hard crust. Many of the lakes are nothing more than deep pits or marshes from which the peat has been extracted. Dikes. The circumstance that so much of Holland is below the sea-level necessarily exercises a very important influence on the drainage, the climate and the sanitary conditions of the country, as well as on its defence by means of inundation. The endiking of low lands against the sea which had been quietly proceeding during the first eleven centuries of the Christian era, received a fresh impetus in the 12th and 13th centuries from the fact that the level of the sea then became higher in relation to that of the land. This fact is illustrated by the broadening of river mouths and estuaries at this time, and the beginning of the formation of the Zuider Zee. A new feature in diking was the construction of dams or sluices across the mouths of rivers, sometimes with important consequences for the villages situated on the spot. Thus the dam on the Amstel (1257) was the origin of Amsterdam, and the dam on the Ye gave rise to Edam. But Holland's chief protection against inundation is its long line of sand dunes, in which only two real breaches have been effected during the centuries of erosion. These are represented by the famous sea dikes called the Westkapelle dike and the Hondsbossche Zeewering, or sea-defence, which were begun respectively in the first and second halves of the 15th century. The first extends for a distance of over 4000 yds. between the villages of Westkapelle and Domburg in the island of Walcheren; the second is about 4900 yds. long, and extends from Kamperduin to near Petten, whence it is continued for another 1100 yds. by the Pettemer dike. These two sea dikes were reconstructed by the state at great expense between the year 1860 and 1884, having consisted before that time of little more than a protected sand dike. The earthen dikes are protected by stone-slopes and by piles, and at the more dangerous points also by zinkstukken (sinking pieces), artificial structures of brushwood laden with stones, and measuring some 400 yds. in circuit, by means of which the current is to some extent turned aside. The Westkapelle dike, 12,468 ft. long, has a seaward slope of 300 ft., and is protected by rows of piles and basalt blocks. On its ridge, 39 ft. broad, there is not only a roadway but a service railway. The cost of its upkeep is more than £6000 a year, and of the Hondsbossche Zeewering £2000 a year. When it is remembered that the woodwork is infested by the pile worm (Teredo navalis), the ravages of which were discovered in 1731, the labour and expense incurred in the construction and maintenance of the sea dikes now existing may be imagined. In other parts of the coast the dunes, though not pierced through, have become so wasted by erosion as to require artificial strengthening. This is afforded, either by means of a so-called sleeping dike (slaperdyk) behind the weak spot, as, for instance, between Kadzand and Breskens in Zeeland-Flanders, and again between 's Gravenzande and Loosduinen; or by means of piers or breakwaters (hoofden, heads) projecting at intervals into the sea and composed of piles, or brushwood and stones. The first of such breakwaters was that constructed in 1857 at the north end of the island of Goeree, and extends over 100 yds. into the sea at low water. Similar constructions are to be found on the seaward side of the islands of Walcheren, Schouwen and Voorne, and between 's Gravenzande and Scheveningen, and Katwijk and Noordwijk. Owing to the obstruction which they offer to drifting sands, artificial dunes are in course of time formed about them, and in this way they become at once more effective and less costly to maintain. The firm and regular dunes which now run from Petten to Kallantsoog (formerly an island), and thence northwards to Huisduinen, were thus formed about the Zyper (1617) and Koegras (1610) dikes respectively. From Huisduinen to Nieuwediep the dunes are replaced by the famous Helder seawall. The shores of the Zuider Zee and the Wadden, and the Frisian and Zuider Zee islands, are also partially protected by dikes. In more than one quarter the dikes have been repeatedly extended so as to enclose land conquered from the sea, the work of reclamation being aided by a natural process. Layer upon layer of clay is deposited by the sea in front of the dikes, until a new fringe has been added to the coast-line on which sea grasses begin to grow. Upon these clay-lands (kwelders) horses, cattle and sheep are at last able to pasture at low tide, and in course of time they are in turn endiked. River dikes are as necessary as sea dikes, elevated banks being found only in a few places, as on the Lower Rhine. Owing to the unsuitability of the foundations, Dutch dikes are usually marked by a great width, which at the crown varies between 13 and 26 ft. The height of the dike ranges to 40 in. above high water-level. Between the dikes and the stream lie "forelands" (interwaarden), which are usually submerged in winter, and frequently lie i or 2 yds, higher than the country within the dikes. These forelands also offer in course of time an opportunity for endiking and reclamation. In this way the towns of Rotterdam, Schiedam, Vlaardingen and Maasluis have all gradually extended over the Maas dike in order to keep in touch with the river, and the small town of Delftshaven is built altogether on the outer side of the same dike. Impoldering.-The first step in the reclamation of land is to "impolder" it, or convert it into a "polder" (i.e. a section of artificially drained land), by surrounding it with dikes or quays for the twofold purpose of protecting it from all further inundation from outside and of controlling the amount of water inside. Impoldering for its own sake or on a large scale was impossible as long as the means of drainage were restricted. But in the beginning of the 15th century new possibilities were revealed by the adaptation of the windmill to the purpose of pumping water. It was gradually recognized that the masses of water which collected wherever peat-digging had been carried on were an unnecessary menace to the neighbouring lands, and also that a more enduring source of profit lay in the bed of the fertile sca-clay under the peat. It became usual, therefore, to make peat from it, this condition being established by proclamation in 1595. the subsequent drainage of the land a condition of the extraction of Drainage. It has been shown that the western provinces of Holland may be broadly defined as lying below sea-level. In fact the surface of the sea-clay in these provinces is from 11 to 16 ft. below the Amsterdam zero. The ground-water is, therefore, relatively very high and the capacity of the soil for further absorption proportionately low. To increase the reservoir capacity of the polder, as well as to conduct the water to the windmills or engines, it is intersected by a network of ditches cut at right angles to each other, the amount of ditching required being usually one-twelfth of the area to be drained. In modern times pumping engines have replaced windmills, and the typical old Dutch landscape with its countless hooded heads and swinging arms has been greatly transformed by the advent of the chimney stacks of the pumping-stations. The power of the pumping-engines is taken on the basis of 12 h.p. per 1000 hectares for every metre that the water has to be raised, or stated in another form, the engines must be capable of raising nearly 9 lb of water through 1 yd. per acre per minute. The main ditches, or canals, afterwards also serve as a means of navigation. The level at which it is desired to keep the water in these ditches constitutes the unit of water measurement for the polder, and is called the polder's zomer peil (Z.P.) or summer water-level. In pasturepolders (koepolders) Z.P. is 1 to 1 ft. below the level of the polder, and in agricultural polders 2 to 3 ft. below. Owing to the shrinkage of the soil in reclaimed lands, however, that is, lands which have been drained after fen or other reclamation, the sides of the polder are often higher than the middle, and it is necessary by means of small dams or sluices to make separate water-tight compartments (afpolderingen), each having its own unit of measurement. Some polders also have a winter peil as a precaution against the increased fall of water in that season. The summer water-level of the pasture polders south of the former Y is about 4 to 8 ft. below the Amsterdam zero, but in the Noorderkwartier to the north, it reaches 10 ft. below A.P. in the Beschotel polder, and in reclaimed lands (droogmakerijen) may be still lower, thus in the Reeuwyk polder north of Gouda it is 214 it. below. The drainage of the country is effected by natural or artificial means, according to the slope of the ground. Nearly all the polders of Zeeland and South Holland are able to discharge naturally into the sea at average low water, self-regulating sluices being used. But in North Holland and Utrecht on the contrary the polder water has generally to be raised. In some deep polders and drained lands where the water cannot be brought to the required height at once, windmills are found at two or even three different levels. The final removal of polder water, however, is only truly effected upon its discharge into the "outer waters of the country, that is, the sea itself or the large rivers freely communicating with it; and this happens with but a small proportion of Dutch polders, such as those of Zeeland, the Holland Ysel and the Noorderkwartier. As the system of impoldering extended, the small sluggish rivers were gradually cut off by dikes from the marshy lands through which they flowed, and by sluices from the waters with which they communicated. Their level ranges from about 1 to 4 ft. above that of the pasture polders. In addition, various kinds of canals and endiked or embanked lakes had come into existence, forming altogether a vast network of more or less stagnant waters. These waters are utilized as the temporary reservoirs of the superfluous polder water, each system of reservoirs being termed a boezem (bosom or basin), and all lands watering into the same boezem being considered as belonging to it. The largest boezem is that of Friesland, which embraces nearly the whole province. It sometimes happens that a polder is not in direct contact with the boezem to which it belongs, but first drains into an adjacent polder, from which the water is afterwards removed. In the same way, some boezems discharge first into others, which then discharge into the sea or rivers. This is usually the case where there is a great difference in height between the surface of the boezem and the outer waters, and may be illustrated by the Alblasserwaard and the Rotte boezems in the provinces of South and North Holland respectively. In time of drought the water in the canals and boezems is allowed to run back into the polders, and so serve a double purpose as water-reservoirs. Boezems, like polders, have a standard water-level which may not be exceeded, and as in the polder this level may vary in the different of an extended boezem. The height of the boezem peil ranges Bewe of an ex above to za ft. below the Amsterdam zero, though the average is about 1 to 1 ft. below. Some boezems, again, which are less easily controlled, have a danger water-level at which they refuse to receive any more water from the surrounding polders. The Schie or Delflands boezem of South Holland is of this kind, and such a boezem is termed besloten or sequestered," in contradistinction to a "free" boezem. A third kind of boezem is the reserve or berg-boezem, which in summer may be made dry and used for agriculture, while in winter it serves as a special reserve. The centuries of labour and self-sacrifice involved in the making of this complete and harmonious system of combined defence and reclamation are better imagined than described, and even at the present day the evidences of the struggle are far less apparent than real. Geology-Except in Limburg, where, in the neighbourhood of Maastricht, the upper layers of the chalk are exposed and followed by Oligocene and Miocene beds, the whole of Holland is covered by recent deposits of considerable thickness, beneath which deep borings have revealed the existence of Pliocene beds similar to the "Crags" of East Anglia. They are divided into the Diestien, corresponding in part with the English Coralline Crag, the Scaldisien and Poederlien corresponding with the Walton Crag, and the Amstelien corresponding with the Red Crag of Suffolk. In the south of Holland the total thickness of the Pliocene series is only about 200 ft., and they are covered by about 100 ft. of Quaternary deposits; but towards the north the beds sink down and at the same time increase considerably in thickness, so that at Utrecht a deep boring reached the top of the Pliocene at a depth of 513 ft. and at 1198 ft. it had not touched the bottom. At Amsterdam the top of the Pliocene lay 625 ft. below the surface, but the boring, 1098 ft. deep, did not reach the base of the uppermost division of the Pliocene, viz. the Amstelien. Eastward and westward of Amsterdam, as well as southward, the Pliocene beds rise slowly to the surface, and gradually decrease in thickness. They were laid down in a broad bay which covered the east of England and nearly the whole of the Netherlands, and was open to the North Sea. There is evidence that the sea gradually retreated northwards during the deposition of these beds, until at length the Rhine flowed over to England and entered the sea north of Cromer. The appearance of northern shells in the upper divisions of the Pliocene series indicates the approach of the Glacial period, and glacial drift containing Scandinavian boulders now covers much of the country east of the Zuider Zee. The more modern deposits of Holland consist of alluvium, wind-blown sands and peat.1 Climate. Situated in the temperate zone between 50° and 53° N. the climate of Holland shows a difference in the lengths of day and night extending in the north to nine hours, and there is a correspondingly wide range of temperature; it also belongs to the region of variable winds. On an average of fifty years the mean annual temperature was 49-8° Fahr.; the maximum, 93-9° Fahr.; the minimum, -5.8° Fahr. The mean annual barometric height is 29.93 in.; the mean annual moisture, 81%; the mean annual rainfall, 27-99 in. The mean annual number of days with rain is 204, with snow 19, and with thunder-storms 18. The increased rainfall from July to December (the summer and autumn rains), and the increased evaporation in spring and summer (5.2 in. more than the rainfall), are of importance as regards "poldering" and draining operations. The prevalence of south-west winds during nine months of the year and of north-west during three (April-June) has a strong influence on the temperature and rainfall, tides, river mouths and outlets, and also, geologically, on dunes and sand drifts, and on fens and the accumulation of clay on the coast. The west winds of course increase the moisture, and moderate both the winter cold and the summer heat, while the cast winds blowing over the 1 See J. Lorié, Contributions à la géologie des Pays-bas (1885-1895). Archives du Mus. Teyler (Haarlem), ser. 2, vol. ii. pp. 109-240, vol. iii. pp. 1-160, 375-461, vol. iv. pp. 165-309 and Bull. soc. belge geol. vol. iii. (1889); Mém. pp. 409-449; F. W. Harmer, "On the Pliocene Deposits of Holland," &c., Quart. Journ. Geol. Soc., London, vol. Jii. (1896) pp. 748-781, pls. xxxiv., xxxv. | continent have an opposite influence. It cannot be said that the climate is particularly good, owing to the changeableness of the weather, which may alter completely within a single day. The heavy atmosphere likewise, and the necessity of living within doors or in confined localities, cannot but exercise an influence on the character and temperament of the inhabitants. Only of certain districts, however, can it be said that they are positively unhealthy; to this category belong some parts of the Holland provinces, Zeeland, and Friesland, where the inhabitants are exposed to the exhalations from the marshy ground, and the atmosphere is often burdened with sea-fogs. Fauna. In the densely populated Netherlands, with no extensive forests, the fauna does not present any unusual varieties. The otter, martin and badger may be mentioned among the rarer wild animals, and the weasel, ermine and pole-cat among the more common. In the 18th century wolves still roamed the country in such large numbers that hunting parties were organized against them; now they are unknown. Roebuck and deer are found in a wild state in Gelderland and Overysel, foxes are plentiful in the dry wooded regions on the borders of the country, and hares and rabbits in the dunes and other sandy stretches. Among birds and be reckoned about two hundred and forty different kinds which are regular inhabitants, although nearly two hundred of these are migratory. The woodcock, partridge, hawk, water-ousel, magpie, jay, raven, various kinds of owls, wood-pigeon, golden-crested wren, tufted lark and titmouse are among the birds which breed here. Birds of passage include the buzzard, kite, quail, wild fowl of various kinds, golden thrush, wagtail, linnet, finch and nightingale. Storks are plentiful in summer and might almost be considered the most characteristic feature of the prevailing landscape. Flora.-The flora may be most conveniently dealt with in the four physiographical divisions to which it belongs. These are, namely, the heath-lands, pasture-lands, dunes and coasts. Heath (Erica tetralix) and ling (Calluna vulgaris) cover all the waste sandy regions in the eastern division of the country. The vegetation of the meadow-lands is monotonous. In the more damp and marshy places the bottom is covered with marsh trefoil, carex, smooth equisetum, and rush. In the ditches and pools common yellow and white water-lilies are seen, as well as water-soldier (Stratioles aloides), great and lesser reed-mace, sweet flag and bur-reed. The plant forms of the dunes are stunted and meagre as compared with the same forms elsewhere. The most common plant here is the stiff sand-reed (Arundo arenaria), called sand-oats in Drente and Overysel, where it is much used for making mats. Like the sand-reed, the dewberry bramble and the shrub of the buckthorn (Hippophae rhamnoides) perform a useful service in helping to bind the sand together. Furze and the common juniper are regular dune plants, and may also be found on the heaths of Drente, Overysel and Gelderland. Thyme and the small white dune-rose (Rosa pimpinelli folia) also grow in the dunes, and wall-pepper (Sedum acre), field fever-wort, reindeer moss, common asparagus, sheep's fescue grass, the pretty Solomon-seal (Polygonatum officinale), and the broadleaved or marsh orchis (Orchis latifolia). The sea-plants which flourish on the sand and mud-banks along the coasts greatly assist the process of littoral deposits and are specially cultivated in places. Sea-aster flourishes in the Wadden of Friesland and Groningen, the Dollart and the Zeeland estuaries, giving place nearer the shore to sandspurry (Spergularia), or sea-poa or floating meadow grass (Glyceria maritima), which grows up to the dikes, and affords pasture for cattle and sheep. Along the coast of Overysel and in the Bies bosch lake club-rush, or scirpus, is planted in considerable quantities for the hat-making industry, and common sea-wrack (Zosters marina) is found in large patches in the northern half of the Zuider Zee, where it is gathered for trade purposes during the months of June, July and August. Except for the willow-plots found along the rivers on the clay lands, nearly all the wood is confined to the sand and gravel soils, where copses of birch and alder are common. Population. The following table shows the area and population in the eleven provinces of the Netherlands: The extremes of density of population are found in the provinces of North Holland and South Holland on the one hand, and Drente on the other. This divergence is partly explained by the difference of soil-which in Drente comprises the maximum of waste lands, and in South Holland the minimum-and partly also by the greater facilities which the seaward provinces enjoy of earning a subsistence, and the greater variety of their industries. The largest towns are Amsterdam, Rotterdam, the Hague, Utrecht, Groningen, Haarlem, Arnhem, Leiden, Nijmwegen, Tilburg. Other considerable towns are Dordrecht, Maastricht, Leeuwarden, Zwolle, Delft, 's Hertogenbosch, Schiedam, Deventer, Breda, Apeldoorn, Helder, Enschedé, Gouda, Zaandam, Kampen, Hilversum, Flushing, Amersfoort, Middelburg, Zutphen and Alkmaar. Many of the smaller towns, such as Assen, Enschede, Helmond, Hengelo, Tiel, Venlo, Vlaardingen, Zaandam, Yerseke, show a great development, and it is a noteworthy fact that the rural districts, taken as a whole, have borne an equal share in the general increase of population. This, taken in conjunction with the advance in trade and shipping, the diminution in emigration, and the prosperity of the savings banks, points to a favourable state in the condition of the people. Communications.-The roads are divided into national or royal roads, placed directly under the control of the waterstaat and supported by the state; provincial roads, under the direct Roads. control of the states of the provinces, and almost all supported by the provincial treasuries; communal and polder roads, maintained by the communal authorities and the polder boards; and finally, private roads. The system of national roads, mainly constructed between 1821 and 1827, but still in process of extension, brings into connexion nearly all the towns. The canal system of Holland is peculiarly complete and extends into every part of the country, giving to many inland towns almost a maritime appearance. The united length of the canals Canals. exceeds 1500 m. As a matter of course the smaller streams have been largely utilized in their formation, while the necessity for a comprehensive drainage system has also contributed in no small degree. During the years 1815-1830 a large part of the extensive scheme of construction inaugurated by King William I. was carried out, the following canals, among others, coming into existence in that period: the North Holland ship canal (depth, 16 ft.) from Amsterdam to den Helder, the Grift canal between Apeldoorn and Hattem, the Willemsvaart connecting Zwolle with the Ysel, the Zuid Willemsvaart, or South William's canal (6 ft.), from 's Hertogenbosch to Maastricht, and the Ternuzen-Ghent ship canal. After 1849 the canal programme was again taken up by the state, which alone or in conjunction with the provincial authorities constructed the Apeldoorn-Dieren canal (1859-1869), the drainage canals of the "Peel" marsh in North Brabant, and of the eastern provinces, namely, the Deurne canal (1876-1892) from the Maas to Helenaveen, the Almelo (1851-1858) and Overysel (1884-1888) canals from Zwolle, Deventer and Almelo to Koevorden, and the Stieltjes (1880-1884), and Orange (1853-1858 and 1881-1889) canals in Drente, the North Williams canal (1856-1862) between Assen and Groningen, the Ems (1866-1876) ship canal from Groningen to Delfzyl, and the New Merwede, and enlarged the canal from Harlingen by way of Leeuwarden to the Lauwars Zee. The large ship canals to Rotterdam and Amsterdam, called the New Waterway and the North Sea canal respectively, were constructed in 1866-1872 and 1865-1876 at a cost of 2 and 3 million pounds sterling, the former by widening the channel of the Scheur north of Rozenburg, and cutting across the Hook of Holland, the latter by utilizing the bed of the Y and cutting through the dunes at Ymuiden. In 1876 an agreement was arrived at with Germany for connecting the important drainage canals in Overysel, Drente and Groningen with the Ems canal system, as a result of which the Almelo-Noordhorn (1884-1888) and other canals came into existence. The canals differ in character in the different provinces. In Zeeland they connect the towns of the interior with the sea or the river mouths; for example, the one from Middelburg to Veere and Flushing (1866-1878), from Goes to the East Scheldt, and from Zierikzee also to the East Scheldt. The South Beveland (1862–1866) canal connects the East and West Scheldt; similarly in South Holland the Voorne canal unites the Haringvliet with the New Maas, which does not allow the passage of large vessels above Brielle; whilst owing to the banks and shallows in front of Hellevoetsluis the New Waterway was cut to Rotterdam. Of another character is the Zederik canal, which unites the principal river of central Holland, the Lek, at Vianen by means of the Linge with the Merwede at Gorkum. Amsterdam is connected with the Lek and the Zederik canal via Utrecht by the Vecht and the Vaart Rhine (1881-1893: depth 10-2 ft.). Again, a totally different character belongs to the canals in North Brabant, and the east and north-east of Holland where, in the absence of great rivers, they form the only waterways which render possible the drainage of the fens and the export of peat; and unite the lesser streams with each other. Thus in Overysel, in addition to the canals already mentioned, the Dedemsin Drente the Smildervaart and Drentsche Hoofdvaart unites Assen vaart connects the V cht with the Zwarte Water near Hasselt; with Meppel, and receives on the eastern side the drainage canals of the Drente fens, namely, the Orange canal and the Hoogeveen Lauwers Zee by the Reitdiep (1873-1876), while the canal to WinVaart (1850-1860; 1880-1893). Groningen communicates with the schoten and the Stadskanaal, or State canal (1877-1880), bring it into connexion with the flourishing fen colonies in the east of the province and in Drente. In Friesland, finally, besides the ship canal from Harlingen to the Lauwers Zee there are canals from Leeuwarden to the Lemmer, whence there is a busy traffic with Amsterdam; and the Caspar Robles or Kolonels Diep, and the Hoendiep connect it with Groningen. The construction of railways was long deferred and slowly accomplished. The first line was that between Amsterdam and Haarlem, opened in 1839 by the Holland railway company (Hollandsch Yzeren Spoorweg Maatschappij). In 1845 the state under- Rallways. took to develop the railway system, and a company of private individuals was formed to administer it under the title of the Maatschappij tot Exploitatie van Staatspoorwegen. In 1860, however, the total length of railways was only 208 m., and in that year a parliamentary bill embodying a comprehensive scheme of construction was adopted. By 1872 this programme was nearly completed, and 542 m. of new railway had been added. In 1873 and 1875 a second and a third bill provided for the extension of the railway system at the cost of the state, and, in 1876, 1882 and 1890 laws were introduced readjusting the control of the various lines, some of which were transferred to the Holland railway. The state railway system was completed in 1892, and since that time the utmost that the state has done has been to subsidize new undertakings. These include various local lines such as the line AlkmaarHoorn (1898), Ede-Barneveld-Nykerk, Enschede-Ahaus in Germany (1902), Leeuwarden to Franeker, Harlingen and Dokkum, and the line Zwolle-Almelo (junction at Marienberg) Koevorden-StadskanalVeendam-Delfzyl, connecting all the fen countries on the eastern borders. The electric railway Amsterdam-Zandvoort was opened in 1904. The frame upon which the whole network of the Dutch railways may be said to depend is formed of two main lines from north and south and four transverse lines from west to east. The two longitudinal lines are the railway den Helder via Haarlem (1862-1867), Rotterdam (1839-1847), and Zwaluwe (1869-1877) to Antwerp (1852-1855), belonging to the Holland railway company, and the State railway from Leeuwarden and Groningen (1870) (junction at Meppel, 1867) Zwolle (1866)-Arnhem (1865)— Nijmwegen (1879)-Venlo (1883)-Maastricht (1865). The four transverse lines belong to the State and Holland railways alternately and are, beginning with the State railway: (1) the line Flushing (1872)-Rozendaal (1860)-Tilburg (1863)-Bokstel (whence there is a branch line belonging to the North Brabant and Germany railway company via Vechel to Goch in Germany, opened in 1873)-Eindhoven-Venlo and across Prussian border (1866); (2) the line Hook of Holland-Rotterdam (1893)-Dordrecht (18721877)-Elst (1882-1885)—Nijmwegen (1879)-Cleves, Germany (1865); (3) the line Rotterdam-Utrecht (1866-1869) and Amsterdam -Utrecht-Arnhem (1843-1845) to Enimerich in Germany (1856): this line formerly belonged to the Netherlands-Rhine railway company, but was bought by the state in 1890; and finally (4) the line Amsterdam-Hilversum-Amersfoort-Apeldoorn (1875), whence it is continued (a) via Deventer, Almelo and Hengelo to Salzbergen, Germany (1865); (b) via Zutphen, Hengelo (1865), Enschedé (1866) to Gronau, Germany; (c) via Zutphen (1876) and Ruurlo to Winterswyk (1878). Of these (1) and (2) form the main transcontinental routes in connexion with the steamboat service to England (ports of Queenborough and Harwich respectively). Two other lines of railway, both belonging to the state, also traverse the country west to east, namely, the line Rozendaal 's Hertogenbosch (1890)— Nijmwegen, and in the extreme north, the line from Harlingen through Leeuwarden (1863) and Groningen (1866) to the border at Nieuwe Schans (1869), whence it was connected with the German railways in 1876. The northern and southern provinces are further connected by the lines Amsterdam-Zaandam (1878)-Enkhuizen (1885), whence there is a steam ferry across the Zuider Zee to Stavoren, from where the railway is continued to Leeuwarden (18831885); the Netherlands Central railway, Utrecht-Amersfoort Zwoole-Kampen (1863); and the line Utrecht-'s Hertogenbosch (1868-1869) which is continued southward into Belgium by the lines bought in 1898 from the Grand Central Belge railway, namely, via Tilburg to Turnhout (1867), and via Eindhoven (1866) to Hasselt. In 1892 Greenwich mean time was adopted on the railways and in the post-offices, making a difference of twenty minutes with mean Amsterdam time. Since 1877 railway communication has been largely supplemented by steam-tramways, which either run along the main roads or across the country on special embankments, while one of them is |