expensive works. The eastern line is much more expensive, crossing deep valleys requiring embankments of 50 to 60 feet in height, with cuttings of 30 to 45 feet in depth, and a subterranean gallery, or tunnel, of nearly 3,000 feet in length. There are also many bridges for the passage of the common roads over the railway, and for the passage of the railway over roads and streams. On the route from Louvain to Ans, there is an ascent mostly gradual, but in some places exceeding 30

feet in a mile, amounting in all to 492 feet. From Ans to Liege, in a space of 3 miles, is a descent of 360 feet, over which the transit is accomplished by means of 2 inclined planes, served by fixed engines of 360 horse power. From Liege to the Prussian frontier, a distance of 25 miles, the line of the road, after crossing the rivers Meuse and Ourthe on costly bridges, rises to a height of 650 feet, pursuing the winding valley of the river Vesdre, repeatedly crossing the stream on no less than 25 bridges, and penetrating rocky elevations by means of 18 tunnels. On the southern line, and on the branch to Namur, there are also expensive obstacles to be overcome. There are 2 tunnels, at Braine le Comte, and at Fayt 15 bridges over the Sambre and the Haine, and various other works of considerable expense. The grade of the road on these two lines rises to a considerable height.

The rails used in these works are 4.50, 4.57, or 5 metres in length, and vary in weight from 80 to 125 kilograms each; one parcel only being of 80 kilograms, a small part 90, a large part 99, and the residue 112 1-2 kilograms for rails of 4 1-2 metres, and 125 for those of 5 metres. The rails of lightest description were procured in 1834, being in English weight about 36 pounds to the yard in length, the rails of the Liverpool and Manchester Railway being probably adopted as the model. The other purchases of that year were of 40 to 41 pounds weight per yard. In 1836, '7, and '8, the purchases were of rails of about 44 pounds per yard; and in September, 1838, and most of the purchases since made, rails of 51 pounds per yard were procured. This progressive increase in the weight of the rails used, shows that experience there, as well as on the railroads of this country, has indicated the policy of submitting to a heavier expenditure for giving greater solidity to the track. The cost of rails used, varied in the course of the whole period, from 239 to 457 francs per 1,000 kilograms; that is, from $89.11 to $46.15 per ton English. These prices were considerably higher than the cost of rails during the same period in England, and higher than English rails delivered in this country without duty. The prices paid in successive years were, in 1834, 360 francs per 1,000 kilograms, or French ton; in 1835, 370 to 380 francs; in 1836, 440 to 450 francs; in 1837, 418 to 457 francs; in 1838, 426 to 340; in 1839, 340 to 370; and in 1840, 340 to 239. The highest price was paid in January, 1837, and the lowest in December, 1840, the difference being nearly one half. The prices paid within the same period in England for rails used on the Boston and Worcester railroad, varied from £9.2.6 to to £12 sterling; and the cost, delivered on the line of the road, including all expenses, varied from about $53 to $68 per ton. On this last-named road, also, the recommendations of experience have