calculations for capitalizing the dues, upon the principles adopted in the case of the Sound dues. This calculation makes the total sum required to capitalize them at 4 per cent., 447,5931. Of that sum, with the deduction of 38 per cent. for all abuses and overcharges, the share to be paid by Great Britain would be 227,451. Sir James E. Tennent was of opinion that if compensation be given, Great Britain has no right to pay upon a higher basis than one-sixteenth per cent.

Hamburg. About 2,000 British vessels entered the port of Hamburg in 1857, from England. Hamburg now pays about 19 per cent. of the toll, and is the largest contributor next to Great Britain. The Hamburg authorities do not place a British ship in a worse position than any other ship. It is a Hanoverian imposition which is put upon the British ships and not put upon the Hamburg ships; in consequence of which Hamburg ships have increased considerably within the last few years. The imports into Hamburg from Great Britain were calculated at 10,000,000l. But in the opinion of Sir James E. Tennent, the trade of Hamburg is far more affected by the tolls than the trade of Great Britain. Notwithstanding the tolls, the exports of British produce and manufactures, from the United Kingdom to the Hanse Towns, have increased from 5,598,511l. in 1841, to 11,244,4667. in 1857; and of foreign and colonial produce, from 2,853,043l. in 1854, to 3,887,0397. in 1857. So the imports at Hamburg from Great Britain have increased from 7,035,955l. in 1845, to 13,062,4177. in 1856. The returns of the shipping for the United Kingdom present the same results. In 1853, the number of vessels that cleared out from the Hanseatic ports was 1,364; in 1856 there were 1,934, and the tonnage increased from 333,000 tons, to 495,900 tons. The present movements against the Stade tolls must have originated at Hamburg. They must necessarily have been rendered uneasy by the growing trade of Harburg, which is within seven miles of her. Hamburg cannot see without jealousy a new port receiving annually 1,000 laden ships, of which it is supposed that a portion at least might have gone to her.

Harburg. Since 1850, the toll has been levied upon all vessels which do not discharge their goods at Harburg, instead of upon all vessels going to the Elbe; vessels of all nations are alike exempt if they discharge at Harburg. There is, however, some expense in unloading at Harburg, on account of the river being shallow, which is not necessary at Hamburg. The trade of Harburg has much increased of late, but small vessels only can go there. Hanover has a legal right to exempt Harburg from dues. The exemption of cargoes landing at Harburg, acts as a grievance towards British shipping on account of the low draught of water preventing British ships from going thither. The trade with Harburg is now entirely in the hands of Hanover shipowners, who have built special ships for the purpose. The steamers employed in the Hamburg trade cannot go to Harburg in consequence of the draught of water; many of them being paddle steamers, the width of the gates at the dock not admitting of a large class

of steamers. The opening of Harburg is, however, an advantage to the direct trade with Hamburg. Goods intended for Hamburg may be sent to Harburg, and in consequence of the saving of the tolls, gain 4d. per cwt. by having them lightered to Hamburg. But if it be an advantage to the merchant to save 4d. per cwt., it is an injury to the shipowner who has vessels of a particular class or width. The British trade with Harburg has increased as follows:-In 1850, the number of British vessels with cargo arriving at Harburg was 6, and the total of British and foreign, 152. In 1851, the British vessels were 15; total, British and foreign, 335. In 1852, British vessels, 42; total, British and foreign, 691. In 1853, British vessels, 68; total, British and foreign, 844. In 1854, British vessels, 129; total, British and foreign, 1,032. In 1855, British vessels, 106; total, British and foreign, 1,118. In 1856, British vessels, 650; total, British and foreign, 1,114. In 1857, British vessels, 710. There are many disadvantages connected with the port of Harburg that will ever hinder it from becoming of importance to British commerce. There is, first, the impossibility for ships of deep draught of water to reach that port; secondly, the inconvenience of the cumbrous custom-house laws of the Zollverein met with at Harburg, in comparison with the well-known liberal treatment in Hamburg. Thirdly, the unfavourable geographical position of Harburg in comparison with Hamburg, which latter naturally always will be, according to its situation on the northern bank of the river, the central point of the whole North. Fourthly, the difficulty in obtaining return freights from Harburg to England, which would oblige the captains to go to Hamburg to get goods for their home voyage. Yet there are great facilities at Harburg for sending goods to central Germany. Harburg is the natural port for supplying that portion of the Zollverein which lies at the south bank of the Elbe.

XCVII.-SHIPPING.

Return of British Ships employed in the Trade of the United Kingdom in the Years 1853 to 1857, and of the number of Men actually employed in them. 18th March, 1858. (139.)

IN 1853, there were employed of British registered vessels as home trade ships, 8,477 sailing vessels, 689,342 tons, and 36,051 men; 374 steamvessels, 85,471 tons, and 6,689 men. Partly as home trade ships, and partly as foreign going ships, 970 sailing vessels, 156,800 tons, and 7,134 men; and 28 steam vessels, 7,250 tons, and 560 men. Solely as foreign going ships, 8,120 sailing vessels, 2,665,685 tons, and 111,821 men; and 237 steam vessels, 125,539 tons, and 10,270 men. Giving an aggregate in 1853, of 17,567 sailing vessels, 3,511,827 tons, and 155,006 men; and 639 steam vessels, 218,260 tons, and 17,519 men; or total sailing and steam vessels, 18,206, 3,730,087 tons, and 172,525 men.

In 1857 there were employed of British registered vessels as home trade

ships, 9,676 sailing vessels, 767,925 tons, and 37,138 men; 388 steam-vessels, 92,481 tons, and 6,462 men. Partly as home trade ships, and partly as foreign going ships, 1,008 sailing vessels, 162,112 tons, 7,007 men; and 66 steam-vessels, 20,859 tons, and 1,200 men. As foreign going ships, 7,655 sailing vessels, 2,900,082 tons, 107,289 men; and 445 steam vessels, 268,023 tons, 17,291 men. Giving an aggregate in 1857, of 18,429 sailing vessels, 3,830,119 tons, 151,434 men; and 899 steam vessels, 381,363 tons, 24,953 men: or, total sailing and steam vessels, 19,328 vessels, 4,211,482 tons, 176,387 men.

Home trade ships are ships trading on the coasts of the United Kingdom or to ports within the limits of the river Elbe and Brest; foreign-going ships are ships trading beyond those limits.

XCVIII.-VESSELS, TONNAGE, &c.

A Return showing the Number of Vessels and Tonnage entered inwards and outwards at each of the Twelve principal Ports of the United Kingdom ; also the Official Value of Imports and Exports for each of the said Ports during the Year 1857. (Mr. Horsfall.) 6th May, 1858. (276.)

Detailed Statement relative to the Harbours of Refuge of Dover, Alderney, and Portland, together with the Quarterly Reports of the Engineers, for the Year ending 31st March, 1858. (Mr. Hamilton.) 6th May, 1858. (262.) FOR the Harbour at Dover the total estimate was 630,000l.; the total amount of votes was 346,000l.; 34,000l. more was required for 1858-59, and 270,000l. to complete the works. For the Harbour of Alderney the total estimate was 1,300,000l. The total amount of votes was 662,000l. For 1858-59, the vote required was 60,000l., and 578,000l. more was wanted to complete the work. For the Harbour at Jersey the total estimate was 700,000l.; the total amount of votes was 305,000l. Owing to the

suspension of the work no vote was required for 1858-59; but 395,000l. was required to complete the works. For the Portland Harbour the total estimate was 932,125l.; and the total amount of votes was 637,000l. For 1858-59 the amount required was 76,000l., and 119,1234. more was wanted to complete the works.

C.-METROPOLIS ROADS (NORTH OF THAMES).

Returns relative to Metropolis Roads North of the Thames. (Mr. Byng.) 16th February, 1858. (140.)

THE total sum of tolls received for the year ending 25th March, 1857, was 62,5357., and the total expenditure 64,8781. The tolls of the several districts were submitted to public competition at the usual period of last year, but two only of the lots were then let, the remainder being put up to auction a second time in the month of June. At this meeting the competition for some of the lots was considerable; the whole of them were let, and the result of the two lettings was, that the tolls produced 2,340l. more than they had realized during the previous twelve months. The tolls on the New North Road were also let for 960l., and those on the Marylebone and Finchley Roads for 1,700l., being an increase respectively of 240l. and 150l. on the previous lettings. In consequence of the evasion of the Harrow Road gate by the passage of vehicles through Kensall New Town, the commissioners have been obliged to erect a new gate on that road beyond the cemetery. A similar evasion has compelled them to remove the Dalston Lane gate to another position, and to erect a side bar to protect it. On the other hand, they have been able to dispense with, and remove altogether the side bar across the end of Gipsey Lane, in the 13th (Green Lanes) district. In conformity with the 14th clause of the Marylebone and Finchley Roads Extension Act, 1850, the Commissioners, on the 1st May last, paid off 1,0501. of the bonds secured on the tolls of those roads, with the sum of 5981. 108., thus reducing the bonded debt to 27,341l. 148. 4d. The receipts from tolls during the past year, exclusive of those on the Marylebone and Finchley and New North Roads, have amounted to 59,024l. 198. 2d., and the receipts from all sources to 63,4221. 7s. 1d., while the expenditure during the same period has been 61,1367. Os. 6d., showing an excess of income over expenditure of 2,2861. 68. 7d. In consequence of a very large increase of omnibus traffic between Shoreditch and Kingsland Gate, that part of the Stamford Hill Road has become much worn during the last few months; but all the other roads are in their usual good condition. All the liabilities of the Commissioners to 1st February last have been paid, and the estimated amount of their present floating debt (which comprises the expenditure on the roads since that date) is about 8,000l. The total receipt for the year ending the 25th March, 1858, was 65,482l., and the expenditure 61,1361. The balance in hand was, cash, 4,346l., and Exchequer Bills purchased for 10,264l.

CI.-HARBOURS OF REFUGE.

Report of the Select Committee of the House of Commons appointed to inquire into the Policy of making further grants of public money for the improvement and extension of Harbours of Refuge. (344.)

THE Committee was appointed on the 9th February, 1858, and it consisted of Mr. Wilson, Mr. Lowe, Mr. Baring, Lord Naas, Lord Adolphus Vane Tempest, Mr. Kendall, Mr. Liddell, Sir Frederick Smith, Mr. Philips, Mr. Hassard, Mr. Augustus Smith, Sir Robert Ferguson, Mr. John Henry Gurney, Mr. Traill, Mr. Duff, Mr. Fergus, Mr. Dodson, Mr. Clay, Mr. Joseph Ewart, and Mr. Macartney. Admiral Duncombe, Sir James Elphinstone and Lord John Hay were subsequently added to the Committee, and Mr. Duff was discharged from further attendance.

The Committee sat twelve days, and examined the following witnesses, viz.-Mr. David Stevenson, C.E.; Captain James Henderson, R.N.; Colonel R. C. Moody, R.N.; Lieut. C. J. Cerjat; Rear-Admiral Sir James Clark Ross; Mr. John Coode, C.E.; Mr. Mark Clarke, Master Mariner; Henry Coston, Master Mariner; Captain W. L. Sheringham, R.N.; Mr. Thomas Roundell Forward, Commander of the Sylvia; Mr. John Dyer Bryant of Padston; Mr. Joseph Samson, Master Mariner; Captain Christopher Claxton, R.N.; Mr. Thomas B. Chanter, Lloyd's Agent; Mr. Robert Winder, Mr. Thomas R. Winder, R.E.; Mr. James Abernethy, C.E.; Rear-Admiral Sir Henry Shiffner, Mr. Thomas Lowery, Trinity House Pilot; Sir John Burgoyne; Rear-Admiral George Evans, Conservator of the Mersey; Sir James Dombrain, Captain William Cumming, Captain James M'Kellar, Mr. Barry, D. Gibbons, Engineer; Mr. William Dargan, Mr. James Walker, C.E.; Mr. Edward Best, Master Mariner; Mr. Joseph Thomson, Master Mariner; Mr. William Hamilton, Commander; Sir Samuel Morton Peto, M.P.; Mr. David James, Surveyor for Lloyd's; Mr. George Bowen, Master; Captain John Harries, Captain Christopher Claxton, R.N.; Captain John Drew, Mr. Robert Gething, Harbour Master; Captain James Vetch, Captain John Williams, Mr. William B. Hayes.

The Committee was originally appointed in the Session of 1857; and the substance of the evidence then obtained has already appeared in the "Annals." In June 1858, the Committee agreed to the following report :

Your Committee has not thought it necessary to take any evidence as to the great and increasing extent of the shipping interests which are involved in the inquiry entrusted to it, inasmuch as there is an abundance of documents already before the House which sufficiently illustrate those points, but to which it may not be out of place to refer as bearing upon the observations which your Committee has thought it its duty to make. In the "Statistical Abstract" laid before Parliament in the present Session, at pages 30 and 31, accounts are given of the progress of the shipping of the United Kingdom for a series of years. From these accounts it appears