Zrod moderní dopravy: modernizace dopravní infrastruktury v Rakouském Slezsku do vypuknutí první světové války
Gespeichert in:
| Beteilige Person: | |
|---|---|
| Format: | Buch |
| Sprache: | Tschechisch |
| Veröffentlicht: |
Ostava
Filozof. Fak. Ostravské Univ.
2013
|
| Ausgabe: | Vyd. 1. |
| Schlagwörter: | |
| Links: | http://bvbr.bib-bvb.de:8991/F?func=service&doc_library=BVB01&local_base=BVB01&doc_number=027371259&sequence=000003&line_number=0001&func_code=DB_RECORDS&service_type=MEDIA http://bvbr.bib-bvb.de:8991/F?func=service&doc_library=BVB01&local_base=BVB01&doc_number=027371259&sequence=000004&line_number=0002&func_code=DB_RECORDS&service_type=MEDIA |
| Beschreibung: | Zsfassung in engl. Sprache u.d.T.: The modernisation of the transport infrastructure in Austrian Silesia between 1742 and 1914 |
| Umfang: | 311 S. Ill., Kt. |
| ISBN: | 9788074643842 |
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Datensatz im Suchindex
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| adam_text | Summary
The modernisation of the transport infrastructure in Austrian Silesia
between
1742
and
1914
In the course of the 18th and 19th century fundamental changes in transport infrastruc¬
ture occurred and laid foundations to the current form of transport. The process of
modernisation in transport, traditionally called the transport revolution, had many
facets; it was complicated and regionally differentiated. If we take for granted the state¬
ment that one of the fundamental features of modern transport is infrastructure re¬
quiring capital, then the first clear signs of changes in capital infrastructure can be
observed in Western and Central Europe during the 18th century. From the first half of
the 18th century onwards, we can observe the first stage of modernisation in the
Hab¬
sburg
Monarchy which was marked with attempts at systematic construction of both
waterways and good quality stone roads, the so called
chaussée .
Roads and navigable
river sections represented the main trade arteries used for an supra-regional trade and
they created the most important land communications prior to the railway transport.
On the turn of the 1820s and 1830s other fundamental changes took place in the
Central European transport environment with respect to a transportation systems de¬
velopment. A not-so-large number of roads, which were built and maintained by
the state, and navigable-made water courses formed a spine of the supra-regional
trade and transport. A horse-drawn railway represents a certain sign of a shift towards
a new type of transport. This, however, appeared in Central Europe at the time when <i
steam railway had already started in England. From the beginning of the 1830s, a new
transportation system started to push through
-
it was the steam railway which soon
gained an exceptional position.
The importance of road infrastructure started to change quickly under the influence
of the railway. Long-haul transport in carriers carriages, postal and private stage¬
coaches was quickly replaced by railways, which, thanks to their capacity, eclipsed the
road transport in the 19th century. Therefore, towards the end of the 1840s the state
ceased to be engaged in the construction of the road network and the issue of its fur¬
ther modernisation is later closely connected with the improvement of regionally
im -
portant
roads
-
which were later maintained mainly by all levels of self-government.
[301]
However, the road network gains a new importance under the new conditions. If rail¬
ways created a new transport spine, then roads of all categories created a capillary
network which not only complemented the network of main and later local railways
but it also made them accessible. With respect to the history of transport, the period
of the second half of the 19th century is characterised by a completion of the road net¬
work and its continuing modernisation. Towards the end of the observed period, the
road network, which was gradually becoming more advanced, created an important
pre-requisite for the commencement of automobile transport
-
which came on a mass
scale after
1918.
The steam railway and, in case of suitable conditions, also the steamboats became
the phenomena of this period and in fact their embodiment too. The
Habsburg
Mon¬
archy did not provide many options for a larger-scale development of the steamboat
transport due to its geographical, respectively hydrological, conditions. This transport
developed with a considerable difficulty only on the Danube, and partly on the Vltava
and the Elbe during the 1830s and 1840s. Due to the inland character of the
Habsburg
Monarchy which had only a few ports situated on the periphery and also due to a not
very advanced water transport, the road transport and mainly the railway transport
played immensely important roles there.
A rail network construction represented a so called leading sector in the 19th cen¬
tury which considerably influenced the economy. A railway construction created an
investment multiplication effect, high demand for energy sources and raw materials
and last but not least also a demand for innovation. The 19th century railways intro¬
duced new conditions under which industry was localised and the new transport ser¬
vices were much more cost effective than in the previous periods. With respect to em¬
ployment, the railway provided jobs both for a large number of labourers but also for
a new skilled workforce and it mobilised new entrepreneurial and technical talents. As
far as the financial aspect is concerned, the railway construction represented an area of
until then unseen investment and massive capital accumulation.
The extensive changes in transport and communications during the 19th century
did not represent only a necessary condition for development of economy and busi¬
ness but they also had an absolutely essential social, cultural and civilisation impact.
A fundamental transformation of the ways how space and time used to be perceived
occurred in connection with fast modernisation and communication in the 19th cen¬
tury; also an information flow became faster and last but not least the everyday life of
the society changed.
The process of modernisation within transport can be studied from many angles.
Although a wide range of historical processes, including modernisation and industri¬
alisation, are essentially global, they were demonstrated with a pronounced regional
differentiation. This work focuses mainly on the historical analysis of the transfer
from a pre-modern form of transport infrastructure to its modern type in one of
the historical regions of the Czech Lands. As the interest area, we selected the region
of Austrian Silesia. Although it was one of the smallest crown lands of the
Habsburg
[302]
Monarchy, it represented thanks to its geographical location an important communi¬
cation hub connecting the Czech Lands, Prussian
Silesia, Galicia
and Upper Hungary.
The changes in the transport infrastructure hit the interest region in several stages
during the 18th and 19th century. The
Habsburg
Monarchy started contemplating con¬
struction of stone roads in connection with the war of the Spanish succession. In
1724,
Emperor Charles IV issued a decree, that ordered repair work (in fact this was con¬
struction work) on five main roads, which were to connect Vienna with Trieste, Bohe¬
mia, Moravia, Hungary, Upper Austria and Silesia. If, under the reign of Charles IV, it
was planned to build only a very limited number of roads, the purpose of which was
to secure a safe long-haul trade and army transfer, the number of such road projects
increased under the reign of Maria
Theresia.
Towards the end of the 1740s, there was
a project that envisaged either the construction or the reconstruction of
910
km of
roads just for Moravia and Silesia which should have covered the needs of local and
foreign traders.
If we examine the efforts of the absolutist state to formulate its transport and politi¬
cal strategy more closely, we can see that this was a dynamic process. The transport
and political strategy depended on geopolitical interests of the
Habsburg
court. Fol¬
lowing the unsuccessful Silesian wars, we can observe how the original interest in
a good quality transport connection between Vienna and the centre of the richest
Habsburg
province, Wroclaw, was forced to alter so that it could be focused on the
new centre of the remaining Upper Silesia
-Opava.
Due to the crucial character of
Austrian Silesia, not only a good connection between Vienna and
Opava
became the
priority but it was also necessary to connect this geographically unified area in the
east-west direction, i.e. from
Opava
to
Bielsko.
Until the beginning of the 1770s, modern roads construction work did not touch
the interest region. This does not mean though that, with respect to the geo-political
interests of the Vienna court, the region would not be interesting
-
it was the opposite
case. Archive documents show an urgent effort to stabilise the transport situation in
newly established Austrian Silesia and to secure a good quality connection of the land
with the centre of the Monarchy. The acquisition of
Galicia
during the first division
of Poland in
1772
created a fundamental impulse for a speedy construction of a good
quality road infrastructure in Austrian Silesia. The newly designed Silesian
-
Galícia
road, built between
1775
and
1780,
leading from
Opava
to
Bielsko
was supposed to
secure the power over Austrian Silesia. The Silesia
-
Galicia
road represents one of the
most important transport projects in the Czech Lands in the era of Maria
Theresias
reign. It can also serve as a model example of problems connected with demanding
construction projects in the field of infrastructure.
Funding represented one of many main permanent problems connected to road
construction which was very expensive. Therefore it had to be funded from four
sources until the middle of the 19th century:
1.
state funds, i.e. the court chamber
{Hofkammer), 2.
guilds funds,
3.
revenue from private tolls and various lands sur¬
charges and
4.
the revenue from the travel fund which was financed by newly
[303]
established public treasury travel and road toll charges. The compulsory labour pro¬
vided by estate owners, who also supplied construction material, and their subjects,
played a key role in the road construction. In this way a very complex system of fund¬
ing for construction and consequent maintenance of the road network, referred to as
the land competition (Landes-Concurrenz), was established. Next to the compulsory
labour also paid labour was used during the construction of the road infrastructure in
the 18th century. Primarily, the paid labour was used in a technically more demanding
construction, mainly in a bridge construction. However, there was an issue of speed
and effectiveness of work provided by labour force. The unpaid compulsory labour
seemed to be not so productive and was referred to as a brake of construction effort.
The period of the second half of the
Ιδ 1
century was negatively influenced by many
war events which regularly paralyzed the road construction work and caused lengthy
transport problems. Moreover, even in times of peace it was not possible to carry out
road works at all times. Due to the cycle of agricultural work, the road labour was used
only in early spring and in autumn when there was only little fieldwork.
The character of the 18th and 19th century road construction differed considerably in
its character and routing from the older types of roads; this was caused by interference
in until then valid owner s rights. Newly constructed roads occupied new land which
had to be bought out by the state. There were frequent disputes over the confiscated
land, mainly on the side of nobility, but the state sustained just a fraction of objec¬
tions and it more often resorted to various ways of compensation. It is an interesting
finding that an alteration of a route of a particular road could have affected an estate s
economy. A diversion of a road could have damaged some nobility s incomes, mainly
with respect to taprooms in nobility s pubs.
Joseph II introduced major changes into the road network construction. His efforts
to reform the road management can be detected on several levels. He militarised the
management of roads and he also changed the system of the road maintenance due to
financial cuts. He enforced his plan which delegated the responsibility for the main¬
tenance of most roads to individual estates. The estates received a small contribution
for this work and the saved financial resources should have been used to support the
construction of new roads. In
1781
the court office published new lists of roads in
Bohemia, Moravia and Silesia to be built or maintained from the road fund. In fact, a
new transport policy was implemented this way. The emperor stopped a completion
of the Silesia
-
Galicia
road in the interest region and he decided to give preference to
a shorter but strategically more useful connection of Vienna with
Galicia
and Upper
Hungary through
Olomouc, Hranice, Frýdek
and
Těšín.
This move strengthened the
importance of
Těšín
as a communication bridge. In the course of the 1780s and 1790s
the
Těšín
region became an immensely valuable area from the point of view of transport
strategy which was demonstrated in the construction of several other roads which were
to ease off the connection to Moravia, Austrian Silesia,
Galicia
and Upper Hungary.
The impacts of emperor
s
reforms were both positive and negative. During the reign
of Joseph II, the construction of new roads progresses considerably
-
mainly in Mora-
[304]
via and Silesia. Until the end of the
1
8th century, approximately
680
km of stone roads
were built here which, compared to the total area, was much more than in Bohemia.
On the other hand, rented roads deteriorated quickly. At the end of the 1780s, the plan
to rent out state communications was abandoned and damaged roads were transferred
under the state maintenance again.
From the 1790s the construction work slowed down. At the beginning of the
19th century, the state attempted to solve the lack of funding for the road construction
and their maintenance in three ways:
1.
intervention in a toll system which was to
generate more income;
2.
improved audits of expenditures on roads;
3.
introducing
a system of the so called voluntary competition
(freiwillige Concurrenz)
which was
based on the states attempt to have the lowest possible direct financial expenditures.
The above innovation was implemented fairly quickly and in a synchronised way.
Private entrepreneurs carried out most of the construction work in the times follow¬
ing the Napoleonic wars. From
1812
all state, guild and town contracts were realized
through a system of public bids. The biding procedure during which interested parties
offered the highest possible discount on pre-calculated costs was to secure the lowest
cost of a contract.
The effort to secure more than just a few strategically important connections mo¬
tivated the state to apply the same principles already used for the construction and
maintenance of state roads also in case of less important communications. The system
of a district road competition was being introduced in the Czech lands during the
1820s. In
1829
a special decree introducing a systematic construction and mainte¬
nance of district roads was issued.
The so called
Krnov
road leading from
Opava,
via
Krnov
and
Město Albrechtice
towards
Prudnik
launched the second phase of a stone road construction in Austrian
Silesia in the 1820s. The so called
Šumperk
road connecting Silesia with Bohemia and
leading via
Bruntál, Šumperk
and
Žamberk
was being built from
1839
and at the same
time it was the most important road of the Moravian-Silesian district in the first half
of the 19th century. With respect to the north
-
east connection, the so called
Lomnice
road was built at the beginning of the 1840s. In this stage, the priority was to secure
access to Western Silesia, which compared to the
Těšín
region, had still a very under¬
developed infrastructure. Overall, the construction of a state road network intended
mainly for a supra-regional transport was completed before the revolutionary year
1848.
A fast introduction of the steam railway as a new form of transport started to change
the character of the road infrastructure in the 1830s and 1840s. A state involvement
in the road network construction ended and the issue of its further modernisation is
connected with the improvement of regional roads standards. Although the state was
not significantly engaged in the road construction any more in the second half of the
19th century and it left the initiative in this area up to the forming self-government,
still there were some localities which needed so much support in the area of transport
that the state bodies decided to intervene directly. However, there was just one such
[305]
case in the whole interest area
-
and it was the isolated
Jeseník
region. Modest state
transport activities in the
Jeseník
region can be seen as the final (and specific) third
phase in the road construction in Austrian Silesia during the second half of the 19th
century.
District roads covered the biggest segment of the road infrastructure before
1914.
The funding for their maintenance and construction was acquired through a tax sur¬
charge after
1848.
After the constitution was re-adopted in
1861,
district offices in Bo¬
hemia and district road committees in Moravia and Silesia were delegated to maintain
district roads. The district road committees in Austrian Silesia acted as self-governing
bodies from the end of the 1860s.
A distinct modernisation of district roads in Austrian Silesia can be proven from
the 1880s when both the number of district roads increased and also their standard
gradually improved in connection with rolling of the road surface. This new technol¬
ogy, which was fully introduced from 1890s, contributed to a shorter travel time, bet¬
ter comfort of the travel and prepared conditions for introduction of the automobile
transport.
The railway, which represented a key element with respect to further development,
enhanced the transport system in the Czech lands at exactly the same time when the
network of main roads was completed.
The first stage of the railway construction in Austrian Silesia, which can be defined
from the beginnings of the railway construction up to the year
1855,
was character¬
ised by activities of the
к. к.
privilegierte
Kaiser Ferdinands
Nordbahn.
Not only that
the
Nordbahn
belonged to the oldest and largest private transport enterprises in the
Habsburg
Monarchy but it also played a remarkable role in a genesis of the railway
network in Moravia and Austrian Silesia. Up to the middle of the 1850s it created a
spinal connection between Vienna and Moravia, Austrian and Prussian Silesia and
Galicia.
Apart from this, the Austrian railway network was first connected with the
Prussian railway in
Bohumín
in
1849.
Next to its primary role
-
to provide transport
services
-
the
Nordbahn was
also active in the coalmining industry. Further, it owned
estate property and directly or indirectly influenced other transport companies which
did business in Moravia and Silesia. From the 1880s, the
Nordbahn was
strongly en¬
gaged also in the construction of local railways, which were directly connected to the
regular lines of the company.
Not only it was important for the transport and economy of Austrian Silesia to
build the main line of the
Nordbahn
but also to build branch lines to the land capital of
Opava
and to
Bielsko
which represented the largest centre of textile production in the
Těšín
region. An analysis of archive sources concerning the construction of the branch
line to
Opava
shows that
Opava
representatives strived for a change in the project of
the
Nordbahn
at least from the 1840s and they demanded the main line to be lead via
the land capital city. Unfortunately, the proposal came relatively late and the change
never happened. From the 1850s
Opava
had a railway connection but contemporary
observers did not consider it to be suitable enough.
[306]
Economical impacts
of the railway were rather strong as early as in the first stage of
the railway construction. On one hand, the newly forming Ostrava industrial region
is getting more economically powerful, on the other hand traditional business centres
of Western Silesia are getting economically weaker. The remaining brief information
on the development of business in Western Silesia in the 1850s and 1860s suggests that
the
Nordbahn
took over a role of an international business mediator to a considerable
extent. The result was a decreasing importance of Western Silesia as a mediator of a
supra-national goods exchange. This reduced the significance of the business centres
in Western Silesia.
The year
1855
can be seen as a milestone in the development of the railway net¬
work in Austrian Silesia. Not only the
к. к.
privilegierte
Kaiser Ferdinands
Nordbahn
completed their branch lines in the interest area and thus closed the first stage of its
construction activities. Furthermore, between
1854
and
1855
a fast transformation
of the transport policy of the state took place. The state withdrew itself from direct
railway enterprise; it privatised the state railway and supported railway construction
delivered by private subjects.
During the last quarter of the 19th century, foundations of railway network were laid
both in the interest area and in the whole of the Czech Lands. Prior to
1873,
four private
railway carriers started operating their railways in the interest area one after another;
these were the
к. к.
privilegierte Kaschau-Oderberger Bahn, k.k. privilegierte Ostrau-
Friedlander
Eisenbahn.,
the k. k.
privilegierte Mährisch-Schleisische Centralbahn
and
k.k.
privilegierte Mährische Grenzbahn.
Apart from that, the k.k.
privilegierte
Kaiser Fer¬
dinands
Nordbahn
built a mine railway travelling via the Ostrava
-
Karviná
coalfield.
The
к. к.
privilegierte Kaschau-Oderberger Bahn
represents the second most impor¬
tant railway with respect to the strategic and economic importance. The railway was
significant due to fact that it was one of a few railway connections between the Czech
Lands and Hungary. It was important for the transport of grain, iron ore and raw iron
to the Czech Lands and it also assisted in the transportation of coal and coke from
the Ostrava-
Karviná
region into the area of Upper Hungry. The strategic importance
of the
к. к.
privilegierte
Kaschau-Oderberger
Bahn was
seen mainly after the Czecho¬
slovak Republic was established since it became a key connecting route for the Czech
Lands, Slovakia and Carpathian
Ruthenia.
Further, it represented a significant point
during the negotiations about the destiny of the disputed
Těšín
region.
The first intentions to build a connection between the
Těšín
region and Upper Hun¬
gary date back to the middle of the 1850s when a plan to built a railway in
Pováží
with a prospect to connect it with the
к. к.
privilegierte KaiserFerdinands-Nordbahn
emerged. Although industrialists from the
Těšín
region were interested in the project,
the plan was not mature enough. The Austrian Ministry of Trade, however, considered
the construction of the railway from
Bohumín
to
Košice
to be desirable with respect
to the national economy. The railway was placed amongst the five most essential con¬
nections in the development plan for the railway network in the
Habsburg
Monarchy
from
1864.
From the beginning of the 1860s, several parties were interested in the
[307]
construction
of the railway. A foreign enterprise consortium finally obtained a con¬
cession to build and operate the railway in
1866.
However, the concession holders
had clearly speculated from the very beginning. Consequently, the actual construction
work was postponed continuously and this initiated complicated negotiations with
the local government. In
1869
the
Anglo-Österreichische
Bank took over the conces¬
sion and this move secured a fast completion of the main route and the following
trouble free operation of the railway.
The economic strategy of the
к. к.
privilegierte Kaschau-Oderberger Bahn was
suc¬
cessful considering its initial problems. The section of the railway located in the
Těšín
region was the most profitable from the whole railway; thanks to a high concentra¬
tion of heavy industry prior to WWI it belonged to the most profitable railway routes
in the whole of the
Habsburg
Monarchy. The situation in the Hungarian part of the
railway was worse because the railway travelled via an economically less attractive
area. Overall, the railway was always run with a sufficient surplus, to which mostly the
advanced freight transport contributed.
On the other hand, the
к. к.
privilegierte Ostrau-Friedlander Eisenbahn
belonged to
small railway businesses with a local character. Due to this, the railway depended on
fluctuating demands of the local industry, which took its toll in the recession years of
the 1870s. A construction of a railway connecting the
Ostrava-Karviná
coalfield with
businesses of the
Frýdek-Místek
region had been discussed from as early as
1863.
The railway project was strongly supported by local industrialists who became a real
driving force of the project. In
1869
the concession for the construction of the railway
was issued to a consortium of entrepreneurs who made sure that the railway was put
in service quickly. Although there were plans to extend the railway so that it could
expand beyond its local character, these visions were not implemented due to the
recession in the
70s.
The first stage of the railway construction hit the strategically situated
Těšín
region
in the same way as it was in the case of the road infrastructure. Leaving apart the
branch railway to
Opava,
the area of north-western Moravia tussled with an actual
absence of a railway network until the middle of the 1860s. Local representatives per¬
ceived this situation as a handicap. From the middle of the 1850s, we can come across
a range of projects which were supposed to connect the area to both the Austrian and
Prussian railway networks. These efforts, however, remained unsuccessful until the
time of the war between Prussia and Austria.
The defeat of the
Habsburg
Monarchy in
1866
meant a turning point in the railway
strategy. The Austrian Ministry of War stopped opposing projects in regions bordering
on Prussia. In the second half of the
1
860s, numerous Moravian and Silesian organisa¬
tions were established and they focused on the improvement of the transport situation
in north-western Moravia and western Silesia. These organisations gave rise to
con¬
sortia
of applicants for railway concessions. Two railways, essential for the transport
access into north-western Moravia and western Silesia, were put into service on the
turn of the 1860s and 1870s: the k. k.
privilegierte Mährische Grenzbahn
and the k.k.
[308]
privilegierte Mährisch-Schleisische Centralbahn.
Both railways had a similar character
and similar problems.
The
к. к.
privilegierte Mährische Grenzbahn
used to connect traditional north Mora¬
vian textile industry centres. A short track of
Zábřeh na Moravě
-
Sobotín,
which was
put in service by the important north Moravian entrepreneur Klein family in
1871,
laid foundations for the railway. In the same year, a concession for the
к. к.
privil¬
egierte Märishe Grenzbahn was
approved. The company intended to build and run
a railway travelling from
Šternberk
via
Šumperk
and
Hanušovice
as far as Eastern
Bohemian
Králíky
with a connection to a railway from
Ústí nad Orlicí-
Międzylesie.
Due to the location of the
Zábřeh - Sobotín
railway and the
Mährische Grenzbahn
and
also due to personnel links between their executive boards, the companies were even¬
tually merged. The
Mährische Grenzbahn was
put in service in October
1873
and in
1874
it was connected to the k. k.
privilegierte Österreichische Nordwestbahn in
Dolní
Lipka.
Due to the impact of the recession, negotiations about the merge of the two
companies were opened. Therefore the
Mährische Grenzbahn
became the first railway
in Austria-Hungaria whose stabilisation was discussed. In
1876
the attempts to merge
the two companies met with a strong opposition of the house of commons as well as
the attempt to merge with the
к. к.
privilegierte Märishe-Schlesische
Centralbahn did.
Eventually, in
1883,
the state took over the control of the operation of the
Mährische
Grenzbahn
and at the beginning of
1895
the railway was nationalized.
The concession holders of the
Mährische Grenzbahn
overestimated its economic
possibilities and viability. The economic results of the railway were very poor over the
whole observed period. Despite this fact, it played an important role in the economic
life of north-eastern Moravia. It became a natural starting point for a rather delayed
construction of the railway network in the
Jeseník
region.
The k. k.
privilegierte Märishe-Schlesische
Centralbahn played a vital role in the con¬
stitution of the railway network in western Silesia. It provided a multiple connection
to the network of the Prussian railways. A range of branch railways was gradually
connected to the main route and these branches provided local transport. The fate of
this railway shows the twists and turns of a railway company where a good idea and
financial speculation intertwined. The profitability of the company was on the verge of
being bearable until the
Société
Belge
entered the company in
1880.
Consequently, the
situation became stable but until the nationalization in
1894
the railway tussled with a
variety of difficulties, not different from those of the
Mährische Grenzbahn.
The year
1873
represents a milestone in the development of railway enterprise since
this year marked the beginning of the recession. This brought not only a significant
recession in initiatives of private railways but was also notably projected into the op¬
eration of the already existing railways where it proved their economic strength. Tra¬
ditional, strong and strategically located haulage companies overcame the recession
most easily (e.g. the k. k.
privilegierte
Kaiser Ferdinands-Nordbahn). The situation was
generally worse for railways which were opened only at the turn of the 1860s and
1870s. Transit companies (such as the k.k.
privilegiert Kaschau-Oderberger Bahn)
[309]
had a relatively reasonable chance to overcome the recession. The crisis had the most
severe impact on only recently founded medium sized and small railways (the
к.
k.
privilegierte Märishe-Schlesische
Centraïbahn
and the
к. к.
privilegierte Märishe Gren¬
zbahn). An
analysis of the
stock market
price of railways clearly shows that the reces¬
sion hit haulage companies even in the year
1873
and it reached its peak in the second
half of the 1870s. A large part of haulage companies got out of the recession at the be¬
ginning of the 1880s and they gradually started a process of economic strengthening,
which in many cases was possible also thanks to the involvement of the state.
In the recession years of the 1870s, the importance of state interventions into the
transport was obvious. This fact could be detected in the support of the already exist¬
ing railways and also in the intervention into the direct railway construction within
the interest region. The state support was proven essential also in the following period
of the local railway construction. The analysis of the situation in the interest region
clearly shows that another stage of railway construction would be practically unthink¬
able without the state intervention.
From the beginning of the 1880s the attention of the state and entrepreneurs was
aimed on a support of a new type of railway
-
the local railway. The timescale for the
local railway networks development shows that we can define its first stage from the
beginnings of the construction of local railways up to the time when land acts on the
construction of lower class railways were approved. Before the
1880
Local Railways
Support Act was approved, several railways with technical specification of future local
railways had already been built by the state in some exceptional cases. This concerned
two short local railways located in the interest area. Following the approval of the
Imperial Act, mostly large companies with a large capital were involved in the con¬
struction of local railways. In the interest region there were the
к. к.
privilegierte
Kaiser
Ferdinanas-Nordbahn and the
Österreichische
Lokaleisenbahngesellschafi.
Self-government authorities on the land level had dealt with railway issues long
before relevant land acts supporting the construction of lower class railways were ap¬
proved. However, the Imperial Council allocated financial support to Austrian Silesia
only in a limited way. In the 1880s the highest land support was allocated to the local
railways in the
Jeseník
region, which was isolated from other transport networks.
The second stage of the local railway construction in the interest region was
launched in connection with the approval of land acts supporting lower class rail¬
ways in Moravia and Silesia in the middle of
1895.
The above listed acts supported
the self-aid construction of local railways which was financially backed up by lo¬
cal interested partied (municipalities, entrepreneurs, etc.) and also by land bodies or
the state. Following the approval of the land acts, several projects for shorter local
railways travelling mostly through economically little attractive areas were realized.
The construction of local railways concentrated solely on the region of western Silesia
and north-western Moravia. An expensive but economically successful project of the
Schlesische
Landesbahnen,
realized just before the WWI in the area of the quickly ex¬
panding
Ostrava-Karviná
region, was an exception.
[310]
Local
railways showed much differentiated economic results during both defined
periods. On one hand there were local railways showing just marginal viability, on the
other hand some railways evolved into profitable businesses. Based on the examples
of the local railways in the interest region, we can state that railways with developed
cargo haulage or local suburban railways oriented towards public transport had a big¬
ger chance to achieve higher profits.
There were several local railway projects which were never implemented. Particu¬
larly after the land acts on the construction of lower class railways were issued, the
general public used to propose a growing number of ideas for clearly local railways.
However, the plans were not implemented in many cases. The ideas behind these pro¬
jects were revived after
1918
but the plans lost their appeal in the context of the ex¬
panding automobile transport. A large part of projects for local railways failed due to a
predicted low profitability, although in many cases those, who submitted the projects,
had already overestimated the profits. It seems that a corresponding political and pub¬
lic support was more important than a demonstrated profitability. Disputes took place
both in the parliament and in land assemblies and these disputes had a fundamental
impact on the railway strategy in the interest region. The answer to the question why
plans for local railways were implemented in some cases and they failed in others can
be found in the ability to obtain the support from a sufficient number of publicly ac¬
tive and influential personalities.
An integral modern transport infrastructure was built in the interest region prior
to the WWI. This statement is supported by the fact that the local road and railway
infrastructure was altered only to a minimum extent in the following decades. The
above described changes that took place in the transport infrastructure in the period
between the middle of the 18th century and the beginning of WWI can be quite rightly
viewed as absolutely fundamental for the constitution of the transport infrastructure
in both the interest region and the whole area of the Czech Lands.
[311]
Obsah
7
Úvodem
15
Stav bádání a základní charakteristika literatury a pramenů
15
Nástin stavu dosavadního bádání; literatura
к
tématu práce
24
Tištěné prameny
28
Archivní prameny
31
Vývoj silniční infrastruktury v Rakouském Slezsku
od roku
1742
do vypuknutí první světové války
31
Počátky modernizace silniční sítě na Moravě a v Rakouském Slezsku
do konce
18.
století
58
Silniční síť Rakouského Slezska a její vývoj od počátku
19.
století do roku
1848
73
Základní rysy modernizace silniční sítě v Rakouském Slezsku v letech
1848-1914
81
Vývoj železniční infrastruktury v Rakouském Slezsku do roku
1914
81
Počátky železnice v Rakouském Slezsku do roku
1855
81
Nástin počáteční fáze výstavby parostrojní železnice a státní železniční politika
v habsburské říši do poloviny
50.
let
19.
století
87
Severní dráha císaře Ferdinanda a její význam pro hospodářský rozvoj severní Moravy
a Rakouského Slezska
97
Usili
hlavního zemského města Opavy o zisk železnice ve
40.
letech
19.
století
102
Budování železnic v Rakouském Slezsku od poloviny
50.
let
19.
století
do vypuknutí hospodářské krize v roce
1873
102
Železniční politika v habsburské říši od poloviny
50.
let
19.
století
do vypuknutí hospodářské krize v roce
1873
107
Severní dráha Ferdinandova a její vývoj v letech
1856-1873
114
Počátky Košicko-bohumínské dráhy
123
Železnice do Pobeskydí. Výstavba a počátky dráhy z Ostravy do Frýdlantu nad Ostravicí
128
Úsilí o výstavbu železnice na severozápadní Moravě a v západní části Rakouského Slezska
do prusko-rakouské války v roce
1866
132
Na hranicích severozápadní Moravy a Slezska: Moravská pohraniční dráha
137
Počátek železniční sítě v západním Slezsku: Moravsko-slezská centrální dráha
145
Železniční projekty na Těšínsku v letech
1855-1873
147
Železnice v
Rakouském Slezsku od vypuknutí hospodářské krize v roce
1873
do první světové války
147
Železniční politika v habsburské říši od vypuknutí hospodářské krize v roce
1873
do roku
1914
151
Severní dráha Ferdinandova v období hospodářské krize a boj o novou koncesi
160
Severní dráha Ferdinandova budovatelkou lokálních drah v Rakouském Slezsku
a na severní Moravě
164
Klíčový spoj českých zemí a Horních Uher: Košicko-bohumínská dráha
a její hospodářský význam pro Rakouské Slezsko do první světové války
169
Dráhy krizí těžce zkoušené: Moravská pohraniční dráha
a Moravsko-slezská centrální dráha do zestátnění v roce
1894
180
Hospodářský vývoj Ostravsko-frýdlantské dráhy po roce
1873
182
Éra lokálních drah v českých zemích a slezský zemský zákon o místních drahách
190
Zemská podpora výstavby železnic ve Slezsku před vydáním zemského zákona
o podpoře drah nižšího řádu a počátky budování železnice na Jesenicku
200
Zemská podpora výstavby železnic ve Slezsku po vydání zemského zákona
o podpoře drah nižšího řádu
207
Neuskutečněné projekty v oblasti severozápadní Moravy a západního Slezska
215
Lokální dráhy postavené bez přispění státu a země: Úspěšná dráha bratří Gutmannů
Studénka
-
Štramberk a beskydská lokálka Frýdlant nad Ostravicí
-
Bílá
220
Mezi železnicí a tramvají. Místní dráhy na Ostravsku
229
Závěry
241
Obrazová příloha
257
Tabulkové přílohy
273
Mistní rejstřík
283
Výběrový rejstřík dopravních společností, silnic a drah
285
Seznam použitých pramenů a literatury
301
Summary
|
| any_adam_object | 1 |
| author | Popelka, Petr 1979- |
| author_GND | (DE-588)105369346X |
| author_facet | Popelka, Petr 1979- |
| author_role | aut |
| author_sort | Popelka, Petr 1979- |
| author_variant | p p pp |
| building | Verbundindex |
| bvnumber | BV041927889 |
| ctrlnum | (OCoLC)884457436 (DE-599)BVBBV041927889 |
| edition | Vyd. 1. |
| era | Geschichte 1742-1914 gnd |
| era_facet | Geschichte 1742-1914 |
| format | Book |
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| geographic | Österreichisch-Schlesien (DE-588)4102016-9 gnd |
| geographic_facet | Österreichisch-Schlesien |
| id | DE-604.BV041927889 |
| illustrated | Illustrated |
| indexdate | 2024-12-20T16:58:03Z |
| institution | BVB |
| isbn | 9788074643842 |
| language | Czech |
| oai_aleph_id | oai:aleph.bib-bvb.de:BVB01-027371259 |
| oclc_num | 884457436 |
| open_access_boolean | |
| owner | DE-12 |
| owner_facet | DE-12 |
| physical | 311 S. Ill., Kt. |
| publishDate | 2013 |
| publishDateSearch | 2013 |
| publishDateSort | 2013 |
| publisher | Filozof. Fak. Ostravské Univ. |
| record_format | marc |
| spellingShingle | Popelka, Petr 1979- Zrod moderní dopravy modernizace dopravní infrastruktury v Rakouském Slezsku do vypuknutí první světové války Straßennetz (DE-588)4057912-8 gnd Verkehrsinfrastruktur (DE-588)4062937-5 gnd Eisenbahnnetz (DE-588)4128707-1 gnd |
| subject_GND | (DE-588)4057912-8 (DE-588)4062937-5 (DE-588)4128707-1 (DE-588)4102016-9 |
| title | Zrod moderní dopravy modernizace dopravní infrastruktury v Rakouském Slezsku do vypuknutí první světové války |
| title_auth | Zrod moderní dopravy modernizace dopravní infrastruktury v Rakouském Slezsku do vypuknutí první světové války |
| title_exact_search | Zrod moderní dopravy modernizace dopravní infrastruktury v Rakouském Slezsku do vypuknutí první světové války |
| title_full | Zrod moderní dopravy modernizace dopravní infrastruktury v Rakouském Slezsku do vypuknutí první světové války Petr Popelka |
| title_fullStr | Zrod moderní dopravy modernizace dopravní infrastruktury v Rakouském Slezsku do vypuknutí první světové války Petr Popelka |
| title_full_unstemmed | Zrod moderní dopravy modernizace dopravní infrastruktury v Rakouském Slezsku do vypuknutí první světové války Petr Popelka |
| title_short | Zrod moderní dopravy |
| title_sort | zrod moderni dopravy modernizace dopravni infrastruktury v rakouskem slezsku do vypuknuti prvni svetove valky |
| title_sub | modernizace dopravní infrastruktury v Rakouském Slezsku do vypuknutí první světové války |
| topic | Straßennetz (DE-588)4057912-8 gnd Verkehrsinfrastruktur (DE-588)4062937-5 gnd Eisenbahnnetz (DE-588)4128707-1 gnd |
| topic_facet | Straßennetz Verkehrsinfrastruktur Eisenbahnnetz Österreichisch-Schlesien |
| url | http://bvbr.bib-bvb.de:8991/F?func=service&doc_library=BVB01&local_base=BVB01&doc_number=027371259&sequence=000003&line_number=0001&func_code=DB_RECORDS&service_type=MEDIA http://bvbr.bib-bvb.de:8991/F?func=service&doc_library=BVB01&local_base=BVB01&doc_number=027371259&sequence=000004&line_number=0002&func_code=DB_RECORDS&service_type=MEDIA |
| work_keys_str_mv | AT popelkapetr zrodmodernidopravymodernizacedopravniinfrastrukturyvrakouskemslezskudovypuknutiprvnisvetovevalky |