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to ordinary work of moderate magnitude, and regulated by
free competition, there are other works of national
magnitude, which must become monopolies, and therefore
demand national control and government regulation. They
include railways among these, and, accordingly, have
organized a regular system of railway communication to be
carried on in accordance with the report of a Royal
Commission issued in the autumn of 1875.
As the particulars of this comprehensive scheme have
not yet been published in England, and they are of
considerable interest to intending tourists, I have had all the
existing and proposed lines laid down upon Mr. Stanford’s
excellent map appended to this book.
The continuous broad black lines represent the
railways already completed or in course of construction, and
the dotted lines are the authorized railways not commenced
when the Report of the Royal Commission was issued.
I will now take the most important of these seriatim.
The line connecting Christiania with Trondhjem takes
a different course from that of the existing post-road,
in order to avoid the ascent of the Dovrefjeld, no small
matter, seeing that the post-road rises to about 4500 feet
above the Christiania fjord, and, of course, descends as
much to Trondhjem. The railway will follow the valley
of the Glommen, by turning off eastward from the Mjosen
lake at Hamar, instead of following the Guldbrandsdal
from the head of the lake at Lillehammer. It will return
to the post route at Stören, and go on to Trondhjem by
that beautiful portion of the line over which we travelled.
This is tobe completed throughout in 1878,but it is cpiite
possible that steam communication between the ancient
and modern capitals of Norway may be effected during the
present year thus: rail from Christiania to Eidsvold ; steam-
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