tro-Bavarian frontier, a distance of 70.170 kilometers; 610,000 florins for the Salzach, a distance of 36.412 kilometers; and 1,800,000 florins for the Traun from Gmunden to the Danube, a distance of 73.963 kilometers, whilst 210,000 florins were spent in improving the Enns, 790,000 florins in regulating the Agger and the Vökla. As to the works for regulation of the Inn, which river represents the frontier between Austria and Bavaria, they have, according to convention, been executed in common with the Royal Bavarian Government, so that the improvements on the right bank have been defrayed by Austria, those on the left bank by Bavaria. V. According to the observations made during the period since the completion of the river regulation works, especially of those on the Danube, it may be regarded as certain that the improvement of the river has occasioned an essential amelioration of the character of the stream, and very essential increase of facility in river traffic has been produced, so that towing navigation could be introduced without delay, and has been successfully carried on between Vienna and the Hungarian frontier at Theben. These improved conditions of navigation must, doubtless, have occasioned a diminution in the cost of the transportation of goods by water. We will later be enabled to communicate this in statistical form. VI. As mentioned above, the Danube regulation works in Upper and Lower Austria, down to the Hungarian frontier at Theben, have not been ended. The completion of the improvements yet necessary for the furtherance of the navigation depends on the yearly appropriation. How large a sum will be required can, of course, not be stated at present with any degree of accuracy. Still, from the experience hitherto gained at the works for the regulation of the Danube, the conclusion has been drawn that to complete the Danube regulation works in Lower and Upper Austria according to the system now in use-that is, the prosecution of the works in the not yet regulated parts of the river and the completion of the works not yet finished-a further sum may be required, which may considerably exceed the amount of about 15,000,000 florins expended during the last thirty years. The not yet received exposé of the Hungarian Government, as well as statistics concerning the reduction of rates of transportation occasioned by improving the river, for which the ministry of foreign affairs has applied to the Danube Steamship Navigation Company, will, as soon as obtained, be communicated without delay. The undersigned avails himself of this occasion to renew to the minister the assurance of his distinguished consideration. Vienna, December 23, 1879. For the minister of foreign affairs, SCHWEGEL. To the envoy extraordinary and minister plenipotentiary of the United States of America, Mr. JOHN A. KASSON. [Inclosure 3 in No. 282.-Translation.] The Vienna Foreign Office to Mr. Kasson. In pursuance of the very respectful note of December 23, the imperial and royal ministry of foreign affairs has the honor to place at the disposition of the envoy extraordinary and minister plenipotentiary of the United States of America, Mr. John A. Kasson, the following information relative to river improvements in Hungary, which has been communicated by the royal Hungarian ministry of public works and com munications. A systematic regulation of the river-bed of the Danube has only been undertaken near Buda-Pesth, from Newpesth to Promontor, a distance of 20 kilometers. The cost of this regulation amounts at present to ,700,000 florins. The work was commenced in 1871, and still continues. At other parts of the Danube the only works done are those for riparian protection to hinder the enlargement of the river-bed and thus to promote navigation. These works stretch along a distance of 60 kilometers, and cost about 4,400,000 florins. During the year 1879 six lateral arms of the Danube have been closed between Dévény and Gönyö. These closures, costing about 100,000 florins, form part of a projected systematic regulation of that part of the river, which will in time be completed. On the Lower Danube, from Ordas to Tajsz, the systematic regulation has also been begun and 100,000 florins expended on it. As regards the regulation of the tributaries of the Danube 1. One hundred and twenty-two channels were cut in the Theiss and the river Bodro, which have till now occasioned an outlay of 8,700,600 florins, the Theiss alone requiring 111 cuttings in a distance of 133 kilometers, at a cost of 8,300,000 florins. 2. Twenty-nine cuttings in a distance of 37 kilometers have been made on the river Maros. These works were executed by the authorities with the aid of that working force which the inhabitants have to furnish in kind, according to a fixed reckoning, for the building and repairing of roads. The cost can, therefore, not be accurately ascertained. The other works undertaken for the riparian protection of the Maros cost 80,000 florins during the last ten years. 3. The river Körös, formed by the united White, Black, and Golden Körös, shows 49 cuttings from Békés downwards, a distance of 43 kilometers, the cost of which amounts to 500,000 florins. 4. For the maintenance of the navigability of the Béga Canal half a million of florins have been expended during the last ten years. 5. From Botos downwards 28 cuttings have been made in the river Temes, the works along a river line of 16 kilometers in length costing, up to the present time, 150,000 florins. As general systematic river-regulation works for improving navigation have not yet been commenced in the countries of the Hungarian crown, and the improvements undertaken, although they are included in the project of general regulation, yet are only designed for riparian protection or to prevent the river-bed from becoming wholly wild, they have had only, so far, an influence upon traffic that they have facilitated it in a slight measure, without, however, exercising an influence in diminishing the rates of transportation. The Theiss is the only river in Hungary that has been subjected to a systematic regulation in its entire length. This was mainly done for averting the danger of inundations, and was of very little advantage for navigation, as the regular traffic on the Upper and Middle Theiss is so small in consequence of the railway not existing there that it scarcely deserves being taken into consideration. On the Lower Theiss, where the traffic is indeed much more animated, the regulation works could not duly assist navigation, because the cuttings can mostly only be used by vessels during highwater, so that here, also, a diminution in the rates of transportation could not be realized. If the present tariff of transportation by water is much lower than it was fifteen or twenty years ago, this progress is not to be attributed to the river regulations, but to the lively competition maintained by the railways completed since that date, with the transportation by water. The regulation of the Danube at Buda-Pesth has not yet been completed. As the works to be accomplished are just now the subject of deliberation, the necessary cost cannot be stated. The projects for regulating the course between Dévény and Gönyö on the Upper Danube, a distance of 100 kilometers, are now ready, 30,000,000 florins being proposed for the improvement of the river-bed, and 6,000,000 for the erection of the necessary embankments. The works which have been begun between Ordas and Tajsz (32 kilometers) will require about 2,000,000 florins. Besides, there is a project for the regulation of the Lower Danube from Old Moldava up to the Iron Gate; the distance is 106 kilometers; the expenses estimated at 6,000,000 florins. The undersigned avails himself of this occasion to renew to the envoy the expression of his high consideration. Vienna, December 27, 1879. For the minister of foreign affairs, To the envoy extraordinary and minister plenipotentiary of the United States of America, Mr. JOHN A. KASSON. [Inclosure 4 in No. 282.-Translation.] The Vienna Foreign Office to Mr. Kasson. In supplement to the very respectful notes of the 23d and 27th of last month, concerning the river regulations in our empire, the ministry of foreign affairs has the honor to transmit to the envoy extraordinary and minister plenipotentiary of the United States of America, Mr. John A. Kasson, the explanation of the Danube Steamship Navigation Company as to the influence of the existing regulations on the rates of transportation. The really regulated part of the Danube from Passau to Krems could make little use of the advantages which a regulated river affords to navigation and commerce on account of the railways which have in the mean time been built and run in a parallel line along the Danube. The later regulation of the stream, begun after 1860 between Nussdorf and Fischamend, is in its extent much too insignificant to have any influence on the rates of transportation. The advantages which the regulation of the Danube in the immediate vicinity of Vienna have afforded to the commerce of the metropolis are not the result of the facilitation and cheapening of transportation through this regulation, but rather of the fact that more favorable landing places and quays in the vicinity of the city enabled the building of works which were the preliminary condition in assuring to the port of Vienna a position due to its rank. These works, especially the landing places and grain warehouses of the Imperial and Royal Danube Steamship Navigation Company, as well as the storehouses of the city of Vienna, have enlivened the traffic on the Danube near Vienna in an extraordinary degree and have mainly occasioned the increase in the Vienna grain traffic. The regulation of the Danube near Vienna, being for a short distance (34 German miles), could have no influence on the cost of transportation. On the other hand, it is beyond question that the regulation of the Danube for the distance between Pressburg and Gönyö, a distance of 114 German miles, where in the fall the numberless shallows have very often entirely interrupted the navigation, must exercise a direct important influence on the cost of transport, provided the regulation shall entirely remove all the obstacles which now hinder navigation over this stretch of river. The shallows in the stretch Pressburg-Gönyö compel the navigation companies in the season of unfavorable condition of the water, annually recurring, to expensive unloading of all the freight-boats, and to the frequent requirement of three times as much cargo-room and three times as much power as are adequate in a normal condition of the water. In like manner, if not more prejudicial, is the effect on the navigation of the stretch of rapids, unregulated, between Moldava and Turn-Severin, 15 German miles. The Imperial and Royal Danube Steamship Navigation Company, which principally, not to say exclusively, traverses this stretch with its steamers, is compelled to keep in readiness a large number of light-draught steamers and lighters in order to maintain the regular movement of navigation, so that at the time of low-water in midsummer they can keep up the navigation at all. The undersigned avails himself of this occasion to renew to the envoy the assurance of his high consideration. Vienna, January 8, 1880. For the minister for foreign affairs, SCHWEGEL. To the envoy extraordinary and minister plenipotentiary of the United States of No. 291.] No. 33. Mr. Kasson to Mr. Evarts. LEGATION OF THE UNITED STATES, Vienna, February 9, 1880. (Received February 25.) SIR: The increase in ownership of railroads by the States of Europe has rendered necessary a new clause in commercial treaties. The adjustment by the governments of railway transportation tariffs has become of like importance to the adjustment of the tariffs upon the importation of merchandise. The acquisition of trunk lines of railway by Prussia has given to that government an important influence over the foreign commerce of Austria-Hungary, much of which finds inlet and outlet across Germany, at the ports of Bremen and Hamburg, especially the Austrian commerce with the United States. Most of the great lines of Austria-Hungary are, or will soon be, under the control of the state, as reported in my No. 195. Hence arise new questions to be adjusted in the commercial treaty at this moment pending between the two empires, and upon the terms of which they have not yet found it possible to agree. You will have already observed that there is a marked tendency on the continent of Europe to secure to the governments either the abso. lute ownership or the right of control of all important railroads; and this not merely with reference to military considerations, but peculiarly with reference to the point d'appui it affords in establishing and regulating international commercial relations. Transit countries especially utilize this as means to force concessions from the countries of destination, as Austria-Hungary from Servia, and Germany from Austria, and vice versa. It seems to merit your attention because the movement is based upon a system of state railways which is always growing, and because it may seem to you necessary to take steps by revised treaties, or other new arrangements, to guard against embarrassments which are likely to come upon American exports in transit, arising from the marked vigilance with which European governments are observing the increase of American competion in the markets which they have hitherto largely controlled. If Canada were excluded from direct access to the Atlantic Ocean, and the United States Government owned all the railway lines, it will be seen how easily the Canadian exports and imports would be placed in a condition of inferiority to the American by the simple expedient of a transportation tariff. A control of this sort is sought now by the continental powers of Europe. Slight as its importance may be to us in our relations to the Danubian principalities, where also the state will own the railways, I have introduced expressions into the projected treaties to guard American merchandise in transit against the prejudice to which it might otherwise be exposed. I have, &c., No. 34. JOHN A. KASSON. No 292.] Mr. Kasson to Mr. Evarts. LEGATION OF THE UNITED STATES, Vienna, February 13, 1880. (Received March 1.) SIR Referring to your dispatch No. 130, respecting the collection of recruits in Europe for the polygamous practices of Mormanism in the United States, and my 231 in response to the same, I inclose herewith a note from the ministry of foreign affairs, relating to the subject and to their willing action in furtherance of your views, and translation of same. I have, &c. JOHN A. KASSON. [Inclosure in No 292.-Translation.] The Vienna Foreign Office to Mr. Kasson. The imperial and royal minister for foreign affairs has not omitted to communicate to the competent ministries the contents of the esteemed note which the envoy extraordinary and minister plenipoteniary of the United States of America, Mr. John A. Kasson, had the goodness to transmit, under the date of September 3, of last year, and to submit to them for such proceedings as under the laws of the country might be prosecuted against the attempts at recruiting by agents sent by the sect of Mormons. In pursuance of this, the proper authorities of the country have been instructed to watch strictly over the eventual appearance of such agents, and to bring immediately every apparent case to the knowledge of the higher magistracy. According to the reports now before us, only a single case has been stated up to this time. It has been notified to the imperial and royal governor of Carinthia that there appeared about two months ago a Mormon agent in an inn in Olsach, district Spittal, in Carinthia, who, after his efforts proved fruitless, immediately disappeared, without their subsequently coming upon his track. The undersigned reserves to himself the communication to the envoy of any new occurrences of this class which may come eventually to his knowledge, and avails himself of this occasion to renew to the envoy the expression of his distinguished consideration. Vienna, February 7, 1880. For the minister for foreign affairs, KALLY. No. 35. No. 293.] Mr. Kasson to Mr. Evarts. LEGATION OF THE UNITED STATES, Vienna, February 14, 1880. (Received March 1.) SIR: The Austrian authorities, who are engaged in the work of administration in what may be fairly called the new annexed provinces, have completed a census of their population, which is probably more accurate than any previous enumeration effected by the Ottoman Government. It presents the following summary for Bosnia and Herzegovina combined: Masculine population. Total population 599, 026 543, 121 1, 142, 147 This shows an augmentation of 90,662 above the figures of the Ottoman authorities in 1876. The distribution according to religion is as follows: The list of occupations shows that The landed proprietors and fund-holders (rentiers) amount to... Various manufacturers Laborers and servants.. 94, 393 83,402 10,876 54,779 There are 37 cities; and the number of villages reaches 4,894; the number of houses, 187,510. The largest city is Serájewo, with 21,377 inhabitants. The Mahommedans predominate in the population of the towns; the Christians in that of the country. Nearly all the Israelites are found in the towns. I have, &c., JOHN A. KASSON. |