English Translation

In the case of railway lines with a total length of approx. 13 500 km, the Elbe-Moldau-Danube connection via Prague-Budweis, today does not cover quite 44% of this former city of Linz and others, had to rely on the necessity of the construction network. In particular, however, it has emerged from long-stretched railway lines up to the Imperial as part of the Austrian railway network. In the 19th century, when Prussia and Austria voted, as everywhere, for the most part, the natural resources were in order to prevail, Hamburg and Trieste became the existing and to be created industries and major trading ports of Central Europe and 75% of industrial connections as well as military aspects. That of the Austro-Hungarian monarchy in the Bohemian-Böhmischer-Pöhmisch-Mährischer Eisenbahn network is lay Moravian areas. However, with the exception of the northern Bohemian The development and route of the railways on the route with its transport tasks to the outside Bohemian-Moroccan areas is both transport-politically, the Bohemian Moravian region situated transport-geographically and traffic-historically as well as the Austro-Hungarian monarchy Vienna and in technical terms very important. Budapest, and in its financing far-reaching - is in this area the first railway of the con- siderably dependent on international capital. In the year 1824, the railway from Linz to Budweis was attractively concessioned in the light of the recent past and opened in 1832, which first of all knew that when in 1854 the Austrian Re- only horses, then horses and locomotives and only after the pressure of threatened financial difficulties, only the locomotives used as traction power and decided to use their railways and some state-owned ones in the process the character of a mountain railway. With regard to the sale of goods and forests, a financial group formed under the leadership of the transport policy, transport geography and French capital, the historical importance of the railways in the Bohemian region under the name "K. K. Priv. Austrian state Moravian regions give the excellent railway company the state railways". Dr. Ka- nührungen der presenten Verkehrsministers und Generalmenický adds this fact to the statement in its top director of the Bohemian-Mährische Bahnen Dr. H. Ka- mentioned essay adds the important sentence: "The menický*) an excellent picture, whereby in particular also group with the railways gained at the same time a great influence on the then economic life of the state railway and private railway system, as in the Austrian time as well as the nationalization in the position of the Bohemian and Moravian powers gained by the taking over of the most important railways into politics of the Czecho-Slovak Republic. So we already saw the French, natural-technical significance of the first railways in the Jewish capital of Rothschild and others in the Sudetenland is by Professor Dr.-Ing. e. h. Alfred's possession of a sphere of power in the area of the later Benesch Birk**) was described in detail, with particular reference to republic, which it has not left until the creation of Great Germany the work and decisions on line lines. The revival cry of France of the then largest German railway and water "Revenge for Sadowa" in 1870 had not only street engineers Alois Negrelli, the creator of political, but also Jewish-capitalist concerns as Suez Canal, in the construction of the privileged Kaiser-Fer causes. dinand-Nordbahn and the Vienna-Prague State Railway—But also further consequences that still have an impact on Bodenbach, as well as on the lessons Negrelli had from this the transfer of the Austrian state railway construction and operation of these railway buildings for the Württemberg railway into the hands of private capital. With regard to the Bergische Eisenbahn network and the construction of the Swiss railway network, which had been subject to extensive obligations imposed on companies because of public concerns, the railway-north-railway (Zurich-Basel) had to be carried out. Here only the most important thing about the state's financial obligations over the railway network of Bohemia and Moravia was carried out for a short time. and so it came to the application of the French The railway network of the Bohemian Moravian region is type of private railways with state guarantee. Kamenický be- in its main lines for the most part by the geo-calculated payments, which were imposed by this on the Austrian graphical structure of the country and its geopolitical state, to about 200 million Austrian crowns. and the geographical position of the transport sector. Although the State guarantee was often subject to a state supervision of surveys, valleys and river valleys, it was in line with the risk-free route; the situation of Bohemia as the northernmost profit-seeking of the participating capitalists, the much-territory of the former Habsburg monarchy, which, without taking account of the operational needs of my own country, The border with Prussia in north-eastern Bohemia and the technical progress sought to draw as much Moravian Silesia as possible, to the benefit of the friendly Saxony in the enterprises and the northern Bohemia as well as the ancient north-south connection amortizations and expansions of investments, and also ways, as the Berne improvements, which ran through the Moravian valley, were grossly neglected, such as It is also today a stone road between the North and the Baltic Sea and the Adriatic Sea, which can still be seen at the Skodaworks, which were under French capital influence until a few years ago. *) The development of the railways in the Protectorate, in issue 1 of the year 1941 the "Zeitschrift des Vereins Mitteleuropaler Namenlich als die österreichische Staatsführung wieder Eisenbahn-Verwaltungen". **) In issue 13/14 of the vintage 1940 the "Traffic engineering a goal-conscious nationalization course hastened".