Bosnian-Herzegovinian State Railways

Seal of the Bosnian-Herzegovinian State Railways, Sarajevo Operations Directorate

Train of the Bosnian-Herzegovinian State Railways on the Bistrik bridge near Sarajevo

The Bosnian-Herzegovinian State Railways (BHStB), Serbo-Croatian Bosanskohercegovačke državne Željeznice until 1895 Bosnian-Herzegovinian State Railways (BHStB), were one in Bosnia and Herzegovina as well as in Dalmatia operating railway company in what was then Austria-Hungary and operated a narrow gauge network in Bosnian gauge (760 mm ). In 1908 it was renamed to Bosnian-Herzegovinian State Railways (BHLB), in Serbo-Croatian Bosanskohercegovačke Zemaljske Željeznice . After the collapse of the Habsburg monarchy , the BHLB routes came to the railways of the Kingdom of Serbs, Croats and Slovenes (SHS) and later to the Yugoslav State Railways (JDŽ / JŽ).

history

kuk Bosnabahn and Bosnian-Herzegovinian State Railways

The small two-coupler locomotives on the Bosnabahn were used as double locomotives. A driver and a stoker were sufficient to operate the two locomotives .

Train going to Sarajevo at Kakanj -Doboj. At the head is a class IIIa4 locomotive , followed by a IIIb5 .

After Austria-Hungary was empowered to occupy and administer Bosnia and Herzegovina in the Berlin Congress in 1878, the Austro-Hungarian Army built a simple taxiway in Bosnaspur from Bosanski Brod to Zenica in 1879 to develop the country . The railway was initially only of a provisional character with a light superstructure , inefficient locomotives and small wagons without suspension. The construction costs were covered by the occupation credit and amounted to 8 million guilders, including the short standard-gauge connecting railway Slavonski Brod - Bosanski Brod . After the transition to civilian operation, the railway, which was still under military administration, appeared under the name kuk Bosnabahn (kkBB).

Austria and Hungary authorized the Bosnian-Herzegovinian regional administration to carry out the continuation of the Bosnatalbahn from Zenica to the capital Sarajevo . To this end, it created a civil railway organization under its sovereignty and referred to it as the Bosnian-Herzegovinian State Railway (BHStB) . Thus, two separate railway administrations existed in Bosnia for more than a decade. Considerations have already been given to building the railway in standard gauge , but this was not affordable. However, the route section was built permanently and with a substructure for standard gauge from the beginning in order to facilitate later gauging . On October 4, 1882, the section was opened to public transport. Although the section belonged to the Bosnian-Herzegovinian State Railways, operations along the entire line from Bosanski Brod to Sarajevo were run uniformly by the kuk Bosnabahn.

Benjámin Kállay was Reich Finance Minister from 1882 to 1903. His politics made a significant contribution to the economic upswing in Bosnia and Herzegovina.

On April 29, 1886, the BHStB opened the route from Doboj through the Sprečatal to the industrial town of Dolnj Tuzla and on to the salt pans near Simin Han. The branch line opened up the salt works, the ring kiln of Tuzla and the brown coal mines of Kreka. The construction costs of 1.3 billion guilders were covered by the surplus of the state income. This line was also operated by the Bosnabahn.

Financing of the railway construction

The use of the state or regional railway system was obvious , because the improvement of the traffic conditions was urgently needed and because of the low prospect of profit, private investors were not willing to invest. The Austro-Hungarian Monarchy, which was heavily indebted after two lost wars , was unable to finance the construction of the railway. The Reich Finance Minister József Szlávy found the solution when the country of Bosnia and Herzegovina received loans of around 3.8 million guilders from the common assets of the monarchy - a fund that arose from the Austro-Hungarian settlement . This is how the practice arose that Bosnia-Herzegovina received loans from the dual monarchy for infrastructure projects that had to be repaid within 60 years through tax surpluses .

Merger to form the Bosnian-Herzegovinian State Railways

1894 and 1895 were crisis years in the Danube Monarchy and in Bosnia no surpluses could be achieved from the railway operations to amortize the loans from the joint assets. With the law of 15 July 1895, the kuk Bosnabahn including Verbindungsbahn were Slavonski Brod - Bosanski Brod - although the latter continues to be of the MÁV were operated - Herzegovinian Bosnian-with the state railway by July 27, 1895 Herzegovinian Bosnian-to the state railway s (BHStB ) united. Now the Bosnatalbahn formed part of the network of the Bosnian-Herzegovinian State Railways. The BHStB accelerated the expansion of the Bosanski Brod – Zenica line, which was originally only a taxiway, which the Bosnabahn had already started. Curves with radii under 60 meters were stretched, bridges and the superstructure reinforced.

Narenta Railway

Bridge of the Narenta Railway over the Narenta south of Jablanica .

55 meter high fish belly bridge over the Luka Gorge.

With the construction of Narentabahn Sarajevo was Mostar , the largest city in Herzegovina, and the Narenta harbor Metković connected. First, the 42.4 kilometer stretch from Mostar to Metković was built and opened on June 14, 1885. The cost of this railway line of 1.7 million guilders was obtained with the help of a loan. The 134.7 kilometer section of the mountain railway from Mostar to Sarajevo overcame at an altitude of 876 m above sea level. M. the Ivanpass , which was crossed with a crest tunnel 648 meters long. The ramp sections on both sides of the Ivantunnel were overcome with the Abt rack and pinion system with a maximum gradient of 60 ‰. This section was also financed with a loan, the construction costs amounted to 8.3 million guilders. The Mostar-Sarajevo line was opened in three sections: Mostar – Ostrožac on August 22, 1888, Ostrožac– Konjic (Konjica) on November 10, 1889 and Konjic – Sarajevo on August 1, 1891.

Train over the Komar Pass

Jajce railway station

Passenger train with sliding locomotive on the rack ramp at the Komar saddle.

From 1893 to 1894 the BHStB opened the line from the Lašva branch station on the Bosna Railway via Travnik Lašvatal and further over the Komar saddle (Komar sedlo) into the Vrba valley to Donji Vakuf with branches to Jajce and Bugojno . The Abt rack system with a maximum gradient of 45 ‰ was used for the ascent and descent to the 1362 meter long Komar tunnel. This railway construction was financed by a loan of 7.3 million guilders. The route was primarily used to transport timber.

The Hungarian government prevented a continuation to Split because it feared competition with its Zagreb – Rijeka railway line . In addition to the Narentabahn, a second connection to the Adriatic was established via the private stone ice railway Jajce via Srnetica to Knin .

Dalmatian train

Passenger train with a leader locomotive on the Dalmatian Railway near Cavtat .

At Herceg Novi , the Dalmatian train offered a delightful view of the sea.

Because a large part of the traffic in the Austrian Kingdom of Dalmatia was covered by ship connections on the northern Adriatic coast, the Austro-Hungarian army command feared in the event of an attack by Italy that Dalmatia would have been cut off from Austria. The Bosna and Narentabahn established a land connection to Austria-Hungary from 1891.

The running parallel to the Dalmatian coast Dalmatiner- or Zelenika-web chain in Gabela from the Narentabahn, and proceeded in Karst about Hum to the border at Uskoplje and Dalmatian further at that Marine port Zelenika in the Bay of Kotor (Bay Cattaro). A wing route ran from Uskoplje to Gruž , the port of Dubrovnik. The branch line from Hum to the city of Trebinje served to supply the garrison on the Montenegrin border . The extremely hot temperatures in summer, the icy bora and torrential downpours in autumn and winter made the work extremely difficult. The construction costs of 11 million guilders were covered by taking out a loan. The company opened on 6/7. July 1901.

Bosnian Eastern Railway

Goods train traveling downhill on the Bosnian Eastern Railway near Bistrik

The Bosnian Eastern Railway was characterized by a spectacular route. Tunnels 7 and 6 towards Pale .

In 1900, Benjámin Kállay proposed the establishment of a standard-gauge mainline connection through Bosnia and the Sanjak to Novi Pazar to the Austrian and Hungarian governments . Because of the resistance of Hungary to participate in the financing of this connection, it was agreed to build the narrow-gauge Bosnian Eastern Railway from Sarajevo to Uvac on the Bosnian- Ottoman border and to Vardište on the Serbian border. In June 1902 the Bosnian-Herzegovinian administration was authorized to take out a loan of 37.5 million guilders for this railway construction.

The route of the Bosnian Eastern Railway rose from Sarajevo in the Miljackatal up to the watershed on the Jahorina , which was crossed under with an 850 meter long vertex tunnel at an altitude of 946 m above sea level. From there, the train followed the course of the Prača into the Drina valley . At the mouth of the Lim , the main line leading to the Ottoman border left the Drina valley and followed the Lim up to the border at Uvac. The wing stretch to the Serbian border ran from the mouth of the Limm to the Drina down to Višegrad and on to the border at Vardište .

For the construction of this mountain railway, over 100 tunnels and galleries, a large number of high retaining walls and numerous bridges had to be built. The narrow-gauge railway with the substructure for standard gauge had a maximum gradient of 18 ‰. In 1906 the Bosnian Eastern Railway was opened to traffic.

The name was changed to Bosnian-Herzegovinian State Railways

As a result of the annexation of Bosnia and Herzegovina on October 5, 1908 , the areas that had previously belonged to the Ottoman Empire under international law were also administered de jure jointly by both halves of the empire. In the course of the annexation, a constitution was passed and a state parliament was set up . At the request of Hungary, on December 2, 1908, the Bosnian-Herzegovinian State Railways were renamed to Bosnian-Herzegovinian State Railways (BHLB). The government in Budapest argued that there are only two states in the monarchy , Austria and Hungary.

Unrealized expansion plans and takeover of the kuk military railway

Archduke Ferdinand traveled with the BHLB to Sarajevo on June 25, 1914, here when disembarking in Bad Ilidže. He was murdered three days later in the Sarajevo attack .

At the turn of the century, the technical literature emphasized the cost advantages of the Bosnian gauge railways, some of which were gear-driven , and claimed that their performance was hardly inferior to the standard-gauge railways . In fact, the inadequate capacity of the Bosnian-Herzegovinian narrow-gauge railways became apparent as early as 1908 in the course of the annexation crisis and again in 1912/13 during the Balkan Wars .

The General Staff of the Austro-Hungarian Army drafted a military railway construction program in 1909, which included the construction of the standard gauge line Šamac – Sarajevo and the extension of the standard gauge Austro-Hungarian military railway Banjaluka – Dobrlin to Rama with a connection to the narrow - gauge Narentabahn . Financial problems, limited opportunities on the Austro-Hungarian capital market and ongoing disputes in the state parliament of Bosnia and Herzegovina prevented the realization of these or other expansion plans for the route network such as B. the Sandschakbahn with the long-term destination Thessaloniki . The change to the standard gauge was reserved for the Yugoslav State Railways (JDŽ / JŽ) after the Second World War.

Because the Bosnian-Herzegovinian state government demanded that the Austro-Hungarian military railway Banjaluka – Dobrlin be transferred to the property of the country, the standard-gauge military railway was ceded to the Bosnian-Herzegovinian state railways on July 1, 1915 in a law of March 6, 1913.

First World War

The Austro-Hungarian army command travels to Kotor on February 12, 1916 during the lunch break at Hum station

When the Serbian army began an attack on Sarajevo in September 1914, the Bosnian Eastern Railway was evacuated on September 18 and the 130 m long arched bridge over the Drina was blown up. After the reconquest of the Eastern Railway in November 1915, reconstruction began.

For warfare with mass armies at the beginning of the 20th century, rapid transports by rail were an important prerequisite. The aim of the operations against Serbia between August and December 1914 would have been a quick and decisive victory, which, however, was not achieved because of the limited capacity of the Bosnian-Herzegovinian narrow-gauge railways. The Austro-Hungarian troops suffered from a lack of food, warm clothing and ammunition. For supplies to the Serbian border, all transport goods had to be reloaded onto the narrow gauge in Bosanski Brod. A standard-gauge railway connection to the eastern and southern borders of Bosnia-Herzegovina would have been necessary for troop transports and supplies. Austria and Hungary thus fell victim to their long-term short-sighted railway policy.

The unsuccessful fighting of 1914 had exhausted the Serbian and Austro-Hungarian armies so that there were no further fighting for three quarters of years and the BLBH was largely freed from military traffic. The 1916 campaign in the direction of Montenegro again led to major transport problems. Because of the crop failure in autumn 1915, food supply became one of the main tasks of the BHLB. The lack of operational locomotives was decisive. The many damaged locomotives waiting for revision led to traffic restrictions , and many machines were close to the deadline . Thanks to the uniform track width of 760 mm, narrow-gauge locomotives from different parts of German Austria could be pulled together. In March 1916, after the conquest of Montenegro, military traffic declined and the delivery of mallet wet steam steam locomotives of the VIc7 series by Henschel led to further relaxation.

The increasing lack of cogwheel locomotives could not be solved . The overhaul backlog due to a lack of personnel and materials was two years and new cogwheel locomotives were not available. The hard years of war tore at the strength of the railway workers, led to an increasing number of accidents and a drought destroyed most of the harvest in 1917. As in other parts of the monarchy, the collapse of the system could no longer be averted. The existence of the BHLB also ended with the First World War.

Development after the collapse of Austria-Hungary

Since 2001, a section of the Sargan Railway has been operated as the Šarganska osmica museum railway .

After the collapse of the Habsburg monarchy , the BHLB became part of the railways of the Kingdom of Serbs, Croats and Slovenes (SHS). In 1929 it became the Jugoslovenske Državne Železnice (JDŽ, Yugoslav State Railways) and in 1954 the Jugoslovenske Železnice (JŽ, Yugoslavian Railways). The narrow-gauge trains or their steam locomotives were affectionately called "Ćiro" in the Yugoslav vernacular.

After the establishment of the Kingdom of Yugoslavia after the First World War, the narrow-gauge networks in Bosnia-Herzegovina and Serbia were connected to the Sargan Railway, creating a coherent narrow-gauge network. Through express trains ran from Belgrade via Sarajevo to Dubrovnik on a narrow track.

After the Second World War, the Yugoslav narrow-gauge railways were initially of great importance, but were no longer able to meet the needs of transport. In addition, the longer they suffered from competition from road traffic. The main lines of the narrow-gauge network were converted to standard gauge or re-routed (sections Šamac – Doboj and Sarajevo – Ploče ); operations on the secondary lines were discontinued in the 1960s and 1970s.

criticism

Although the narrow-gauge network in Bosnia and Herzegovina is described as a major technical achievement in some railway-technical publications, the effects are different from a historical point of view. Because expansion measures were not carried out around the turn of the century, the Bosnian-Herzegovinian narrow-gauge railways were not sufficient for Austria's transport needs during the first World War still those of the Yugoslav successor state.

Route network

Bosnian-Herzegovinian State Railways 1906–1908
Bosnian-Herzegovinian State Railways 1908–1915

Legend

by Slavonski Brod Bosanski Brod
Doboj					Gračanica
Usora Valley Railway					Karanovac
Žepče					Tuzla
Zenica					Simin Han
Jajce stone ice rink					Janjići
Donji Vakuf Komar					Travnik
Bugojno					Lašva
					Vareš
Podlugovi					Ivančići
Vogošća					Čevljanovići
					Vardište
Alipašin Most Sarajevo					Dobrun
Ilidža					Višegrad
Ilidža Banja					Jahorina Međeđa
Ivan					Uvac
Konjic (Konjica)
Ostrožac
Mostar					Zelenika
Gabela					Trebinje Glavska
					Hum Uskoplje
Metković					Gruž ( Dubrovnik )
Without intermediate stations and without connecting railways.

No.	Railway line	Route section	opening	comment	Operating length	Property length
1. a)	Bosna Railway	Bosanski Brod - Doboj - Žepče	April 22, 1879	built by kuk Bosnabahn (kkBB), taken over by BHStB on July 27, 1895	around 1912 185.8 km	around 1912 264.1 km
		Žepče - Zenica	June 8, 1879		around 1912 185.8 km
		Zenica - Lašva - Podlugovi - Vogošća - Sarajevo	Oct. 4, 1882		around 1912 78.3 km
b)	Montanbahn Vogošća - Čevljanovići		Jan. 26 1885	Operation for the account of the "Bosna Union" until 1895 by kkBB, then by BHStB	20.5 km
b)	continuation	Čevljanović - Ivančići	May 15, 1894		1.9 km
c)	Doboj - Karanovac - Tuzla - Simin Han		April 29, 1886	Property of BHStB, operated by kkBB until 1895	66.7 km	71.7 km
c)	Branch line	Karanovac - Gračanica	Jan 14 1898		5.0 km	71.7 km
d)	Podlugovi - Vareš cable car		Nov 1895	Operation for the account of the Vareš ironworks	22.5 km
2.	Narenta Railway	Mostar - Gabela - Metković	June 14, 1885		42.4 km	178.4 km
		Mostar - Ostrožac	22 Aug 1888		65.9 km
		Ostrožac - Konjic	Nov 10, 1889		13.0 km
		Sarajevo - Ilidža - Konjic	Aug 1, 1891	Cogwheel operation on the Pazarić - Konjic section	55.8 km
		Ilidža - Ilidža Banja	June 28, 1892	Branch line to Bad Ilidža	1.3 km
3.	Train over the Komar Pass	Lašva - Travnik	Aug 26, 1893		30.1 km	104.4 km
		Travnik - Donji Vakuf - Bugojno	Oct 14, 1894	Cogwheel operation on the Goleš - Oborci section	40.7 km
		Donji Vakuf - Jajce	May 1, 1895		33.6 km
4th	Dalmatian train	Gabela - Hum - Uskoplje	July 16, 1901		93.0 km	130.7 km
		Hum - Trebinje	July 17, 1901		16.7 km
		Uskoplje - Glavska	July 17, 1901		21.0 km
		Glavska - Zelenika	July 16, 1901	Property of the kkStB , operated by BHStB	53.4 km
		Uskoplje - Gruž ( Dubrovnik )	July 17, 1901	Property of the kkStB , operated by BHStB	16.5 km
5.	Bosnian Eastern Railway	Sarajevo - Most nad Drini - Uvac	4th July 1906		137.6 km	166.7 km
		Most nad Drini - Višegrad - Dobrun	4th July 1906		29.1 km
		Dobrun - Vardište	Aug 1, 1906		29.1 km
	Totally narrow gauge				1030.9 km	916.1 km
	The line of the standard gauge kuk military railway Banjaluka – Dobrlin (kukMB) came to the BHLB on July 1, 1915.

In addition, BHStB, like kkBB, operated the Sarajevo tram for the city's account.

Locomotives

In 1881 eight B + B double locomotives IIa2 were purchased from Krauss in Linz , which carried 120 tons of trailer load on a 13.6 ‰ gradient . Richard von Helmholtz , chief designer at the locomotive factory Krauss, developed together with Adolf Klose the series IIIA4 with internal cylinders, Klose-steering axles and Klose Supports Ender , reaching 50 km / h, an output of 200 hp developed. The Bosnabahn and the BHStB purchased 34 of these three-coupling machines between 1885 and 1996. The Vc6 five-coupler locomotive, also with a Klose steering axle and Klose support tender, which was procured on a trial basis, did not meet the expectations placed on it. Thereupon Krauss, Weitzer and MÁVAG delivered 45 support-tender compound locomotives of the IIIa5 series with three coupling axles and Klose steering axles. When the axle load was increased from 6 to 8 tons at the turn of the century, eleven more reinforced IIIa5s were delivered.

For the rack stretches over the Ivan- and later the Komarpass which provided locomotive factory Floridsdorf three series of Zahnradlokomotiven. The eight machines of the IIIb4 series, built in 1890 with the assistance of Roman Abt , had a Klose support tender and carried a trailer load of 60 tons at a speed of 8 km / h on a 60 ‰ gradient. From 1895 a stronger series IIIc5 701–721 also came into operation with a support tender , but with an enlarged boiler and supplies, which carried 80 to 90 tons to 60 ‰. The two Mallet locomotives of the series IIIc5 751–752 with a tender and an operating weight of 60 tons , acquired on a trial basis in 1906, did not prove themselves. From 1911 onwards, further class IIIc5 locomotives were delivered. In 1911, BHStB had the largest number of rack-and-pinion locomotives of all railways in the world.

Eight 1'B1 ' IIa4 locomotives with a tender were procured in 1894 to speed up passenger traffic . They were the first compound machines in Bosnia-Herzegovina at a time when hardly 20 compound locomotives were in operation in Austria. The machines had inner cylinders with external control and radially adjustable running axles , with the drive wheels of the coupling axles being without flanges . They reached a speed of 60 km / h. It was thanks to their efficiency that the speed of Bosnian express trains was not inferior to that on standard-gauge railways with similar inclines.

In the first years of the 20th century, technical progress overtook the complicated Klose construction. In particular, the development of the Krauss-Helmholtz steering frame in connection with laterally movable coupling axles made it possible to build steam locomotives that were coupled several times and at the same time with good arching. The products delivered by Krauss in Linz D1' composite locomotives IVA5 with two-axle Tender had a service weight of 50 tons and an output of 350 hp. With Schmidt superheaters, their performance increased to 400 hp. They carry a trailer load of 190 tons on the 18 ‰ steep Eastern Railway . The last of these machines was purchased from the Yugoslav State Railways JDŽ in 1949 . The 1'C1'- hot steam locomotives IIIb5 had a trailer load of 160 tons at a speed of 40 km / h on an incline of 10 ‰.

table

designation	BHStB no. until 1895	BHStB no. from 1895 BHLB no. from 1908 SHS no. from 1918	JDŽ no.	Construction year	Manufacturer	comment
IIa2	(from kkBB)	11-23, 25-26	173 -001-015	1881-1883	Krauss Linz	used as double locomotives
IIa2	(from kkBB)	24	-	1881-1883	Krauss Linz	used as double locomotives
IIa3	-	51-57	176 -001-007	1885-1889	Krauss Li + Mü
IIa4	(No. 101 from kkBB)	101-108	178 -001-006	1894-1896	Krauss Linz	Composite steam locomotive Klose steering axles
IIIa4	first 4 - 5 then 31 - 38 (partly from kkBB)	201-234	189 -001-033	1885-1896	Krauss Linz	Supporting Klose steering axles
IIIb4	41-48	601-608	195 -001-006	1890	Floridsdorf	gear
IIIa5	-	301-345	185 -001-041	1900-1901	Krauss Linz Weitzer	Composite steam locomotive supporting Klose steering axles
IIIa5	-	801-811	186 -001-011	1901-1904	Krauss Linz MÁVAG	Composite steam locomotive supporting Klose steering axles
IIIb5	-	151-173	73 -001-023	1907-1913	Krauss Linz MÁVAG	Superheated steam
IIIc5	701-721	701-734	97 -001-034	1894-1915	Floridsdorf	gear
IIIc5	-	735-739	97-035-038	1919	Floridsdorf	gear
IIIc5	-	751-752	196 -001-002	1906	Floridsdorf	Malletlok gear
IVa4	-	401-405	-	1900-1901	Krauss Linz	B'B't
IVa5	-	1001-1029	83 -124 - 152	1903-1908	Krauss Linz MÁVAG	(Wet steam)
		1101-1155	83-069-123	1909-1919	Krauss Linz MÁVAG	Superheated steam
		-	83-001-068	1923, 1929	MÁVAG Young
		-	83-153-182	1948-1949	Đuro Đaković
Vc6	61	501	191 -001	1893	Krauss Linz	Supporting Klose steering axles

The locomotives of the 1915 kuk military railway Banjaluka – Dobrlin are listed in the section Locomotives of the kuk military railway Banjaluka – Dobrlin of the article Railway line Banja Luka – Sunja .

swell

Keith Chester: The Narrow Gauge Railways of Bosnia-Hercegovina . Stenvalls, Malmö 2006, ISBN 91-7266-166-6 .
Victor von Röll : Encyclopedia of the Railway System. Bosnian-Herzegovinian Railways. Retrieved February 1, 2016 .
Karl Tindl: Section reports . Specialist group of machine engineers. Report on the meeting of January 31, 1911 with a lecture by Mr. Steffan about the development of locomotive types on the lines of the Bosnian-Herzegovinian state railways. In: Journal of the Austrian Association of Engineers and Architects. Year 1911, issue 22, pages 348–350 (digitized version 1865–1917 at TU Cottbus; PDF; 51.2 MB)

Werner Schiendl: The railways in Bosnia and Herzegovina 1867-1918 . Edition Bahn im Film, Vienna 2015, ISBN 978-3-9503096-5-2 .

Werner Schiendl, Franz Gemeinböck: The railways in Bosnia and Herzegovina 1918–2016 . Edition Bahn im Film, Vienna 2017, ISBN 978-3-9503096-7-6 . Cape. 4 The Bosnian and Serbian narrow-gauge locomotives before 1918, pp. 57–77

References and comments

↑ ^a ^b ^c until 1918 also Bosnian Brod

↑ Because the Austrian and Hungarian politicians could not agree on which of the two states Bosnia and Herzegovina should join, the administration was transferred to the joint Austro-Hungarian Ministry of Finance . Bills of the state parliament required the approval of the governments of Austria and Hungary and the Austro-Hungarian monarch.

↑ Martin Smoliner: Political Aspects of Railway Construction in Southeastern Europe before 1914. Master's thesis at the Karl-Franzens-Universität Graz. April 2015, p. 91 , accessed November 1, 2016 .

↑ Dževad Juzbasic: Railway construction in Bosnia and Herzegovina and the economic differences between Austria and Hungary. In: Railway construction and capital interests in the relations of the Austrian with the South Slavic countries. Publishing house of the Austrian Academy of Sciences, Vienna 1993, p. 148ff.

^ Alfred Horn: The railways in Bosnia and Herzegovina. Special issue of the railway. Ployer, Vienna 1964, p. 15

^ Austrian State Archives, Finance and Court Chamber Archives, Presidium of the Finance Ministry, Zl. 1709 and 3745 / FM / 1880

↑ Reichsgesetzblatt No. 106. ( ALEX - Historical legal and legal texts online )

↑ Figures from von Röll, JR von Wenusch ( The railways of Dalmatia, Bosnia and Herzogewina. (Digitalisat at TU Cottbus, PDF; 33.1 MB) In: Journal of the Austrian Association of Engineers and Architects . Year 1903, Issue 36 , page 491ff., accessed 1 March 2016, . ) called a length of 1340 meters.

↑ ^a ^b ^c ^d Helga Berdan: Austria-Hungary's power politics and railway construction in Bosnia-Herzegovina 1872 - 1914. (PDF; 8.3 MB) Diploma thesis at the University of Vienna , accessed on March 1, 2016 .

↑ ^a ^b ^c to 1918 Gravosa

↑ ^a ^b ^c to 1918 Ragusa

↑ JR von Wenusch: The railways of Dalmatia, Bosnia and Herzogewina. (Digitized at TU Cottbus, PDF; 33.1 MB) In: Journal of the Austrian Association of Engineers and Architects . Year 1903, issue 36, page 491ff., Accessed on March 1, 2016 .

^ The Bosnabahn In: Schweizerische Bauzeitung . Volume 15 (1890), Issue 17 (archived in E-Periodica.ch of the ETH-Bibliothek , PDF; 2.8 MB)

^ Rudolf Hauptner, With body and life for the emperor, in: Militaria Austriaca , volume 14. Vienna, 1993. p. 45

↑ On the Bosnian trail! In: The Press Courier. Retrieved March 1, 2016 .

^ Alfred Horn: The railways in Bosnia and Herzegovina. Special issue of the railway. Ployer, Vienna 1964, p. 8

^ Anton Wagner, The First World War . Vienna, 1993. p. 41

↑ Werner Schiendl : The railways in Bosnia and Herzegovina 1867-1918, p. 404

↑ originally 189.7 km

↑ originally 78.6 km

↑ According to the kilometrage of the JŽ; von Röll apparently counted the Međeđa - Most nad Drini section twice.

↑ ^a ^b Karl Tindl: Section reports. Specialist group of machine engineers, page 349

Web links

Commons : Bosnian-Herzegovinian State Railways - collection of images, videos and audio files

[BB-1] until 1918 also Bosnian Brod

[2] Because the Austrian and Hungarian politicians could not agree on which of the two states Bosnia and Herzegovina should join, the administration was transferred to the joint Austro-Hungarian Ministry of Finance . Bills of the state parliament required the approval of the governments of Austria and Hungary and the Austro-Hungarian monarch.