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U radu autor na temelju arhivskih izvora analizira proces likvidacije Dioničarskoga društva Lonjskopoljske željeznice te podržavljenje pruga u njegovu vlasništvu nakon završetka Prvoga svjetskog rata. Poslije raspada Austro-Ugarske Monarhije sjedište Dioničarskoga društva premješta se iz Budimpešte u Zagreb. Pruge Društva bile su Dugo Selo – Novska i Banova Jaruga – Pakrac. Stvaranjem Države Slovenaca, Hrvata i Srba potpale su pod nadležnost novoosnovanoga Generalnog ravnateljstva željeznica Države Slovenaca, Hrvata i Srba u Zagrebu, a stvaranjem Kraljevstva Srba, Hrvata i Slovenaca pod nadležnost novoosnovane Direkcije državnih željeznica Zagreb. Poslije dugogodišnjih pregovora Kraljevina Jugoslavija zaključila je 7. veljače 1931. sporazum o otkupu s grupom od 24 mađarska dioničarska društva vicinalnih željeznica, udruženih u koncern „Pruga d.d.” sa sjedištem u Zagrebu. Među njima je bila i Lonjskopoljska vicinalna željeznica. Time je i prestao razlog njezina postojanja. Na temelju navedenog Kraljevski sudbeni stol kao trgovački sud u Zagrebu upisao je 6. lipnja 1932. u svoj trgovački registar likvidaciju Dioničarskoga društva Lonjskopoljske željeznice. Kada je uslijed dovršene likvidacije Društvo prestalo s radom, Okružni sud u Zagrebu kao trgovački sud brisao ga je 12. travnja 1933. iz svojega trgovačkog registra. Država je uknjižila pravo vlasništva nad nekretninama Lonjskopoljske vicinalne željeznice tek 1936., a kompletna regulacija imovinsko-pravnih odnosa na nekretninama Lonjskopoljske željeznice završila je tek 1951., Using archival sources, the author of this paper analyses the liquidation process of the Lonjsko Polje Railways joint-stock company and the nationalisation of the railways owned by it after the end of World War I from the aspect of institutional history. The mentioned company was founded on 15 June 1896, and was based in Budapest. The railways owned by the company, Dugo Selo–Novska and Banova Jaruga–Pakrac, were opened for traffic on 29 November 1897. They linked the rich Moslavina with Zagreb, and also served to help relieve the congested and longer Zagreb–Sisak–Novska line. In the Austro-Hungarian Monarchy, the railways of the Lonjsko Polje Railways company were under the jurisdiction of the Management of the Royal Hungarian State Railways in Zagreb. After the end of World War I and the collapse of the Monarchy, the seat of the joint-stock company was transferred from Budapest to Zagreb. After the creation of the State of Slovenes, Croats and Serbs, they came under the jurisdiction of the newly established General Railways Directorate of the State of Slovenes, Croats and Serbs in Zagreb, and then, after the Kingdom of Serbs, Croats and Slovenes was established, under that of the State Railways Directorate in Zagreb. The Lonjsko Polje Railways were sequestered, and the Management Board of the vicinal railways in Zagreb took temporary control of the company in 1920. The sequester was removed, under certain conditions, by the Sequestration Department of the Ministry of Justice on 25 April 1923. After these conditions were met, the company’s assets were returned on 1 October 1923. Following an agreement on 7 February 1931, the state repurchased the railways of the mentioned company, thereby removing the reason for its existence. The Lonjsko Polje Railways joint-stock company entered the liquidation process on 6 June 1932, which ended on 12 April 1933. In 1936, the Lonjsko Polje vicinal railway became state property, but the proprietary relations regarding the Lonjsko Polje Railways were completely resolved only in 1951. From the traffic and commercial standpoint of the Kingdom of Serbs, Croats and Slovenes/Yugoslavia state railways, the Dugo Selo–Novska railway had an exceptional importance because, as in the Austro-Hungarian Monarchy, it was primarily used to relieve the congested Novska–Sisak–Zagreb railway. Both railways were located on the Zagreb–Belgrade route, which was the most important railway route in the country. A double track was built on a part of the Belgrade–Novska railway, while two single-track, but parallel railways led from Novska to Zagreb (Novska–Dugo Selo–Zagreb and Novska–Sisak–Zagreb). In this way, a double railway covering the entire distance from Belgrade to Zagreb was built. Although the Novska–Dugo Selo–Zagreb railway was shorter than the Novska–Sisak–Zagreb railway, its main disadvantage was that it was built as a local railway and was therefore not intended for higher loads or a large amount of traffic. After the railway was reconstructed, it was categorised as a railway of primary importance.

In the paper the author outlines from the aspect of the history of institutions the structure and the activity of the The Lonjsko Polje Railway Stock Company during the Austro-Hungarian Monarchy. Like the majority of other vicinal railways, the company had its headquarters in Budapest. The stock company was founded on 15 June 1896. The stock company’s tasks were performed by: the stockholders’ general assembly, headquarters and the inspecting committee. The company’s railway lines were: Dugo Selo-Novska and Banova Jaruga-Pakrac. They were put into traffic on 29 November 1897. These private railway lines were exploited i.e. administrated by the state. During the Austro-Hungarian Monarchy the company’s railway lines came under the jurisdiction of the Traffic Administration of the Royal Hungarian State Railways in Zagreb. The Novska-Dugo Selo-Zagreb railway track was approximately 12.5 km shorter than Novska-Sisak-Zagreb, whose Sisak-Zagreb-Savski Marof (Zidani Most) branch was owned by the Southern Railway Society, the biggest and the most powerful railway stock company in the Monarchy. That by default made them competitors. During its construction it was decided to create a transit railway line from the former for the transitional traffic to the detriment of the Southern Railways. By analysing the published information on the business activity of the Lonjsko Polje Railway in the Austro-Hungarian Monarchy and by comparing it with other Croatian-Slavonian vicinal railways, bearing in mind its stock capital of 9.940,000 krone and its operating in the black, it can be concluded that the stock company was a respectable and successful private vicinal railway.

In this paper the authors outline the role of the Ruma–Vrdnik Local Railway Stock Company in the construction and exploitation of the Ruma–Vrdnik railway line and the mine in Vrdnik. The stock company was founded in 1889 in Zagreb. The Ruma–Vrdnik railway line was open for trafϐic on 4 July 1889. It was built for the purpose of exploiting the mine in Vrdnik. Both the mine and the railway line were owned by the Pongratz family. In 1907, after they were sold to the state, the reason for the existence of the railway stock company ceased to exist and it entered a liquidation process. After the brown coal mine terminated its production, the entire trafϐic on the Ruma–Vrdnik railway line was discontinued in the 1970s.

The Danube-Sava Vicinal Railway Stock company was founded in 1912 with headquarters in Budapest. The company constructed and owned the following railway lines: Vukovar-Ilača and Šid-Sremska Rača- Sava. The above-mentioned private lines were exploited by the state. The referred railway, as well as all vicinal (local) railways, was constructed only for economic interests i.e. to meet the economic and traffic needs of the areas it was passing through. After the collapse of the Austro-Hungarian Empire, the company's headquarters moved from Budapest to Zagreb. Shortly after the establishment of the Kingdom of Serbs, Croats, and Slovens/Yugoslavia, the railway lines were exploited by the Directorate of State Railways in Zagreb whereas after 1921 the railways lines came under jurisdiction of the Directorate of State Railways in Belgrade. Taking into account the interests of national economy in order to compensate the damage caused by the war, the Kingdom put under special supervision and sequester all companies that belonged to subjects of the enemy states. Due to the fact that Hungary, part of former Austro-Hungarian Monarchy, was accounted as the enemy state, the Kingdom first put under temporary state jurisdiction those vicinal railways stock companies which had its headquarters in Budapest. After that the railways which were on the territory of Yugoslavia had been repurchased and liquidated. Thus, according to the agreement signed on February 7, 1931 the Kingdom redeemed the Danube-Sava Vicinal Railways so there was no purpose for the company to exist. The company went into liquidation in 1932 and it ended on April 12, 1933.

In this paper the author analyzes the organizing, activity and liquidation of the Ruma–Klenak Vicinal Railway Stock Company from 1901, when the company was founded, through 1933, when its liquidation was completed. During the Austro-Hungarian Monarchy, the railway line was under the jurisdiction of the Business Administration in Segedin i.e. Pecs and in the Kingdom of Serbs, Croats and Slovenes/Yugoslavia it came under the jurisdiction of the Regional Board of State Railways in Belgrade. Based on the agreement of 7 February 1931, the state bought off the railway lines of the Ruma–Klenak Vicinal Railway Stock Company and hence it ceased to exist. In 1932 the company entered the process of liquidation, which ended on 12 April 1933.