English Translation

Implementation of the network for rail transport in Great Germany, ordered by the State Inspectorate, to show short improvements, additions and renewals of the system, suffices to indicate that the new obsolete and neglected operating facilities, the upper-building ports of Vienna and Linz in the south and the large-scale forms and vehicles. When, in 1909, the national- oberschlesian industrial area in the east was carried out at the shortest possible rate, the state had to link a path through the protectorate to each other and to the central, substantially run down plant of northern and southern Germany. In the short years leading up to the outbreak of the tigst transit routes, the former Kaiser World War is no longer palpably improved, but only Ferdinand-Nordbahn, which could be organizationally unified in the course of the Moravian Ge- ralbahn. The war in Vienna via Lundenburg with Oderberg and Cracow, however, inhibited its overcompensation as usual and its continuation in the Warsaw-Cracow statement of the railways not only every improvement, railway as well as via Tschenstochau in the former Warsaw- but promoted the loss of substance in huge Vienna railway. When, after the war, the Czechoslovak state of Königsberg continued to Riga and Vilnius, thus forming the railway network of the new state territory into the hands of an east transversal of enormous future traffic, this had a fundamental change of significance. The second main line is the Vienna–Brönn–Böhmisch Trübau–Kolin-Prague–Dresden route to go through the structure. Until the formation of the state, the new railway network belonging to Czechoslovakia-Slovakia had the shortest connection between Vienna-Berlin and all parts of the territory, namely Bohemia and Moravia, between the Danube and the northern and Baltic ports of Slovakia and Karpatho-Ukraine, which is quite north-south. As a third main line, the East-West line had a task in which the main lines of Oderberg-Mährisch Ostrau-Olmütz-Böhmisch Trübau-Kolin-Tetschen-Aussig and Kolin-Prag were mainly oriented towards Vienna and Budapest, so it was now necessary, according to the geographi-Pilsen-Eger and Pilsen-Furth i. W. In view of the importance of the new state and, above all, of the Upper Silesia and of the middle forests over Wilden-Politikorientation, the emphasis is placed on Central and Lower Silesia in the shortest possible way on the creation of an East-West axis. The paths connect Central and Southern Germany. To this end, the south-north connections of Vienna—so far Hungarian territories of Slovakia and Kar- Gmünd—Prague—Lobositz and Gmünde—Budweis—Patho-Ukraine came to the centre of gravity of the state in Pilsen—Eger, which connect the East Mark in the shortest Bohemian-Maurican region, such as the economic and pathways with North and North-West Germany. military orientation of the new republic according to the All these routes still require a considerable Aus- Länder of the large and small Entente and finally construction if they are to satisfy the huge large German transport to Soviet Russia forced to expand the network in flows. In the until then at least the same importance as the transit-weakly developed networks required a large number of expensive art traffic between German stations via protectorate buildings, since the stretching to the south has had to be crossed by the much stronger changing trains of the Beskydy and Carpathian foothills between the networks of the Deutsche Reichsbahn. From the lines belonging to today's protectorate and the protectorate railways for the transport system of the toratsbahn network therefore had in the far-large German empire. The interlocking of the two is only the share in the development of railway networks in Moravia, with 78 border crossings and 48 tariff of the network in the form of second tracks between Brno and border points as narrow as anywhere else in Europe. You Lundenburg, Olmütz and Prerau as well as to Slovakia. shows that after the separation of the southern German central, north and west Bohemia, partly and part of the territory, the Bohemian-Mährische Railways only remained almost entirely on the inadequate level of the private railway time regarded as part of Germany's large transport network, so that after creation, large-scale and existing railways can be regarded as being part of it. In terms of traffic, Germany as well as in the North Sudetengau also shows this clearly by the fact that more than 40% of the goods transported on Prague railway lines and the West Bohemian railway between the protectorate railways in the alternating Prague-Pilsen-Furth i. W. did not correspond in any way to the Forde-verkehr with the Deutsche Reichsbahn. To the great these facts and conditions in connection with the and new tasks which the inclusion of Bohemia and the needs and requirements of the Reich defence of Moravia in the Great German Reich create the main part of the tasks and problems which have brought rise in inland transport, both in transit and in the exchange of traffic of the administration of the railways of the Protectorate since with the German Reichsbahn have been placed beside the enormous its creation by the leader, thus occurs as and daily new. Legacy of the past the task of catching up the residue, the fixed and movable installations of the protectors. The administration of the railways is governed by the railway tortic railway over modern railway installations administrative law of 20 May 1937. The autonomous railway administration is headed by the Minister of Transport, to whom the post office has also been subordinate since 1938.