Article citation information:
Rutkowski, M. Road building, maintenance and repairs in the Kingdom of Poland in light of publicly announced government reports from 1843 to 1859. Scientific Journal of Silesian University of Technology. Series Transport. 2018, 98, 133-148. ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2018.98.13.
Marek RUTKOWSKI[1]
ROAD
BUILDING, MAINTENANCE AND REPAIRS IN THE KINGDOM OF POLAND IN LIGHT OF
PUBLICLY ANNOUNCED GOVERNMENT REPORTS FROM 1843 TO 1859
Summary. The purpose of this paper is to examine the process of building, repairing and maintaining two types of main roads in the Kingdom of Poland, especially during the mid-19th century, when the overall process of expanding the local road transportation network started to considerably slow its pace. Publicly announced parts of official government reports have been taken into consideration in order to describe such endeavours by the Polish transportation authorities concerning first-class and secondary routes (generally paved with the usage of a standardized macadam system) during the period between 1843 and 1859.
Keywords: first-class roads, secondary roads, Kingdom of Poland, 19th century
1. INTRODUCTION: THE PURPOSE AND IMPORTANCE OF
GOVERNMENT REPORTS
Both in the so-called constitutional
period, as well as after the crushing of the November Uprising of 1831,
individual ministers/“chief presiding directors” submitted detailed reports
“from all government departments, regarding some activities of institutions
subordinate to them” to the actual civil authority of the Kingdom of Poland,
the Administrative Council. In turn, the General Inspector of Warsaw’s Supreme
Audit Office presented some exact data referring to the “revision of accounts
of various branches of administrations”. Depending on the period, these reports
were subjected to a final summation by various formal administrative bodies,
but the constant principle was the public announcement of their most important
parts[2].
Since the indicated reports also included many aspects of the deeds of
transport administration, especially in the scope of construction, maintenance
and repair of roads, it seemed quite reasonable to compile such information,
made public by being printed in the pages of the formal government periodical,
which, at that time, was the Official
Gazette of the Kingdom of Poland.
Data collected and presented here
concern a specific period, i.e., 1843-1859, during which modern historians
recognize (even before the January Uprising of 1863) a significant impact of
“partitioning” by Russian authorities on the development of the Polish road
transportation network. The information available in the published ministerial
reports mostly concerns the following types of road transport structure: a)
first-class roads and b) second-class roads. However, the available information
on side roads is only fragmentary in nature; hence, this road infrastructure
type is not included in this article. The government information on roads, in
particular years, provides a fairly clear, although strongly abridged, picture
of the endeavours by the Polish administration in terms of building,
maintaining and repairing the entirety of the important part of the road
network of the Kingdom.
2. FIRST-CLASS PAVED ROADS
According to the reports of the
highest Polish transportation authority, the Board of Land and Water
Communication, the overall length of first-class paved roads (provided with two
construction layers or so-called “adamization”), whose maintenance was the
responsibility of the state’s Road Fund, in 1843 amounted to 1,919,317/617
Russian versts. In addition, there were 27,498/617 versts of urban pavements,
which remained under the strict supervision of Polish transportation
administrative structures. In total, the length of the first-class paved roads
network in the Kingdom of Poland was equal to 1,948 versts at that time. In
The cost of “programmable” road
maintenance in good traffic conditions cost the Road Fund at this time was
generally 420,521 silver roubles and 40 kopecks. The above sum statistically
required spending 215 roubles and 95 kopecks per mile of these kinds of road.
As shown in the annual statement, at
that time, the paved routes that were in “good condition” covered a length of
1,544,296.617 versts, while the remaining 37,521/617 versts of “crushed stone
roads” needed some serious remodelling of their stone foundation layer. Such
works were carried out in 1843 on a length of 31,213.617 versts. In order to be
able to properly reinforce the road stone’s lower layer, especially by
increasing its thickness on the above indicated length of the first-class
transportation network, it was necessary to deliver 3,872.5 cubic fathoms of
stone material during the full 12 months of 1843. The amount of money spent on
the delivery and heavy-duty strengthening of the road’s internal structure
finally reached 58 580 silver roubles and 58.5 kopeks.
It should be also pointed out that,
in addition to this structural reinforcement of first-class paved roads during
the whole of 1843, some dams located near the localities of Bogucin and Mniocki
were also raised (with their total length equal to 529 fathoms), which in turn
cost another 8,648 silver roubles and 60.5 kopecks[3].
With regard to the construction of
new first-class tracks, in 1843, the following works were carried out in the
Kingdom of Poland:
Tab. 1
Paved roads built in the Kingdom of
Poland during 1843[4]
|
Construction of a first-class paved road |
Length
(in versts) |
|
The route from the new Zamość settlement to
the Austrian border The track from Bzin (on the Krakow route) to
town of Zawichost The route from Moszczanka to Ivangorod
(Dęblin) |
37,271.617
86,504.617
9,177.617
|
In turn, state funding of Polish
roads in 1844 was as follows:
Tab. 2
Road Fund of the Kingdom of Poland
in 1843[5]
|
Type
and amount of funds |
Sum
(in silver roubles/ kopecks) |
|
Revenues -
Residue from 1842 -
Earmarked funds for 1843 -
Total amount of income Expenses -
Agreement of a loan for the construction of paved roads -
Other needs -
Total amount of expenses Sum remaining for -
“Schedule for works that had been done or were actually being performed in
1843” -
Actual residue for 1844 |
208,052/17 1,100,553/83 1,318,606/0.5 420,000/0 679,808/79 1,099,808/7.5 218,797/21
205,164/17.5 13,633/4 |
In the following year, 1844, the
total length of tracts supported and maintained by the Polish Road Fund did not
alter, in any way, in relation to the previous 12-month period, and reached
1,948 versts in general; where city pavements were treated as a part of the
country’s road system, this added a further 28 versts (roughly counting); thus
the paved roads, which traditionally consisted of two layers of crushed stone,
were at that time counted as being in the region of 1,919 versts in length. In
order to provide
the necessary protection and maintenance of first-class roads, a supply of
281,485.6 cubic fathoms of stone material was ordered during the whole 1844,
which equated to an average for the delivered crushed stones of 14.2 cubic
fathoms per verst. The general costs of repairing and maintaining these paved
roads in 1844 amounted to a total of 402,995 silver roubles and 82 kopeks.
According to the data presented by Warsaw’s Board of Land and Water
Communications, the maintenance of first-class tracts (with the addition of
expenses for the transport of materials) in 1844 amounted, on average, to 216
silver roubles and 20 kopeks per verst[6].
Regarding the exact construction
process of the first-category roads during 1844, the relevant data are given in
the table presented below.
Tab. 3
Paved roads built in the Kingdom of
Poland in 1844[7]
|
Construction of a first-class paved roads |
Length
(in versts) |
|
The route from the new Zamość settlement to
the Austrian border (continuation) The route from Bzin (on the Krakow road) to
Zawichost (continuation) The
Uściług route leading to Ivangorod (completion) |
37
(numbers rounded) 86
(numbers rounded) 9 (numbers rounded) |
State funding by the Polish Road
Fund was estimated in 1844 as follows:
Tab. 4
Road Fund of the Kingdom of Poland
in 1844[8]
|
Type
and amount of funds |
Sum
(in silver roubles/kopecks) |
|
Revenues -
Total amount of income Expenses -
Total amount of expenses Sum remaining for -
“Schedule for works that had been done or were actually being performed in
1844” -
Actual residue for 1845 |
1,455,873/24 1,245,466/77 165,526/15 44,880/32 |
Reports that generally cover several
(eight) years in the period 1845-1852 give us a partial, but nevertheless rare,
opportunity to collate an overview of the state of first-class paved roads in
the Kingdom of Poland during these times. First of all, we can trace the exact
length of first-class roads and city and town pavements, maintained by the
state and considered as a genuine part of the national transportation network.
Tab. 5
First-class paved roads and city
pavements maintained in the Kingdom of Poland by the state in the period
1845-1852[9]
|
Yearly
date of maintaining first-class paved roads and city pavements (considered as
“roads passing through cities and towns”) |
Length
of diverse first-class roads available in the main Polish transportation
network (in versts) |
|
1845 1846 1847 1848 1849 1850 1851 1852 |
- Urban pavements: 27 -
Roads with two crushed stone layers: 534 -
Roads with “adamization”: 1,393 Total for 1845: 1,954 - City and town pavements: 27 -
Roads with two crushed stone layers and “adamization”: 2,033 Total
in 1846: 2,060 Total
in 1847: 2,149 Total
in 1848: 2,149 Total
in 1849: 2,149 Total
in 1850: 2,159 Total
in 1851: 2,159 Total
in 1852: 2,159 |
Expenditure for the construction,
maintenance and repairs (and administration) of first-class roads in the
Kingdom of Poland between 1845 and 1852 was as follows:
Tab. 6
Expenditure for the construction,
maintenance, repair and administration of roads in the Kingdom of Poland during
the period 1845-1852[10]
|
Year |
Total
sum of expenses spent on the construction, maintenance, repair and
administration of paved roads in the Kingdom of Poland (in silver roubles) |
|
1845 1846 1847 1848 1849 1850 1851 1852 |
683,538 490,611 ? – “in comparison to previous year, the road
repair costs were 67,865 silver roubles less” 508,553 496 302
598 645
527,524 (including the maintenance of the
so-called “external service” and the main office of the Board of the 13th
District of Communication, which equated to 113,447 silver roubles; for
“proper reparation works”, 414,077 silver roubles were spent) 547 563 (including the maintenance of
the so-called “external service” and the office of the Board of the 13th
District of Communication, which equated to 113,447 silver roubles; for
“proper reparation works”, 439,286 silver roubles were spent) |
The statistical expenses for
maintaining 1 verst of paved first-class road in the Kingdom of Poland during
the period 1845-1852 were as given below:
Tab. 7
Average cost of maintaining of 1
verst of paved first-class road in the Kingdom of Poland during the period
1845-1852[11]
|
Year |
Average sum of money spent on maintaining of
1 verst of paved road (in silver roubles) |
|
1845 1846 1847 1848 1849 1850 1851 1852 |
232 232 229 236 230 277 247 254 |
As we can also observe by reading
some officially published statements (issued by the tsarist governor) in
state-owned newspaper reports, in 1845, the construction process for 1 verst of
first-class paved road cost, on average, 7,000 silver roubles[12].
As for corvée services, in 1845, these involved 408,772 working
days requiring the usage of cars and “beasts of burden”, as well as 550,283
working days requiring the presence of local peasants/workers only[13].
In the following year,
Regarding the specific works carried
out in the most important branch of the Polish road system during the period
1845-1852, it should be especially noted that, as early as 1847, many new cast
iron road signs (which replaced previously existing wooden signs) were
manufactured and erected alongside domestic paved tracts. During the whole of
this year, 1,339 such road signs were situated by the main routes[15].
By the end of 1849, all such cast iron road signs, totalling 2,299, were put up
alongside first-class and secondary paved roads. The issue of replacing these
road signs resulted in the need for extraordinary spending, which amounted to
32,524 silver roubles[16].
From the variety of data provided in
reports, a clear picture of the activities of the Board of the 13th District of
Communication emerges for the very beginning of the 1850s. Some figures for
1850 itself are shown below:
Tab. 8
Investments in the main paved
first-class tracks of the Kingdom of Poland in 1850[17]
|
Investment |
Length
|
Sum
(in silver roubles) |
|
Reconstruction of a bridge on the Narew River
near the locality of Zegrze on the Kowno route (completion) Reconstruction of a bridge on the Narew River
near the town of Ostrołęka on the Kowno route (completion) Thickening of the lower stone layer on the
Brześć route |
194
fathoms 119
fathoms 51
versts |
38,
535 17,760 30,782 |
On analysing the most significant
roadworks undertaken in
Tab. 9
Investments in the main road routes
of the Kingdom of Poland in 1851[18]
|
Investment |
Length
|
Sum (in
silver roubles) |
|
Repair of the stone foundation (lower) road
layer on the Kowno route (completion) Reconstruction of part of the Lublin-Uściług
(and Zamość) routes (commencement) |
6,264 fathoms 14
versts |
32,493 3,640
|
Again, in 1851, considerable amounts
of money were allocated for the maintenance of the bridge on the Vistula River,
near the city of Płock. The Board of the 13th District of Communication decided
to spend 7,475 silver roubles on this project during that year[19].
Especially noteworthy are the series
of roadworks carried out during 1852, the most important of which were as
follows:
Tab. 10
Investments in tracks of the Kingdom
of Poland in 1852[20]
|
Investment |
Length
(in versts) |
Sum
(in silver roubles) |
|
Reconstruction of part of the Lublin-Uściług
(and Zamość) route (completion) Reconstruction of broken stone layers on
parts of specific tracks: Bialystok route, Brześć route, Królewiec
(Königsberg) route and Lublin route (completion) Reconstruction the exit located near Łomża on
the Kowno route (execution) Construction of river dams protecting tracts
in the neighbourhood of Prague (execution) Reconstruction of a wooden bridge on the
Narew River near the locality of Wierzbica (commencement) |
14 20 ? ? ? |
38,506 60,129 4,000 12,550 ? |
Similar to the previous year, one of
the main tasks of the Board of the 13th District of Communication in 1852 was
to continue the proper maintenance of the bridge on the Vistula River, near the
city of Płock, which over this 12-month period cost the considerable amount of
7,519 silver roubles[21].
According to the report made available in the form of “an extract from the
depiction of activities of the Government of the Kingdom of Poland in 1855, submitted… to Tsar Alexander II ... by the Governor of
the Kingdom”, the exact length of first-class roads maintained in
In turn, in 1856, the total length
of first-class paved roads, whose maintenance fell on the shoulders of the
transportation administration (and on the State Treasury), precisely reached
2,159,173/300 versts. In order to carry out a standardized repairs and
maintenance process of this type of road, consisting of two crushed stone
layers or covered with so-called “adamization”, 189,335.6 cubic fathoms of
stone materials were provided at that time. On the basis of the above given
information, it appears that, in 1856, precisely 889 cubic fathoms of stone
material were delivered per verst of typical first-class paved road.
“Standardized” money spending,
related to these first-class routes, led to expenses in the following order: a)
315,966 silver roubles and 90.75 kopecks for general “building”
purposes; b) 91,567 silver roubles and 46.75 kopecks for the repairs and
maintenance of specific roads. For the operational maintenance of highways,
numerous “external transportation services staff” (i.e., people not directly
listed as being employed by the Board of the 13th District of Communication),
for which 107,635 silver roubles and 44.5 kopecks were allocated in 1856, along
with 50% of the whole of the costs required for providing sufficient fiscal
support to the Warsaw main office of the 13th District of Communications. Thus,
in general, the funding that was generally earmarked for first-class paved
roads in the Kingdom of Poland reached a total of 515,169 silver roubles and 82
kopeks in 1856. Therefore, by counting, in an averaged way, the maintenance
process cost for 1 verst of first-class paved road in 1856 was statistically
241 silver roubles and 86 kopecks[23].
During the period 1857-1858, the
overall length of paved roads maintained in the Kingdom at the expense of the
state was once again estimated to be 2,159,173/300 versts. Solely in 1857, for
the purpose of performing standard technical repairs on first-class routes,
156,036.12 cubic fathoms of stones were delivered. However, in the following
year, 1,566,413.60 cubic fathoms of such materials (i.e., of crushed stones)
were brought to the locality of Polish roadsides. As a consequence, for 1857
and 1858, for a mile of first-class road, 7.32 of cubic fathoms of stone
material were statistically supplied. The general costs of the repair and
maintenance of first-class highways in the Kingdom of Poland in the same years
were as given below:
Tab. 11
Costs for the repair and maintenance
of first-class roads in the Kingdom of Poland in 1857[24]
|
Intended
use of sums of money |
Sum (in silver roubles/ kopeks) |
|
Delivery of stones Maintenance and repairing of roads Strengthening of the banks of the Niemen
River at the 376-verst sign, construction of dams at the 56- and 57-verst
signs on the Kalisz route Financial support for the “external road
service”; paying out half of the costs required for the functioning of the
main office of the Board of 13th District of Communication (of the Russian
Empire) in Warsaw |
273,752/54.75 108,033/28.25
27,152/43.5 107,635/44.5
|
|
Total Statistical cost for 1 verst |
516,573/70.75 242/52
|
Tab. 12
Costs for the repair and maintenance
of first-class roads in the Kingdom of Poland in 1858[25]
|
Intended use of sums of money |
Sum
(in silver roubles/kopeks) |
|
Delivery of stones Maintenance and repairing of roads Financial support for the “external road
service”; paying out half of the costs required for functioning of the main
office of the Board of the 13th District of Communication in Warsaw |
261,848/99 97,167/42 107,635/44.5 |
|
Total Statistical cost for 1 verst |
466,651/86.5 219/8 |
Apart from these basic expenses for
the maintenance and repairs of first-class paved roads in 1857-1858, the
following main activities were mentioned in the formal report for this period:
a) in 1857, 11,102 silver roubles and 72 kopeks were spent on replacing the old
wooden bridge on the Wieprz River near the locality of Koźmin on the Lublin
route, where a new bridge of the same construction was erected; b) in the same
year, 5,670 silver roubles and 64 kopeks,
as well as 5,612 silver roubles and 56 kopecks in 1858, were allocated
for the purpose of increasing the number of roadworkers, along with extending
the process of professional supervision of telegraph lines; c) in 1858, 6,836
silver roubles and 65 kopecks were paid for continuing the proper protection of
397 fathoms of first-class paved road at the 180th verst of the Brześć route
(this expenditure was caused by the necessity to relocate the town of Terespol
further away from the Russian “Active Army” fortress of Brześć Litewski, and to
erect a completely new bridge on one of the Bug River’s tributary inflows[26].
In 1859, the total length of
first-class paved roads, which were repaired and maintained with the usage of
funds from the State Treasury, amounted to about 216,070/300 versts.
Maintaining the indicated roads in a condition suitable for transport and
communication purposes cost, for the whole 12 months of the indicated year, the
sum of 499,937 silver roubles and 50 kopecks. Out of this total amount, a)
322,133 silver roubles and 96 kopecks were allocated for supplying 185,121.3
cubic fathoms of crushed stone material, b) 92,836 silver roubles and 19.5
kopecks were allocated for road construction, repair and maintenance, as well
as for various tools required for these purposes, and c) 84,977 silver roubles
and 34.5 kopecks were allocated for the salary of employees of road transport
services.
An additional duty was imposed in
1859 on the administration of transport services in the Kingdom of Poland, when
its structures were burdened even more than before with the constant
requirement to control the proper functioning of telegraph lines, which ran
along two main routes, located in the north-east of the country, namely, in
Augustów Gubernia. In particularly, this matter concerned telegraph lines
installed along the Królewiec (Königsberg) and Kowno routes. To cover the costs
related to this “telegraphic supervision”, Warsaw’s Board of the 13th District
of Communication received (directly from the state budget of the Russian
Empire) allocated 5,670 silver roubles and 1 kopeck in 1859.
Finally, with regard to the further
development of Polish first-class paved roads, it is important to mention the
date that would be associated with an important breakthrough in terms of their
maintenance, at least for in the forthcoming years. Namely, on 1 September
1859, the general obligation to maintain, repair and “preserve” these roads was
transferred from the field of responsibility of the administrative structures
of the Board of the 13th District of Communication to a private sector company.
These duties were then taken over by the so-called “Citizens’ Committee” (or,
better still, “Civic Company”). The duration of such a contract was set for the
period of six years, i.e., from 1 September 1859 until 1 September 1865[27].
3. SECONDARY ROADS
According to contemporaneous
official ministerial reports, second-class (secondary) roads in the Kingdom of
Poland of the 1840s/early 1850s were primarily built at a rather slow pace.
Despite numerous obstacles and difficulties, the overall number of these roads,
which were typically built with the usage of “two-day corvée
road services”, as well as with the additional help of private workforces of
local landowners, and obviously with partial financial support given by
“state-owned district economical cash (register) offices and other local
resources”, grew steadily[28].
For the period 1847-1850, we can
provide data concerning the total number of second-class roads that were then
planned to be built.
Tab. 13
Secondary roads planned for the
Kingdom of Poland in the period 1847-1850[29]
|
Year |
Planned length/general number of anticipated
road (in versts) |
|
1847 1848 1849 1850 |
1,380 1,386 1,427 1,413 |
On the other hand, the officially
stated numbers of second-class roads, which were actually built and generally
open to the public at the end of each given year, are shown in the table below:
It is unavoidable to admit that the
exact length of second-class roads constructed in particular years could have
altered significantly.
Tab. 14
Second-class category roads actually
open to the public in the Kingdom of Poland during the period 1843-1852[30]
|
Year |
Length
of secondary roads actually open to traffic (in versts) |
|
1843 1844 1845 1846 1847 1848 1849 1850 1851 1852 |
144,235.617
157 ? ? 203 298 344 411 474 552 |
Tab. 15
Second-class roads practically
constructed in specific years in the Kingdom of Poland during the period
1843-1852[31]
|
Year |
Length
of secondary roads actually built (in versts) |
|
1843 1844 1845 1846 1847 1848 1849 1850 1851 1852 |
46 14 44
14
46
141
67
63
48 |
At the beginning of the stated
period, i.e., in 1843, relatively non-intensive work was undertaken in order to
build second-class roads in the Kingdom.
Tab. 16
Building second-class roads in the
Kingdom of Poland in 1843[32]
|
Province |
Number
of secondary roads whose construction had commenced or was continuing |
|
Masovian
Gubernia Płock
Gubernia Sandomierz
Gubernia Kielce
Gubernia Augustów
Gubernia |
4 4 4 4 1 |
The final completion of constructing
and commissioning a (second-class) mining road, leading from the locality of
Dąbrowa to the town of Olkusz, was considered an extremely important event in
1843; the road had a length of 24,417/617 versts. The construction of
19,236/617 versts of other second-class roads was also completed in the Kingdom
in 1843[33].
After omitting the considerable gap
in terms of more detailed information concerning Warsaw’s transportation
administration interests in secondary roads, we may proceed to the mid-1850s,
when there were 1,589 versts of partially paved second-class roads in the
Kingdom of Poland, which were earmarked for continuous work to be carried out
on them. At that time, all such activities, especially of a repairing nature,
were carried out in the case of secondary roads using funds remaining in the
possession of individual gubernia authorities only. As a result, during the
whole of the above-mentioned year, only 41 versts of roads of this type were
“made” using strictly local funds. This meant that, until 1 January 1856,
throughout the whole territory of the Kingdom of Poland, such building,
repairing and maintenance works were completed on just over 738 versts of
secondary roads[34].
In
Tab. 17
Second-class roads actually open to
the public in the Kingdom of Poland in 1856[35]
|
Province |
Length
of secondary roads actually open to traffic (in versts) |
|
Radom
Gubernia Warsaw
Gubernia Płock
Gubernia Lublin
Gubernia Augustów
Gubernia |
370.5 246.5 208 12 720.5 |
According to official plans, during
the period 1857-1858, the overall length of so-called “ordinary roads”, which
should have been previously remade by employing corvée services, as well as
local “sources”, in the form of paved
second-class tracks, in the whole of the Kingdom was expected to be as follows:
a) for 1857, 171,518/500 versts; b) for 1858, 2,073,119/500 versts. These
expectations proved too high. Finally, it was only possible to rebuild 114
versts of second-class roads in 1857, while, in 1858, another 148 versts of
second-class roads were opened to the public[36].
In these circumstances, the anticipated overall length of all the “remade”
secondary paved road infrastructure must have been much too hard to approach.
Tab. 18
Building of second-class roads in
the Kingdom of Poland in 1857[37]
|
Province |
Length of actual roads built (in versts) |
|
Radom
Gubernia Warsaw
Gubernia Płock
Gubernia Lublin
Gubernia Augustów
Gubernia |
50 17 33 1 13 |
Tab. 19
Building of second-class roads in
the Kingdom of Poland in 1858[38]
|
Province |
Length of actual roads built (in versts) |
|
Radom
Gubernia Warsaw
Gubernia Płock
Gubernia Lublin
Gubernia Augustów
Gubernia |
39 66 21 7 15 |
By the last days of
4. CONCLUSION
By deciding to publish a variety of
information about transportation and the road economy in the Kingdom of Poland
between 1843 and 1859, the then Polish governing circles, acting in reality on
behalf of the “Russian partitioner”, inevitably exposed, one way or another,
the obviously visible and noticeable stagnation (in the case of secondary
roads, the extremely slow advancement of the building process) in the
construction of local transport networks. Similarly, the maintenance and repair
of roads of the first and second categories exhibited no progressive dynamism.
In the author’s opinion, the general picture of public endeavours in no way
reveals or reflects the image of a large-scale, far-reaching, or seemingly
executed with an iron will, nationwide road building and related economic
programme, which one would simply expect in the field of transport economy for
some 19th century etatistic regulatory model states. Quite striking, in this
context, is the virtual abandonment of the development of a secondary-class
road network in the eastern part of the country. Perhaps this was, directly or
indirectly, due to the simple fact that the 1840s and 1850s were not so
conducive to the development of many areas of Polish transport, including most
road network developments. Such conclusions do not, however, diminish the
obviously cognitive value of the data gathered here from archive material,
which, although scattered, provide us with information of invaluable
importance.
References
1. Central Archives of Historical Records
in Warsaw. Druga Rada Stanu Królestwa Polskiego. [In Polish: The Second
State Council of the Kingdom of Poland.] 1833.
Signature.
2. Central Archives of
Historical Records in Warsaw. Trzecia Rada Stanu Królestwa Polskiego [In
Polish: The Third State Council of the Kingdom of Poland.] 1861 - 1865. Signature: 28, 249.
3. Christiani, F.K.
“Wyciąg ze zdania sprawy o postępie robót około dróg bitych w Królestwie Polskiém:
w latach 1819, 1820, 1821, 1822”. [In Polish: “Extract from the report
on the progress of works concerning paved roads in the Kingdom of Poland in 1819, 1820, 1821, 1822”.] No date and
place of printing.
4. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 4 July 1848, No. 146. Warsaw: J. Jaworski.
5. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 5 July1848, No. 147. Warsaw: J. Jaworski.
6. Gazeta Rządowa Królestwa Polskiego.
[In Polish: Government Gazette of the
Kingdom of Poland.] 12 June 1849, No. 127. Warsaw: J. Jaworski.
7. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 13 June 1849, No. 128. Warsaw: J. Jaworski.
8. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 13 June 1850, No. 130. Warsaw: J. Jaworski.
9. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 2 October 1850, No. 220. Warsaw: J. Jaworski.
10. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 9 April 1851, No. 80. Warsaw: J. Jaworski.
11. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 28 May 1851, No. 118. Warsaw: J. Jaworski.
12. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 18 February 1852, No 37. Warsaw: J. Jaworski.
13. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 16 February 1853, No 35. Warsaw: J. Jaworski.
14. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 6 October 1853, No. 222. Warsaw: J. Jaworski.
15. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 19 September 1854, No. 205. Warsaw: J. Jaworski.
16. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 25 January1856, No. 9: 61. Warsaw: J. Jaworski.
17. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 25 October 1858, No. 234. Warsaw: J. Jaworski.
18. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 4 October 1860, No. 216. Warsaw: J. Jaworski.
19. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 5 October 1860, No. 217. Warsaw: J. Jaworski.
20. Gazeta Rządowa Królestwa Polskiego. [In
Polish: Government Gazette of the Kingdom
of Poland.] 18 September 1861, No. 208. Warsaw: J. Jaworski.
21. Lefkowitz J., F. Raomowska, eds. 1884. Obraz Królestwa Polskiego w okresie konstytucyjnym, t.1, Raporty Rady
Stanu Królestwa Polskiego z działalności rządu w latach 1816-1828. [In Polish: The Picture of the Kingdom of Poland in the Constitutional Period.
Vol. 1, Reports of State Council Depicting the Activity of the Government in
1818-1828.] Warsaw: State Publishing Painting Company.
22. Majewski Ju. 1889. “Drogi
bite i zwyczajne w Królestwie Polskim. Ich budowa, utrzymanie i warunki
dalszego rozwoju”. Przegląd Techniczny
Vol. 26, No. 2. Warszawa: Feliks Kucharzewski [In Polish: “Paved and ordinary
roads in the Kingdom of Poland”. Technical
Review.] Warsaw: Feliks Kucharzewski.
23. Russian
State Historic Archives in St. Petersburg, Osobennaja kancelaria
Glavnoupravljajuscego Putej Soobscenia i Publicnyh Zdanii, Po raportu Nacalnika
XIII Okruga Putej Soobscenia s predstavleniem atlasa putej soobscenia w
Carstwie Polskom. [In Russian: Special Office of the General Director of Roads
of Communication and Public Buildings: On the Report of Chief of the 13th
District of Road Communications and Public Buildings with the Presentation of
an Atlas of Roads of Communication in the Kingdom of Poland.] 1848. Signature: F. 207, Op. 5, d. 400.
Received 14.10.2017; accepted in revised form 04.02.2018
Scientific Journal of
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