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536 MARINE REVIEW Danube River Fleets Before the War Steamers: Tugs-- Pass- Motor From Name of enterprise or Tugs enger Total Horse driven iron wood Total company power Tonnage Erste Donau-Dampfschiff- ultts Geeellichalt ae OB ATs 3145 64,300 1 852 853 480,000 Ungar. Fluu. Seeschiff- i ahrts-Gesellschaft ... 52 22 74 32,800 389 5 394 218,000 Suddeutsche Damp f- schiffahrts-Ges,-, 2.0711 os 11 6;260°. 5 110 115 77,800 Ungar. Binnenschiff- : ahrt-Aktienges ..... 13 1 14 4,900 : 65 33 98 56,000 Bayrischer Lloyd ..... yea 4 2,300 3 40 < 43 28,200 Budapester Propeller Ueberfuhr-Ges, ..... es 13 13 TOO eee a eee ee Franzens-Kanal ...... Seas 3 450 : See See era iss Hungarian authorities. 13 ete 13 2,500 : 22 80 102 20,000 Austrian authorities... 5 oe § - 11,400 2 s 61 64 5,450 SUNALICS, sic pees 29018 As 5,580 é 83 340 423 86,700 Roumanian state river ' NEBEEISE Yasserc cali ess sa D4 ee. 54 12,363 33. 1:33 36,530 Roumanian private _ COMPANIES sou. sae a 480) es 48 2,940 134 120 254 116,300 PPOtAs gots cs chris oct 332 96 428 137,160 9 1831 639 2479 1,125,774 United States. Late in July 1920, three sittings were held in Vienna in which the states concerned were represented, and where Mr. Hines presided. In these sittings the procedure of the arbitrage was laid down. Statistical material from prewar time, but also the actual facts and figures relating to the transport needs of the various states first had to be collected. When dis- tributing' the final tonnage, account was to be taken of the amount of work 'which may have been done by the single states for the promotion of Danube traffic, and for the regulation of the Danube. The arbiter opened a number of offices in Vienna and the material relating to the rivers Oder and Elbe was submitted directly to him by parties concerned. Uncertainty prevailing as to the rights of property on the fleets of vessels of the single states resulted for its first consequence that almost nothing in the way of an international Danube traffic has so far been called into life. The ships of the single companies are mak- ing their journeys within the bound- aries of their respective countries only. To put an end to this intolerable state of affairs it has been agreed, with the consent of the entente, to let the ships travel under neutral flag, and to es- tablish international port authorities. This was done early in 1920. Since then a scant traffic has developed, which, however, lacks the invigorat- ing impulse of free and unhampered competition. To arrive at an exact judgment of Danube traffic it is necessary to go back to prewar figures and data, as only these afford reliable bases for ac- curate survey. The most important Danube ports of Bavaria are Regens- burg and Passau. From a total traffic on all Bavarian waterways of 2,190,927 tons in 1914, the share of the Main @ river was 732,316 tons. This would tend to show the Danube is actually less efficient in its Bavarian part. Only between Regensburg and Passau and on down the river, regular navigation exists. -- During the last years before the war, the Austrian Danube showed a steadily increasing traffic. Between 1902 and 1913, a total of 20,200,598 tons were AUUAUTCUCUNNOOQONNQQQCUCCUAUEECCUUTUCOOOUCUUUUCEUUCUCCUUOOOOQCQUUCOOAUUCCUOGEOUOCO COCO EUCOTOOOUUL CCUG EOUUEMOOU OOO TTL ENOO CULO High Levels in Traffic Country Tons Bavdtiag (lOl2) eco. PON aa ako 433,000 PAUSE A CUO i ec clsiyg eos ele 2,590,000 Tan eany Cle ees se hee 5,093,000 Balearia Clot) es Soe 669,000 Rowmania Gol) ers oe eo a: 5,837,000 GEA alle eye hie ve ts eka kis acs 14,622,000 City Tons RGCENSONTO tre vies wees kee coy 243,000 PASSAU SR eer ne cic ler ue cttinp a 139,000 Linz Shee aac Se NC a uel ese 154,900 Vienna (including transit)........... 175,000 Budapest (without transit)......... . 3,089,000 POVTUUIECUUTTUTUETCOOUT TT EUTANT UT EOUUOT CLO ECUNUT LOOT UOEOT TUCO UOT OOOO OGUUCUUUNOU CAO U OOOO UAUOEOCUCUUOOOOUULOUOUOUUAUUIUEUUE transported on the Danube. In 1902, traffic amounted to 1,425,590 tons and in 1912 2,562,865 tons, an increase of 79 per cent. From 1910 to 1912 was registered the peak of Danube traffic. For the sake of comparison it may be stated the total traffic on the Rhine amounted to nearly 105,000,000 tons in 1913. December, 1921 from the kinds of goods, offers a valua- ble help for the judgment of the eco- nomical importance of the water road. of the Danube. Whereas formerly the traffic up the river chiefly served for the transport of corn, recently maize and crude oil have come to the front. Transportation of wheat, which former- ly had been-dominating dropped stead- ily. Instead of Hungarian wheat, Ser- bian and Roumanian wheat, as well as barley and millet, were brought in larger quantities to western Danube countries. A large trade was done in timber. On the lower Danube, com- paratively large quantities of coal were transported up the river. The pe- troleum transports from Roumania for -- the most part went to Germany. In the down-stream traffic, the first rank was held by coal, piece goods, timber, ¢ement, iron and steel and sugar. Up to the last years before the war coal went chiefly to Hungary and the Bal- kan counties. Further increase in coal transports on the Danube may be ex- pected, as the Balkan countries will henceforth get their supplies of coal from Bohemia and Silesia. Danube Freight Tariffs In establishing the freight rates many factors had to be taken into account. Among these was the disparity of river conditions. Freight rates are much be- low railway tariffs for corresponding distances. Owing to the diversity of conditions prevailing in the single parts of the course, the rates could not be built up throughout on the base of kilometrical unit charges, but had to be specially established for each part. The freight traffic was affected, for rapid delivery of goods, by passenger ships, and otherwise, by freight steam- ers and towed boats. The duration of a voyage during sum- mer time, for a fully loaded boat of 650 tons amounts, without operating time, to 16 days for the downstream journey and 29 days for the upstream journey. In the past, sea transports have been considerabl cheaper. Whereas the en- tire costs of transport from Galatz to Regensburg on the Danube amounted to 18,000 marks ($4288) for the entire Traffic on the Danube, examined boat of 650 tons, that is 2.78 marks Rates for Loads of 1000 Kilograms Pfennigs per 100 kilograms* --Pig iron-- Iron goods --Paper-- Dye goods In the sections 1914 1916 1914 1916 1914 1916 1914 1916 Regensburg-Passau ......... a. se iw ee oe a x As Regensbure-Ling .c... 46° 72 50 72 So 72 53 92 Regensburg-Vienna ......... nS 125 60 125 70 125 70 145 Regensburg-Budapest ...... 82. 195 90 195 110 195 110° 230 Regensburg-Orsova «........ 18% 7323 1827 ..323 187. 323 272 »§=6450 Regensburg-Turn. Magur... 192 389 192 389 192 389 305: .525 Regensburg-Galatz .......... 1645 7393 164 393 164 39393 200-537 *$1.00 = 420 pfennigs.