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 the sands and other impediments which obstructed them, in order to put that part of the river and the said parts of the sea in the best possible state for navigation.”

In Art. XVIII. of the same treaty it was anticipated that the European commission would have finished the works described within the period of two years, when it was to be dissolved and its powers taken over by a Riverain commission to be established under the same treaty; but this commission has never come into existence. Extended by short periods up to 1871, the powers of the European commission were then prolonged under the treaty of London for twelve years. At the congress of Berlin in 1878 its jurisdiction was extended from Isakcea to Galatz (26 m.), and it was decided that the commission, in which Rumania was henceforward to be represented by a delegate, should exercise its powers in complete independence of the territorial authority. By the treaty of London of 1883 the jurisdiction of the commission was extended from Galatz to Braila and its powers were prolonged for twenty-one years (i.e. till the 24th of April 1904), after which its existence was to continue by tacit prolongation for successive terms of three years unless one of the high contracting powers should propose any modification in its constitution or attributes. It was also decided that the European commission should no longer exercise any effective control over that portion of the Kilia branch of which the two banks belonged to one of the riverain powers (Russia and Rumania), while as regards that portion of it which separated the two countries, control was to be exercised by the Russian and Rumanian delegates on the European commission. Russia was also authorized to levy tolls intended to cover the expenses of any works of improvement that might be undertaken by her. Art. VII. of the same treaty declared that the regulations for navigation, river police, and superintendence drawn up on the 2nd of June 1882 by the European commission, assisted by the delegates of Servia and Bulgaria, should be made applicable to that part of the Danube situated between the Iron Gates and Braila. In consequence of Rumania’s opposition, the proposed Commission Mixte was never formed, and these regulations have never been put in force. As regards the extension of the powers of the European commission to Braila, 11 m. above Galatz, and at the head of the maritime navigation, a tacit understanding has been arrived at, under which questions concerning navigation proper come under the jurisdiction of the commission, while the police of the ports remains in the hands of the Rumanian authorities.

Sir Charles Hartley, who was chief engineer of the commission from 1856 to 1907, in a paper contributed to the Institution of Civil Engineers in 1873 (vol. xxxvi.), gave the following graphic description of the state of the Sulina mouth when the commission entered on its labours in 1856:—

“The entrance to the Sulina branch was a wild open seaboard strewn with wrecks, the hulls and masts of which, sticking out of the submerged sandbanks, gave to mariners the only guide where the deepest channel was to be found. The depth of the channel varied from 7 to 11 ft., and was rarely more than 9 ft.

“The site now occupied by wide quays extending several miles in length was then entirely covered with water when the sea rose a few inches above ordinary level, and that even in a perfect calm; the banks of the river near the mouth were only indicated by clusters of wretched hovels built on piles and by narrow patches of sand skirted by tall weeds, the only vegetable product of the vast swamps beyond.

“For some years before the improvements, an average of 2000 vessels of an aggregate capacity of 400,000 tons visited the Danube, and of this number more than three-fourths loaded either the whole or part of their cargoes from lighters in the Sulina roadstead, where, lying off a lee shore, they were frequently exposed to the greatest danger. Shipwrecks were of common occurrence, and occasionally the number of disasters was appalling. One dark winter night in 1855, during a terrific gale, 24 sailing ships and 60 lighters went ashore off the mouth and upwards of 300 persons perished.”

The state of affairs in the river was not much better than at the Sulina mouth. Of the three arms of the Danube, the Kilia, the Sulina and the St George, the central or Sulina branch, owing to its greater depth of water over the bar, had from time immemorial been the principal waterway for sea-going vessels; its average depth throughout its course, which could not always be counted on, was 8 ft., but it contained numerous shoals where vessels had to lighten, so that cargo had often to be shifted several times in the voyage down the river. It also contained numerous bends and sharp curves, sources of the greatest difficulty to navigation.

The commission fixed its seat at Galatz. Provisional works of improvement were begun almost immediately at the mouth of the Sulina branch of the Danube, but two years were spent in discussing the relative claims to adoption of the Kilia, the Sulina and the St George’s mouths. Unable to agree, the delegates referred the question to their respective governments, and a technical commission appointed by France, England, Prussia and Sardinia met at Paris and decided unanimously in favour of St George’s; but recommended, instead of the embankment of the natural channel, the formation of an artificial canal 17 ft. in depth closed by sluices at its junction with the river, and reaching the sea at some distance from the natural embouchure. The choice of St George’s made by this commission was adopted at Galatz in December 1858, and six of the seven representatives voted for its canalization; but owing to various political and financial considerations, it was ultimately decided to do nothing more in the meantime than render permanent and effective the provisional works already in progress at the Sulina mouth. These consisted of two piers forming a seaward prolongation of the fluvial channel, begun in 1858 and completed in 1861. The northern pier had a length of 4631 ft., the southern of 3000, and the depth of the water in which they were built varied from 6 to 20 ft. At the commencement of the works the depth of the channel was only 9 ft. but by their completion it had increased to 19 ft. The works designed and constructed by Sir Charles Hartley had in fact proved so successful that nothing more was ever heard of the St George’s project. In 1865 a new lighthouse was erected at the end of the north pier. The value of these early works of the commission is shown by the fact that of 2928 vessels navigating the lower Danube in 1855, 36 were wrecked, while of 2676 in 1865 only 7 were wrecked. In 1871 it was found expedient to lengthen the piers seaward, and in 1876 the south jetty was prolonged, so as to bring its end exactly opposite the lighthouse on the north pier. This resulted in an increase of the depth to 20 ft., and for fifteen years, from 1879 to 1895, this depth remained constant without the aid of dredging. In 1894, owing to the constantly increasing size of vessels frequenting the Danube, it was found necessary to deepen the entrance still further, and to construct two parallel piers between the main jetties, reducing the breadth of the river to 500 ft., and thereby increasing the scour. There is now a continuous channel 24 ft. in depth, 5200 ft. in length, and 300 ft. in width between the piers, and 600 ft. outside the extremities of the piers, until deep water is reached in the open sea. This depth is only maintained by constant dredging. The engineers of the commission have been equally successful in dealing with the Sulina branch of the river. Its original length of 45 m. from St George’s Chatal to the sea was impeded at the commencement of the improvement works by eleven bends, each with a radius of less than 1000 ft., besides numerous others of somewhat larger radius, and its bed was encumbered by ten shifting shoals, varying from 8 to 13 ft. in depth at low water. By means of a series of training walls, by groynes thrown out from the banks, by revetments of the banks, and by dredging, all done with the view of narrowing the river, a minimum depth of 11 ft. was attained in 1865, and 13 ft. in 1871. In 1880 the needs of commerce and the increased size of steamers frequenting the river necessitated the construction of a new entrance from the St George’s branch. This work, designed in 1857, but unexecuted during a quarter of a century, owing to insufficiency of funds, was completed in 1882; and in 1886, after other comparatively short cuttings had been made to get rid of difficult bends and further to deepen the channel without having to resort to dredgers, the desired minimum depth of 15 ft. was attained. Since that date a series of new cuttings