In the southern ports the Greek flag comes first, covering more than a fifth of the tonnage; next comes the Austrian, covering about a sixth; third in order comes the English, followed in equal line by the national and Sardinian. These five, together with the Turkish, represent more than 86 per cent. of the whole. The following table exhibits an account of the number and tonnage of vessels entered and cleared at the northern and southern ports respectively, distinguishing the countries from which they arrived, or to which they were bound:

*

From the above table we perceive that in the northern ports the chief communication is with England,-embracing more than half the total tonnage entered and cleared. Next to England come Denmark and Holland. In the southern ports the navigation to and from Turkey takes the lead. This is referable to the circumstance that many vessels arriving from the Archipelago, the Adriatic, and the Mediterranean, or bound ultimately for Austria, Greece, or the south of France, call at Constantinople to complete or deliver a portion of their cargo and receive their final destination. Next to Turkey comes England; then, the Italian States; and these three together embrace nearly seven-tenths of the whole. In the total movement of the northern and southern ports, England takes the first place, with about 38 per cent. of the tonnage, and is

Our commercial relations with Denmark are of but small importance; and the place here occupied by that country is referable to our numerous invoices to Elsineur, where they receive their definitive destination for England, America, or elsewhere.

followed in gradation by Turkey, Italy, France, Denmark *, and Holland. The following table exhibits the proportion of the tonnage entered to the tonnage cleared, together with the proportion entered in ballast, in our communications with the principal countries mentioned in the foregoing table :

We here perceive that the entries are much larger than the clearances with Turkey, Italy, Holland, Austria, the Hanse Towns, and Prussia, whilst the reverse is the case with England, France, Denmark, and Sweden. In regard to obtaining cargoes each way, the least favourably situated countries are Austria, Holland, Denmark, and Turkey, where the proportion of tonnage entered in ballast runs from 70 to 82 per cent.; the most favourably situated are the Hanse Towns, Sweden, and Prussia, where the proportion entered in ballast is below 50 per cent.; whilst England and France stand between the two extremes.

On combining the preceding data regarding navigation with the figures representing our commercial relations with those countries with which our only direct communications are by sea, we obtain the following results for the period 1849-53:

Direct Trade with England: Total movement Ro. 72,376,400; excess of exportation Ro. 19,633,000, or upwards of 74 per cent. The trade employed 4,978 vessels, with a tonnage of 529,430 lasts; nearly 40 per cent. of the total movement of our northern and southern ports. The proportion of tonnage entered to tonnage cleared was as 5 to 6; and the tonnage entered in ballast was 62 per cent. Trade with France;

See preceding note.

Total movement Ro. 15,125,600; excess of importation Ro. 1,757,400, or upwards of 26 per cent. The trade employed 728 vessels, with a tonnage of 78,786 lasts, representing 5.7 per cent. of the whole navigation. The proportion of tonnage entered to tonnage cleared was as 2 to 3; and the tonnage entered in ballast was nearly equal to that entered with cargo. Trade with Holland: Total movement Ro. 8,764,400; excess of exportation Ro. 2,041,800, or 61 per cent. The trade employed 1,010 vessels, with a tonnage of 71,266 lasts. The proportion of tonnage entered to tonnage cleared was as 10 to 9; and the tonnage entered in ballast was to that entered with cargo as 3 to 1. Trade with Belgium: Total movement Ro. 2,351,000; excess of importation Ro. 1,038,800, or 160 per cent. The trade employed 107 vessels, with a tonnage of 11,985 lasts. The proportion of tonnage entered to tonnage cleared was as 100 to 97, and the tonnage entered in ballast was to that entered with cargo as 2 to 1. Trade with Denmark: Total movement Ro. 1,798,400; excess of exportation Ro. 1,308,000, or 533 per cent. This trade (including exportation to Elsineur) employed 1,235 vessels, with a tonnage of 75,554 lasts, representing about 51 per cent. of the total navigation. The proportion of tonnage entered to tonnage cleared was nearly as 2 to 9, and the tonnage entered in ballast was to that entered with cargo nearly as 3 to 1. Trade with Sweden and Norway: Total movement Ro. 3,625,300; excess of exportation Ro. 374,500, or 23 per cent. The trade employed 901 vessels, with a tonnage of 38,630 lasts. The proportion entered to cleared was as 25 to 29, and the tonnage entered in ballast to that with cargo as 9 to 11 nearly. Trade with Italy: Total movement Řo. 7,311,400; excess of exportation Ro. 1,122,600, or 36 per cent.; employed 999 vessels, measuring 122,397 lasts; proportion entered to cleared nearly as 5 to 4; tonnage entered in ballast to that with cargo nearly as 7 to 3. Trade with the Spanish Peninsula: Total movement Ro. 3,911,200; excess of importation Ro. 2,826,400, or 521 per cent.; employed 216 vessels, with a tonnage of 21,612 lasts; proportion entered to cleared as 20 to 1, and entered in ballast to entered with cargo as 9 to 11. Trade with the United States and West Indies: Total movement Ro. 10,168,600; excess of importation Ro. 5,551,200, or 240 per cent.; employed 105 vessels, with a tonnage of 18,700 lasts; proportion entered to cleared as 7 to 3, and entered in ballast to entered with cargo nearly as 3 to 100.

The following tables presents a view of the navigation of Finland during the period 1849-53:

It results from this table that the national flag figured in the total movement in the proportion of 78 per cent. as to number of vessels, and 75 per cent. as to tonnage, the mean burden being at same time 72 lasts for native vessels, and 89 lasts for foreign vessels. The proportion entered in ballast and with cargoes respectively was 38 vessels and 45 lasts of the former, against 62 vessels and 55 lasts of the latter; and the proportions cleared were 16 vessels and 12 lasts in ballast, against 84 vessels and 88 lasts with cargo. Of the foreign vessels, Swedish and Norwegian formed about a half, and English about twofifths, the remaining tenth being Danes, French, Dutch, and Lubeckers. In conclusion, we subjoin a view of the progress of our coasting trade since 1827,-that being the date at which it began to be separately stated in the official tables:

:

On a comparison of the two periods we perceive that in the course of these twenty-two years the coasting trade, as regards the number of vessels employed, has more than quadrupled, the increase in the northern ports being in the proportion of 100 to 341, and in the southern as 100 to 404. Thus the progress of the latter has considerably outstripped that of the former; and this difference is still greater as regards the value of the eargoes, the increase in the northern ports being in the proportion of 100 to 392, and in the southern as 100 to 713. As the coasting trade is the nursery of our mercantile navy, its progress is a matter of very great importance: the difference in favour of the southern ports is referable to the climate, which affords a much greater latitude there than in the northern for the development of navigation.

In treating of the various important interests which form the subject of these volumes, we have studied them under a variety of aspects, with the view of conducting, as far as possible, into a single focus the various elements proper to form the basis of farther research; and, from the details on which we have thus found it necessary to enter, we have left ourselves no room here for the treatment of some other matters,—such as our means of internal communication, our various institutions of credit, and the financial resources of the empire, without an inquiry into which the task we have undertaken cannot be regarded as accomplished. To these matters, therefore, we propose devoting an additional and concluding volume, which we hope to be able at no distant day to deliver to the public.