Société du Chemin de Fer Ottoman Jonction Salonique-Constantinople
| Société du Chemin de Fer Ottoman Jonction Salonique-Constantinople | |
|---|---|
| legal form | Railway company under Ottoman law |
| founding | 1892 |
| resolution | 1920 |
| Reason for dissolution | Takeover of the assets by the state railways of Greece and Bulgaria |
| Seat | Paris |
| Branch | transport |
The Société du Chemin de Fer Ottoman Jonction Salonique-Constantinople (JSC), loosely translated as the Ottoman Railway Company for the connection Saloniki-Constantinople , built and operated a railway between Thessaloniki and Alexandroupolis ( Dedeagatsch until 1920 ).
founding
The railway company was founded in 1892 under Ottoman law with its headquarters in Paris and the aim of building and operating a railway line between Thessaloniki and Alexandroupolis . At the time, the connection led through exclusively Ottoman territory and was of strategic importance for the Ottoman Empire . Alexandroupoli / Dedeagatsch was from Istanbul ago already since 1873 from a distance of Chemins de fer Orientaux connected (CO) to the railway network, which in Pythio , turn to the railroad İstanbul Sirkeci-Svilengrad joined. Thessaloniki (at that time: Saloniki ) had already had a railway connection through the CO since 1872 and in 1888 continuous traffic to Constantinople was possible. But that led over Serbian and Bulgarian territory.
Further development
The concession (in the form of a Ferman ) for the Thessaloniki – Alexandroupoli railway dates from September 10, 1892 and was substantiated by a contract between the concessionaire dated October 8, 1892 and an accompanying specification sheet . Planning and construction were carried out to a large extent under military conditions, the same applied to operation. In return, the company received an income guarantee from the state of 15,000 francs per kilometer and year. Construction began in 1893, most of the sections opened between 1894 and 1895, and construction was fully completed in 1896.
The company was obliged to purchase and maintain at least 818 cars. This included 90 passenger cars of the three classes , 30 baggage cars , 528 boxcars and 200 gondolas. The freight cars had to be able to transport troops, horses and cattle, weapons and other war material.
The End
As a result of the Balkan Wars , the Ottoman Empire lost Macedonia to Greece and Thrace to Bulgaria in 1913. The income guarantee and thus the economic basis of the Société du Chemin de Fer Ottoman Jonction Salonique-Constantinople for the route was also canceled . Bulgaria integrated the part of the line that had fallen to it into the Bulgarian State Railways in 1915 , while the now Greek section was initially continued to be operated by JSC.
During the First World War , the line was operated by a British-French military regime, which handed the line over to Greece on July 1, 1920. In the same year, the JSC was dissolved.
literature
- George Young: Corps de droit ottoman; recueil des codes, lois, règlements, ordonnances et actes les plus importants du droit intérieur, et d'études sur le droit coutumier de l'Empire ottoman . Volume 4. Clarendon Press, Oxford 1906.
Remarks
- ↑ With the current name: Thessaloniki – İstanbul.
- ↑ Macedonia was ceded to Greece only after the Balkan Wars, Thrace came to Greece in 1919.
Individual evidence
- ↑ Young, pp. 103f.
- ^ Concession of October 8, 1892 (in French ). In: Young, pp. 104-108.
- ↑ Specifications . In: Young, pp. 108-113.
- ^ Chemin de Fer Ottoman Jonction Salonique-Constantinople (JSC). In: Les entreprises coloniales françaises. April 1, 2017, accessed July 6, 2018 (French).
- ↑ Turkish Railways - III. Salonik-Dedeagadsch . In: Victor von Röll : Encyclopedia of the Railway System . 2nd edition, 10 volumes. Urban & Schwarzenberg, Berlin / Vienna 1912-1923, Volume 9, pp. 373ff (379).
- ↑ Emmanuel Pénicaut: Les rails de la discorde. Politique française et rivalités internationales sur les chemins de fer de l'armée d'Orient (1915-1933) . In: Revue d'histoire des chemins de fer . No. 40 , 2011.