{NLAND WATERWAYS—CHISHOLM. 357 
The water traffic of Berlin is also instructive. At last census the 
population of Berlin was upward of 2,000,000. The city is connected 
by waterways with the ports of Hamburg and Stettin, and upstream 
with the river port of Kosel, in the vicinity of the Prussian coal field, 
which ranks next in importance to that of the Ruhr basin. The Ham- ° 
burg route has been navigable since 1894 for vessels of 600 tons bur- 
den, and on that route there are only three locks. The waterway up 
to Kosel has been available since 1897, in ordinary states of the river 
Oder, for barges of 400 tons. Owing to the comparatively small 
depth of the Finow canal, at present 44 feet, and the number of locks 
upon it, 17, the Stettin route is the least commodious of the three. 
In 1905 the total quantity of goods, including floated timber, deliv- 
ered at Berlin by water, was 7,364,000 tons; and it is noteworthy that 
the total quantity dispatched was less than one-eleventh of that, even 
though the shippers must obviously have every inducement to take 
return freight at the lowest possible rate. Of the goods delivered, 
those entered under two headings: (1) Bricks, tiles, pipes, and other 
articles of baked clay, and (2) earth, loam, sand, limestone, and chalk, 
made up more than 57 per cent of the total. These commodities are 
almost entirely of local origin. The third commodity in respect of 
percentage is coal, and the addition of it brings up the total propor- 
tion belonging to the first three commodities to nearly 73 per cent. 
The coal is partly Silesian, partly English, but in spite of the advan- 
tages afforded by the Oder, in 1901 only about 35 per cent of the 
Upper Silesian coal sold in Berlin and its suburbs arrived by water.* 
In recent years the quantity of English coal reaching Berlin by 
Stettin and the Finow canal has been greater than that arriving by 
water from Silesia, in spite of the inferiority, and consequently greater 
expense, of the Finow route; one important difference in favor of 
the Stettin-Finow traffic being that the English coal necessarily 
arrives at the waterway in bulk, and has not to be brought down to 
it like the Silesian coal from the several mines. The coal brought to 
Berlin from Upper Silesia is chiefly for use in the large works along- 
side the waterways. For the reason already indicated, domestic coal 
comes mainly by rail. The same reason that keeps down the propor- 
tion of coal using the waterway from Silesia to Berlin causes the 
great bulk of the Westphalian coal that comes to Hamburg to go by 
rail. Even the opening of the Dortmund-Ems Canal, which was con- 
structed expressly for the purpose of providing a water outlet for the 
coal of the Ruhr basin, has done little to develop that trade. The © 
total quantity of goods carried down that waterway to the port at its 
@*‘Die St6rungen im deutschen Wirtschaftsleben wiihrend der Jahre, 1900 ff.,’ 
2ter Band, Montan und Wisenindustrie (Leipzig: Duncker & Humblot, 1903), 
p. 157. 
