The result of all the combined works for the rectification of the Danube is that from Sulina up to Braila the river is navigable for sea-going vessels up to 4000 tons register, from Braila to Turnu Severin it is open for sea-going vessels up to 600 tons, and for flat barges of from 1500 to 2000 tons capacity. From Turnu Severin to Orsova navigation is confined to river steamers, tugs and barges drawing 6 ft. of water. Thence to Vienna the draught is limited to 5 ft., and from Vienna to Regensburg to a somewhat lower figure. Barges of 600 tons register can be towed from the lower Danube to Regensburg. Here petroleum tanks have been constructed for the storage of Rumanian petroleum, the first consignment of which in 1898, conveyed in tank boats, took six weeks on the voyage up from Giurgevo. The principal navigation company on the upper Danube is the Société Impériale et Royale Autrichienne of Vienna, which started operations in 1830. This company also owns the Fünfkirchen mines, producing annually 500,000 tons of coal. The society transports goods and passengers between Galatz and Regensburg. A less important society is the Rumanian State Navigation Company, possessing a large flotilla of tugs and barges, which run to Budapest, where they have established a combined service with the South Danube German Company for the transport of goods from Pest to Regensburg. A Hungarian Navigation Company, subsidized by the state, has also been formed, and the Hungarian railways, the Servian government and private owners own a large number of tugs and barges.
But it is the trade of the lower Danube that has principally benefited. Freights from Galatz and Braila to North Sea ports have fallen from 50s. to about 12s. or even 10s. per ton. Sailing ships of 200 tons register have given way to steamers up to 4000 tons register carrying a deadweight of nearly 8000 tons; and good order has succeeded chaos. From 1847 to 1860 an average of 203 British ships entered the Danube averaging 193 tons each; from 1861 to 1889, 486 ships averaging 796 tons; in 1893, 905 vessels of 1,287,762 tons, or 68% of the total traffic, and rather more than two and a half times the total amount of British tonnage visiting the Danube in the fourteen years between 1847 and 1860. The average amount of cereals (principally wheat) annually exported from the Danube during the period 1901-1905 was 13,000,000 quarters, i.e. about five times the average annual exportation during the period 1861-1867. It has been calculated that between 1861 and 1902 the total tonnage of ships frequenting the Danube increased five-fold, while the mean size of individual ships increased ten-fold.
Bibliography.—Marsiglius, Danubius Pannonico-Mysicus (the Hague, 1726); Schulte, Donaufahrten (1819-1829); Planche, Descent of the Danube (1828); Széchenyi, Über die Donauschiffahrt (1836); A. Müller, Die Donau vom Ursprunge bis zu den Mündungen (1839-1841); J. G. Kohl, Die Donau (Trieste, 1853-1854); G. B. Rennie, Suggestions for the Improvement of the Danube (1856); Sir C. A. Hartley, Description of the Delta of the Danube (1862 and 1874); Mémoire sur le régime administratif établi aux embouchures du Danube (Galatz, 1867); Desjardins, Rhône et Danube, a defence of the canalization scheme (Paris, 1870); Carte du Danube entre Braïla et la mer, published by the European Commission (Leipzig, 1874); Peters, Die Donau und ihr Gebiet, eine geologische Studie (1876); A. F. Heksch, Guide illustré sur le Danube (Vienna, 1883); F. D. Millet, The Danube (New York, 1893); Schweiger-Lerchenfeld, Die Donau als Völkerweg, Schiffahrtsstrasse, und Reiseroute (Vienna, 1895); D. A. Sturza, La Question des Portes de Fer et des cataractes du Danube (Berlin, 1899); A. de Saint Clair, Le Danube: étude de droit international (Paris, 1899); D. A. Sturdza, Recueil de documents relatifs à la liberté de navigation du Danube, pp. 933 (Berlin, 1904); A. Schroth-Ukmar, Donausagen von Passau bis Wien (Vienna, 1904).
(H. Tr.)
[1] Isakcea was 66 nautical m. from the sea measured by the Sulina arm of the Danube, 37 m. below Braila and 26 m. below Galatz.
[2] Sir Charles Hartley became consulting engineer in 1872, when he was succeeded as resident engineer by Mr Charles Kühl, C.E., C.M.G. To those two gentlemen is mainly due the conspicuous success of the engineering works.
[3] Ships pay no taxes to the commission on entering the river, but on leaving it every ship of over 1500 tons register pays 1s. 5d. per registered ton if loaded at Galatz or Braila, or 11d. per ton if loaded at Sulina. This includes pilotage and light dues. Smaller vessels pay less and ships of less than 300 tons are exempt.
DANVERS, a township of Essex county, on the coast of Massachusetts, U.S.A., about 19 m. N. by E. of Boston. Pop. (1890) 7454; (1900) 8542, of whom 1873 were foreign-born; (1910 census) 9407. Danvers includes an area of 14 sq. m. of level country diversified by hills. There are several villages or business centres, the largest of which, bearing the same name as the township, is served by the Boston & Maine railway. In the township are a state insane asylum, with accommodation for 1000 patients; St John’s Preparatory College (Roman Catholic), conducted by the Xavierian Brothers; and, in Peabody Park, the Peabody Institute, with a good public library and museum, the gift (1867) of George Peabody. The Danvers historical society has a valuable collection. Although chiefly a residential town, Danvers has various manufactures, the most important of which are leather, boots and shoes, bricks, boxes and electric lamps. The total value of the factory product in 1905 was $2,017,908, of which more than one half was the value of leather. Danvers owns its water-works and its electric lighting and power plant. A part of what is now Danvers was included in the grant made by the court of assistants to Governor John Endecott and the Rev. Samuel Skelton of the Salem church in 1632. Danvers was set off from Salem as a district in 1752 and was incorporated as a township in 1757, but the act of incorporation was disallowed in 1759 by the privy council on the recommendation of the board of trade, in view of George II.’s disapproval of the incorporation of new townships at that time,—hence the significance of the words on the seal of Danvers, “The King Unwilling”; in 1775 the district was again incorporated. Salem Village, a part of the present township, was the centre of the famous witchcraft delusion in 1692. In 1885 South Danvers was set off as a separate township, and in 1868 was named Peabody in honour of George Peabody, who was born and is buried there. In 1857 part of Beverly was annexed to Danvers. Among distinguished natives of Danvers are Samuel Holton (1738-1816), a member (1778-1780 and 1782-1787) of the Continental Congress and (1793-1795) of the Federal Congress; Israel Putnam; Moses Porter (1755-1822), who served through the War of Independence and the War of 1812; and Grenville Mellen Dodge (b. 1831), a prominent railway engineer, who fought in the Union army in the Civil War, reaching the rank of major-general of volunteers, was a Republican member of the national House of Representatives in 1867-1869, and in 1898 president of the commission which investigated the management of the war with Spain.