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HISTORY] a courteous despatch; the interchange of letters was followed by a confidential discussion between Bismarck and Cardinal Franchi at Kissingen during the summer of 1878. The hope that this might bring about some agreement was frustrated by the sudden death of the cardinal, and his successor was more under the influence of the Jesuits and the more extreme party. Bismarck, however, was not discouraged.

The resignation of Falk in July 1879 was a sign of the change of policy; he was succeeded by Puttkammer, who belonged to the old-fashioned Prussian Conservatives and had no sympathy with the Liberal legislation. The way was further prepared by a lenient use of the penal laws. On the 24th of February 1880 the pope, in a letter to the ex-archbishop of Cologne, said he was willing to allow clerical appointments to be notified if the government withdrew the obnoxious laws. In 1880 a provisional Bill was submitted to parliament giving the crown discretionary power not to enforce the laws. It was opposed by the Liberals on the ground that it conceded too much, by the Clericals that it granted too little, but, though carried only in a mutilated form, it enabled the priests who had been ejected to appoint substitutes, and religious worship was restored in nearly a thousand parishes. In the elections of 1881 the Centre gained five more seats, and in 1883 a new law was introduced prolonging and extending that of 1881. Meanwhile a Prussian envoy had again been appointed at the Vatican; all but three of the vacant bishoprics were filled by agreement between the pope and the king, and the sequestrated revenues were restored. Finally, in 1886, a fresh law, besides other concessions, did away with the Kultur Examen, and exempted seminaries from state control. It also abolished the ecclesiastical court, which, in fact, had proved to be almost unworkable, for no priests would appeal to it. By this, the real Kulturkampf, the attempt of the state to control the intellect and faith of the clergy, ceased. A further law of 1887 permitted the return to Prussia of those orders which were occupied in charitable work.

As permanent results of the conflict there remain only the alteration in the Prussian constitution and the expulsion of the Jesuits; the Centre continued to demand the repeal of this, and to make it the price of their support of government measures; in 1897 the Bundesrat permitted the return of the Redemptorists, an allied order. With these exceptions absolute religious peace resulted; the Centre to a great extent succeeded to the position which the National Liberals formerly held; in Bavaria, in Baden, in Prussia they obtained a dominant position, and they became a government party.

Meanwhile Bismarck, who was not intimidated by the parliamentary opposition, irritating and embarrassing though it was, resolutely proceeded with his task of developing the material resources of the empire. In order to do so

the better, he undertook, in addition to his other offices, that of Prussian minister of commerce. He was now able to carry out, at least partially, his railway schemes, for he could afford to ignore Liberal dislike to state railways, and if he was unable to make all the lines imperial, he could make most of them Prussian. The work was continued by his successors, and by the year 1896 there remained only about 2000 kilometres of private railways in Prussia; of these none except those in East Prussia belonged to companies of any great importance. More than this, Bismarck was able to obtain Prussian control of the neighbouring states; in 1886 the Brunswick railways were acquired by the Prussian government, and in 1895 the private lines in Thuringia. The imperial railways in Alsace-Lorraine are managed in close connexion with the Prussian system, and in 1895 an important step was taken towards extending Prussian influence in the south. A treaty was made between Prussia and Hesse by which the two states together bought up the Hesse-Ludwig railway (the most important private company remaining in Germany), and in addition to this agreed that they would form a special union for the joint administration of all the lines belonging to either state. What this means is that the Hessian lines are managed by the Prussian department, but Hesse has the right of appointing one director, and the expenses and profits are divided between the two states in proportion to their population. Thus a nucleus and precedent has been formed similar to that by which the Zollverein was begun, and it was hoped that it might be possible to arrange similar agreements with other states, so that in this way a common management for all lines might be established. There is, however, strong opposition, especially in South Germany, and most of the states cling to the separate management of their own lines. Fearful that Prussia might obtain control over the private lines, they have imitated Prussian policy and acquired all railways for the state, and much of the old opposition to Prussia is revived in defence of the local railways.

A natural supplement to the nationalization of railways was the development of water communication. This is of great importance in Germany, as all the chief coal-fields and manufacturing districts—Silesia, Saxony, Westphalia

and Alsace—are far removed from the sea. The most important works were the canal from Dortmund to the mouth of the Ems, and the J&#257;hde canal from the Ems to the Elbe, which enables Westphalian coal to reach the sea, and so to compete better with English coal. In addition to this, however, a large number of smaller works were undertaken, such as the canalization of the Main from Frankfort to the Rhine; and a new canal from the Elbe to Lübeck. The great ship canal from Kiel to the Elbe, which was begun in 1887 and completed in 1896, has perhaps even more importance for naval than for commercial purposes. The Rhine, so long the home of romance, has become one of the great arteries of traffic, and lines of railways on both sides have caused small villages to become large towns. The Prussian government also planned a great scheme by which the Westphalian coal-fields should be directly connected with the Rhine in one direction and the Elbe in the other by a canal which would join together Minden, Hanover and Magdeburg. This would give uninterrupted water communication from one end of the country to the other, for the Elbe, Oder and Vistula are all navigable rivers connected by canals. This project, which was a natural continuation of Bismarck’s policy, was, however, rejected by the Prussian parliament in 1899. The opposition came from the Agrarians and extreme Conservatives, who feared that it would enable foreign corn to compete on better terms with German corn; they were also jealous of the attention paid by the government to commercial enterprise in which they were not immediately interested. The project was again laid by the government before the Prussian Landtag on the 14th of April 1901 and was again rejected. In 1904 it was once more introduced in the modified form of a proposal of a canal from the Rhine to Leine in Hanover, with a branch from Datteln to Ham, and also of a canal from Berlin to Stettin. This bill was passed in February 1905.

Equally important was the action of the government in developing foreign trade. The first step was the inclusion of Hamburg and Bremen in the Zollverein; this was necessary if German maritime enterprise was to become

a national and not merely a local concern, for the two Hansa cities practically controlled the whole foreign trade and owned three-quarters of the shipping; but so long as they were excluded for the Customs Union their interests were more cosmopolitan than national. Both cities, but especially Hamburg, were very reluctant to give up their privileges and the commercial independence which they had enjoyed almost since their foundation. As a clause in the constitution determined that they should remain outside the Customs Union until they voluntarily offered to enter it, there was some difficulty in overcoming their opposition. Bismarck, with characteristic energy, proposed to take steps, by altering the position of the imperial customs stations, which would practically destroy the commerce of Hamburg, and some of his proposals which seemed contrary to the constitution aroused a very sharp resistance in the Bundesrat. It was, however, not necessary to go to extremities, for in 1881 the senate of Hamburg accepted an agreement which, after a keen struggle, was ratified by the citizens. By this Hamburg was to enter the Zollverein; a part of the