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Finance and Trade. Numerous new credit institutions were at the disposal of the economy of Bosnia and Herzegovina. The Austro- Hungarian Bank set up three branch establishments in the country, and in addition 15 new credit institutions were founded, among them the Serbian and Moslem Central Bank which, together with the Croatian Central Bank, which was founded earlier, represent native capital. In 1910 a Post Office Savings Bank was set up.

The chief statistics of foreign trade were published annually by the statistical department. The last publication appeared in 1913 : Imports : 460,000 tons of goods and 40,000 head of cattle

(in round figures). Exports: 1,090,000 tons of goods, and 207,000 head of

cattle.

The total turnover of foreign trade in 1913 amounted to 338-8 million kronen, 59.2 % of which represented imports and 40-8 % exports.

The export and import of goods in the years 1910-3 amounted to the following:

Imports Tons Mill. Kr.

1910 303.800 144-5

1911 35 2 .8oo . . . 154

1912 392,000 174

1913 460,600 200-7

Exports

1910 -1,078,000 I3 2 '9

1911 1,058,000 121-8 '

1912 1,078,000 130-2

1913 1,087,800 138-1

There were in the period 1910-8 1,300 m. of main roads and 930 m. of railways. A law was passed by the Diet sanctioning the construction of 463 m. of new railways on the normal gauge and 65 m. narrow gauge, including the new sections Banjaluka-Jajce, Samac-Doboj, Bugojno-Arzano, Bugojno-Rama, Brcko-Tuzla- Bjelina Raca. The costs were estimated at 270 million kronen. For payment of the interest and sinking-fund on this loan Austria and Hungary pledged themselves to pay a yearly contribution of 10 million kronen for 60 years. Of these projected lines construction was begun in 1914 on the sections Banjaluka-Jajce, Bugojno Arzano, and Samac-Dpboj but interrupted owing to the outbreak of war. The construction of the section Nivi Bihac was begun in 1914 and continued during the war.

The traffic on the State railways of Bosnia-Herzegovina amounted to: Goods Traffic

1910 225 million net kilometre tons

1913 284 million net kilometre tons

Passenger Traffic

1910 119 million

1913 181 million.

During the period of the war the traffic showed a decrease in goods, but an increase in passenger-travelling owing to army transport.

The economic and cultural development of Bosnia-Herzegovina from the first years of the occupation till the end of the Austro- Hungarian Government is reflected in the development of the budget to the administration of these territories. The first com- plete budget was drawn up in the year 1880, and provided for ex- penses to the amount of 6 million gulden (12 million kronen). In the year 1914 the expenses amounted to no million kronen with an equal credit balance. The administrative expenses and the revenue thus increased nearly tenfold in the period 1878-1918. Financial activity during this time was considerable, and based exclusively on money raised in the country. For the construction of railways and common undertakings loans were raised which produced in round figures 200 million kronen.

With the break-up of the Austro-Hungarian Monarchy in Oct. 1918 Austro-Hungarian rule in Bosnia-Herzegovina also came to an end. On Nov. i 1918 the newly formed National Government (Narodna Vlada) in Sarajevo declared that it took over the government of the country and broke off all connexions with the former central Government in Vienna. Subsequently the territories of Bosnia-Herzegovina proclaimed their union with the newly founded State of the Serbs, Croats and Slovenes.

(O. v. K.)

BOSTON (see 4.290). The pop. of the area incorporated as "the City of Boston" was in 1920, 748,060; in 1910, 670,585, an increase of 77,475 or n-6%, being by far the smallest percentage of increase in the history of the city, and the smallest numerical increase for 50 years. But the two figures are not precisely com- parable, as the municipal area was increased from 43 to 48 sq. m. in 1912 by the inclusion of Hyde Park which in 1910 had a pop. of 15,507. During the five years 1915-20 the increase of pop. was less than i %. The " metropolitan area," constituted by the Legislature of Massachusetts for certain purposes of common action, includes in addition to municipal Boston 38 adjacent

cities and towns and had in 1920 a pop. of 1,641,756 (according to the provisional U.S. census returns), and in 1910 1,423,439. The percentage of pop. in " the city " as compared with that of the "metropolitan" area thus decreased from 47-8% in 1910 to 4S'S% in 1920.

Commerce. Boston's coastwise trade is important, the tonnage being much larger than that of its trans-Atlantic commerce. Boston is still second only to New York in export of meat and dairy products; and is the largest leather, wool, and fish market in the world. The port's foreign commerce is shown in the following tables:

Vessels in Foreign Trade

Entered : Number Net Tonnage

Cleared : Number Net Tonnage

1910

1915 1920

1.355 2,714,382 1,488 2,463,651 1,089 2,021.152

1,136 1,161

850

1,828,887 1,659,802 1,293,681

This shows a falling off in 10 years of: vessels entered 20%; tonnage entered 26%; vessels cleared 25%; tonnage cleared 30%.

Imports and Exports of Boston District

Imports

Exports

1910

1915 1920

$129,006,184 152,653,791 456,246,322

$ 70,516,789

107,475,677 281,614,919

Manufactures. The following table shows the value of products and of materials and the amount paid in wages in the years 1909, 1914 and 1918:

Manufactures of Metropolitan Boston

Year'

Value of Products

Value of Materials used

Wages paid

1909 1914 1918

$ 510,583,337 584,115,582 1,240,496,193

$284,354,062

323,455.579 737.506,555

$ 93.125,349

107,139,932 210,781,794

First in importance among manufactures is outer footwear $216,392,449 (leather boots and shoes $101,811,715, boot and shoe cut stock $70,105,251, and rubber boots and shoes $44,475,483). Next in importance are: slaughtering $98,047,504, machinery and foundry products $91,155,376, printing and publishing $51,193,923, men's and women's clothing $41,670,694, confectionery $37,988,668. These are the industries in which growth has been most rapid, but not rapid enough to overcome the slowing down as compared with other industrial centres. The increase in value of product due to the World War in the years 19148 was rapid, but did little more than keep pace with the increase in prices. The total increase in the number of persons thus employed from 1913, before the war, to 1918, the period of highest production under war pressure, was 40,235, following which, however, a large number of employees was laid off. With immigration of foreign workers, the constricted industrial opportunity has caused increasing numbers of native born to move away from Boston. The actual increases in population have been largely in the ranks of the immigrant peoples, 35 % of the inhabitants of municipal Boston being in 1915 foreign born (24% of them Irish, 17 % Russian, 16 % Italian, 5 % English, 3 % German, 35 % all other nationalities). Of the municipal pop. in 1915, 72 % was wholly or in part of foreign parentage.

Railways During the 10 years 1910-20 the subway system was enlarged. The Boylston addition from Arlington to Kenmore street (1911-4) and the extension under the Common over the Charles river basin and underground in Cambridge to Harvard square (1914-8) developed a system 9 m. long, at a cost of $36,368,000. These new subways with the elevated system have given central clearance and ease of transfer throughout the district. The cities and towns have permitted several of their interurban lines to be abandoned. They have permitted many of their roads and streets to go into disrepair, but the motor transport service by private initiative has been greatly increased. The second transportation requirement the need for equipment to keep in touch with outside markets has not been met. Boston has failed to provide adequate terminal and storage facilities: and it is constricted in its railway service. There are three railway systems that look to Boston for clearance and outlet: the Boston & Maine, the Boston & Albany, and the New York, New Haven & Hartford. But the lack of facilities for transfer from one system to another makes Boston virtually three ports instead of one -competitors with each other instead of with outside ports. The cities to the north (as Lowell, Lawrence, etc., only a few miles from Boston) often find it of advantage to ship via New York. The same is true for freight originating on each of the three systems.

Education. The public-school system is under state guidance and patronage (see MASSACHUSETTS). The growing interest in higher education is reflected in the table below. It is significant that