Recent from talks
Royal Saxon State Railways
Knowledge base stats:
Talk channels stats:
Members stats:
Royal Saxon State Railways
The Royal Saxon State Railways (German: Königlich Sächsische Staatseisenbahnen) were the state-owned railways operating in the Kingdom of Saxony from 1869 to 1918. From 1918 until their merger into the Deutsche Reichsbahn the title 'Royal' was dropped and they were just called the Saxon State Railways (Sächsische Staatseisenbahnen).
After the completion of the privately financed Leipzig–Dresden railway in 1839, the Saxon parliament also began to get involved in railway construction. Early on it was recognised that railway lines to Bavaria, Bohemia and Silesia were needed and that there ought to be a route running north-to-south through the kingdom. The funding of this plan lay in the hands of privately financed railway committees. The state, however, saw itself arranging for the corresponding political and legal hurdles to be cleared. On 14 January 1841 a treaty was agreed with the Kingdom of Bavaria and the Duchy of Saxony-Altenburg for the construction of a railway route between Leipzig and Hof. On 22 June 1841, the Saxon-Bavarian Railway Company was founded and on 19 September 1842 railway services between Leipzig and Altenburg station were opened. Because the construction costs exceeded the planned limits, the state had to jump in and honour its previously made promise to complete the construction at the national expense. On 1 April 1847 the railway line, which was finished as far as Reichenbach im Vogtland was transferred to state ownership.
At the same time the Royal Saxon-Bavarian State Railway Division (Königlichen Direction der Sächsisch-Bayerischen Staatseisenbahn) in Leipzig began work. Specific regulations were laid down by the state parliament. The board of directors was accordingly given the appropriate powers and was assigned directly to a state ministry. The payroll of the officials was to be approved by the state parliament and railway fares by the provincial legislature. In addition to funding for the construction of the line, in particular the Göltzsch Viaduct and Elster Viaduct, agreements had to be reached with Saxony-Altenburg and Bavaria over owning and operating relationships. On 15 July 1851, the line to Hof (Saale) was completed.
Because no suitable private company had been found to build the Saxony-Bohemian Railway from Dresden to Bodenbach, the state took over this task itself. On the opening of the section from Dresden to Pirna on 1 August 1848, Saxony had its second state railway line, for which the 'Royal Division for the Construction and Operation of the Saxony-Bohemia Railway' (Königliche Direction für Bau und Betrieb der Sächsisch-Böhmischen Staatseisenbahn) was established, with a head office in Dresden.
On 24 July 1843 a treaty was concluded with the Kingdom of Prussia for the construction of a railway route from Dresden via Bautzen to the Prussia towns of Görlitz and Bunzlau. That made it possible to put in the important link to Breslau.
On 1 September 1847, the 102 km long route from Dresden to Görlitz was opened by the Saxon-Silesian Railway (Sächsisch-Schlesische Eisenbahn), a private company that had formed with state support. On 31 January 1851 this company was transferred to state ownership. At the same time the running powers of the private Löbau-Zittau Railway Company (Löbau-Zittauer Eisenbahn-Gesellschaft) were taken over. By combining the management of the two lines radiating from Dresden savings were supposed to be made. Thus, the 'Royal Division of Saxon-Bohemian and Saxon-Silesian State Railways in Dresden (Königliche Direction der Sächsisch-Böhmischen und Sächsisch-Schlesischen Staatseisenbahnen in Dresden) was formed, which on 14 December 1852 was thankfully renamed to the rather more succinct 'Royal Dresden State Railway Division' (Königliche Staatseisenbahn-Direction zu Dresden).
On 1 October 1853 the 'Royal Chemnitz-Riesa State Railway Division' (Königliche Direktion der Chemnitzer-Riesaer Staatseisenbahn) was established. It had the task of completing the construction of the Riesa–Chemnitz railway and running the line subsequently. This had been necessary, after the private firm, the Chemnitz-Riesa Railway Company, had gone bankrupt due to the cost of structures needed between Waldheim und Döbeln.
Unlike Prussia, Saxony never issued a railway law. This meant that every railway proposal had to be agreed in the state parliament. In spite of the negative experiences of the past, the next ten years saw an increase in the construction of state railways. The work was not without problems, due to geographical difficulties. The extension of the route between Chemnitz and Riesa as well as the line from Freiberg to Tharandt were technically challenging and correspondingly expensive.
Hub AI
Royal Saxon State Railways AI simulator
(@Royal Saxon State Railways_simulator)
Royal Saxon State Railways
The Royal Saxon State Railways (German: Königlich Sächsische Staatseisenbahnen) were the state-owned railways operating in the Kingdom of Saxony from 1869 to 1918. From 1918 until their merger into the Deutsche Reichsbahn the title 'Royal' was dropped and they were just called the Saxon State Railways (Sächsische Staatseisenbahnen).
After the completion of the privately financed Leipzig–Dresden railway in 1839, the Saxon parliament also began to get involved in railway construction. Early on it was recognised that railway lines to Bavaria, Bohemia and Silesia were needed and that there ought to be a route running north-to-south through the kingdom. The funding of this plan lay in the hands of privately financed railway committees. The state, however, saw itself arranging for the corresponding political and legal hurdles to be cleared. On 14 January 1841 a treaty was agreed with the Kingdom of Bavaria and the Duchy of Saxony-Altenburg for the construction of a railway route between Leipzig and Hof. On 22 June 1841, the Saxon-Bavarian Railway Company was founded and on 19 September 1842 railway services between Leipzig and Altenburg station were opened. Because the construction costs exceeded the planned limits, the state had to jump in and honour its previously made promise to complete the construction at the national expense. On 1 April 1847 the railway line, which was finished as far as Reichenbach im Vogtland was transferred to state ownership.
At the same time the Royal Saxon-Bavarian State Railway Division (Königlichen Direction der Sächsisch-Bayerischen Staatseisenbahn) in Leipzig began work. Specific regulations were laid down by the state parliament. The board of directors was accordingly given the appropriate powers and was assigned directly to a state ministry. The payroll of the officials was to be approved by the state parliament and railway fares by the provincial legislature. In addition to funding for the construction of the line, in particular the Göltzsch Viaduct and Elster Viaduct, agreements had to be reached with Saxony-Altenburg and Bavaria over owning and operating relationships. On 15 July 1851, the line to Hof (Saale) was completed.
Because no suitable private company had been found to build the Saxony-Bohemian Railway from Dresden to Bodenbach, the state took over this task itself. On the opening of the section from Dresden to Pirna on 1 August 1848, Saxony had its second state railway line, for which the 'Royal Division for the Construction and Operation of the Saxony-Bohemia Railway' (Königliche Direction für Bau und Betrieb der Sächsisch-Böhmischen Staatseisenbahn) was established, with a head office in Dresden.
On 24 July 1843 a treaty was concluded with the Kingdom of Prussia for the construction of a railway route from Dresden via Bautzen to the Prussia towns of Görlitz and Bunzlau. That made it possible to put in the important link to Breslau.
On 1 September 1847, the 102 km long route from Dresden to Görlitz was opened by the Saxon-Silesian Railway (Sächsisch-Schlesische Eisenbahn), a private company that had formed with state support. On 31 January 1851 this company was transferred to state ownership. At the same time the running powers of the private Löbau-Zittau Railway Company (Löbau-Zittauer Eisenbahn-Gesellschaft) were taken over. By combining the management of the two lines radiating from Dresden savings were supposed to be made. Thus, the 'Royal Division of Saxon-Bohemian and Saxon-Silesian State Railways in Dresden (Königliche Direction der Sächsisch-Böhmischen und Sächsisch-Schlesischen Staatseisenbahnen in Dresden) was formed, which on 14 December 1852 was thankfully renamed to the rather more succinct 'Royal Dresden State Railway Division' (Königliche Staatseisenbahn-Direction zu Dresden).
On 1 October 1853 the 'Royal Chemnitz-Riesa State Railway Division' (Königliche Direktion der Chemnitzer-Riesaer Staatseisenbahn) was established. It had the task of completing the construction of the Riesa–Chemnitz railway and running the line subsequently. This had been necessary, after the private firm, the Chemnitz-Riesa Railway Company, had gone bankrupt due to the cost of structures needed between Waldheim und Döbeln.
Unlike Prussia, Saxony never issued a railway law. This meant that every railway proposal had to be agreed in the state parliament. In spite of the negative experiences of the past, the next ten years saw an increase in the construction of state railways. The work was not without problems, due to geographical difficulties. The extension of the route between Chemnitz and Riesa as well as the line from Freiberg to Tharandt were technically challenging and correspondingly expensive.
Recent media