cubic feet) of hold corresponds to 1 ton (2,240 lbs.), which is
rather less than the average stowage of steamers sailing to and
from foreign countries in 1897 (1.2 ton). The amount of goods
conveyed in home coast-traffic would thus amount to 10.3 million
tons (95 per cent of this by steamer).
If we compare this figure with the transport of goods by rail
for the same period, 2.2 million tons, we see that the total home
transport has been more than twice as large as in transactions
with foreign countries (5.5 million tons), and that in the home
traffic, transport by steam and sailing vessels has been more than
4 times as great as by rail*). If we also consider that the
average distance of transport in the coast-traffic is considerably
greater than by rail (41 miles in 1897;—98), as, according to the
figures for 1885, only 39 per cent: of the tonnage (vessels without
certificate of nationality) was engaged in voyages within one county,
we shall see how far more important the transport by sea is than
that by rail in the home trade in the coast country of Norway.
Hardly any other country, except possibly Greece, can present
anything similar. In comparing it with other countries with
respect to means of communication, where the railway is the
standard of measurement, this circumstance must be taken into
account. In 1885, the coast-traffic in Norway was reckoned to
be 3Vs times as large as that in Denmark, and more than double
that in Germany.
The greater part of the coast-traffic is carried on by steamers
running regular routes. A distinction may here be made
between the coast-boats proper, which maintain a connection between
the towns, the fjord-boats, which connect the coast towns with
their surrounding country up the fjords and in the «skjærgaard»,
and lastly, the small boats, often open, that carry on the local
traffic in the towns themselves and their immediate neighbourhood.
The coast-boats are generally vessels of from 300 to 600 tons
burden, with a speed of from 9 to 12 knots (a few newer ones
*) This approximate estimate of the goods transported in coast-traffic,
together with the railway statistics, may he employed to give an idea of the
value of the goods conveyed by sea and rail. If we suppose the same average
value per ton for home consignments as for foreign transactions (kr. 81), we
obtain for 1897 more than a thousand million kroner in the home trade — about
5 tons and kr. 481 per head — against 431 million kroner in foreign trade —
about 2.6 tons and kr. 206 pr. head.
are over 1,000 tons, and up to 14 knots). The most general type
of fjord boat is one of from 70 to 120 tons, and a speed of from
8 to 10 knots. There is, on an average, one steamboat station to
every 1,000 people in the coast-country. The connection between
the large coast-towns up to Trondhjem is maintained by an average
of at least one steamer daily, north of Trondhjem at least every
two days, except in Finmarken, where it can be put at every
three days (rather oftener in the summer). The time occupied in
the various voyages is as follows: Xristiama to Bergen, about 38
hours; Bergen to Trondhjem, 32 hours; Trondhjem to Tromso,
37 hours; Tromso to Yadso. 53 hours.
By far the greater part of the course that the steamers take is
in water shut in by the «skjsergaard» . The longest piece of open
sea south of Finmarken is off Jsederen, taking about 5 hours to pass.
On the other hand, the marrow channels with the innumerable
islets and sunken rocks, demand the greatest skill on the part of
captains and pilots. Experience shows that these demands are
thoroughly fulfilled; for wrecks and loss of life have been extremely
rare all the time the steamboat traffic has been carried on.
The first Norwegian steamer was procured by the government
in 1827, to carry post and passengers from Kristiama to Copenhagen,
and from Kristiania to Kristiansand. Subsequently the
traffic was extended northwards along the coast as far as Finmarken,
where communication with the south had formerly been very
slow and difficult. As the private steamboat traffic gradually
developed, the government withdrew, and in 1870 gave up its last
route (to Copenhagen). Almost all the packet-boats proper (about
200, with 37,000 tons) are now owned by joint-stock companies.
The 5 largest of these companies^® with head, offices in Arendal,
Stavanger, Bergen, -Trondhjem and Testeraalen|pjj have 64 steamers
in all, with a total of 25,000 tons.
On many routes the passenger and goods traffic alone would not
pay. A considerable addition to the profits, however, is made by the
payment made by government for the regular conveyance of mails
along the coast districts. In the present budget this is put down at kr.
1,205,000. In order to improve the communication with certain out-of-
the-way fjords and islands where there is little traffic, the government
furthermore contributes directly to the support of private steamboat
companies — at the present time, about kr. 800,000. In this connection
it may be mentioned that the government also supports