Barcs-Pakrac railway
The construction of Hungarian railways was determined by the Act XXXI of 1880, which defined the possibilities for the construction of railways of local interest. This required simpler (ministerial) approval and less technical content from the builders than for main lines. The Act gave a major boost to the construction of railways of local interest, which were expected to have lower traffic volumes. It was also significant that the builders did not have to operate the lines of the HÉV, which could be transferred to other railway companies. Most of the HÉVs were operated by MÁV, but there were some railways operated by other, larger private railways. The Barcs-Pakrác line was also built as a railway of local interest between 1884 and 1885, and as the line was connected to the Southern Railway network, the operation was run by the Southern Railway.
The railways not only brought in local goods, mainly timber and wood products, but also tourism, as the area was also a centre of spa tourism.
For the construction of the railway, a separate joint stock company was formed with a capital of HUF 11 million, of which 5 were ordinary shares and 6 million were preference shares. As mentioned above, the plant was maintained by the Southern Railway, and profitability was guaranteed up to HUF 300 000 per year.
The total length of the line was 128 kilometres, its main direction was Barcs-Veroèce-Daruvar-Pakrác, to which two branch lines were connected, one branching off towards Szuhopolje-Szlatina and the other towards Bastia-Zdence. The line crossed several watersheds, had many notches and large embankments, and crossed the Drava with a multi-span iron bridge.
After the Treaty of Trianon, which ended the First World War, the railway was partly in Hungary and partly (122 km) in Yugoslavia (Kingdom of Serbs, Croats and Slovenes). The ownership of the line remained unchanged, despite the fact that most of the line was transferred to another country, the joint-stock company remained as a separate company and its headquarters were still in Budapest.
The operation of the line was taken over from the Southern Railway by the Yugoslav State Railways in 1924 and the plant was profitable, but the Yugoslav Railways and the management of the Barcs-Pakrac Railway did not always pay dividends on the preference shares, so in 1929-1930, for example, the shareholders considered a lawsuit.
Article 304 of the Treaty of Trianon stated that "In order to ensure the operation of the railway networks licensed to private companies of the former Austro-Hungarian Monarchy which, under the provisions of the present Treaty, would be situated in the territory of several States, the administrative and technical reorganisation of these networks shall be governed, for each of them, by an agreement to be concluded between the licensed company and the States interested in their territory. Disputes which cannot be settled, including questions of interpretation of contracts for the redemption of lines, shall be referred to arbitrators appointed by the Council of the League of Nations."
Mivel a vasútnak és az utódállamoknak az üzemeltetés kérdésében nem sikerült megegyezni, ezért 1932-ben a részvénytársaság petícióval fordult a Népszövetség felé, és a döntés végül 1934-ben született meg. A magyar állammal szembeni kárigényt elutasították, azonban a Jugoszláviával szembenit jogosnak találták. A döntés eredményeként 1923. január 1-től 1934 végéig terjedő időre vonatkozó kártalanítást részletekben kellett fizetnie a jugoszláv államnak, összesen 41 éven át évi 175 000 aranyfrankot. Az 1935-ös évtől kezdve a vasút használatáért a bruttó bevételek 22,5 százalékát kellett a társaságnak megkapnia, és a döntőbíró a szolgáltatás minimális összegét is megszabta, mégpedig 218 000 arany frankban.
In the late 1930s, the company began negotiations with the Yugoslav State Railways and MÁV to sell the railway. An agreement with the Yugoslav Railways was finally reached in late 1940, but in the meantime Yugoslavia broke up and the railway was eventually bought by the independent Croatian state for, according to press reports, 17 million kunas. The Hungarian section was also finally sold to MÁV in 1941.
Ezután a részvénytársaság rendkívüli közgyűlést hívott össze, és 1943. október 29-én kimondták a társaság felszámolását. A likvidációs megváltási összeget 1 551 701 pengőben állapították meg, amiből minden részvényre 37,30 pengő részesedés jutott, amit Zágrábban részvényenként 450 kunával fizettek ki.
Sources
- The great lexicon of Pallas, volume 2: Arafele-Békalen (1893)
- Hungarian Railway History 2 1996
- 1921/XXXIII of 1921 on the ratification of the Treaty of Trianon, concluded on the 4th day of June 1920, with the United States of North America, the British Empire, France, Italy and Japan, and with Belgium, China, Cuba, Greece, Nicaragua, Panama, Poland, Portugal, Romania, the Serbo-Croatian-Slovenian State, Siam and Czechoslovakia
Date of foundation: 1884
Date of cessation: 1942
Founders: Henrik Benies
Securities issued:
| Barcs-Pakrac railway priority share. |
Decisive leaders:
1884-1917 | Knight of Bardanyi Miksa Brám |
1918-1937 | Dr. Gusztáv Fall |
1938-1942 | Amedeo Gianini |
Main activity: rail transport
Main products are not set
Seats are not configured
Locations are not set
Main milestones are not set
Author: by Dr. Márton Pelles
Date of foundation: 1884
Founders: Henrik Benies
Decisive leaders:
1884-1917 | Knight of Bardanyi Miksa Brám |
1918-1937 | Dr. Gusztáv Fall |
1938-1942 | Amedeo Gianini |
Main activity: rail transport
Main products are not set
Seats are not configured
Locations are not set
Main milestones are not set
Author: by Dr. Márton Pelles
Barcs-Pakrac railway
The construction of Hungarian railways was determined by the Act XXXI of 1880, which defined the possibilities for the construction of railways of local interest. This required simpler (ministerial) approval and less technical content from the builders than for main lines. The Act gave a major boost to the construction of railways of local interest, which were expected to have lower traffic volumes. It was also significant that the builders did not have to operate the lines of the HÉV, which could be transferred to other railway companies. Most of the HÉVs were operated by MÁV, but there were some railways operated by other, larger private railways. The Barcs-Pakrác line was also built as a railway of local interest between 1884 and 1885, and as the line was connected to the Southern Railway network, the operation was run by the Southern Railway.
The railways not only brought in local goods, mainly timber and wood products, but also tourism, as the area was also a centre of spa tourism.
For the construction of the railway, a separate joint stock company was formed with a capital of HUF 11 million, of which 5 were ordinary shares and 6 million were preference shares. As mentioned above, the plant was maintained by the Southern Railway, and profitability was guaranteed up to HUF 300 000 per year.
The total length of the line was 128 kilometres, its main direction was Barcs-Veroèce-Daruvar-Pakrác, to which two branch lines were connected, one branching off towards Szuhopolje-Szlatina and the other towards Bastia-Zdence. The line crossed several watersheds, had many notches and large embankments, and crossed the Drava with a multi-span iron bridge.
After the Treaty of Trianon, which ended the First World War, the railway was partly in Hungary and partly (122 km) in Yugoslavia (Kingdom of Serbs, Croats and Slovenes). The ownership of the line remained unchanged, despite the fact that most of the line was transferred to another country, the joint-stock company remained as a separate company and its headquarters were still in Budapest.
The operation of the line was taken over from the Southern Railway by the Yugoslav State Railways in 1924 and the plant was profitable, but the Yugoslav Railways and the management of the Barcs-Pakrac Railway did not always pay dividends on the preference shares, so in 1929-1930, for example, the shareholders considered a lawsuit.
Article 304 of the Treaty of Trianon stated that "In order to ensure the operation of the railway networks licensed to private companies of the former Austro-Hungarian Monarchy which, under the provisions of the present Treaty, would be situated in the territory of several States, the administrative and technical reorganisation of these networks shall be governed, for each of them, by an agreement to be concluded between the licensed company and the States interested in their territory. Disputes which cannot be settled, including questions of interpretation of contracts for the redemption of lines, shall be referred to arbitrators appointed by the Council of the League of Nations."
Mivel a vasútnak és az utódállamoknak az üzemeltetés kérdésében nem sikerült megegyezni, ezért 1932-ben a részvénytársaság petícióval fordult a Népszövetség felé, és a döntés végül 1934-ben született meg. A magyar állammal szembeni kárigényt elutasították, azonban a Jugoszláviával szembenit jogosnak találták. A döntés eredményeként 1923. január 1-től 1934 végéig terjedő időre vonatkozó kártalanítást részletekben kellett fizetnie a jugoszláv államnak, összesen 41 éven át évi 175 000 aranyfrankot. Az 1935-ös évtől kezdve a vasút használatáért a bruttó bevételek 22,5 százalékát kellett a társaságnak megkapnia, és a döntőbíró a szolgáltatás minimális összegét is megszabta, mégpedig 218 000 arany frankban.
In the late 1930s, the company began negotiations with the Yugoslav State Railways and MÁV to sell the railway. An agreement with the Yugoslav Railways was finally reached in late 1940, but in the meantime Yugoslavia broke up and the railway was eventually bought by the independent Croatian state for, according to press reports, 17 million kunas. The Hungarian section was also finally sold to MÁV in 1941.
Ezután a részvénytársaság rendkívüli közgyűlést hívott össze, és 1943. október 29-én kimondták a társaság felszámolását. A likvidációs megváltási összeget 1 551 701 pengőben állapították meg, amiből minden részvényre 37,30 pengő részesedés jutott, amit Zágrábban részvényenként 450 kunával fizettek ki.
Sources
- The great lexicon of Pallas, volume 2: Arafele-Békalen (1893)
- Hungarian Railway History 2 1996
- 1921/XXXIII of 1921 on the ratification of the Treaty of Trianon, concluded on the 4th day of June 1920, with the United States of North America, the British Empire, France, Italy and Japan, and with Belgium, China, Cuba, Greece, Nicaragua, Panama, Poland, Portugal, Romania, the Serbo-Croatian-Slovenian State, Siam and Czechoslovakia