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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.

U radu autor s aspekta povijesti institucija obrađuje ustroj i djelovanje Dioničarskog društva dunavsko-savske vicinalne željeznice u periodu Austro-Ugarske Monarhije. Sjedište društva, kao i kod većine vicinalnih željeznica, bilo je u Budimpešti. Poslove dioničarskog društva obavljali su: glavna skupština dioničara, ravnateljstvo i nadzorni odbor. Pruge društva bile su Vukovar-Ilača i Šid-Rača-Sava. Navedene privatne pruge bile su u državnoj eksploataciji, odnosno upravi. U Austro-Ugarskoj Monarhiji pruge društva potpadale su pod nadležnost Prometne uprave Kr. ugarskih državnih željeznica u Pečuhu (Pécs). Društvo je poslovalo s financijskim dobitkom., In the paper the author outlines from the aspect of the history of institutions the structure and the activity of the Danube-Sava Vicinal 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’s tasks were performed by: the stockholders’ general assembly, headquarters and the inspecting committee. The company’s railway lines were: Vukovar-Ilača and Šid-Rača-Sava. 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 Pecs. The railway’s purpose was to connect Sava with Danube through fertile Syrmia, as well as to make accessible the famous oak woods of the Petrovaradin Proprietary District Council, which were situated between Morović and Rača. Apart from that the railway line had the direction to cross by Rača into Bosnia and through the rich Bosnian Posavina through Bjeljina and Janja by Glavčica to connect the upper Drina and the main roads that intersect from southern Serbia. More precisely, the plan was to establish a trade-traffic railway link that would connect the entire Podrinje, particularly the rich Serbian Mačva and the fertile Bosnian plain, entering in Rača into the Kingdom of Croatia and Slavonia and further to world markets (Budapest, Vienna, etc.). The construction of railway opened the possibility for rational exploitation of the vast layers of pebbles lying around Rača. Due to the stock company’s capital of 8.252,00 crowns and being solvent we can conclude that the stock company represented a minor, but successful private vicinal railway.

U radu autor obrađuje ustroj, poslovanje i likvidaciju Dioničarskog društva slavonske vicinalne željeznice u vremenskom periodu od godine 1892., kada je društvo osnovano, pa sve do godine 1933., kada je završena njegova likvidacija. Sjedište društva u Austro-Ugarskoj Monarhiji bilo je u Budimpešti, da bi se odlukom njegove izvanredne glavne skupštine od 24. svibnja 1923. premjestilo u Zagreb. Pruge društva bile su sljedeće: Osijek-Našice, Našice-Nova Kapela-Batrina, Pleternica-Požega te Požega-Velika. Navedene privatne pruge bile su u državnoj eksploataciji, odnosno upravi. Temeljem sporazuma od 7. veljače 1931., država je otkupila pruge Dioničarskog društva slavonske vicinalne željeznice pa je tako prestao i razlog njegovog postojanja. Društvo je 1932. godine ušlo u proces likvidacije, koji je završio 12. travnja 1933., This paper presents the structure, business activity and the liquidation of the Slavonian Vicinal Railway in the period from 1892 until 1933 when its liquidation was finalised. The headquarters of the stock company during the Austro-Hungarian Monarchy was in Budapest and based on the decision of the emergency session of its assembly from 24 May 1923 it transferred to Zagreb. The railway lines of the Company were: Osijek-Našice, Našice-Nova Kapela-Batrina, Pleternica-Požega and Požega-Velika. These railway lines were exploited i.e. managed by the state. During the Austro-Hungarian Monarchy the railway lines of the company were under the jurisdiction of the Traffic Administration in Pecs and in the Kingdom of Serbs, Croats and Slovenes / Yugoslavia they came under the jurisdiction of the Regional Board of the State Railways in Zagreb. Based on the agreement from 7 February 1931 the state bought off the railway lines of the Stock Company of the Slavonian Vicinal Railway and hence the reason for its existence ceased to exist. t. In 1932 the company entered the process of liquidation, the latter ending on 12 April 1933.

Rad obrađuje ustroj, poslovanje i likvidaciju Dioničarskog društva vicinalne željeznice Križevci-Bjelovar-Virovitica-Barcs u vremenskom periodu od godine 1893., kada je društvo osnovano, pa sve do godine 1933., kada je završena njegova likvidacija. Sjedište društva u Austro-Ugarskoj Monarhiji bilo je u Budimpešti, da bi se 1919., premjestilo u Zagreb. Pruge društva bile su sljedeće: Križevci-Bjelovar, Bjelovar-Mišulinovac, Katalena-Virovitica, Mišulinovac-Kloštar-Katalena, Kloštar-Virje, Virje-Koprivnica, Bjelovar-Velika Pisanica, Velika Pisanica-Garešnica, Pavlovac Dražica-Grubišno Polje. Osim navedenih pruga, društvo je posjedovalo i pobočnu prugu Mišulinovac-Josipov rov-Eduardov rov te prugu postaja Bjelovar-bjelovarski paromlin. Navedene privatne pruge bile su u državnoj eksploataciji, odnosno upravi. Temeljem sporazuma od 7. veljače 1931., država je otkupila pruge Dioničarskog društva vicinalne željeznice Križevci-Bjelovar-Virovitica-Barcs pa je tako prestao i razlog njegovog postojanja. Društvo je 1932. godine ušlo u proces likvidacije, koji je završio 11. travnja 1933., This paper sheds light on the structure, business activity and the liquidation of the Stock Company of the Križevci-Bjelovar-Virovitica-Barcs Vicinal Railway in the period from 1893 when the stock company was founded until 1933 when its liquidation was finalised. The headquarters of the stock company during the Austro-Hungarian Monarchy was in Budapest and in 1919 it relocated to Zagreb. The railway lines of the Company were: Križevci-Bjelovar, Bjelovar-Mišulinovac, Katalena-Virovitica, Mišulinovac-Kloštar-Katalena, Kloštar-Virje, Virje-Koprivnica, Bjelovar-Velika Pisanica, Velika Pisanica-Garešnica, Pavlovac Dražica-Grubišno Polje. Besides these, the company also had in its possession a side railway line Mišulinovac-Josipov Rov-Eduardov rov and a railway line Bjelovar-Bjelovar’s Steam Powered Flour-Mill Station. These private railway lines were exploited i.e. managed by the state. During the Austro-Hungarian Monarchy the railway lines of the company were under the jurisdiction of the Business Management in Zagreb, which was reorganized in the Kingdom of Serbs, Croats and Slovenes/Yugoslavia into the Regional Board of the State Railways in Zagreb. Based on the agreement of 7 February 1931 the state bought off the railway lines of the Stock Company of the Križevci-Bjelovar-Virovitica-Barcs Vicinal Railway, which thus lost its reason to exist. In 1932 the company entered the process of liquidation which ending on 11 April 1933.