[Distributed to the Council C. 553. M. 209. 1926. VIII. and the Members of the League.] [C. C. T./N. I.^th Session/P. V.]
Geneva, September 17th, 1926.
LEAGUE OF MATIONS
ADVISORY AND TECHNICAL COMMITTEE FOR COMMUNICATIONS AND TRANSIT
SUB-COMMITTEE FOR INLAND NAVIGATION
MINUTES OF THE FOURTH SESSION
Held at Paris, July ÿtlj-ioth, 1^26.
The Sub-Committee is at present composed as follows :
M- Silvain D r e y f u s (appointed b y the French Government), Vice-President of the General Council of Roads and Bridges and of the Supreme Council for Public Works, Member of the Central Commission for Rhine Navigation, Chairman; M. G. P opesco (appointed by the Roumanian Government), Professor of Engineering at the Bucarest Polytechnic College, Director-General of the National Industrial Credit Association, Vice-Chairman ; Mr. J. G. B a l d w in (appointed by the British Government), representative of Great Britain on the International River Commissions; M. Gaëtan D o b k ev ic iu s (appointed by the Lithuanian Government), Consulting Engineer, formerly Counsellor of Legation; M. Henri R e in h a r d t (appointed by the Austrian Government), formerly Ministerial Counsellor; Dr. A. Stie v e n a r d (appointed by the Belgian Government), Inspector of Belgian Railways ; M. T sa ng-Ou , formerly Chinese Delegate at the Barcelona Conference, Assistant Director- General of the Lunghai Railway; M. Bohdan W in ia r s k i (appointed by the Polish Government), Professor in the Faculty of Law at Poznan University.
Secretary : M. R o m e in , Member of the Communications and Transit Section of the League of Nations Secretariat.
375 ^ 425 (A) 9/26. Imp. Berger-Levrault, Nancy. FIRST MEETING
Held, on July çth, 1926, at 11 a.m.
Chairman : M. Silvain D r e y f u s .
Present : All the members of the Sub-Committee, with the exception of Mr. Baldwin and M. Popesco and M. Tsang-Ou, replaced by M. W a n g -H a n g , also Dr. A. S e e l ig e r , temporary member of the Advisory and Technical Committee (appointed by the German Government).
Also present : M. J. H o s t ie , Secretary-General of the Central Commission for Rhine Navigation.
Secretary : M. R o m e in .
The Ch airm an submitted to the Sub-Committee a letter from Mr. Baldwin tendering his excuses for being unable to be present during the session, and telegrams from M. Popesco and M. Rossetti. M. Popesco had been delayed on his journey by the flooding of the Simplon, but hoped to be present at next day’s meeting. M. Rossetti, who had been invited to attend the present session, had informed the Secretariat that at the last moment he had been prevented from attending by family reasons.
1. Adoption of the Agenda.
The Ch a ir m a n pointed out that the draft agenda circulated to the members of the Sub-Committee included three items :
(1) Enquiry into the position of inland navigation in Europe; (2) Unification of statistics; (3) Report on the work of the Committee appointed to draw up a uniform model tonnage-measurement certificate for vessels employed in inland navigation.
The draft agenda was adopted as it stood.
2. Enquiry into the Position of Inland Navigation in Europe.
The Chair m a n gave a brief summary of the replies sent by the various Governments to the circular letter, dated February 12th, 1925, addressed to them by the Secretary-General of the League of Nations (see Annex 1).
Germany. The German reply, dated July 12th, 1925, reported that the state of German navigable waterways was, in general, excellent. Canalisation works on an extensive scale were in progress. Inland navigation was, however, suffering from the general economic depression.
M. S e e l ig e r explained that the German Government had recently forwarded to the Secre tariat a supplementary reply, giving particulars in regard to improvements which had been carried out since the German Government’s original reply. He enquired whether this supple mentary' information had also appeared in the final edition of the replies of Governments. He laid stress on the fact that the principle of free navigation was applied in the most complete fashion in Germany, whereas such was not the case in all the neighbouring countries.
Austria.
The Ch airm a n said that in the Austrian reply, dated May 16th, 1925, the opinion was expressed that the position in regard to the navigation of the Danube left much to be desired. This was due to the fact that the principle of full and absolute freedom was not yet applied. The Austrian Government recommended that the statute of the Danube should be brought into harmony with the Treaty of Paris 1856 and the Treaty of St. Germain.
Belgium. In regard to the reply of the Belgian Government, the Chairman pointed out that the statis tical data supplied by this Government, although of great interest, did not constitute a full reply to the questionnaire. - 3 -
He proposed to the Sub-Committee that it should request M. Stievenard to be so good as to take the necessary steps in order that supplementary information in regard to the present position might be forwarded to the Secretariat.
The Sub-Committee accepted the Chairman's proposal and M. Stievenard undertook to carry out the Committee's wishes.
Finland.
The Chair m a n said that Finland’s reply, dated May 2nd, 1926, showed that inland navigation in Finland could only be carried on by Finnish vessels. It consisted in the main of the transport of timber from the lake districts to the coast.
France.
In France, according to the letter of the French Government, dated November 23rd, 1925, traffic was now markedly less than pre-war traffic, this decrease being due to the destruction of coal-mines during the war and the fact that a third of the material was destroyed together with the whole of the navigable waterways in the north. At the present time, traffic had been re-estab lished on all these waterways with the exception of one. In view of the economic situation in France, the French Government had been obliged to restrict itself to the reconstruction of the destroyed waterways and had been unable to proceed to the improvement of other waterways or to the construction of new ones.
Great Britain.
Great Britain stated, in a letter dated December 31st, 1925, that the Manchester Ship Canal Company was the only undertaking concerned with inland navigation in Great Britain which came within the scope of the enquiry. The Ship Canal could, however, hardly be considered as an inland navigation waterway since it was essentially a port.
Hungary.
The Hungarian reply, dated February 1st, 1926, gave information similar to that which appeared in the report of Mr. Hines. The Tisza, the principal natural navigable waterway, was only navigable for a distance of 180 kilometres, or 235 at most. Work was in progress for the purpose of regulating the small branches of the Tisza, but it was proceeding slowly in consequence of insufficient funds. Plans for the construction of a Danube-Tisza canal had been drawn up, but in view of the present economic situation there was small hope that they would be carried through in the near future.
Italy.
The Italian reply, dated May 23rd, 1925, showed that inland navigation in Italy was, in the main, lake navigation rather than river navigation. A Commission had been appointed to consider draft regulations for navigation on lakes, rivers and canals. The work of this Commission was not, however, sufficiently advanced to make it possible to supply details on the subject.
Latvia.
According to the reply of the Latvian Government, dated May 26th, 1925, inland naviga tion in Latvia consisted chiefly in floating timber down the Daugava, the Lielupe and the Venta. Plans had been drawn up for canalising the Daugava and the streams in the Lielupe basin, as well as for connecting the Musa and the Memele with the tributaries of the Niemen. The canalisation of the Daugava would cost 200,000,000 lats; the expenditure on the basin of the Lielupe, if under taken, would not be very high, in view of the fact that this river ran through fairly flat territory.
Luxemburg.
The Luxemburg Government stated, in a letter dated May 19th, 1925, that the project for the canalisation of the Moselle, which was a matter of great interest to the Grand-Duchy, had not yet emerged from the stage of preliminary enquiries.
Netherlands.
The reply of the Netherlands, dated June 26th, 1925, gave particulars in regard to the work relating to the improvement and widening of the Noord, of which the breadth was to be increased to 200 metres. Plans had also been drawn up for raising the William Bridge at Rotterdam and or improving the swing-bridges in the Koningshaven. It was also intended to increase the depth 0 t^.e lower course of the Lek. Further, a project was under consideration for improving com- ^umcation between Amsterdam and the Boven-Rijn. The law of June 12th, 1915, had authorised e canalisation of the Meuse between Maasbracht and Grave and the construction of the junction canal from the Meuse, near Mook, to the Waal, near Nimeguen. The Wcssem-Nederweert canal 1,0 probably be completed in 1927. — 4 —
Sweden. The reply of the Swedish Government, dated June 29th, 1925, showed that the Swedish circles concerned were in some apprehension in regard to a proposal for extending the rights of foreigners to convey goods on the lakes, rivers and canals. The canals of Trollhattan and Sôdertàlje had recently been greatly enlarged and deepened. Dredging operations were in progress on the Lake of Malaren.
Switzerland. The reply of the Swiss Government, dated April 24th, 1925, stated that there was at present no commercial navigation of first-class dimensions on the Swiss rivers and canals. There were, however, plans for improving the Rhine Sector Strasburg-Bâle and for prolonging the Rhine route above Bâle as far as the Lake of Constance. Plans were being considered for regulating the Rhone between the Franco-Swiss frontier and the Lake of Geneva; for connecting the Rhone and the Rhine by utilising the course of the regulated Aar, and, further, for connecting the Ticino lakes, in particular Lake Maggiore, with the Mediterranean. The improvement of the system of Swiss navigable waterways could not be separated from the exploitation of the water-power of that system.
U. S. S. R. The Government of the U. S. S. R., in its reply dated June 16th, 1926, while abstaining from answering the first question (relating to international assistance or agreement), showed that not only Western Europe alone but even Western Europe together with the United States of America had not such an extensive natural system of navigable waterways as that of the territory of the U. S. S. R. With certain exceptions, the river fleet was nationalised and under Govern ment administration. The centralisation of all means of transport in the hands of the State had, in the opinion of the Government of the U. S. S. R., made it possible to systematise transport and’to organise combined transport. The deficit arising out of any one undertaking was compen sated by the profits arising out of another. The utilisation of the fleet to the maximum extent was thus assured. The river fleet, which, prior to nationalisation, had been owned by 2,000 different bodies, comprised vessels of extremely varied types. New vessels were constructed in series. Water traffic, which before the war amounted to 47,599,000 tons, had decreased in 1920 to 7,895,000. It rose again in 1925 to 24,063,000. A further increase of 2,000,000 was anticipated in 1926. The transport of passengers had recovered still more rapidly. The present tariffs for the carriage bulk of the principal commodities represented a lower percentage of the market value of the goods than the pre-war tariffs. Out of 90,045 kilometres constituting the navigable waterways of the U. S. S. R., navigation had been carried on in 1925 over 37>^93 kilometres.^ Before the war, "39,242 kilometres, had been used for navigation. In regard to the re-making or improve ment of navigable waterways and to fresh plans in contemplation, a general programme had been adopted, but its execution depended on possession of the necessary funds. This programme com prised, independently of reconstruction work er complete repairs :
(1) The construction of a main-river system from Astrakhan to Leningrad; (2) The construction of a main-river system — Volga, Don, Sea of Azov; (3) The construction of a main-river system of the Dnieper.
The C h a i r m a n thought t h a t the Sub-Committee, having taken note of the replies of the various Governments, could p a s s a resolution similar to that adopted by the Advisory and Tech nical Committee in connection with Colonel Mance’s report on the railway transport situation in Europe. It was decided that the Secretariat should draft a resolution in this sense for a later meeting.
SECOND MEETING
Held on July Qth, 1926, at 4 p.m.
Chairman : M. Silvain D r e y f u s .
Present : All those present at the preceding meeting.
Secretary : M. R o m e in .
3. Unification of Statistics.
The C h a i r m a n reminded the Sub-Committee how it had come about that this item was included in the agenda. In July 1924 at Brussels the Sub-Committee had, first of all, d e c i d e d to m-ake a semi-official enquiry and to request all members of the Advisory and Technics - 5 -
Committee to forward to the Secretariat any observations regarding the advisability and possibility of a unification of inland navigation statistics. On November 28th, 1924, the Committee requested the Sub-Committee for Transport by Rail to keep the Sub-Committee for Inland Navigation informed of all progress made in regard to the uniform nomenclature of goods, with a view to enabling the latter Committee to consider the question whether a nomenclature similar to that employed by the railways could be adopted in respect of inland navigation. The Sub-Committee for Transport by Rail was still conducting its enquiry. At its last session, in January 1926, the Sub-Committee for Inland Navigation decided to adjourn consideration of the question until the present session. The speaker then summarised the reports submitted by M. Descans on Belgian statistics, by M. Le Besnerais (France) on the unification of statistics, by M. Popesco on the unification of the Danube statistics, and by M. Reinhardt on Austrian statistics. The report of the Statistics Committee of the Permanent International Association of Naviga tion Congresses, which was set up by decision of the Permanent International Commission on a recommendation of the Thirteenth Congress, stated that an absolute standardisation of statistics would not appear to be realisable at the present time. It confined itself to laying down the main rules to be followed in preparing comparable statistics. The Manchester Congress had established certain statistical principles which had been carefully considered by the Committee of the Associa tion. The Manchester system was based upon the utilisation of a navigable waterway, no regard being had to the utilisation of ports. This system consisted of four sets of statistics relating respectively to the navigable waterways themselves, the vessels, traffic and accidents. French and Belgian statistics were in keeping with the recommendations of the Manchester Congress. Another system was that applied by the Central Commission for Rhine Navigation, based upon the activity of the ports. The Rhine statistics included facts noted :
(1) In ports of the Rhine up-stream from the Netherlands; (2) at the Customs stations on the Dutch-German frontier; (3) at places in Germany where tributaries enter the main stream.
In the opinion of the Statistics Committee of the International Association (consisting of M. Descans, M. Hostie, M. Millot and M. Stoel), the Manchester system represented a technical and administrative formula which relegated the commercial point of view to a subordinate place. In order to supplement the Manchester system, it would be necessary to know between what districts trade took place and the nature of the trade. The Committee considered that the international use of statistics would depend principally upon the commercial value of the infor mation supplied. It had therefore begun its work by examining the question of traffic statistics.
M. H ostie wished to give certain supplementary explanations in regard to Rhine statistics. Since 1923 they had begun to collect statistics on the spot in respect of Belgian ports and any French port accessible via Belgium similar to those prepared up-stream from the German- Dutch frontier. In 1925 it had been possible to secure general figures which could be usefully compared with those of the German-Dutch frontier. These statistics were, however, confined to the traffic with the Rhine up-stream from Lobith-Emmerich. It might be hoped that in two or three years these port statistics would have proved their value, as had been the case with those collected in Switzerland at Strasburg, at Lauterburg and in Germany. Statistics in regard to traffic in Dutch ports were completely absent.
Appointment of Committee of Experts.
The Chairm an thought that the Sub-Committee, prior to making proposals for the unification of the various systems of statistics, should proceed to a preliminary enquiry into the subject, and this enquiry might be referred to a Committee of Experts. It would, however, be advisable to define the terms of reference of the Committee.
M. D ob kev iciu s wished to lay stress on the fact that the Committee of Experts should, in the event of its being decided to submit an official enquiry to the various Governments, forward to the Governments in question a summary of the results of the semi-official enquiry undertaken by the Sub-Committee. He thought that the terms of reference of the Committee should be clearly defined by the Sub-Committee.
The Chairman said that he shared the opinion of M. Dobkevicius in regard to the advisa bility of annexing to the questionnaire, which it was proposed to circulate to the Governments, a summary of the information collected by the Sub-Committee. It would, however, appear expedient that the Committee of Experts should in the first place meet and decide on what lines it intended to carry out its enquiry.
It was decided that the remarks of M. Dobkevicius, although not incorporated in the resolu- ■on, of which a draft would be submitted later on for the approval of the Sub-Committee, would e communicated to the Chairman of the Committee of Experts.
After an observation of M. H o s t ie , it was decided to restrict the enquiry to European States. — 6 —
*. Report on the Work of the Committee for the Establishment of a Uniform Model Certificate for the Measurement of Vessels employed in Inland Navigation.
M. R om ein gave the following summary of the Committee’s work :
The Committee appointed by the Sub-Committee for Inland Navigation with a view to giving effect to the recommendation of the European Conference on the Measurement of Vessels employed in Inland Navigation, in which the introduction of a uniform measurement certificate was advocated, met at Paris from June 7th to 10th, 1926. The following were present :
M. B e d r e a g , Director of the General Shipyards, Turau-Severin; M. D e s c a n s , Chief Engineer, Director of Bridges and Roads at the Ministry of Public Works at Brussels; M. D e v a l , Chief Engineer for Bridges and Roads at Paris; M. D ie t r ic h v o n S a c h s e n f e l s , Delegate of Hungary to the International Danube Commission; M. van D r ie l , Chief Engineer of the General Inspection of Netherlands Navigation; M. E g o r ie f f , Head of the Sub-Department of International Administrative Law at the People’s Commissariat for Foreign Affairs (U. S. S. R.); M. G e h l h a a r , Oberregierungsrat in th e Ministry of Communications at Berlin; M. M ü l l e r , Czechoslovak Delegate to the International River Commissions; M. R o e s l e r , Ministerial Counsellor, Inspector of Inland Navigation in the Ministry of Commerce and Communications at Vienna; M. R y n i k e r , Consulting Engineer at Bâle; M. V il f a n , Substitute Delegate of the Kingdom of th e Serbs, Croats and Slovenes to the International Danube Commission.
The Committee, under the Chairmanship of M. M ü l l e r , had endeavoured to make the model certificate as simple as possible in order to facilitate its inspection by the foreign authori ties who were not familiar with the language of the country issuing the certificate. With a view, however, to obviating certain difficulties which had already been brought to light during the Conference on the measurement of vessels employed in inland navigation, it had been agreed that, when the national language involved the use of special characters, the manuscript particulars, other than figures, should also be given in Latin characters or English handwriting. Naturally, the adoption of the principle of a uniform certificate drawn up only in the national language was in no way intended to prevent the use of a second language, whether in regard to the printed or the written particulars. It appeared, however, to be essential that the order in which the particulars appeared on the model drawn up by the Committee should be strictly followed, as otherwise there would be serious difficulties in the use of an international tonnage-meàsurement certificate. The report of the Committee had not yet been finally drafted. Nevertheless, the model certificate which had been distributed to the members of the Sub-Committee might be considered as definitive. Negotiations were still in progress in regard to a proposal made by the representatives of the U. S. S. R. to permit of the insertion in the certificate of a statement of the last extensive repairs which the vessel had undergone.
The C h a ir m a n did not see the necessity for entering this fact. The repairing shipyards were not under the control of the administration and it would be difficult to give an official guarantee in respect of the sailors’ declarations.
M. S t ie v e n a r d was of the same opinion as the Chairman. It would, moreover, be difficult to fix the exact value of the words "extensive repairs”. In his opinion, extensive repairs in the question under discussion denoted repairs calculated to alter the statistics of the vessel to such an extent that the readings on the scales or statements in the certificate thereby became incorrect or doubtful. In such a case it was necessary to proceed to a re-measurement of the vessel, which received a fresh certificate. It would therefore be preferable that no statement in regard to extensive repairs should appear in the certificate.
M. D o b k e v ic iu s thought that it would not be advisable to include in an international document optional entries which might be used by some countries and not by others.
M. R o m e in thought it would be preferable to wait till the report of the Committee had been completed before passing a recommendation excluding an entry in regard to the last extensive repairs. It might happen that the Committee would decide against the insertion of this item i11 the certificate.
After discussion, the Sub-Committee decided in favour of the Secretary's point of view. — 7 -
THIRD MEETING
Held on July ioth, 1926, at i t a.m.
Chairman : M. Silvain D r e y f u s .
Present : All those present at the preceding meeting, and also M. P o pesc o .
Secretariat : M. H aas, Secretary-General of the Communications and Transit Committee and M. R o m e in .
5. Enquiry into the Position of Inland Navigation in Europe (continued).
M. P opesco wished to draw the attention of the members of the Sub-Committee to the fact that, since the publication of Mr. Hines’ reports, changes had taken place in Danube navigation, i he European Commission had modified its conclusions as regards the carrying-out of works ï 6 r/ out^1' H.e thought that it would be of interest if the Sub-Committee were to take note of the changes which had taken place as a result of a report such as that by Mr. Hines.
The C h airm an thought it might be expedient to remind them that resolutions had been adopted by the Sub-Committee in regard to Mr. Hines’ report during its last session in January Ï926 and that these resolutions had been communicated to the States concerned.
M. R e in h a r d t remarked that the enquiry carried out by Mr. Hines had been completed, but that, in his opinion, it only formed a part of the permanent enquiry with which the Sub- Committee was entrusted.
J he Ch a ir m an was of the same opinion as M. Reinhardt. He thought, however, that the _ub-Committee should now base its general resolution on the position of inland navigation in Europe; not upon the special enquiry which had been made in regard to the Rhine and the Danube but rather on the entire information received in regard to navigable waterways.
M. Se e l ig e r was of the same opinion and recalled the terms of the Genoa resolutions w hich provided for a periodical enquiry into the position of navigation.
M. H aas thought that the discussion on the Hines reports was closed. Resolutions had been adopted. Nevertheless, M. Popesco, in common with any other member of the Committee, might communicate any information he wished to give in regard to navigable waterways, and this would in no way involve re-openmg the discussion on Mr. Hines’ report. It would always be interesting to receive information of this kind. J
In regard to a proposal by M. R e in h a r d t to the effect that the Barcelona Convention should De mentioned in the resolution to be adopted (a proposal supported by M. S e e l ig e r ), M. H aas nougjit that it would be sufficient if it were specified in tbe resolution that the League of Nations <-îî!U J ee ° progressive carrying-out of the Genoa resolutions, including those relating to e putting into effect of the Barcelona Convention and the Navigation Acts. . ,P °mrted out> in this connection, that the Sub-Committee had decided during its last am;«■ Î ’ m aSreernent with a Government concerned, it should beconsidered expedient to send to a i w V examine certain problems of inland navigation, its Chairman should be authorised sent tn p11 j necessary experts. A mission of this character had under these conditions been establish™T T a Vlew, to enquiring into a certain number of plans, in particular that for the which w a T n*. a navi|able waterway connecting Upper Silesia with Danzig. This mission, and Marti Present m ,PoJand, was composed of M. W a t ie r , Director of Navigable Waterways (Netherlang t PorJs ^t the Ministry of Public WTorks in France, M. N y h o f f , Consulting Engineer ^Netherlands), and Major Case (U. S. A.). and pointed out that this mission came within the scope of the Genoa resolution in this fiplri6 f • resolution to be adopted should indicate this as one of the first examples 0 international co-operation in the national work of restoration. This was agreed.
6. Unification of Statistics (continued).
draft resolution drawn up by the Secretariat was read. for the Commitf thought that it would certainly be well to define the exact terms of reference Committee of Experts for the unification of statistics.
mittee in order^h^at it would be advisable to leave considerable latitude to the Com- a it might collect such information as it might consider useful, either from - 8 -
Governments or in co-operation with international statistical organisations, such as the Inter national Statistical Commission of the League of Nations.
M. D o b k ev ic iu s was of the same opinion as M. Seeliger and considered that the programme of the Committee’s work should be defined. It was impossible for that Committee to take the initiative in circulating a questionnaire to Governments. If the Sub-Committee decided that a questionnaire of this kind should be drawn up, it should request the Committee to attach to it a brief analysis of the information which the Sub-Committee had collected up to the present time and to point out the two principal statistical methods under discussion.
The Ch a ir m a n shared the opinion of M. Haas that it would be preferable to leave a certain liberty of action to the Committee while at the same time informing it of the desiderata suggested by M. Dobkevicius, which he would express as follows :
“ It being understood that questions which may subsequently be submitted by the Committee to Governments or to organisations shall be accompanied by a note drawing the attention of those concerned to the principles on which the various methods of statistics at present in force are based.”
M. S t ie v e n a r d thought that it might be expedient for the Committee on Statistics to keep itself informed of the work accomplished by the Sub-Committee for Transport by Rail in regard to the unification of the nomenclature of goods.
The Cha irm a n replied that, when the time came, it would no doubt be useful to make the nomenclature adopted in the various methods of transport correspond.
M. H o stie pointed out that, in Germany, railway statistics and those relating to navigable waterways wrere based on a common system of nomenclature. He did not think that Germany would alter the navigation nomenclature without the consent of its railway administrations. H e thought that the Committee might with advantage study the German system.
M. H aas was of opinion that later on, at a further stage of their work in regard to nomen clature in railway statistics, it might be of advantage to establish a connection between the nomenclature in the various branches of transport. As regards the point which M. Stievenard had raised, M. Haas said that it was clear from the enquiry carried out by the Sub-Committee for Transport by Rail that they were not moving towards a uniform nomenclature, but that their efforts were directed solely to establishing a sort of auxiliary and fairly complete table of a typical nomenclature.
M. St ie v e n a r d informed the Sub-Committee that, in Belgium, a proposal was under consi deration in regard to the unification of tariffs and combined tickets as between the various forms of transport, and he thought that the wTork of the Committee in regard to the nomenclature of goods would be facilitated if it were able to overcome the difficulties arising out the great variety of tariffs in the different branches of transport.
M. H aas pointed out that a Committee was being formed to study questions of combined transport and that, as regards the question of competition between railways and waterways, a small Committee had been appointed comprising a Professor of Economics as Chairman and, as other members, two experts—one on railway operation and the other on inland navigation.
The draft resolution was adopted with certain amendments in the wording (see Annex 2).
FOURTH MEETING
Held on July 10th, 1926, at 5 p.m.
Chairman : M. Silvain D r e y f u s .
Present : All those present at the preceding meeting.
Secretariat : M. H aas and M. R o m e in . - 9 -
7. Enquiry into the Position of Inland Navigation in Europe (continued).
The dralt resolution prepared by the Secretariat was read.
After discussion, the draft was adopted with certain slight modifications in the wording (see Annex 3).
The C h a ir m a n declared the session closed.
List of Annexes.
Pages 1. Application of the Resolutions of the Genoa Conference. Enquiry into the Situation ot Inland Navigation in Europe...... 9 2. Resolution regarding the Unification of Statistics adopted by the Sub-Committee on July 1 oth, 1926...... 9 3. Resolution on the Situation of Inland Navigation in Europe adopted by the Sub- Committee on July 1 oth, 1 9 2 6 ...... 10
Annex 1
APPLICATION OF THE RESOLUTIONS OF THE GENOA CONFERENCE : ENQUIRY INTO THE SITUATION OF INLAND NAVIGATION IN EUROPE.
(This Annex is published in a separate volume.)
Annex 2
RESOLUTION REGARDING THE UNIFICATION OF STATISTICS
Adopted by the Sub-Committee on July 10th, 1926.
The Sub-Committee : Having taken cognisance of the notes submitted to it by several of its members with regard to the question of the unification of statistics of inland navigation, and of the report drawn up by the Statistical Committee of the Permanent International Association of Navigation Congresses; Considering that it would be highly desirable to ensure the comparability of statistical data concerning the conveyance of passengers and goods by inland navigation on all the navigable waterways of Europe by means of the unification of statistical methods and the adoption of a niform nomenclature : Decides to form a Committee to go thoroughly into the question, with the help, in particular, the documents already brought to the notice of the Sub-Committee. The Committee is asked, ter obtaining all the necessary information from the Governments and organisations concerned, 0 submit to the ;Sub-Committee any proposals which it may consider suitable to achieve the urpose referred to in the previous paragraph. t requests its Chairman to appoint the members of this Committee. — 10 —
Annex 3
RESOLUTION ON THE INLAND NAVIGATION SITUATION IN EUROPE
Adopted by the Sub-Committee on July 10th, 1926.
The Sub-Committee : Having considered the information submitted by the various Governments in the course of the enquiry conducted in pursuance of Article 8 of the Genoa Conference resolutions; And having in view, so far as navigation on the Rhine and Danube is concerned, the resolu tions adopted by it on January 28th, 1926;
Notes : (1) That, generally speaking, the efforts made to restore navigable waterways have been almost completely successful in bringing them up to their pre-war level; (2) That if the traffic, though it is increasing on the whole, has not attained its pre-war level, this is due not to causes of a technical nature but to internal economic conditions in the various countries and the post-wrar changes in international trade relations ; and that, from both the above standpoints, an improvement in the traffic on navigable waterways depends primarily on an increase in the volume of trade; (3) That the work of improving the network of navigable waterways and preparing new waterways is, in most countries, proceeding slowiy owing to lack of funds as a result of the need for budgetary economy and the difficulty of obtaining credits; but that efforts are being made to put fresh work in hand on strictly commercial lines, notably in conjunction with the utilisation of hydraulic power; (4) And that, with reference to the international co-operation contemplated by the Genoa Conference, the Sub-Committee has already been able to provide one Government with the assis tance of a committee of experts to give an opinion on a programme of hydraulic work and the prepa ration of new waterways, and that such a system of co-operation would seem feasible in other cases, more particularly with a view to securing the systematic co-ordination of the programmes outlined in various countries.
Although the Sub-Committee has not extended its general enquiry to the progress made in the ratification of the Barcelona Convention concerning the Regime of Navigable Waterways of International Concern and the framing of the Acts of Navigation for international rivers, it would draw attention to the desire expressed by the Genoa Conference that effect should be given as speedily as possible to these Acts or Conventions which, in their own sphere, tend to ensure that freedom of international communications without which the netw'ork of European water ways cannot be utilised to its full extent. LIBRARY ARCHIVES
[Distributed to the Council C. 553, M. 209. 1926. V III and the Members of the League.] [C.c.T /N.I./4th Session/P. V.] ANNEX I
Geneva, October 22nd, 1926.
LEAGUE OF NATIONS
ADVISORY AND TECHNICAL COMMITTEE FOR COMMUNICATIONS AND TRANSIT
SUB-COMMITTEE FOR INLAND NAVIGATION
ANNEX 1 TO THE MINUTES OF THE FOURTH SESSION
Held at Paris, July 9th-/Oth, 1926.
APPLICATION OF THE RESOLUTIONS OF THE GENOA CONFERENCE. ENQUIRY INTO THE SITUATION OF INLAND NAVIGATION IN EUROPE
I. CIRCULAR LETTER (C.L. 12. 1925. VII) ADDRESSED TO THE STATES REPRESENTED AT THE CONFERENCE OF GENOA WITH THE EXCEPTION OF THE UNION OF SOCIALIST SOVIET REPUBLICS.
Geneva, February 12th, 1925.
The Advisory and Technical Committee for Communications and Transit instructed, in pursuance °f V ^ eso*ut*ons the Genoa Conference as approved by the Council and the Assembly of the League th * a*10ns’ *° gam ine from time to time the transport situation in Europe with a view to ascertaining e progress achieved in restoring means of transport, and to promoting, where necessary, international co-operation and assistance in regard to transport. ^ Acting on these instructions, the Advisory and Technical Committee two years ago undertook an enquiry into the general railway transport situation in Europe. This enquiry was carried out with e assistance of Colonel Mance, formerly President of the Communications Section of the Supreme Leagu™10 UnC^’ and results were communicated to the Assembly and the States Members of the
viso T r aiv,enqUlry '3een made into the position in regard to inland navigation, and the Ad- whirh" an - / CT Cal ^ ommittee concluded, on the advice of its Sub-Committee for Inland Navigation, bers th'0)'151 6r t^le matter at its July Session, 1924, “from the information at the disposal of its mem- more a tenq,U1fV ^nt° t^e Present position of inland navigation in Europe, both from the technical and, practirT'1011 *rom t^e commercial administrative point of view, is essential, and that the highest such arTplm^ :)r anCv attachps to its being opened with the least possible delay”, and decided “to initiate into the n<^U^ on *_lnes which shall be as far as possible similar to those followed last year in the enquiry to thf- (v.P0M,10n 1 railway traffic’’. This resolution of the Committee was subsequently submitted At th Fifth Assembly and approved by the latter, to ask vou toUt>S^ thf Chairman of the Advisory and Technical Committee, I have therefore the honour which in the° -6 ^0°~. enough to forward to me before June 1st next any information or suggestions tion which has^b*11011 departments or interests concerned, come within the scope of the investiga- refer : $ 660 lnitiated. The following are points to which the information or suggestions might
Kines (see Document c? v e r Rhine and Danube basins, on which an enquiry was made by Mr. W alker D. . ______144 M' l6-<- r 925- V III, and C. 144 (a). M. ,64 (a ). 102.5. V III).
I' 441 (E.J. 1 1 , 2 b . — Im p, Crété. 1. Economic and commercial position of inland navigation. If this position is unsatisfactory, give reasons, and, where necessary, state what improvements might be effected by international assistance or agreement. 2. Restoration and development of navigable waterways of importance to international traffic. Improvements. Opening of new waterways. 3. Economic and commercial position of national inland navigation undertakings operating in foreign countries. Add suggestions, if any. As regards the Rhine and Danube systems, the Advisory and Technical Committee is of opinion that, in view of the international commercial importance of these systems and the large number of ripa rian States concerned, a special method of investigation should be adopted ; following the method pre viously pursued by it at its investigation of certain railway systems during its general enquiry on railways, the Committee has decided to request a highly qualified expert to conduct a general enquiry into the position of these systems. The Committee has appointed for this purpose Mr. Walker D. Hines, of New York, former General Director of the United States Railroads and former arbitrator for the allocation of river tonnage, to which post he was appointed by the President of the United States for the execution of the Treaties of Peace. Mr. Walker D. Hines has agreed to undertake this duty, and immediately on his arrival in Europe, probably about the beginning of March, he will get into touch with the competent departments and people in the countries concerned. The Advisory and Technical Committee for Communications and Transit would be grateful if the responsible departments of the various European Governments would be good enough to assist it in this work. In particular, as regards the enquiry into the position on the Rhine and the Danube, it is con fident that the Governments concerned will give Mr. Walker D. Hines all the assistance and facilities which he requires in his mission. (Signed) E ric D r u m m o n d , Secretary- General.
I (a). LETTER ADDRESSED TO THE GOVERNMENT OF THE UNION OF SOCIALIST SOVIET REPUBLICS. ['Translation.] Geneva, December 16th, 1925. I have the honour to inform you that the Sub-Committee for Inland Navigation of the Advisory and Technical Committee for Communications and Transit has decided to institute an enquiry into the present position of inland navigation in Europe, from the technical and, more particularly, from the com mercial and administrative standpoint, with a view to ascertaining the progress achieved in restoring means of transport and to promoting, where necessary, international co-operation and assistance in regard to transport. Acting upon the instructions of the Chairman of the Advisory and Technical Committee, I have therefore the honour to ask you to be so good as to forward to me any information or suggestions which, in the opinion of the departments or interests concerned, come within the scope of the investigation which has been initiated. The following are the points to which the information or suggestions might particularly refer : 1. Economic and commercial position of inland navigation. If this position is unsatisfactory, give reasons, and, where necessary, state what improvements might be effected by international assistance or agreement. 2. Restoration and development of navigable waterways of importance to international traffic. Improvements. Opening of new waterways. 3. Economic and commercial position of national inland navigation undertakings operating in foreign countries. Add suggestions, if any. The same information has been requested from all the European States, and the Advisory and Technical Committee considers it highly desirable, in order that the enquiry may produce the best possible results, that the replies sent should be as full as possible. These replies will be considered by the Sub-Committee on Inland Navigation and ultimately by the Advisory and Technical Committee for Communications and Transit, it being understood that, if the Government of the U. S. S. R. will see its way to forwarding to the Secretariat of the League of Nations the information asked for, a representative of that Government will be invited to take part in the work of the Committee at all stages of the proceedings on a footing of absolute equality with the Members of the League represented on the Advisory and Technical Committee.
(Signed) E ric D rum m o n d , Secretary- General.
II. REPLIES FROM GOVERNMENTS.
Austria. [Translation.]
A u str ian F e d e r a l M in ist r y of Com merce a n d T r a n sp o r t , V ie n n a . May 16th, 1925. River navigation depends on economic and political conditions in the riparian States. From both of these points of view, the world-war and the treaties of peace have brought about a new situation, which is unfavourable to navigation on the Danube. By the creation of new riparian States and the tracing of new frontiers, the course of the Danu has been divided, politically, into a number of comparatively short sectors, an unsatisfactory politica situation which is hardlv improved by the fact that protectionist tendencies in present commercial p°'lC-' — 3 - find expression in the placing of intolerable restrictions on Danube navigation. This state of affairs, and the fact that the Save has become a national stream, had led to the division of the transport system, which previously formed one undivided whole. The restoration of the freedom of navigation, as it formerly existed in fact, would be the best remedy for Danube navigation, the present situation of which is very critical. As the Kingdom of the Serbs, Croats and Slovenes has not yet adhered to the Barcelona Inter national Convention on the Regime of Navigable Waterways of International Concern, nor to the Addi tional Protocol to this Convention concerning Navigable Waterways of National Concern, vessels not flying the Serb-Croat-Slovene flag may not engage in transport traffic on the Save in spite of the great importance of this waterway. In view of the importance of Belgrade both as a commercial city and a centre of communication, it would be extremely desirable for the Kingdom of the Serbs, Croats and Slovenes to grant at least free access to the port of Belgrade without restrictions. The same observation applies to the important port of Pancsova, which is situated on the Temes not far from its confluence with the Danube. It is very important that the restrictive measures applied to transport on the Bega and the Serb- Croat-Slovene canals connecting the Tisza with the Danube should be repealed. Unless this is done there can be no question of really restoring Danube navigation. The revision of the provisions of the Danube Statute with regard to these navigable waterways would be the ideal solution, but, if that is impossible, vessels flying a foreign flag should at least be accorded more liberal treatment. The re-establishment of the freedom of navigation is, from every point of view, the one essential condition for the restoration of Danube navigation. Moreover, the Statute of the Danube is based on this principle, which it lays down most categorically. In its provisions on coasting trade, the Statute derogates, however, from the principle which it has itself established. In our opinion, paragraph 2 of Article X X II of the Danube Statute, which allows countries to reserve coasting trade for their own craft, is not an absolutely unimpeachable provision. The paragraph is not in keeping with the provisions of the Treaties of Peace. At the Paris Conference, which drew up the Danube Statute, the Austrian delegation submitted certain observations on this point and only signed the Convention subjectto this reservation. Wetherefore contest the soundness of the above provision, and, in support of our case, advance the following arguments. The Treaty of Paris of 1856, which constitutes the basis of European law as regards the Danube, established the principle of the full and absolute freedom of navigation (Article 15, paragraph 2). The treaties of peace also adopted without modifications or restrictions the principle of the absolute freedom of navigation on international waterways (Article 292 of the Treaty of Peace of St. Germain). It is true that this rule was departed from in the case of the former Central States which are not entitled to main tain regular lines for the transport of passengers and goods between the ports of any one riparian Allied and Associated Power without special authority from such Power (Article 293 of the Treaty of St. Ger main). The terms of this article, however, constitute an exception which indeed confirms the general principle of Article 292, namely, the absolute freedom of navigation, including coasting trade. As regards its validity, moreover, this article is a temporary provision intended to be revised by the League of Nations after certain time-limits have elapsed. Indeed, by its nature and character, it seems to have been abro gated on the expiration of these time-limits and replaced by the general principle of the freedom of navi gation (Article 330 of the Treaty of St. Germain). The Barcelona General Convention (Article 2), which, in conformity with Article 299 of the Treaty of St. Germain, is intended to replace the general provisions of the Treaties of Peace concerning navigable waterways of international concern, also maintained for the Danube the principle of full and absolute freedom of navigation. This Convention, while grant- mg in general terms to States situated along waterways of international concern the right to reserve for their own flag the carriage of passengers or goods between ports in their own territory (coasting trade m the strictest sense of the term), nevertheless restricts this right in the case of waterways of international concern which are placed under the administration of a Commission, on which non-riparian States are also represented. For this purpose the Convention limits the above right to the carriage of passengers and national or nationalised goods between ports in the same State, and also lays down that no such leservation can be admitted when a more liberal regime has been established under older international navigation conventions. This last condition is fulfilled in the case of the international Danube, for the Treaty of Paris signed in 1856 established the principle of the absolute freedom of navigation. The League of Nations would be the competent organ to take all necessary steps to bring the Danube Statute on this point into harmony with the provisions of the Treaty of Paris of 1856 and the Treaty of St. Germain. In itself the Danube Statute shows signs of a protectionist policy;the actual application of its provisions also gives rise to numerous complaints with regard to the far from liberal regime applied to vessels flying a foreign flag. Complaints are continually being received from quarters directly concerned regarding the consi- erable delays occasioned in the Kingdom of the Serbs, Croats and Slovenes by Customs inspection and t îe high Customs duties levied in that country. In Hungarian territory, Customs inspection constitutes a serious hindrance to navigation. When crossing Hungarian or Serb-Croat-Slovene territory, vessels are delayed for several hours, sometimes for a whole day (sometimes even two), by Customs difficulties. This causes much injury to trade, as the s oppages necessitated by Customs inspection perceptibly lengthen the duration of the voyage. The Th r?en^0^ us^omsstationsf°r the supervision of vessels—which is usual in Hungary and the Kingdom ° Sh- S’ <~r0al;S an(^ Slovenes but is not indispensable—imposes heavy charges on shipping. , :PPmg circles are therefore justified in demanding that urgent steps should be taken in Hungary and ne Kingdom of the Serbs, Croats and Slovenes to shorten the delays on the frontier and suppress as ai Pth ie the SyStem of supervisory Customs stations, shinnin gdom of the Serbs. Croats and Slovenes and Roumania the organisation cf agencies by to thpfr8 C?mpai}les 15 hindered by numerous restrictions which apply to the actual installations and ee om of choice, as well as to the freedom of movement of the employees. 2 — 4 —
The application of passport police regulations is often a means of placing obstacles in the way of foreign enterprises. As Roumania needs to organise passenger-steamer services on modem lines, and as no undertaking of this kind exists in the country, it would be desirable to facilitate the movements of through Austrian steamers. These steamers are forbidden to maintain a service in Roumania simply on account of the prohibition of the coasting trade. The critical situation of Danube navigation is partly a consequence of the unfavourable economic conditions in the various Danubian States as a result of the war. Traffic on the Danube is paralysed by a shrinkage in trade from the point of view of consumption, high Customs duties on imports as well as exports, the difficulty of effecting payments in these countries, and a political situation so unstable as not even to exclude the possibility of war. The agrarian reforms in Roumania have caused a very consi derable decline in Roumanian agricultural production. The quantities of wheat available for export are less than formerly. Exports are impeded by export duties so levied as to be prejudicial to foreign navi gation (according to the reports of the shipping companies). The political tension between Roumania and Russia precludes a renewal of the former traffic with Russia. The unsatisfactory economic situation also makes it impossible for shipping enterprises to float internal loans or increase their capital ; they are obliged to seek short-term credits on very unfavourable term s. In the m atter of social policy, the conclusion of a convention between the riparian States of the Danube is necessary to settle the question of the insurance of ships’crews. This is a question which greatly con cerns the numerous employees on the barges used by Danube shipping companies —that is to say, the steersman and crew who, with their famüies, live on the barges the whole year throughandare constantly travelling on these vessels. As regards these employees, it would be desirable to settle the question of social insurance on a uniform basis in all the States in order to avoid, on the one hand, the disadvantages of double insurance and, on the other, the danger that the insured person may find himself deprived of all insurance benefits. The traffic on the Danube is seriously hampered by the defective state of the channel. Since the war, indispensable maintenance works have been neglected in certain sectors, and numerous complaints have been made on this subject, particularly with regard to the Middle and Lower Danube. We cannot go into this question in detail ; we may, however, mention that maintenance works are completely neglected in certain sectors, and in some places it is reported that the bed of the river and canals is blocked with sand, that the system of signals indicating the position of the channel is defective, that bridges are insufficiently lighted, etc. This defective state of the waterway and the other circumstances referred to above, which are extremely unfavourable to navigation, have helped to stimulate competition on the part of seaports, which has been particularly noticeable for some time past. We feel bound to point out the important results which would be obtained by the construction of waterways linking up the Danube with the Rhine, and the Danube with the Oder (Elbe). Austria has a particular interest in the establishment of these waterways. The course to be followed by the canal from the Danube to the Oder, which the Czechoslovak Republic proposes to construct, and the manner in which this scheme is to be carried out, are of the highest importance to Austria Danube navigation. These considerations prove, therefore, that it would be extremely desirable if the various States could, through the action of the League of Nations, be induced to adopt a liberal policy with regard to Danube navigation. Indeed, the great commercial route of the Danube cannot develop normally in the interests of the Danube State and international navigation unless freedom of navigation is guaranteed. If Austrian internal navigation is to recover from the serious crisis caused by the war and our heavy peace burden, all States must take the legitimate claims of Austrian navigation into account.
Belgium . [Translation.]
M in is t r y for F o reig n A f f a ir s, B r u s s e ls . August 20th. 1926- P r e a m b l e , The total length of navigable waterways in Belgium is about 1,990 kilometers. The statistical records only show traffic as taking place over 1,657.8 kilometers. Of this distance, some 210 kilometers are inaccessible to craft having a beam of 5 meters and a draft of 1.5 meter. Of the remaining 1,447.8 kilo meters, 750.8 kilometers represent rivers and 697 kilometers represent canals. The duties of the Administration are limited to carrying out works for the maintenance and improve ment of these navigable waterways and to providing for the working of the installations ; the exploitation of the waterways is left entirely to private enterprise. In order to be entitled to use the waterways, a vessel must be in good condition. For the rest, the owner has to comply with the police regulations, which are issued either in royal or in departmental decrees, as the case may be. The rules laid down in the General Regulations are not applicable to the part of the maritime Scheldt which constitutes the port of Antwerp, nor to the part of the Scheldt lying below that city, nor again to the canals running from Bruges to Zeebrugge, Brussels to Rupel, and Louvain to the Dyle. In point of fact, however, rules in force in these four navigable waterways only differ slightly from the General Regulations. The special rules for individual waterways constitute for each waterway a separate set of regulations in which exceptions to the general regulations, if any, are stated.
F irst Q u e st io n . The position of inland navigation in Belgium leaves much to be desired. The figures for kilometric tonnage, which were 1,636,017,356 tons in 1913, only amounted to 1,532,432,667 tons in 1923 (the last year for wLdch the statistics have been compiled). — 5 —
At the present moment the traffic is suffering from the effects of industrial depression. Owing to her geographical situation, Belgium is linked to three foreign systems of waterways, viz., those of Germany, France and the Netherlands ; she cannot, however, communicate with the first-named of the above systems except through the waterways of one of the others. The traffic to the French frontier by the canals from Nieuport to Dunkirk, from Fumes to Bergues, from Mons to Condé, by the Espierres canal, the Upper Scheldt, the S ambre, and the canalised Meuse, attained the following figures in 1913 and 1923 : Tons
In 1913 ! LmP°*S ...... I >279>747 * J ( E x p o r ts ...... 3,796,010 In ic m I I m p o rts ...... 774,151 9 J I E x p o r ts ...... 2,021,688 The traffic to the Netherlands frontier by the canals from Bruges to Ecluse, from Ghent to Terneuzen by the maritime Scheldt, by the canals from Maestricht to Bois-le-Duc, and Liège to Maestricht, and by the canalised Meuse, attained the following figures in 1913 and 1923 : Tons In 1913 j Lmp0rî S ...... 6,746,588 y ( Ex p o r ts ...... 6,191,975 In 1021 Im P°r t s ...... 7 ,226,520 9 j Ex p o r t s ...... 6,422,806
Mention must also be made of the maritime traffic which uses the canal from Ghent to Terneuzen and which attained the following figured in 1913 and 1923 : Tons
In 1913 j i m p0rî S ...... 954,175 y J ? E x p o r ts ...... 551,633 In io23 I Im P°r t s ...... 1,654,285 1923 \ Ex p o r ts ...... 565,016
The imports by the Netherlands frontier in 1923 profited by the transport on the Ghent-Terneuzen canal of Ruhr coal consigned to Belgium or conveyed in transit. The volume attained by this international traffic led Belgium to seek recognition of the equivalent validity of measurement certificates issued in Germany, France, the Netherlands or Belgium. The equivalence of such certificates was recognised by agreements concluded between these four countries as a result of international conferences held at Brussels in May 1896 and in June 1905. The Central Rhine Commission took steps to bring about a meeting of delegates from these countries with a view to the revision of the agreements and their extension to other countries. This, moreover, is the sort of arrangement which the League of Nations is endeavouring to extend to as many countries as possible, meetings for this purpose having recently been held at Geneva and at Paris. In addition, it would be very desirable that rights in rem over such vessels should be safeguarded by international agreements. The League of Nations is also taking up that question (private river law). For the rest, all Customs measures and measures intended to protect the equipment or manual labour of one country hamper the expansion of the river-craft traffic of neighbouring countries.
S econd Q u e s t io n .
The constmction of a canal which would enable vessels of 1,350 tons to ply between Liège and Antwerp is under consideration. The existing waterways between these two cities are to be improved- It is desirable that the Customs formalities for vessels traversing the Dutch enclave of Maestricht should be reduced to a minimum. Belgium is planning to constmct a canal from Burght (Scheldt) to Roodenhuize (Ghent-Temeuzen canal) with a branch leading towards St. Nicolas. The construction of this new canal, which will be designed to take vessels of 600 tons, will help traffic with the Netherlands. Construction has had to be postponed for budgetary reasons. The improvement of the Upper Scheldt, the Lys, the Sambre, the Meuse and the waterways connected with them is being carried out in accordance with schemes for the improvement of traffic with France and with the Netherlands.
T h ir d Q u e s t io n .
The Belgian Government is not in a position to give any information on the economic and commer cial position of Belgian inland navigation undertakings operating in foreign countries.
Finland. [Translation.]
Ministry of F oreign A ff a ir s , H elsin g fo r s. May 2nd, 1926. Only Finnish vessels are permitted to engage in inland navigation in Finland. The attached table gives detailed figures in respect of the number, net tonnage, value and freight charges of craft employed l0r this purpose. — 6 —
As shipowners are not obliged to publish the figures of their annual receipts, it is not possible to obtain detailed information on the economic and commercial position of this branch of navigation. Gene rally speaking, it is governed by that of the other branches of economic activity. The main task of inland navigation being to transport timber products from the lake districts to the sea-coast, it follows the fluctuations of the timber market. In prosperous years there is a very considerable amount of traffic ; on the other hand, the receipts of the shipowners decrease considerably when business in general is less brisk. The same applies to the passenger traffic, which is primarily influenced by the annual harvest. The only benefit which inland navigation could derive from international help would be a consi derable increase in the tourist traffic. Peaceful and regular co-operation between the various European countries might also have a favourable, though mainly an indirect, influence on inland navigation. The national legislation in force does not allow foreign craft to take part in the Finnish coastal trade. Moreover, as there are no main waterways passing through the territories of several States and therefore of interest to international traffic, there can be no question, at present, of opening out new waterways for such traffic. In Finland, there are no national inland navigation companies operating in foreign countries.
(Signed) N. Y. Edman.
A p p e n d ix .
Commercial Vessels plying between Finnish Ports.
Receipts of Gross Freight Number Net Tonnage Value in Passenger Traffic ,r (included in the year Charges in Finnish Freight Charges of Vessels of Vessels Finnish Marks Marks in the Preceding Column)
I 923 ...... 4,126 298,324 230,5 I 3 ,905 153,816,623 22,766,000 1 9 2 2 ...... 3 >912 272,973 232,168,100 138,296,820 22,424,180 1 9 2 1 ...... 3 4 9 9 229,805 202,528,385 111,282,370 20,419,310 I 9 2 0 ...... 3,576 260,412 202,000,320 113,596,500 19,675,520 I 9I 9 ...... 2,768 189,135 135,214,015 57,176,945 11,181,420 1 9 1 8 ...... 2,312 152,364 111,647,000 31,380,095 g .g ^ .sS o
France. [Translation.]
M in ist r y o f P ublic W o r k s, P a r is . November 23rd, 1925. Q u e st io n i .
Since the economic crisis, which began in 1921 and was accentuated by a period of drought necessi tating the suspension of traffic on certain canals with summit-level reaches, the traffic on French navigable waterways has been on the increase, as the following table shows :
Actual Tonnage on French Navigable Waterways.
Y ear Tons 1920 ...... 23,283,678 1 9 2 1 ...... 19.556,459 1922 ...... 30,467,235 1923 ...... 33,883,848 1 9 2 4 ...... 36,757, 910
Although the position is favourable, since there has been a continuous increase in the tonnage on French navigable waterways, it should be noted that the maximum traffic in 1924 was still less than the figure of 42,038,695 tons for 1913. Furthermore, the figures in the above table include traffic on the French part of the Rhine and on the waterways of Alsace-Lorraine, whereas in 1913 the figures only referred to the navigable waterways of the French territory as fixed by the Treaty of Frankfurt. In fact, when all allowances are made, a comparison confined to the traffic of the French w aterw ays system as it existed in 1913 will show that in 1924 the tonnage was about ten million tons less than in 1913. This difference is due to several causes, the two principal being the following : 1. A decrease in shipments of coal by waterways. The important mines in the Nord and Pas- de-Calais, which were partly destroyed during the war, have not yet attained their pre-war output. 2. A decrease of about one-third in the tonnage of river craft, due either directly to the war or to the fact that no new craft were built while hostilities continued. — 7 -
Q u e st io n 2.
In France, international water traffic mostly passes along waterways in the interior of the country. Nevertheless, there is a fair amount of import traffic from the Belgian frontier to Paris by the canals of the Nord, and from the ports of Rouen and Havre to the Paris district. The latter is carried almost entirely in French craft. Only in the import traffic over the north-eastern frontier are foreign craft at all numerous. The navigable waterways in this district connect Paris with Belgium, Holland, the Saar and Ger many. These waterways had been completely destroyed, not so much by the military operations as by the systematic destruction of public works by the Germans during their retreat. Traffic has been re-established on all these waterways with one exception. On the waterways on which traffic has been re-established, reconstruction is almost complete. Only a few bridges have still to be rebuilt. The navigable waterway not yet restored is the canal from the Oise to the Aisne ; it was completely destroyed. In particular, the tunnel of Braye-en-Laonnois, which had been constructed through quicksands, was completely demolished by explosives. Very difficult work is now being carried out, and it will probably not be completed in less than two years. There can be no question of the opening of new waterways to facilitate international traffic, or even the improvement of existing waterways under present circumstances, because the country could not bear the cost of such works.
Germany. [Translation.]
German Co n su l a t e at G e n e v a . July 12th, 1925.
The economic situation of German inland navigation is far from satisfactory. This state of affairs is due to the general depression from which the economic life of Germany is suffering as a consequence of the Treaty of Versailles. German production and trade are at a low ebb, and there is, in consequence, a deficiency of cargoes. Owing to the number of vessels which Germany had to surrender under the Treaty of Versailles, German inland navigation has been deprived of a large part of its modern river tonnage and now possesses little else than obsolete craft. Nothing short of a revival of national pros perity can remedy these effects of the war and of post-war conditions. There seems no reason to contem plate any special measures for inland navigation. As is known, the German Government has always attributed special importance to the maintenance and development of the German navigable waterways. During the war, maintenance and development works could only be carried out on a limited scale. Since the war, the arrears in maintenance works have gradually been overtaken, and the navigable waterways are now in a condition which satisfies all the requirements of the traffic. The development of the system of navigable waterways has also been resumed. Among the most urgent undertakings which are projected or in course of execution, mention may be made of the works on the Binger Loch and the Upper Rhine, the development of the canal system in Western Germany, the canalisation of the Neckar and the creation of a waterway linking the Main to the Danube. The German Government has undertaken negotiations with a view to surmounting various difficulties which have arisen and have hampered German inland navigation enterprises operating in foreign coun tries— as, for instance, in the case of German vessels navigating in Polish territory. For the rest, the transport by river of goods destined for foreign countries can never attain its former development until the European States which are concerned in river navigation have entirely abandoned their protectionist tendencies. Genuine freedom of navigation, allowing free play to pacific competition between the inter national interests concerned, can alone eliminate the obstacles which still prevent a rational and economic utilisation of the possibilities of inland navigation in Europe. ,
(Signed) Dr. D a n k w o r t , German Consul ad interim.
The German Government also forwarded to the Secretariat of the League a copy of the report of the Reich Board of Navigable Waterways for the period 1921-24. The following information is taken from that report :
T ra n sfer o f N a v ig a b le W a t er w a y s to t h e R e ic h a n d D istribution of A dministrative A u t h o r it ie s . [Translation.]
Article 97 of the Reich Constitution of August nth, 1919, conferred on the Reich the ownership °..’ an Power of administration over, navigable waterways employed in general traffic. It further pro- " .e s.t a*’ on taking over navigable waterways, the Reich shall acquire the right to effect such expro pria ion as may be necessary, to fix rates and enforce navigation regulations, and that, in administering t^vlmP^°vln® existing navigable waterways or creating new ones, it shall, by agreement with the States, Vt* a ac On the other hand, the States shall retain : (a) The bridges and ferry-boats on the natural waterways, together with shooting and fishing rights and the revenue from the ferries ; (b) The State fisheries on the natural waterways and canalised parts of such waterways ; (c) On the backwaters, lakes, and lake-like stretches of the navigable waterways, rights of usufruct over rushes, reeds and pastures, and all other rights of usufruct, subject to certain restrictions. Navigable Waterways : East Germany. The work of improving the upper course of the Pregel is to be executed in virtue of an undertaking previously entered into by Prussia with the town of Insterburg. It includes the canalisation of the Pregel between Insterburg and Schwâgerau for vessels of 240 tons ; this was begun in 1921 and concluded at the beginning of 1926. It is also proposed subsequently to include in the scheme the canalisation of the section of the Pregel below Schwâgerau as far as Norkittent, as the conditions in this section are at present particularly bad for shipping. Elbe and Oder Basins. The most important work carried out on the Elbe is the construction of a port of refuge near Vendisch- Fahre, below Chandau. It was opened for traffic in the autumn of 1924 and provides accommodation for 100 boats of 600 tons capacity. On the Oder, the Reich has completed the work of canalisation from the junction of the Glatzer- Neisse as far as Breslau, and also the work connected with this scheme for the improvement of the navi gable channel of the Oder near Breslau, in addition to the improvement of the water system on the lowe r course of the Oder in so far as it will help to improve the navigable waterway. Hydro-electrical installations have been set up near two locks on the upper canalised course of the Oder. The navigable channel of the Oder below Breslau is causing much anxiety. The only hope of radical improvement lies in the methodical work begun in this sector in 1924. This work, which is being carried out sector by sector in order of urgency, is designed to increase the low-water level of the channel to 1.3 meter. The depth of the navigable way will be further improved by using the water in a store reservoir on the Glatzer-Neisse near Ottmachau. Improvements have also been carried out on the navigable waterways connecting the Elbe and Oder. The Havel has been deepened by dredging in several places where the water was shallow, and the banks have been strengthened by means of protective works. The work begun by Prussia to widen the Ihle- Plaue canal, which connects the Elbe with the Havel, so as to take vessels of 1,000 tons, has been con tinued. It has been completed for a distance of about 12 kilometers on the Plaue canal and about 9 kilo meters on the Ihle canal. Work has been carried out on the Oder-Spree canal to strengthen the dykes, thus putting an end to the floods wiiich used regularly to damage the land near the banks. Near Fürstenberg, a double lock will probably be opened for traffic in 1928. Mention should also be made of the improvements at the mouth of the Oder and the establishment of new ports for the formation and breaking up of convoys of vessels. The important preparatory work connected with the completion of the Mittellandkanal should also be noted. Five hydro-technical services are engaged in the preliminary work. This is being carried out chiefly on the main Peine canal as far as Burg on the Plaue Lake, where it is sufficiently advanced for the final works to be begun as soon as the necessary* funds are available. Plans are also in process of prepa ration for the following works : the building of store dams in the Harz, where the water for feeding the canal is to be collected; the building of store dams in the Upper Saale whereby the low-water level of the sector of the Elbe between the junction of the Saale and Niegripp would be deepened sufficiently to take the vessels plying on the canals ; the improvement of the channel of the Saale, so as to take vessels of 1,000 tons ; and the building of a connecting canal in the direction of Stassfurt-Leopoldshall and a Saale canal at Leipzig. Basin of the Rhine as far as the Weser. On the Rhine, mention should be made of the work for regulating the Strasburg-Sondernheim sector. Except at times of fog, flood or exceptionally low water, big barges heavily laden can now go upstream as far as Strasburg-Kehl throughout the year. The tonnage now in use is 40 per cent higher than before the work of regulation was carried out. The canalisation of the Main between Offenbach and Aschaffenburg has been completed, and big vessels can now go up as far as Aschaffenburg. Since the building of a second block with a deep clap-sill near Kostheim, vessels equal in draught to those plying on the Rhine can use the Main. On the Weser, the Diemel store dam, which, like the one on the Eder, is designed inter aha to improve navigation by feeding the Weser when the water is low, has been completed and is now m use. On the Rhine, work has been carried out with the object of levelling the sills on the sector below Son- demheim and improving navigation conditions between the junction of the Nahe and Assmannshausen. The first of these works was begun in 1924 and will be completed in 1927. Measures similar to those 50 successfully appliedin the sector below Sondemheim have been adopted. The width of the Binger Loch is to be increased to 38 meters and the second channel to be deepened so as to bring it up to a low-water average (equivalent) depth of 2.1 meters, without in any way prejudicing the existing conditions for navigation. Important work has been undertaken for the improvement of the Neckar, namely, the canalisation of the river from the mouth up to Plochingen, in order to allow of the passage of vessels of 1,200 tons. The canalisation of the Neckar as far as Heilbron is the second projected work. Of the eleven dams considered necessary, two have already been completed, namely, one below Heidelberg (Wieblingen) and one below’ Heilbron (Neckarsulm). A third, immediately above Mannheim, is in process of construction. The next step will be the building of eight dams between Heidelberg and Neckarsulm. On the Main, most important works were begun and completed during the period covered by the present report, i.e., the building of the Viereth dam near Bamberg. This is designed to replace the old and dilapidated dam at Bischberg, and has been built, with reference to the plans for the proposed Rhine-Main-Danube connecting canal, so as to meet the requirements of big vessels. The Rhine-Weser canal, the Rhine-Herne canal, the Dortmund-Ems canal and the Ems-Weser canal make the systems of canals uniting the Rhine and the Weser one continuous waterway which is accessible to big vessels. The value and safety of these navigable ways have been increased and adapted to meet the growing requirements of river shipping, by means of the building of locks, the widening of anchor-beds and the strengthening of the dykes. The Rhine-Heme canal has now got a new opening on the Rhine, with a lock big enough to take vessels of 1,700 tons, which will probably be completed during the present year ; a third lock for towing convoys has already been opened for use near Münster ; all this work will help to widen the two narrow passages which formerly impeded navigation at either end of this channel. A second lock near Huntel, built close to the old lock, which showed dangerous cracks, and a second lock near Minden have been opened to traffic ; they will obviate the temporary interruptions to shipping formerly due to the defects in the old hydro-technical system. The anchor-beds for boats at Minden and Lohnde and at the junction of the Rhine-Heme canal with the Dortmund-Ems canal havé been widened, as they were not big enough to allow of the rapid and safe formation of towing convoys. The strengthening of the canal dykes is not only of value for immediate purposes but is also necessary in order that it may be possible at some future date to raise the level of the w'ater when big vessels are admitted into the canal or it is desired to increase the speed of the convoys. The building of the Lippe canal from Wesel to Datteln and the continuation of the Ems-Weser canal from Hanover to Peine was undertaken by the Reich during the period in question, at considerable expense. The first of these canals is designed to serve the districts situated on the northern boundary of the Ruhr coal district and to ease the traffic in the Rhine-Heme canal ; it is hoped that it may be completed in 1929. The second forms a portion of the Weser-Elbe canal and constitutes the last sector of the Mittellandkanal, wfiich is to unite the Western and Eastern systems of navigable waterways in one unbroken system. The Hanover-Peine (Hildesheim) sector will probably be open for traffic in 1927, when the Anderten lock is completed, thus connecting the new Western canal with the Ems-Weser canal, the level of which is 15 meters below that of the first. Basin of the Danube. The work carried out by the Rhine-Main-Danube Company for the building of a big navigable water way linking up the Rhine, the Main and the Danube, was undertaken with the help of capital supplied by the Reich and Bavaria. On the Danube, to begin with, the level of the wrater in the rocky length of the river, which extends for 25 kilometers betwreen Passau and Vilshofen and at present constitutes a serious obstacle to Danube navigation, will be raised by means of a dam at Kachlet, and the greater fall thus ob tained at the dam willbe utilised for the production of electric power. This work was begun in 1922. N avi gation has been carried on since the autumn of 1925 through a lock. The new7 works scheme will probably be completed in 1927. It includes the regulation of the lowr waters from above Vilshofen as far as Ratis- bon. As yet, only experimental work has been carried out in the different sectors. Further, owing to lack of funds, the Rhine-Main-Danube Company has confined itself to completing the dam at Viereth and to carrying on the detailed preliminary work in a methodical manner. Great Britain. F oreign O ff ic e L o n d o n , December 31st, 1925. The Manchester Ship Canal is the only inland navigation undertaking in this country w'hich would appear to fall within the scope of the question with which the League of Nations is occupied, viz., the international aspect of inland navigation. I am to point out, moreover, that the Ship Canal is, in configu ration, an inland waterway thirty-five miles in length, having a twenty-eight feet depth of wTater and permitting the passage of vessels of fifteen thousand tons dead weight, from the Mersey estuary to Man- C ester’ but that, having regard to the function it fulfils, it would be misleading to regard it as, or to compare it to, an inland navigation in the ordinary sense, as it neither serves the same purpose nor is port t0 ^10 Same economic conditions. It is essentially, although presenting some peculiar features, a (Signed) Miles W . L a m pso n . [Translation.] 5 H ungarian D ele g a t io n a c c r e d it e d T0 THE L ea g u e o f N a t io n s . Geneva, February its, 1926. watJ*'^e r^ver Tisza is only navigable from its confluence with the Danube up to Szolnok, or, when the meters3 tfh^ ° '° ^ Szolnok- UP to Tiszafured as an outside limit, i.e., for a length of 340 or 435 kilo- s a the most. When, however, the level of the water is lower, its navigability depends upon the — IO condition of the local fords. Above Szolnok up to Vasaros-Nanemy, i.e., for a distance of 400 kilometers, the river is only navigable when the water stands at a levsl of + 1.0 meter at Szolnok. As, owing to the position of the new frontiers,the lower portion of the Tizsa — i.e., a section of 160 kilometers in length — is situated in the territory of the Kingdom of the Serbs, Croats and Slovenes, it follows that the river is only navigable in Hungarian territory over a distance of 180, or at the most 235 kilometers when the water stands at a normal level. In the section between Szolnok and Szeged, works for the training of the smaller branches have been undertaken for some years past ; very slow progress is, however, being made, owing to the inadequacy of the funds available. The latter are indeed only sufficient to cover the cost of constructing local fords and for the most pressing work of strengthening the banks. For maintenance and repair work on the Tisza, the Hungarian State employs three dredgers, three large and twTo small steamers, and a corresponding number of lighters, used for the transport of stones and faggots. The river Drava is navigable from its confluence with the Danube up to Bares ; this river constitutes the frontier between Hungary and the Kingdom of the Serbs, Croats and Slovenes for a distance of about 80 kilometers between Doln-Miholyac and Bares. As the lower part of this river falls entirely within the territory of the Kingdom of the Serbs, Croats and Slovenes, enquiries regarding the present condition of navigation in that section should be addressed to that country. In Hungary as it now exists, there are no navigable canals —unless the upper part of the Soroksar branch of the Danube is regarded as such ; this branch, however, is only of local importance. The alternative plans for the construction of a Danube-Tisza canal were shown to Major Sommervell when he came to conduct enquiries in Hungary. There is, however, no probability, in existing circum stances, of this canal being constructed in the near future. (Signed) Zoltàn Baranyai. Italy. [Translation.] M in is t r y o f P u b lic W o r k s . Rome, May 23rd, 1925. Article 16 of Law No 444 of July 18th, 1908, lays down that the exploitation of lines of lake navigation, which are open to the public and are in connection with the railways shall be supervised by the Ministry for Public Works, in accordance with the same rules as apply to railways leased to private industry. Though nothing to that effect is expressly laid down by the law, the rules governing navigation on lagoons and rivers conform as far as possible to those governing navigation on lakes. The following table indicates the length of the waterways open to navigation in the year 1922, and will give an idea of the present position of inland navigation in Italy : K ilom eters Lago Maggiore (Verbano) ...... 88,100 Lago di Como (L a z io )...... 67,100 Lago d ’lseo (Sebino) ...... 46,000 Lago di G arda (Benaco) ...... 175,800 Lago d ’O rta (C u sio )...... 16,700 Lago di Lugano (C eresio)...... 50,000 T otal length of lines of lake nav ig atio n ...... 443,700 The lake navigation flotilla consists of 58 steamships and 18 motor-boats, besides 45 tugs, lightesr and barges, with crewrs numbering about 1,000 persons. The figures for navigation on the lagoons are as follows : K ilom eters Lagoon of V enice...... 202,100 City of V enice...... 27,320 T otal length of navigation on the lagoons...... 229,420 The lagoon flotilla consists of 63 steamships and five motor-boats, besides 15 lighters and small sailing vessels, with crews numbering about 850 persons. There are at present no lines of navigation on the rivers and canals ; transport of goods is, however, effected over these waterways by tows -— in some cases provided with motors — which are subject, so far as concerns navigation licences and registration, to the rules laid down by the Ministry for Public W orks. The whole question of inland navigation in Italy is at present being investigated, and the laws relating to concessions, exploitation and police regulations are undergoing modification. For instance, a recent Royal Decree dated December 18th, 1924, appointed a commission, under the Ministry for Public Works, to consider and submit to the Government draft regulations for the navi gation of the inland rivers and canals of the Kingdom. The commission proposes to encourage inland navigation and facilitate its expansion by abolishing rules which have become superfluous, and by introducing uniformity where regulations issued by dif ferent authorities are in conflict with one another. — II — The commission will not be able to submit any report until it has finished its work. The reply to the Ministry of Public Works is consequently not as complete as would be desirable, in view of the impor tance of the questions asked by the League of Nations. Latvia. [Translation.] Min is t r y fo r F o r e ig n A f f a ir s . Riga, May 26th, 1925. In Latvia, the only navigable waterways of international concern are the Daugava (Dwina), Lielupe (Courland Aa) and Venta (Windau). These three rivers are utilised for floating. The quantities of materials thus carried are shown in Tables I, II and III. T a b l e I. Material floated on the Daugava and its Tributaries. Beams Other Building Other Miscella Planks Year Sleepers Materials Wheat Mate neous and Blocks Fish Articles Timber (stan and Country of Wood rials (pieces) (pieces) (tons) (tons) (cubic dards) (pieces) (tons) meters) 1922. I. L a t v i a ...... 189,888 1,544 20,835 60 574 I,l6 o 88,235 169 2. R u s s ia ...... 241,902 3,535 12,200 ———— --- — ■ 3- P o la n d ...... — — — — •— — — --- — T otal .. 431,79° 5,079 33,035 60 — 574 I,l6 o 88,235 169 1923. 1. L a t v i a ...... 429,397 4, i 5o 22,024 1,170 210 118,390 2. R u s s ia ...... 500,692 11,721 34,006 ———— 1,910 — 3- P o la n d ...... 51,803 106,684 41,932 —— — — 21,800 — T o t a l ...... 981,892 122,555 97,962 —— 1,170 210 142,100 — 1924. 1. L a t v i a ...... 302,800 i o ,559 20,776 1,856 2,807 H 5,703 2. R u s s ia ...... 507,755 92,311 174,525 —— --- —— •— - 3- P o la n d ...... 72.893 305,860 229,779 — — --- — 71,2/2 — T otal .. 883,448 408,730 425,080 — — 1,856 2,807 186,975 — T a b l e II. Material floated on the Lielupe and its Tributaries. Year Beams Other Planks Timber Other Sleepers Materials Wheat Fish Building and Blocks (stan and Country of Wood (cubic Articles (pieces) (pieces) (pieces) (tons) (tons) Materials dards) meters) (tons) I922. 1. Latvia... 74,558 3,430 9-740 481 350 19,305 2,536 211,120 4,896 2. Lithuania . 16,590 Total .. 74,558 3-430 9,740 481 350 I 9 >3°5 2,536 227,710 4,896 1923. 1. L atvia .... 280,558 8,847 20,768 1,278 579 37,498 130,976 20,511 2. L ithuania . 4,199 13,340 Total .. 280,558 8,847 20,768 1,278 579 37,498 4-199 144.316 20,511 1924. 1. L atvia .... 170,730 21,069 20,349 4,516 744 60,747 9-038 143,751 22,897 2. Lithuania . 18,247 12,000 6,722 735 T otal .. 188,977 33,069 27,071 4,516 744 60,747 9.038 144,486 22,897 — 12 — T able III. Material floated on the Venta and its Tributaries. Beams and Blocks Other Mate Wheat Miscellaneous Year and Country Sleepers (pieces) rials of Wood Timber (cubic (pieces) (pieces) (tons) meters) 1922. I. L a t v i a ...... 96,278 38,556 6,720 H 4,950 2. L ith u a n ia ...... — --- — — — T o t a l ...... 96,278 38,556 6,720 — 1x4,950 1923. I. L atvia ...... 258,252 8,053 4,249 100,030 2. L ith u a n ia ...... ------— — T o ta l...... 258,252 8,053 4,249 — 100,030 1924. I. L a t v i a ...... 190,473 11,551 5,543 104,658 2. L ith u a n ia ...... — - —— — T o t a l ...... 190,473 11,551 5,543 — 104,658 The Daugava rises on the Waldai plateau in the Government of Tver in Russia. Its length is 1,000 kilometers, and its basin, including tributaries, covers 85,000 square kilometers. The breadth of the river varies in different places ; at Witebsk it is 100 meters, at Daugavpils (Dwinsk) 300 meters, and at Riga 550 meters. The length of that portion of the stream which flows through Latvian territory is 367 kilometers, but, despite its considerable breadth and the volume of water, it is hardly navigable in this part. The reason is that between Krustpils (Kreuzburg) and the Isle of Dahlen (Dole), over a distance of 160 kilometers, the Daugava forces its way through dolomite strata. The cross-section shows the canalisation plans drawn up in 1914 and 1919 for making the stream navigable. The volume of water near Jaunjelgava (Friedrichstadt) varies as follows : 1. At low water (actual volume over 12 months), 128 cubic meters per second. 2. At its average level (actual volume over six months), 600 cubic meters per second. 3. At high water in spring, 5,500 cubic meters per second. The cost of the canalisation of the Daugava is estimated at 200,000,000 lats, and, by connecting it with the Dnieper, one of the largest navigable waterways in the whole world would be created. Already in the time of Catherine II it had been planned to deepen the Daugava to render it navigable and to join it to the Dnieper. In 1810 was completed the construction of the Beresina canal, joining the Ula, a tributary of the Daugava, to the Beresina, a tributary of the Dnieper. This canal is now hardly ever utilised and it is gradually falling into neglect. The Lielupe is formed near Bausk by the junction of the Musa with the Memele. The Musa rises in Lithuania to the north of Sauli. It has a length of 160 kilometers and a basin of 5,347 square kilo meters. Memele has a length of 180 kilometers and a basin of 4,113 square kilometers. The length of the Lielupe from Bausk to its mouth is 125 kilometers, and its basin covers 17,907 square kilometers. The Musa, the Memele and the Lielupe have several tributaries suitable for floating. From Emburga to the sea, the Lielupe is navigable for a distance of 100 kilometers and constitutes an easy and profitable means of communication of great value to the economic life of Lower Zemgale. To render navigable the Lielupe above Emburga, and the Musa and Memele, all these waterways would have to be canalised. The cost has not yet been calculated but would not be high, as these streams flow through comparatively flat country. Several plans exist for joining the Musa and the Memele to the tributaries of the Niemen in Lithua nian territory. The Venta comes from the plateau of Telshi (Lithuania), its source being 213 meters above sea-level. The length of the Venta is 352 kilometers, and it drains a basin of 11,888 square kilometers. In Latvian territory the Venta crosses the plateau of Courland, where it is rapid and full of shoals. The principal falls are above Kuldiga (Goldingen) ; by means of canalisation they could easily be utilised for electric power. Below Kuldiga, the course of the river is smooth and at its mouth it has a depth of 7 to 10 meters and constitutes one of the best harbours in Latvia. The breadth of the Venta in Latvia varies between 50 and 100 meters. Small steamers ply between Ventspils (Windau) and Kuldiga. To make the river navigable, its course would have to be regularised over a distance of 75 kilometers from the harbour as far as Kuldiga, and higher up it would have to be canalised. As early as 1830 a canal was begun with a length of 15 kilometers, which was intended to connect the upper course of the Venta with the Dubisa, a tributary of the Niemen. But, owing to the Polish insurrection, the work was stopped and at present the canal is blocked. — 13 — Luxemburg. T ranslation.] D e pa r tm en t of F o reign A f f a ir s . Luxemburg, M ay 19th, 1925. The Grand-Duchy Government has no suggestions to make in regard to the enquiry which has been instituted into the present position of inland navigation in Europe. The project for the canalisation of the Moselle is a matter of great interest to the Grand-Duchy, but this project has not yet emerged from the stage of preliminary enquiries. Netherlands. [Translation, j N e t h e r l a n d s L e g a t io n . Berne, June 26th, 1925. In the Boven-Rijn, the Waal, the Boven-Merwede, the Beneder-Merwede, th e Noord, the Nieurve Maas, the Helle gat, th eDortsche Kil, the Hollandsch Diep and th e Volkerak the depth of the channel is 3.5 meters below the 1923 low-water mark or below the average level of low tide. Consequently, no improvements are required as regards depth. In the case of the Noord, works are in process for increasing the breadth to 200 meters along its whole course. It is intended to raise the William Bridge at Rotterdam so that the under surface should be at a height of 7.9 + N. A. P. (new Amsterdam level) in the middle and 6.1 + N. A. P. at the ends. This will constitute a great improvement for navigation, as there wall be an available air space of 6.95 meters above high-water mark, and the majority of river vessels will be able to pass under this bridge and avoid the two swing-bridges in the Koningshaven. It is also intended to replace these two swing-bridges by draw-bridges with an air space of 45 meters when lifted, while the air space below the railway bridge when closed will be increased by about 1.75 meter. In addition, it has been proposed to increase the breadth of the passage below these bridges to 50 meters by destroying the support pillars of the pivot bridges. Other canals for inland navigation are the Pannerdensch canal, the Neder-rijn and the Lek. On these navigable routes, the minimum depth is 2 meters below the 1923 low-water mark, except on the lower course of the Lek. A proposal is under consideration for increasing the minimum depth to 3 meters below the 1923 low-water mark. Compared with the other navigable routes in communication with the German Rhine, it may be said that the dimensions of the Merwedekanaal and of its installations are sufficient, and no improve ments are contemplated. Nevertheless, for some time past plans have been under consideration for improving communication between Amsterdam and the Boven-Rijn, firstly, because the section of the canal between Amsterdam and Vreeswijk is overcrowded, and, secondly, because the trade of Amsterdam needs a better and more direct line of communication by water, which could be used even by vessels of the largest type navigating on the Rhine. With regard to these plans, we refer the reader to the Report of the Government Commission 011 the Construction of an Improved Navigable Route between Amsterdam and the Boven-Rijn. The steps to be taken for this purpose are now under discussion. In the above report, there is a short description of the Merwedekanaal. For a more detailed description reference should be made to the Description of the Amsterdam-Merwede Canal, by M. P. H. Kemper, and to the Table of Navigable Routes in the Netherlands, 7th edition, pages 260, 271. Preparations are being made for the construction of a canal for boats of 600 tons connecting the industrial centre of Twente with the Boven-Rijn and Yssel, near Zutphen. The law of June 12th, 1915, authorised the canalisation of the Meuse between Maasbracht and Grave, and the construction of a junction canal from the Meuse near Mook to the Wahal near Nimeguen. The purpose of this canal is to connect the Meuse with the principal rivers of the Netherlands ; it can be regarded as constituting the prolongation of the canalised Meuse. P "^he canal, including the outer ports, will be 134 kilometers in length. It will be accessible to hine boats of 2,000 tons, which are 100 meters in length, 12 meters in breadth and 2.8 meters in draught: heir height above the water when empty does not exceed 6.75 meters. Two locks have been built, separating the canal from the Wahal and Meuse respectively. The dimensions of the locks, which will be provided with an intermediate bay, will be determined so as to admit the passage of a convoy of boats consisting of one tug and two boats of 2,000 tons ; the workmg length of these constructions will be 260 meters and the depth against the cheeks will be 3.-8 meters. 0 ; The channel between the two locks will have a breadth of 40 meters at the bottom, and banks at an nc mation of 12/4. The depth will be at 4 meters in the centre and 3.3 meters at the sides below the ninimum water line. The outer ports will have a breadth of 60 meters at the bottom, the 6 ^Xe<^ bridges will have a span of 60 meters. Across the locks there will be lifting bridges. All se constructions will leave an air space of 7 meters measuring from the maximum water line. e minimum radius for the curves of the canal will be 2,000 meters and for the outer Ports 1,500 meters. State actually in progress and will probably be concluded in 1927. The cost will be borne by the communes and other bodies concerned will be responsible for the construction of the ports, jetties and wharves. — 14 — Canalisation works are also being undertaken on the sector of the Meuse situated in Dutch territory between Maasbracht and Grave. The purpose of these constructions is to connect the coal basin of South Limburg with the system of navigable waterways ; this part of the river is therefore being adapted for vessels of 2,000 tons, which on one side will be able to reach the Waal by the Meuse-Waal canal, and on the other the coal basin of South Limburg by a lateral canal from the Meuse which it is proposed to construct between Maastricht and Maasbracht. It is proposed to construct five weirs in the channel of the Meuse at Linne, Roermond, Belfield, Affcr- den and Grave. A lock will be constructed next to each weir, which will also be provided with several openings allowing the water to escape and with a navigable passage 60 meters in breadth. The bays of the locks will have a breadth of 14 meters and the lifts a breadth of 16 meters and a total length of 260 meters. The locks and weirs at Linne and Roermond have been completed. The weir at Belfeld is under construction and that at Grave has been begun, where a road bridge is also being built. At Maasbracht an emplacement for the loading of coal is under construction. This emplacement will be connected with the railway lines leading to the coal mines in order to permit of the transport of coal on the Meuse, although the canal between Maastricht and Maasbracht has not yet been completed. In 1927, the Wessem-Nederweert canal will probably have been completed ; it will be more than 16 kilometers in length and is to run from Wessem on the canalised Meuse in a W.-N.-W. direction, passing near Panheel, then turning N.-W. and running in a straight line to Nederweert, where it falls into the Zuid-Willems vaart. The level of the water in the canal is 20.5 meters + N. A. P., while the level in the canalised Meuse near Wessem is 20.4 meters + N. A. P. The canal is separated from the Meuse by the lock at Penheel 7.5 meters broad. The level of the bed is 2.5 meters below the level of the water and the length of the lift is 65 meters. The lock therefore permits the passage of vessels of about 600 tons. The Zuid-Willemsvaart, which then has to be passed, only admits the passage of boats of about 450 tons. The breadth at the bottom of the canal is normally 16 meters. The depth below the ordinary water level is 2.7 meters in the middle and 2.5 meters at the sides. The breadth at water level is 30 meters, The canal can be supplied, if necessary, by means of a pumping apparatus at Panheel. All the bridges across the canal are fixed ; their span is at least 16 meters and the base is at least 5.2 meters above the ordinary water level. Sweden. [Translation.] M in is t r y fo r F o r eig n A f f a ir s . Stockholm, June 29th, 1925. Q u e st io n I. The official statistics of Sweden give no information on the economic and commercial situation of inland navigation. The competent Swedish authority has not latterly received any information on the situation from the representatives of inland navigation or from any other .source. A proposal contemplating the extension of the rights of foreigners to convey goods on the lakes, rivers and canals of Sweden has nevertheless given rise to some apprehension in Swedish commercial circles, it being feared that inland navigation in Sweden might be placed in an unfavourable situation owing to more intense competition on the part of foreign shipowners. The competent Swedish authority is not of the opinion that any improvements could be made in inland navigation in the country by means of a system of international assistance or agreements. Q u e st io n II. The canals of Trollhattan and of Sôdertâlje have been greatly enlarged and deepened during the last few years, and steps are being taken to promote navigation on Lake Mâlaren by dredging operations with a view to facilitating the traffic of vessels of greater tonnage between some of the towns on the shores of this lake. No proposals on the construction of new canals are at present under consideration. Q u e st io n III. According to the competent authorities, there are no shipping firms engaged exclusively in internal navigation on navigable waterways abroad, but a certain number of Swedish shipping firms convey goods on a number of inland navigable waterways in foreign countries. Switzerland. [Translation.] F e d e r a l P o l it ic a l D e p a r t m e n t , F o r e ig n A ffa ir s D iv is io n . Berne, April 24th, 1925. Q u e st io n I. The transport of goods on the Swiss waterways and lakes does not attain the dimensions of the traffic of the river systems of France, Germany and other countries which are accessible to inland navi gation for large vessels. — 15 — Considerable activity reigns on the principal Swiss lakes, however, particularly during the summer season (Lake of Geneva, 582 square kilometers). This traffic consists mainly in the conveyance of pas sengers by means of steamers (paddle or screw) and more recently by vessels fitted with combustion engines ; these vessels carry as many as 1,600 passengers. In addition, there is the minor lake traffic— the transport of building materials and forage on motor-barges with a capacity up to 125 tons. In parti cular, a regular ferry service for goods trains has existed since 1869 on the Lake of Constance (539 square kilometers) between ports of the Swiss shore and those of the Bavarian and Wurtemberg shore by means of special vessels carrying up to 250 tons. Previously, the traffic extended as far as Constance (Baden) and Bregenz (Vorarlberg). The Swiss river and canal system has not sufficiently long continuous sectors to make it worth while for commercial navigation on a large scale to utilise it. The principal river sectors (including the lakes) on which the transport of passengers and goods is possible are as follows : Passenger Boats Goods Vessels River Kilometers Horse (tons) Passengers power Bale - Petit Huningen - Rheinfelden (with lock at A u g s t) ...... Rhine About 20 River steamers Barges u p to 1,500 Schaffhausen - Rheineck (including the Lake of C o n sta n c e )...... Rhine About 85 Lake steamers Ferries, 250 750 600 Soleure (mouth of the Emm) (Yverdon includ ing the Lakes of Bienne and Neuchatel)...... A ar A bout 95 550 350 Lighters, 80 Zurich - Wallenstadt (in cluding the Lakes of Zurich and Wallenstadt) L im m at A bout 70 1,200 780 Lighters. and Linth Q u e st io n II. The extension of navigation on the Rhine between Strasburg and Basle, the channel of which, although completely left to itself, nevertheless gives access to big barges, but only during the summer months, has given rise to different plans for improving the inland navigation routes connecting the prin cipal lakes and navigable waterways of the Swiss basins of the Rhine, the Rhone and the Pô with the inland waterway systems of the neighbourging countries. According to these plans, which provide for the use of barges of 1,200 tons on the principal arteries and of 600 tons on the secondary routes, the following works are contemplated : 1. Prolongation of the Rhine route above Basle as far as the Lake of Constance ; 2. Regulation of the Rhone between the Franco-Swiss frontier and the Lake of Geneva with a view to the navigation of large vessels on the Rhone ; 3. Connection between the Rhone and the Rhine by means of main artery for large vesselsthrough Switzerland, crossing the plateau between the Lake of Geneva and the Lake of Neuchatel and follow ing the regulated course of the Aar. From this main artery would branch connections leading : {a) To Zurich, the great centre of Swiss traffic ; (6) To Lucerne, at the foot of the north slope of the St. Gothard, the principal line crossing the Alps ; and, 4. The establishment of communication by water between the Ticino lakes, particularly Lake Maggiore, and the Mediterranean. The accomplishment of this plan for a Swiss system of inland waterways depends, in the first place (apart from economic considerations), on the development of water-power ; for the Swiss waterways, owing to the special conditions of their gradients, cannot be rendered navigable without simultaneously exploiting their water-power. Union of Socialist Soviet Republics. [Translation.] Moscow, June 16th, 1926. In reply to your letter dated December 16th, 1925, I have the honour to inform you that, with a view 0 c°ntributing to the solution of a problem as important as that of inland navigation, the competent ^ Sa^10nS Government have found it possible to comply with the request made by the Advisory n y60, nical Committee for Communications and Transit. bv th n t)5™ar The attached memorandum gives a brief reply to the three points raised in your note of December 6th, with the exception of the question raised in Heading (i), with regard to possible international assis tance or agreement in respect of inland navigation, in which connection I would emphasise that the Govern ment of the U. S. S. R. does not at present propose to apply for international assistance for the purpose of improving its system of waterways. So far as international agreement in this matter is concerned, my Government regards this point as outside the strictly technical field of the present communication. (Signed) Georges T chitcherine . A p p e n d i x . Memorandum on the Position of Inland Navigation in the Union of Socialist Soviet Republics. [Translation.] A comparison between the length of inland navigable waterways in the U. S. S. R. and that of the States of Western Europe clearly shows the importance of inland navigation and river transport in the U. S. S. R. Total Length of the Rivers over which River P e r c e n t a g e Traffic passes (kilometers) 90,000 IOO Rivers of Western Europe: 8,070 9 10,470 II 2,670 3 The former Austro-Hungarian Em pire ...... 4,370 5 25,580 28 Thus, not only Western Europe alone but even Western Europe together with the United States of America (4,700 kilometers of navigable waterways) has a less extensive natural system of waterways th a n th e U. S. S. R. On examining the physical aspect of the navigable waterways of the European part of the Union, it will immediately be seen that there is a point in the centre of the country from which rivers, carrying millions of tons of goods and millions of passengers, flow in all directions—towards the White Sea, the Baltic, the Caspian and the Sea of Azoff. From an economic point of view, the river system of the Union is in a particularly favourable posi tion ; large navigable rivers flow through rich grain-producing districts and connect the vast forests of the north with the industrial centres. The physical characteristics of the rivers of the European part of the Union are generally similar ; their current is slow and they are deep and wide. It is thus possible to develop river navigation without excessive expenditure. The schemes for the use of these waterways form part of the general construction scheme which has been adopted by the U. S. S. R., and they have been most favourably received by the present Govern ment of the country, which, unlike the Czarist regime, fully realises the importance of river transport. Organisation of River Transport. — Before giving detailed information on the river craft and transport in general, it is perhaps desirable to outline the administrative system at present in force in regard to river navigation. At the present time the river craft, which were formerly the property of private persons and of shipping companies, have been nationalised and are the property of the nation. All craft intended to be used solely for transport are administered by the N. K. P. S. and by the national river navigation organisations. It should, however, be pointed out that the decree for nationalisation and the ordinances subse quently issued by the Government allow of river-navigation being carried out by private persons on all rivers provided the engine-power of steamships does not exceed thirty units and that the length of other craft does not exceed forty meters. Apart from the vessels used in ordinary transport, several State institutions, more particularly the forest syndicates (trusts) and the syndicates engaged in the production of salt, possess a large number of vessels of their own. The organisation of the N. K. P. S., which deals solely with transport, is made up of ten State shipping organisations, which are under the control of the central administration of the N . K. P. S. a t Moscow. The territorial limits of the areas of the various State shipping organisations almost exactly coincide with the watersheds of the river basins. The headquarters of these organisations are situated in impor tant administrative or in commercial and industrial centres. The experience gained in the seven years since the transport craft were put under a single adminis tration has shown the advantages of centralisation. These advantages are briefly as follows. The centralisation of all means of transport (by river, by rail and by sea) in the hands of the State allows of a systematic division of transport, that is to say, it makes it possible to co-ordinate the te c h n ic a and economic advantages of the various methods of transport and to make extensive use of combine transport by rail and waterway. — 17 — Centralisation of the technical and commercial activities in respect of navigation in a single State organisation is in the general interests of the population, since it enables all parts of the country to take advantage of river navigation, a deficit in the receipts of a local undertaking being compensated for by the profits made by another undertaking of the same nature. From the technical point of view, centralisation also offers many advantages, since it enables the vessels to be used to their maximum capacity. For instance, with this system it is possible to avoid letting vessels ply empty, a state of things inevitable when transport is not under a central management. Centralisation makes it possible to distribute vessels in a more advantageous manner, to centralise repair work, to build a number of craft of a single type, carefully chosen, etc. Mention should further be made of the fact that all the rivers belonging to the Union and used as waterways are under the N. K. P. S., which administers them by means of a special body known as the Directorate of Inland Navigation. Inland Craft. — The craft used in inland navigation is composed, so far as type, construction and dimensions are concerned, of vessels which differ very considerably. These differences are partly due to the variety in the requirements of commercial traffic, in the conditions on the waterways, and, on the other hand, to the fact that before nationalisation the fleet was the property of more than 2,000 diffe rent shipowners, each of whom had his ships built according to his own ideas. The shipping organisations are only now beginning to build classes of vessels of a uniform type. At the present moment the inland navigation craft is composed as follows : Number Engine- of Engine- of Power or Power or Vessels Tonnage Tonnage . 2,930 544-712 100 • 7.494 3,820,683.8 100 These figures show that our river traffic constitutes a shipping industry of the very first magnitude. From the point view of type, number and engine-power, tugs represent the most important factor among the mechanically propelled vessels. As regards engine-power, they represent 63 per cent of the total engine-power of all the craft, whereas passenger vessels only represent 33 per cent of the craft’s total engine-power. The shipping organisation of the State of the Volga has the most powerful vessels, particularly the passenger vessels built by the Sormov yards, which are 88 meters long, 9 meters beam and whose engine- power reaches 1,200 units. The vessels intended for transport of passengers and cargo can carry 800 pas sengers and up to 750 tons cargo. Similar passenger and cargo vessels are used on the northern rivers, on the rivers of Western Siberia and on the Amur. Each of these can carry 400 passengers and 120 tons cargo. The most powerful tugs are also used in the Volga Basin ; the vessels belonging to the “naphtha craft" have 800 units of engine-power and can tow 12,000 tons. The tonnage of certain tugs amounts to 10,000 tons. Distribution of the Craft. Percentage of Total : Steamships (according Other Vessels to engine- (according to power) tonnage) Craft belonging to S tate Shipping organisations...... 92 75 G overnm ent vessels...... 7 22 Vessels belonging to private persons...... 1 3 100 100 As far as quality of construction is concerned, almost all the transport craft of the State shipping organisations belongs to the higher categories of the register. This is a proof that our steamships are carefully and solidly built. In matters of navigation, our steamships belong to the more or less lower categories of the register. The other vessels are also in a much higher category from the point of view of construction than from that of upkeep. In conclusion, it should be mentioned that the present fleet is being completed, so far as necessary, by newly built craft, mainly vessels without any mechanical means of propulsion, as the number of such craft is at present insufficient. During the period under review, only part of the craft has been in use in the various river basins. Traffic.—The traffic on the river systems chiefly consists of goods in bulk. The most important item is timber ; next grain and naphtha and then salt. Among the other classes of goods, of which considerable quantities are carried, mention may be made of coal, metals, construction material, bricks, cement, fish, etc. The fact that most of the goods have to be carried in bulk and the special conditions governing nver navigation in the U. S. S. R. have made it necessary to choose the system at present in force, namely, carriage of goods on lighters or rafts towed by steamships. The towing of rafts has been developed to a considerable extent in the forest areas, on the rivers of the north and north-west and in the district 0 Volga and Dnieper. There is also a considerable amount of timber-floating on these rivers. Transport of passengers, baggage and goods which require speedy delivery is provided for by passenger and goods services. A mixed passenger, goods and towage service, in which the steamship carrying passengers and cargo so ac s as a tug, exists on several rivers in the north and in Siberia and on the Viatka, — i8 — Table of Comparison between Present and Pre-War Traffic. P e r c e n t P re-w ar traffic (1913)...... 47,599 = 100 Traffic at the beginning of the period of reconstruction under taken after the w ar b y the U . S. S. R (1920)...... 7,895 = 15 Traffic in 1925...... 24,063= 50 At the beginning of the period of reconstruction undertaken after the war by the U. S. S. R., traffic was at a very low level and only represented one-sixth of the pre-war total. This was due to the destruc tion caused by the war period in the economic life of the U. S. S. R. Since the period of reconstruction, traffic has been steadily increasing, particularly during the last few jzears. Even at the most moderate estimate, it is possible to foresee a future increase of traffic amounting : In 1926 to 26,000,000tons. In 1927 to 30,000,000tons. In 1928 to 35,000,000tons. Passenger traffic has been increasing much more rapidly. Unfortunately, figures are not available which would make it possible to draw up exact statistics for the passenger traffic before the war. The number of passengers carried can be fixed at approximately 11,000,000 per year, without counting those persons who merely crossed the rivers. Passenger Traffic during Recent Years. P e r c e n t 1923 ...... 8.8 millions = 100 1924 ...... 11.8 » = 1 3 3 1 9 2 5 ...... 1 3 -9 » = 156 Table showing the chief categories of cargo carried in comparison with pre-war traffic : Cargo carried in Thousands of Tons. Percentage Percentage Compari- of Total of Total son with Nature of Cargo 1913 Traffic 1925 Traffic 1913 G r a in ...... 5,938 12.6 1,177 4.9 19.8 S a l t ...... 993 2.1 545 2.3 55.0 N a p h th a ...... 5,384 11.3 3,665 15.2 68.0 T im b e r ...... 25,159 52.7 65.5 62.6 O ther cargo...... 10,125 21.3 2,961 12.1 29.2 It will be seen from this comparison that it is the traffic in naphtha which has developed most, since in 1925 it amounted to 68 per cent of the pre-war traffic. Timber and salt come second and third respec tively. Traffic in grain and in other cargo comes last. The timber traffic has to be carried a much greater distance than other traffic. Before the war, in 1913, the average journey amounted to 778 kilometers. At the present time, in 1924, the average journey is shorter, since it only amounts to 573 kilometers for all classes of cargo. In conclusion, we think mention should be made of the fact that 96 per cent of all traffic was carried by the State organisations and more than one-half the latter by the organisations under the N. K. P. S. The private companies only carried 4 per cent. Tariff and tariff policy.—Carriage of goods at fixed rates was only established on the river systems after the river craft were nationalised. Up to that time, private undertakings did not in practice apply tariffs, properly so-called, involving a fixed and compulsory rate for a certain category of traffic. The Central Committee on Tariffs exercises a general supervision over tariffs. At the present time each State shipping organisation has the right itself to fix its tariffs in virtue of special agreements. Furthermore, all preliminary suggestions with regard to tariffs are discussed by the Economic Council, by the Comité de Bourse and by special meetings convened for the purpose. Thus, those who are inte rested in river transport help to draw up the tariffs, although the tariffs are fixed by the State shipping organisations. Under these circumstances the transport tariffs are entirely in accordance with the interests of national economic welfare. The fundamental principle applied by all State shipping organisations when fixing tariffs is to take into consideration the value of the goods carried and the distance to be covered. Tariffs are divided into passenger tariffs, baggage tariffs and goods tariffs. The last category of tariffs is subdivided into the tariffs applied to goods shipped as fast freight (grande vitesse), as slow freight (petite vitesse), to the towing of rafts, etc. There are several classes of passenger tariffs. Each State shipping organisation charges different rates for transport. For instance, the Volga organisation charges 0.29 kopecks per kilometer and per ton for towage, the North-West organisation 0.7 kopecks, the Amur River organisation 0,78 kopecks and the Western Siberia organisation 1.79 kopecks, etc. These differences arise out of the various conditions which regulate the price of labour in the various districts and of the expenditure involved in the method of working of the vessels. The difference in the distances covered by the goods, traffic conditions, etc., also explain these differences in rates. So far as comparison between pre-wrar and present tariffs is concerned, it must be pointed out that it — 19 — is impossible to make a comparison in absolute figures in view of the changed conditions of economic life. An adequate estimate of the transport rates can be obtained by comparing transport rates in relation with the market value of the articles carried in 1913 and 1925. P r e -W ar A t P resent Percentage T r a n s p o r t Percentage M a r k e t T r a n s p o r t M a r k e t C h a r g e s o f T r a n s Category of Goods of Transport V a l u e C h a r g e s p o r t C h a r g e s V a l u e o f p e r 1 ,0 0 0 o f a T o n p e r 1 ,0 0 0 C h a r g e s j t o t h e a T o n i n T o n s p e r i n T o n s p e r t o t h e M a r k e t K i l o m e t e r M a r k e t j K o p e c k s K i l o m e t e r K o p e c k s V a l u e i n K o p e c k s V a l u e ! R y e ...... 2,240 274 II 8 ,5 4 0 407 4-7 S a l t ...... 915 177 19 2,440 352 14 Timber, in b e a m s ...... 20 9-93 4.6 40 I.6 5 4 - i j N a p h th a ...... 2,013 164 8 3-477 257 7 I F is h ...... 18,300 5 , i 45 2.7 21,350 5,482 2.2 It will be seen from this table that the present tariffs for transport in bulk of the principal goods carried represent a lower percentage of the market value of these goods than the transport charges in force before the war. The fact that the State shipping organisations have managed to reduce tariffs has undoubtedly had a favourable influence on the development of transport and on the despatch of goods by river. The above information gives reason to believe that the importance of river transport with its unli mited possibilities will increase simultaneously with the revival of the economic life of the country and the development of the country’s industrial activities. Condition of Waterways. On the 90,045 kilometers of inland navigable waterways in the U. S. S. R., navigation was carried out in 1925 over 37,293 kilometers (41.4 per cent), 22,251 kilometers of which were lighted according to regu lations. Before the war, 39,942 kilometers (35,948 kilometers being lighted) were used for navigation. We must therefore calculate that during the 1925 navigation season the river system was used to an extent equal to 93 per cent of that used before the war (62 per cent of the waterway being lighted). Repairs, Improvements and New Work contemplated. With a view to restoring and improving waterways, a scheme for technical work has been adopted for the period 1925-30. Up to the present, all the work proposed has not yet been carried out, since its completion is dependent on the financial resources available. The scheme provides for work of four categories : 1. New work ; 2. Reconstruction w ork ; 3. Work neglected and requiring total repair ; 4- Total repair. The category of new work includes that of completing the supplementary locks on the Cheksna River, modifications in the Mostevoretska system, improvement of conditions of navigation at the mouth of the Kouban River and other work and investigations of lesser importance, the building of new dredgers, vessels and sewage hulks, and the drawing-up of a list showing conditions on the waterways. The three latter categories include repair work to the Lagoda canals and the Belcomont dyke on the Oka, the replacing of locks in bad condition by new constructions on the Moskovoretska, Marina, Tikhvina, Vichevoletska, Bérésina and Tésiana rivers and a certain amount of other less important work. With a view to effecting improvement of the present river system and the opening of new waterways, the following schemes are under consideration : I. Construction oj a First-Class Waterway from Astrakhan to Leningrad. The construction of such a waterway involves the following work : 1. Alteration in the construction work at the watershed of the Marina. 2. Building of supplementary locks on the Cheksna and deepening the bedof that river. 3- Similar work on the Svir. 4 - Building of harbours of refuge on Lake Ladoga. Deepening of the lakes at the points at which vessels enter and leave them, and lighting of the lakes. 5 - Building of locks on the Volga from Nijni-Novgorod to Ribinsk and dredging in the middle and lower reaches of the river. II. Construction of a Main Inland Waterway from the Volga, through the Don to the Sea of Azoff. The following work is necessary for this purpose ; 1. The building of a Volga-Don Canal, passing through the town of Krasnoarmeïsk (Sarpent) and K oum ovska. 2. Building of locks on the Don from Kalatch to Rostov. 3. Building of a harbour and wharves at Rostov. 4. Building of a set of dredgers for the purpose of dredging the bed of the Volga from Tsaritsyn to Astrakhan. I I I . Transformation of the Dnieper into a M ain Inland Waterway. In view of the fact that the Dnieper divides into two separate branches between Aleksandrovsk and Ekaterinoslav, the fertile districts of the Dnieper Basin above the town of Ekaterinoslav are deprived of river communications. At the present time there is a question of using the Dnieper for the production of electric power rather than for river navigation. A scheme for using the hydraulic power of this river on a large scale has been prepared. Regulation work on the Dnieper cataracts will certainly improve navigation both above and below these cataracts. In the comparatively near future the construction of a system of waterways connecting the Baltic with the Black Sea will have to be considered. These three systems of inland waterway are of the first importance and will have to take precedence of any others so far as the necessary work for making them navigable is concerned. This will make it necessary to establish a system of feeders—that is to say, that work will be necessary on the many tributaries of these main rivers. For instance, it will be necessary to carry out a considerable amount of work on the Oka, Kliazma, Mokeha and Tona rivers, to improve the work already done on the Northern Donetz, to regulate the river system of the Donetz Basin, etc. Apart from these main problems, there are many other problems of which we can only give a list here : 1. The Volga-Siberia inland waterway (through the Kama, Tchoussovaia, Isset, and through a canal following the Tobal watershed). 2. Conservancy work on the Tom from Konznietz to the mouth of the river and on the Tobol and Toura up to the town of Tiouman. 3. Obi-Indiga system of inland waterways. 4. Obi-Yenissei system of inland waterways (by the Ket and the B. Kas with their tributaries and by a junction canal following the watershed). 5. Kama-Petchora inland waterway system. 6. The inland waterway system of the Northern Dvina (conservancy work on the Soukhona and the Little Dvina and modifications of the old Virtemberg inland wraterway system). 7. Work on the White Sea-Onega inland waterway system. 8. Work on the Donetz-Dnieper inland waterway system.