Železnice Kraljevine Srba, Hrvata i Slovenaca
The Železnice Kraljevine Srba, Hrvata i Slovenaca (SHS-CXC), German railways of the Kingdom of Serbs, Croats and Slovenes , were the national railway company of the Kingdom of Serbs, Croats and Slovenes (colloquially also called the SHS state) that was established after the First World War . with a route network of 8,200 kilometers in length, of which 2,180 kilometers were narrow-gauge . The Jugoslovenske Državne Železnice (JDŽ) emerged from the railway company in 1929 .
founding
After the Kingdom of Serbs, Croats and Slovenes was established, the joint state railway Železnice Kraljevine Srba, Hrvata i Slovenaca was founded in 1920 . The lines taken over from the predecessor railways formed a railway network that was geared towards the previous centers of Vienna , Budapest and, to a lesser extent, Constantinople and the seaports of Trieste , Rijeka and Thessaloniki . In addition, it mainly consisted of the three gauges standard gauge , Bosna gauge and 600 mm. The density of the railways in the various regions differed. The old Austrian parts of the country had a narrow, well-developed standard gauge network, the railways in Bosnia and Herzegovina and Dalmatia were mostly narrow-gauge. The Serbian railway network , which was still developing, consisted of two standard-gauge main lines and several narrow-gauge lines. Other parts of the country were hardly accessible by railways.
The transferred route lengths were:
| Railway company | Length approx. | predominant gauge |
|---|---|---|
| kk Austrian State Railways (kkStB) | 360 km | Standard gauge 1435 mm |
| kkpriv. Southern Railway Company (SB) | 525 km | |
| Austrian local railways | 350 km | |
| Hungarian State Railways, Magyar Államvasutak (MÁV) | 1240 km | |
| Hungarian local railways | 2310 km | |
| Serbian State Railways, Srpske Državne Železnice (SDŽ) | 1550 km | |
| Bosnian-Herzegovinian Railways (BHLB) | 1165 km | Bosnian track 760 mm |
| German-Bulgarian Army Field Railway in Macedonia | 425 km | Narrow gauge 600 mm |
| Total | 7925 km |
The SHS was managed by the Ministry of Transport in Belgrade with four regional directorates in Belgrade, Sarajevo , Subotica and Zagreb . The newly created state railway was faced with two challenges: the extensive war damage had to be repaired and the network components from four state railways had to be merged into a railway network based on an overall concept.
Elimination of the consequences of the war and initial weaknesses
During the war, the maintenance of the infrastructure and the superstructure was severely neglected. Many damaged lines were makeshift repaired in 1919 and put back into operation. A special construction department was set up in 1920 to completely repair the damage. An estimated 60% of the sleepers were in such poor condition at the time that they had to be replaced. In addition, there was a lack of operational locomotives, especially the standard gauge. Four years after the end of the war, more than 50% of the locomotives were defective. This delayed the young country's economic recovery, as the lack of transport means that the extraction of natural resources and wood was only possible to a limited extent.
In addition, there was a lack of qualified specialists after most of the Austrian and Hungarian railway workers had returned to their homeland at the request of the new government. In 1922 around two thirds of the railway workers were untrained newcomers. Low wages and poor working conditions led to workers' unrest with a fortnightly nationwide strike by railway workers in April 1921. The situation worsened in the severe winter of 1921/22. A strike by the coal workers led to a great shortage of coal and, in turn, to extensive train cancellations. At times, only one train per week ran on secondary lines . In the second half of the 1920s, the situation improved, because coal deliveries became reliable, the SHS railway workers had been trained and the many slow-speed sections had been removed. The greatest contribution to the rehabilitation of the South Slavic railways was made by German and Hungarian reparations in the form of locomotives, wagons and three fully equipped main workshops .
The division of rolling stock of the Austro-Hungarian railways was controversial . In accordance with the peace treaties of Saint-Germain and Trianon , the vehicles were divided between the successor states by a car park allocation commission. The division of standard gauge vehicles was not completed until 1933 and the Yugoslav State Railways (JDŽ) officially introduced their new numbering scheme. Up until this point in time, the locomotives had the names of their respective predecessors.
Plans to grow together
A weak point of the SHS was the alignment of the existing railways with earlier centers. The railway line Zagreb-Belgrade was a predominantly to 1918 single-track branch line . The most important railway line for economic development would have been a Danube-Adriatic railway . It had been sought by Serbia as a counter-project to the Austrian Sandschak Railway at the beginning of the 20th century . It was left to the Socialist Republic of Yugoslavia to create a regular-gauge connection from the Danube to the Mediterranean with the construction of the Belgrade – Bar line. A stopgap solution was the connection of the Bosnian narrow-gauge network with the Serbian narrow-gauge lines in order to achieve a shorter connection from Sarajevo via the Eastern Railway to Belgrade. In addition, there were no connections between the Dalmatian ports of Split and Šibenik with the hinterland after all related projects in the Danube Monarchy , such as a Spalato Railway , a Una Railway or a Lika Railway, failed due to Hungarian resistance .
The new SHS state immediately discussed a number of projects, but did not come to a decision because of the different regional interests. The most important goal should have been a connection between Belgrade and the Adriatic Sea. The cheapest would have been an extension of the narrow - gauge Narenta Railway to Ploče , but this failed due to the resistance of Montenegro , which wanted to prefer its port of Kotor . It was not until 1936 that the Stojadinović government determined the routes that should actually be built. That was wasted time affording to delay the establishment of a basis for economic growth and the formation of a state nation . The financial weakness of the SHS state was significantly reduced by Germany's reparation payments .
The most important new buildings of the SHS were:
- Timok switchback of Knjazevac to Nis to connect the industrial area to eastern Serbia Bor (64.5 km, opened in 1922)
- Completion of the Likabahn Oštarije – Knin (155.3 km, opened 1920–1925) to connect Dalmatia with the Croatian standard gauge network.
- Connection of Belgrade to the Bosnian narrow-gauge network with the sections Čačak –Lajkovac (1922), Vardište – Užice (1925) and Belgrade– Obrenovac (1928)
- Ibar switchback of Kragujevac for Mitrovica (188 km, opened 1929/1931) to develop the mineral-rich northern Kosovo
The contiguous narrow-gauge network of Bosnia-Herzegovina and Serbia enabled continuous narrow-gauge express trains that ran between Belgrade and Dubrovnik via Sarajevo and carried dining and sleeping cars with a travel time of 23 hours .
Operation and transport services
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Despite the competition from ocean and river shipping , the SHS was of great importance in traffic in the eastern Adriatic region. In 1927, 40.5 million passengers were carried with an average journey distance of 42.5 kilometers. A special feature in Bosnia-Herzegovina was the inexpensive 4th carriage class , which 28 percent of the passengers used. The freight traffic in the same year amounted to 18.8 million tons and 2140 tonne-kilometers . The international transit traffic on the thoroughfares in the Sava and Morava valleys , on which goods were transported between Central and Western Europe on the one hand and Romania , Bulgaria , Turkey and Greece on the other, was of great importance . Operations, especially between Belgrade and Zagreb, were made more difficult by the mostly single-track lines. In 1928 only 269 kilometers were double-tracked. Because of the great importance of agriculture, the income of the SHS fluctuated depending on the loss of the harvest.
Two political decisions had played a major role for international traffic through the SHS state. A daily "conventional train" with all three carriage classes, which ran in its trunk from Vienna to Constantinople and later also to Saloniki , was based on a decision by the Berlin Congress . He brought through cars from Paris that came to Trieste with the Direct Orient . With the Versailles Treaty , Germany was excluded from the passage of the Orient Express , which ran as a luxury train , which led to the introduction of the Simplon Orient Express via Switzerland and Italy .
Locomotives
When procuring locomotives, the SHS relied on tried and tested series of the predecessor railways. The development of its own series such as the JDŽ 05 , JDŽ 06 , JDŽ 30 or the narrow-gauge JDŽ 85 was later reserved for the Yugoslav State Railways (JDŽ).
The express train locomotives SHS 1001–1120 were delivered in 1922 and 1923 as a replica of the SDŽ 121–126 as part of the reparation obligations from Schwartzkopff and the Karlsruhe engineering works .
In 1922, the SHS received from Borsig , Henschel , Hanomag , AEG , Krauss Munich and Rheinmetall 200 replicas of the SDŽ 601–623 for passenger and freight trains with the SHS numbers 6001–6200.
In 1919 the SHS took over four kkStB 270 freight locomotives intended for the BBÖ , followed by a replica series from Wiener Neustadt with the numbers 270.201-205 in 1923.
The SD® 7000 series was developed on behalf of the SD®. The delivery of the 100 freight locomotives did not take place until 1922/1923 in the form of reparation payments to the SHS.
In 1923 and 1929 the SHS procured replicas of the old Austrian series 80 and designated them as 80.301–310 and 540.315–318, respectively.
In 1921 the SHS from Wiener Neustadt got ten freight locomotives 81.001-010 that corresponded to the BBÖ 81 .
In 1922, O&K Berlin delivered 30 Cn2t narrow-gauge locomotives to Serbia as reparations, 22 of which were added to the SHS fleet as 11021–11042.
The narrow-gauge locomotive 83-052 was a replica of the IVa5 of the BHStB and was designated RU 8 by the SHS. In 1919 Krauss Linz supplied numbers 1152–1155, in 1923 Jung in Jungenthal supplied RU 1–24 and in 1929 MÁVAG supplied numbers 1301–1344.
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Transition to the Jugoslovenske Državne Železnice (JDŽ)
In the course of the unification of the state by King Alexander I in 1929 the state was renamed the Kingdom of Yugoslavia and the SHS were referred to as Jugoslovenske Državne Železnice (JDŽ, Yugoslav State Railways). This year the network consisted of 6,724 kilometers of standard-gauge and 2,333 kilometers of narrow-gauge lines. While many of the regulations of the predecessor railways remained in force at the SHS, from 1929 King Alexander's old practices and regulations had to give way as part of the standardization reforms.
Until the introduction of the JDŽ numbers in 1933, the Yugoslav locomotives carried the owner's designation of the SHS or the SDŽ , although the latter de jure no longer existed since 1919. The global economic crisis from 1929 led to a decrease in traffic, so that larger rolling stock purchases were dispensed with after the delivery of the standard locomotives of the series 05, 06 and 30 manufactured in Germany in 1930. Only when traffic increased again after 1936 did the JDŽ procure new locomotives again from 1938, for which a local manufacturer came into play for the first time with the First Yugoslav Wagon, Machine and Bridge Construction Company ( trading as Đuro Đaković from 1947 ) in Slavonski Brod . Only a few efficient railway lines were built in the interwar period .
literature
Werner Schiendl, Franz Gemeinböck: The railways in Bosnia and Herzegovina 1918 - 2016. Edition Bahn im Film, Vienna 2017, ISBN 978-3-9503096-7-6 .
Individual evidence
- ↑ a b The railways of the SH.-S. Kingdom. In: Die Lokomotive, issue No. 11 November 1921, p. 170. ( ANNO - AustriaN Newspapers Online )
- ^ Reimar Holzinger: The Locomotives in Jugoslavia Vol. 1. Frank Stenvalls, Malmö 1973, p. 18
- ↑ a b c The railways in the territory of the former Yugoslavia. In: Monthly reports of the Vienna Institute for Economic Research , issue 9/10 1941, Archive Wifo Vienna, p. 162ff. (PDF; 2.5 MB)
- ^ Keith Chester, The Narrow Gauge Railways of Bosnia-Hercegovina. Stenvalls, Malmö 2006, ISBN 91-7266-166-6 , pp. 198ff. (English)
- ↑ Werner Schiendl , Franz Gemeinböck, p. 95
- ↑ a b c The railways of Yugoslavia. In: Die Lokomotive, issue No. 11 November 1929, p. 210. ( ANNO - AustriaN Newspapers Online )
- ↑ Keith Chester: The Narrow Gauge Railways of Bosnia-Hercegovina, pp. 213ff. (English)
- ↑ Werner Schiendl, Franz Gemeinböck, p. 96
- ^ Josef Pospichal: JDŽ / JŽ 01 , accessed on April 15, 2018
- ↑ Ljubomir Barba: JDŽ 20 on Josef Pospichal's website, accessed on April 15, 2018
- ^ Josef Pospichal: JDŽ 25
- ^ Josef Pospichal: JDŽ 26
- ^ Josef Pospichal: JDŽ 28
- ^ Josef Pospichal: JDŽ 29
- ^ Josef Pospichal: JDŽ 71
- ^ Josef Pospichal: JDŽ 83
- ^ Josef Pospichal: JDŽ 92
- ↑ Werner Schiendl, Franz Gemeinböck, p. 125
- ↑ Tadej Brate: The steam locomotives of Yugoslavia , Slezak, Vienna 1971, ISBN 3-900134-01-4 , p 15