in Berlin, the administration of the various state systems residing, in Prussia, in the ministry of public works; in Bavaria in the ministry of the royal house and of the exterior; in Württemberg in the ministry of the exterior; in Saxony in the ministry of the interior; in Baden and Hesse-Darmstadt in commissions of the ministry of finance; and in Alsace-Lorraine in the imperial ministry of railways.
The management of the Prussian railway system is committed to the charge of twenty “directions,” into which the whole network of lines is divided, being those of Altona, Berlin, Breslau, Bromberg, Danzig, Elberfeld, Erfurt, Essen a.d. Ruhr, Frankfort-on-Main, Halle a.d. Saale, Hanover, Cassel, Kattowitz, Cologne, Königsberg, Magdeburg, Münster, Posen, Saarbrücken and Stettin. The entire length of the system was in 1906 20,835 m., giving an average of about 950 m. to each “direction.” The smallest mileage controlled by a “direction” is Berlin, with 380 m., and the greatest, Königsberg, with 1200 m.
The Bavarian system embraces 4642 m., and is controlled and managed, apart from the “general direction” in Munich, by ten traffic boards, in Augsburg, Bamberg, Ingolstadt, Kempten, Munich, Nuremberg, Regensburg, Rosenheim, Weiden and Würzburg.
The system of the kingdom of Saxony has a length of 1616 m., and is controlled by the general direction in Dresden.
The length of the Württemberg system is 1141 m., and is managed by a general direction in Stuttgart.
Baden (state) controls 1233, Oldenburg (state) 382, Mecklenburg-Schwerin 726 and Saxe-Weimar 257 m. respectively. Railways lying within the other smaller states are mostly worked by Prussia.
Alsace-Lorraine has a separate system of 1085 m., which is worked by the imperial general direction in Strassburg.
By the linking-up of the various state systems several grand trunk line routes have been developed—notably the lines Berlin-Vienna-Budapest; Berlin-Cologne-Brussels and Paris; Berlin-Halle-Frankfort-on-Main-Basel; Hamburg-Cassel-Munich and Verona; and Breslau-Dresden-Bamberg-Geneva. Until 1907 no uniform system of passenger rates had been adopted, each state retaining its own fares—a condition that led to much confusion. From the 1st of May 1907 the following tariff came into force. For ordinary trains the rate for first class was fixed at 114d. a mile; for second class at .7d.; for third class at 12d., and for fourth class at 14d. a mile.
For express trains an extra charge is made of 2s. for distances exceeding 93 m. (150 kils.) in the two superior classes, and 1s. for a lesser distance, and of 1s. and 6d. respectively in the case of third class tickets. Fourth class passengers are not conveyed by express trains. The above rates include government duty; but the privilege of free luggage (as up to 56 ℔) has been withdrawn, and all luggage other than hand baggage taken into the carriages is charged for. In 1903 371,084,000 metric tons of goods, including animals, were conveyed by the German railways, yielding £68,085,000 sterling, and the number of passengers carried was 957,684,000, yielding £29,300,000.
The passenger ports of Germany affording oversea communications to distant lands are mainly those of Bremen (Bremerhaven) and Hamburg (Cuxhaven) both of which are situate on the North Sea. From them great steamship lines, notably the North German Lloyd, the Hamburg-American, the Hamburg South American and the German East African steamship companies, maintain express mail and other services with North and South America, Australia, the Cape of Good Hope and the Far East. London and other English ports, French, Italian and Levant coast towns are also served by passenger steamboat sailings from the two great North Sea ports. The Baltic ports, such as Lübeck, Stettin, Danzig (Neufahrwasser) and Königsberg, principally provide communication with the coast towns of the adjacent countries, Russia and Sweden.
Waterways.—In Germany the waterways are almost solely in the possession of the state. Of ship canals the chief is the Kaiser Wilhelm canal (1887–1895), 61 m. long, connecting the North Sea and the Baltic; it was made with a breadth at bottom of 72 ft. and at the surface of 213 ft., and with a depth of 29 ft. 6 in., but in 1908 work was begun for doubling the bottom width and increasing the depth to 36 ft. In respect of internal navigation, the principal of the greater undertakings are the Dortmund-Ems and the Elbe-Trave canals. The former, constructed in 1892–1899, has a length of 150 m. and a mean depth of 8 ft. The latter, constructed 1895–1900, has a length of 43 m. and a mean depth of about 712 ft. A project was sanctioned in 1905 for a canal, adapted for vessels up to 600 tons, from the Rhine to the Weser at Hanover, utilizing a portion of the Dortmund-Ems canal; for a channel accommodating vessels of similar size between Berlin and Stettin; for improving the waterway between the Oder and the Vistula, so as to render it capable of accommodating vessels of 400 tons; and for the canalization of the upper Oder.
On the whole, Germany cannot be said to be rich in canals. In South Germany the Ludwigs canal was, until the annexation of Alsace-Lorraine, the only one of importance. It was constructed by King Louis I. of Bavaria in order to unite the German Ocean and the Black Sea, and extends from the Main at Bamberg to Kelheim on the Danube. Alsace-Lorraine had canals for connecting the Rhine with the Rhone and the Marne, a branch serving the collieries of the Saar valley. The North German plain has, in the east, a canal by which Russian grain is conveyed to Königsberg, joining the Pregel to the Memel, and the upper Silesian coalfield is in communication with the Oder by means of the Klodnitz canal. The greatest number of canals is found around Berlin; they serve to join the Spree to the Oder and Elbe, and include the Teltow canal opened in 1906. The canals in Germany (including ship canals through lakes) have a total length of about 2600 m. Navigable and canalized rivers, to which belong the great water-systems of the Rhine, Elbe and Oder, have a total length of about 6000 m.
Roads.—The construction of good highways has been well attended to in Germany only since the Napoleonic wars. The separation of the empire into small states was favourable to road-making, inasmuch as it was principally the smaller governments that expended large sums for their network of roads. Hanover and Thuringia have long been distinguished for the excellence of their roads, but some districts suffer even still from the want of good highways. The introduction of railways for a time diverted attention from road-making, but this neglect has of late been to some extent remedied. In Prussia the districts (Kreise) have undertaken the charge of the construction of the roads; but they receive a subsidy from the public funds of the several provinces. Turnpikes were abolished in Prussia in 1874 and in Saxony in 1885. The total length of the public roads is estimated at 80,000 m.
Posts and Telegraphs.—With the exception of Bavaria and Württemberg, which have administrations of their own, all the German states belong to the imperial postal district (Reichspostgebiet). Since 1874 the postal and telegraphic departments have been combined. Both branches of administration have undergone a surprising development, especially since the reduction of the postal rates. Germany, including Bavaria and Württemberg, constitutes with Austria-Hungary a special postal union (Deutsch-Österreichischer Postverband), besides forming part of the international postal union. There are no statistics of posts and telegraphs before 1867, for it was only when the North German union was formed that the lesser states resigned their right of carrying mails in favour of the central authority. Formerly the prince of Thurn-and-Taxis was postmaster-general of Germany, but only some of the central states belonged to his postal territory. The seat of management was Frankfort-on-Main.
The following table shows the growth in the number of post offices for the whole empire:—
| Year. | Post Offices. | Men employed. |
| 1872 | 7,518 | . . |
| 1880 | 9,460 | . . |
| 1890 | 24,952 | 128,687 |
| 1899 | 36,388 | 206,945 |
| 1904 | 38,658 | 261,985 |
| 1907 | 40,083 | 319,026 |
In 1872 there were 2359 telegraph offices; in 1880, 9980; in 1890, 17,200; and in 1907, 37,309. There were 188 places provided with telephone service in 1888, and 13,175 in 1899. The postal receipts amounted for the whole empire in 1907 to £33,789,460, and the expenditure to £31,096,944, thus showing a surplus of £2,692,516.
Constitution.—The constitution of the German empire is, in all essentials, that of the North German Confederation, which came into force on the 7th of June 1867. Under this the presidency (Praesidium) of the confederation was vested in the king of Prussia and his heirs. As a result of the Franco-German war of 1870 the South German states joined the confederation; on the 9th of December 1870 the diet of the confederation accepted the treaties and gave to the new confederation the name of German Empire (Deutsche Reich), and on the 18th of January 1871 the king of Prussia was proclaimed German
