Article
citation information:
Rutkowski, M. Delivery of materials
required for the maintenance and repair of paved roads in the central area of
the Kingdom of Poland after the fall of the November Uprising. Scientific Journal of Silesian University of
Technology. Series Transport. 2018, 99,
135-148. ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2018.99.13.
Marek RUTKOWSKI[1]
DELIVERY OF
MATERIALS REQUIRED FOR THE MAINTENANCE AND REPAIR OF PAVED ROADS IN THE CENTRAL
AREA OF THE KINGDOM OF POLAND AFTER THE FALL OF THE NOVEMBER UPRISING
Summary. The article explores the stress-strain state of the
pneumatic flexible shaft coupling of the tumbling mill drive using a software
of finite element analysis. The study has revealed that the stress-strain state
of the pneumatic flexible shaft coupling is characterized by an uneven general
and local distribution of stresses. Areas of maximum stress and strain in the
pneumatic flexible shaft coupling have been defined. The study allowed for
changing the geometry and reducing the mass of the disc of the pneumatic
flexible shaft coupling with a slight change in stresses and strains. The
results of the study can be applied to the design of pneumatic flexible shaft
couplings and serve as a basis for further research.
Keywords: pneumatic flexible
shaft coupling; finite element method; geometry; stress; strain; displacement
1. PUBLIC TENDER
PROVISIONS RELATING TO THE DELIVERY OF MATERIALS FOR THE CONSERVATION AND
REPAIR OF THE KINGDOM OF POLAND’S MAIN ROADS IN LIGHT OF THE
ADMINISTRATIVE COUNCIL’S DECISION OF 28 MAY 1833
Although, in the Vienna
Congress Kingdom of Poland, detailed provisions regarding THE auction of
supplies of materials for the conservation and maintenance of the
country’s main roads were carefully prepared and introduced, in the
initial period of the so-called Ivan Paskevich period, tenders were generally
held according to the Administrative Council’s decision of 16/28 May 1833[2].
The entire procedure was
usually practically carried out in such a way that the Department of Industry
and Trade of the Government Committee for Internal, Spiritual and Public
Enlightenment Affairs gave notice to the general public of the exact amount of
materials required in a given year for the proper maintenance of roadways.
Usually, these specifications were limited to a description of the provision of
certain amounts of “natural or artificial gravel”, as well as
“the amount of the remaining former deliveries of stone material that had
to be crushed at a particular stretch of the road(s)”. Most often, such
information was provided with a clause stating that the government reserved the
right to increase or decrease the amount of required stone material, although
by no more than one third of the general amount previously announced[3].
The relevant data were usually printed,
at the end of each year, in the relevant provincial journals, in order to
notify entrepreneurs about the exact date and place concerning each tender and
the conditions, or rather possibilities, for entering the whole auction
process. Thus, it can be easily stated that a period of just over two weeks was
usually considered to be quite sufficient for a wide range of industrialists to
prepare the necessary documentation and submit their offers. As for the rules,
the declarations sent after the fixed date, even if they were sent directly to
ministerial offices (i.e., to the supervising authority of any activity in the
field of transportation with the Government Committee for Internal, Spiritual
and Public Enlightenment Affairs), had to be considered invalid, even if they
“were more favourable than others”. The last clause, at the same
time, suggested that even those offers that arrived after the pre-term deadline
would be somehow carefully studied by the state administration. Incidentally,
it seems that such strange behaviour turned out to be the norm in the
post-uprising kingdom. Nevertheless, it was a rather common and fully accepted
practice among entrepreneurs to submit their offers in sealed envelopes, which were
addressed to individual voivodeship local authorities, or provincial
commissions, and marked with the wording, “Declaration for bidding on N
to be held on day N”.
The decision of the
Administrative Council of 16/28 May 1833 specified the scope of the data that
any offer to supply materials required for the maintenance of roads should
typically contain. Namely, each entrepreneur was required to include the
following in his written offer: a) his name, surname and place of residence; b)
the date and place of writing out the declaration;
c) a statement on his submission to all stipulations and reservations specified
in the terms of the public tender; d) confirmation given by the local treasury
census bureau concerning the deposit of the sum of money (bid bond) required to
participate in the auction.
It was extremely
important to provide some specific data in the declaration referring to the
“space” of the paved road, which the applicant proposed to
repair/maintain, and the exact number of cubic fathoms of natural or artificial
gravel (saber), expected to be provided by him. It was also necessary to state
the amount of stones that the entrepreneur agreed to crush in order to produce
the so-called ordinary artificial gravel. The authorities, in particular, clearly
demanded that everyone participating in public tenders should write down the
specific amount of money (in Polish currency) that the bidder expected to
receive in return for delivering one cubic metre of natural gravel, as well as
the amount for the supply of one cubic fathom of artificial gravel. Similarly,
the cost of one cubic fathom of crushed “public treasury” (i.e.,
owned by the state) stones had to be specified separately. The numbers given
were to be written in letters, i.e., in whole words.
It was often customary
that participation in the tender organized for the supply of materials needed
for the maintenance of roads was confirmed by post. The bid bond could also
have been paid in the same way. Therefore, the Administrative Council decided
on 28 May 1833 that individuals submitting their offers must clearly specify in
their declaration whether, in the event of losing the tender, they expected the
amount of the deposit paid to be returned in the same (postal) way, or whether
their bit bond was to be “kept until the entrepreneurs’ personal
appearance”. The legislator provided the possibility of accepting only
those declarations that were written “with no doubts”, without any
deletions, and signed by the applicant himself. Failure to meet any of the
above conditions made the declaration invalid according to the power of the
law.
The amount of the bid bond enabling
participation in the tender for the supply of materials needed for the
maintenance of Polish paved roads was usually set at one tenth of the declared
value of the entire “transportation project”, the complete
performance of which was declared by the applicant. The authorities were
obliged to calculate this amount according to the price offered by the
entrepreneur himself. The bid bond was paid to the local voivodeship main
office or the district taxation office. Only a receipt issued by either of
these two institutions and attached to the declaration constituted proof of
payment of the deposit. The required sums were expected to be paid “in real
money”. It was also possible to submit mortgage bonds from Warsaw’s
Land Credit Cooperative Society, set up in 1825, i.e., a mortgage lending institution for bigger
landowners. The value of these bonds was calculated according to the nominal value
stated by the local stock exchange market description, which was valid at the
relevant time.
Any initial information
about tenders for the delivery of stone materials for road maintenance and
conservation had to be subsequently supplied to the offices of individual
provincial commissions or the Directorate of Land and Water Communications in
Warsaw. These data were to relate to the terms “regarding the delivery
dates, and other details of contracts, eventually to alter”[4].
2. PRIMARY PUBLIC
TENDERS FOR THE SUPPY OF STONE MATERIALS FOR NECESSARY REPAIR AND MAINTENANCE
OF PAVED ROADS AFTER THE NOVEMBER UPRISING
The introduction by
Warsaw’s Administrative Council in May 1833 of some new and detailed
bidding regulations did not mean that, before that date, there were no public
tenders for the supply of materials necessary for the proper maintenance of
roads in areas occupied by the Russian First Active Army in the Kingdom of
Poland. On the contrary, at the very beginning of the post-revolutionary
period, i.e., after the suppression by the Russians of the Polish November
Uprising of 1831, the invading tsarist occupying authorities decided to allow
the Polish autonomous administration to take some measures to secure the
condition of the main roads in the kingdom, with a special emphasis on Mazovian
Province, which was the most important economically and strategically. Thus,
initially, on 3 January 1832, the Ministry of Interior, i.e., the Government
Commission for Internal Affairs and Police, issued a Rescript No. 2 821/1 792
(numbered since 16 September 1831) ordering the auction of materials necessary
for the “preservation” of roads located in the Mazovian
Voivodeship, and especially in the vicinity of the capital, Warsaw.
As a result, according
to the note given by the Mazovian Voivodeship Committee of 13 January 1832 and
signed by Presidential Secretary Kożuchowski, these bids were set to take
place in the commission’s office, located at 646-647 Przejazd Street.
They were to be carried out personally by the Provincial Commissioner of the
Mazovian Administrative Department. With the apparent difficulty in becoming
acquainted with the exact conditions of the tender simply by reading official
journals (it was, however, possible to know the terms of the bid by personally
visiting the offices of the Mazovian Provincial Committee), it was announced that,
in order to participate actively in public tender, it was necessary to present
a paid tender deposit equal to one tenth of the amount of the contract being
auctioned. The very date of the two bids was set for 1 and 2 February 1832, at
10 a.m. on each day. What was extremely important was that the legislator
somehow anticipated the possibility of not securing bids that were acceptable
to the government. Thus, it was stated, expressis verbis, in the bidding
conditions that “if till the noon of each day no competitor would appear
in the office equipped with the proof of a previously paid bid bond …
then the bidding protocol would be inevitably closed”[5].
Indeed, the worst expectations became a reality, as it soon turned out that
“the bidding for the delivery of materials for the preservation of paved
roads in this voivodeship did not reach its goal and result”. Under these
circumstances, on 17 February 1832, the Government Commission for Internal
Affairs and Police issued Rescript No. 766, ordering preparations to take place
throughout the rest of February and the beginning of March 1832 concerning any
further tenders for the delivery of materials necessary for the proper
maintenance of Mazovian Voivodeship and Warsaw circumference roads.
In connection with the
above, the Warsaw Voivodeship Commission issued, for publication in several
official national periodicals, some announcements on the planning of such
in-kind bidding with regard to the submission of sealed declarations by
bidders. The place for submitting declarations and conducting the entire
tender, as well as the person solely responsible for conducting it, obviously
remained unchanged. The same applied to the time division of the tender, which
was split into two instalments, to be implemented on 8 and 9 March 1832.
Entrepreneurs once again had to deposit, in cash, a bid bond to the value of
one tenth of the entire contract and deliver (by 1 p.m. on each auction day) it
“sealed in an envelope, and written without any corrections declaration”,
along with the final proposal for the exact amount of money required to deliver
stone materials to one of road stations listed in the tender.
According to the remarks
of the Mazovian Voivodship Commission of 23 February 1832, its President
Rajmund Rembieliński warned entrepreneurs of the possibility of receiving
bidding offers that did not contain the exact “percentage” of the
proposed withdrawal of a competitor from the original bid amount[6].
The entire public tender
offer related to the public procurement event on 8 and 9 March 1832 was as
follows.
Tab. 1. The public tender for the delivery of natural or artificial
gravel and stones necessary for the maintenance of main roads in the Mazovian
Voivodeship in 1832, according to the public tender of 8 March 1832[7]
|
Route |
Fathoms
of natural gravel |
Fathoms
of artificial gravel |
Fathoms
of crushed stones
|
Sum for one fathom (in Polish zlote, grosze) |
|
|
|
|
|
|
|
|
|
I. Lublin route a) from Warsaw to Piaseczno II. Cracow route a) from Warsaw to Sękocin - from Versts 1-4 inclusive III. Roads around Warsaw a) Wilanów road b) Młociny road c) Bielany and Marymont roads d) Powązki road e) Wołyń Military Guard road f) Lithuanian Military Guard road |
137 22 119 66 28 3 7 |
275 |
402 |
86, 22
75/75
78, 22
60
60 60
60
60 |
|
Tab. 2.
The public
tender for the delivery of natural or artificial gravel and stones necessary
for the maintenance of main roads in Mazovian Voivodeship in 1832, according to
the public tender of 9 March 1832[8]
|
Route |
Fathoms
of natural gravel |
Fathoms
of artificial gravel |
Fathoms
of crushed stones
|
The
sum for one fathom (in Polish zlote, grosze) |
|
I.
Poznań route a)
from Warsaw to Błonie b)
from Błonia to Sochaczew c)
from Sochaczew to Łowicz d)
from Łowicz do Zduny e)
from Zduny to Belno f)
from Belno do Kutno g)
from Kutno do Krośniewice |
492 472 |
111 |
471 167 135 144
122 |
66, 22/66,
22 36 22 29, 25 22 22 22 |
|
h)
from Krośniewice to Kłodawa i)
from Kłodawa to Choiny |
|
|
223 140 |
22
22 |
The
authorities also stipulated that the gravel intended for the proper maintenance
of roads circumferencing the capital (including the Młociny, Bielany and
Marymont routes) and some military camp roads had to be excavated and
transported from the state-owned Młociny Mine. On the other hand, in order
to deliver gravel to the section of the Kalisz-Poznań route, especially in
the area stretching from the Błonie locality to the town of Sochaczew, it
was necessary to dig gravel out of the terrain belonging to another state-owned
facility, Topolowo Mine. However, when any bidder offered to provide gravel
material from his own mining area, he would receive priority status in winning
the tender. This was the case even if a competitor’s prices were slightly
higher than those offered to entrepreneurs who intended to supply gravel from
the state mines[9].
3.
DELIVERIES OF STONE MATERIAL FOR ROAD MAINENANCE AND REPAIR IN MAZOVIAN
VOIVODESHIP FOR 1834
In the Official Journal of the Mazovian Voivodeship,
printed on 2 December 1833, a summary by the Government Commission for
Internal, Spiritual and Public Enlightenment Affairs was presented, which
include a preliminary illustration of the amount of stone material, necessary
for the proper maintenance of paved roads in this region of the country through
the whole of 1834. This specification included: a) natural and artificial
gravel; b) possible selection of these two types of gravel; c) chipping
(crushed stone or rock) or remains from the former supply of stones. The
Ministry of Interior simultaneously reserved the right to increase or reduce by
one third the quantity of the ordered deliveries and works[10].
Tab. 3.
The public tender for the delivery
of natural or artificial gravel and crushed versions of previously supplied
stones necessary for the maintenance of main roads in Mazovian Voivodeship in
1834[11]
|
Route |
Fathoms
of natural gravel |
Fathoms
of artificial gravel |
Fathoms
of natural or artificial gravel |
Fathoms
of crushed stones
|
|
|
|
|
|
|
|
I.
Kowno route a)
from Praga to Jabłonna b)
from Jabłonna to Zgierz II. Brześć Litewski route a) from the road to Janków to the
border of Warsaw District b) from Mingosy on the border of
Stanisławów District III. Lublin route a) from Warsaw to Piaseczno b)
from Potycze to Mniszów IV.
Cracow route a) from Warsaw to Sękocin - from Verst 1-5 inclusive - from Versts 6-16 inclusive V. Kalisz to Poznań route a) from Warsaw to Błonie - from Versts 1-5 inclusive - from Versts 6-16 inclusive b) from Błonie to the border of
Warsaw District c) from Verst 3 to Sochaczew d) from Sochaczew beyond Łowicz to
the border of Sochaczew District e) from Verst 79 in the direction of
Kłodawa on the border of Gostyń District f) from Verst 140 to Chojny on the
border of Łęczyca District VI. Gdańsk route on the right bank
of the Vistula River a) from Jabłonna to Modlin VII. Roads around Warsaw a) Wilanów road b) Młociny, Bielany and Marymont
roads c) Military camp roads and
Parysów road Roads and squares around Łazienki
Palace VIII. Additional requirement of the
delivery of 130 wagons of gravel, with 16 ft3 in each of them |
100 129 9 142 34 35 |
155 100 27 |
115 200 350 180 38 58 320 100 230 284 |
70 110.5 364.5 80 |
As is visible from the collected data, the Government Commission for
Internal, Spiritual and Public Enlightenment Affairs, in the procurement of
materials required for suitable road maintenance in Mazovian Voivodeship, most
often did not make a difference as to whether natural or artificial gravel
should be used. In addition, it should be similarly assumed that the solution
applied in 1833/1834, in reference to this central region of the country,
represented an model to be sanctioned in other years, both in this and in other
areas of the Kingdom of the Poland, during the military rule of another Russian
Prince of Warsaw, General Paskewich.
Subsequently, on 14 March 1834, the Government Commission of Internal,
Spiritual and Public Enlightenment Affairs issued Rescript No. 1 907/3 867,
ordering an auction to take place for the supply of 96.625 cubic fathoms of
artificial gravel, obtained by crushing granite stones, which was intended for
the ongoing repair of the Kalisz-Poznań route, between the town of
Kłodawa and the locality of Chojne. The ministry additionally decided at
the same time to undertake some other repair works, on this occasion to be
commenced a) on the roads around Warsaw, b) on the Lublin route; c) and on
other sections of the Kalisz-Poznań route. In view of the above, the
Mazovian Voivodeship Commission issued, on 24 April1834, Note No. 21 426,
signed by its President, Count Potocki, announcing the public tenders that
would be executed in the offices of this institution on 16 May 1834 (at noon).
The tender (with negative
bidding) was to start with a total amount of 27,310 Polish zlote and 29.5
grosze. Of course, the offer with the lowest amount proposed was destined to
win. Delivered in sealed envelopes, written offers were only accepted if the
bidding entrepreneur was able to present proof of the bid money paid[12].
4.
DELIVERIES OF MATERIALS NECESSARY FOR THE REPAIR AND MAINTANANCE OF PAVED ROADS
IN MAZOVIAN VOIVODESHIP IN1836-1837
According
to the information presented on 1 August 1835 by the Government Commission for
Internal, Spiritual and Public Enlightenment Affairs, delivery of maintenance
and repair materials for paved roads for the period of 1836-1837 was jointly
anticipated. The relevant public tender competition was to be carried out in
such a way that, until noon on 7 September 1835, suitable declarations were to
be placed at the office of the Mazovian Provincial Commission. Submitted offers
had to include the price of both natural and artificial gravel. These
declarations had to be additionally accompanied by security deposits with a
value of 10% of the amount of the offered prices for all materials, while the
exact content of the government offer was available for inspection each day
(except holidays) from 8 a.m. to 4 p.m. As announced, the state authorities
needed to provide “natural or artificial gravel, depending on the
entrepreneur’s choosing” for road maintenance[13].
Tab. 4.
The public tender for the delivery of natural or artificial gravel and
crushed versions of previously supplied stones necessary for the maintenance of
main roads in Mazovian Voivodeship in 1834, according to the additional public
tender of 16 May 1834[14]
|
Route |
Bidding sum (in Polish zlote,
grosze) |
Bid money (in Polish zlote) |
|
I. Roads around Warsaw a) Bielany, Młociny and
Marymont roads b) Road leading from Powązki
Warsaw’s city gate to Parysów II. Kalisz-Poznań route a) from Warsaw to the border of
Sochaczew District b) from Verst 80 to Verst 140 c) from Verst 140 to Verst 159 III. Lublin route a) from Warsaw to
Piaseczno b) from Potycze to Miuszewo |
484, 7 1, 572, 4 114, 20 6,870, 26 4,358, 27.5 1,371, 5 12,539 |
49 158
12 687 436 137
1,253 |
Tab. 5.
The public
tender for the delivery of natural or artificial gravel and crushed versions of
previously supplied stones necessary for the maintenance of main roads in
Mazovian Voivodeship during 1836/1837 on the following tracks: Kowno route;
Brześć Litewski route; Lublin route[15]
|
Route |
Versts |
Fathoms of natural or artificial
gravel |
Fathoms of crushed stone |
|
I.
Kowno route a)
from Praga to Jabłonna b)
from Jabłonna to Zgierz II.
Brześć Litewski route a)
from Praga to Miłosna b) from Miłosna to Mińsk c) from Mińsk do Koussin d) from Koussin to Mingosy III. Lublin route a) from Warsaw to Piaseczno b)
from Piaseczno to Góra Caldaria b)
from Góra Caldaria to Mniszów (Mniszew) IV. Cracow route a) from Warsaw to Sękocin b)
from Sękocin to Tarczyn c)
from Tarczyn to Grójec d)
from Grójec to Falenica e)
from Falenica to Białobrzegi |
1-14 14-23 1-5 5-16 16-17 17-34 34-50 50-65 1-5 5-14 14-30 30-43 43-47 1-4 4-8 8-16 16-27 17-40 40-61 61-63 |
320 160 130 220 15 240 230 210 120 180 130 130 30 100 80 120 120 130 180 13 |
1 From Miłosna to Mingosy - 32 |
Tab. 6.
The public tender for
the delivery of natural or artificial gravel and crushed versions of previously
supplied stones necessary for maintenance of main roads in Mazovian Voivodeship
during 1836/1837 on the following tracks: Kalisz-Poznań route; industrial
route; Gdańsk route; Modlin route[16]
|
Route |
Versts |
Fathoms of natural or artificial
gravel |
Fathoms of crushed stones |
|
I. Kalisz-Poznań route a)
from Warsaw to Ołtarzew b)
from Ołtarzew to Błonie c)
from Błonie to Sochaczew d) from Sochaczew to Łowicz e) from Łowicza to the border of
Sochaczew District f) from the border of Sochaczew District
to Płocka Dąbrowa g)
from Płocka Dąbrowa to Kutno h)
from Kutno to Krośniewice i)
from Krośniewice to Kłodawa j) from Kłodawa to Chojny II. Industrial route a)
from Łowicz to the border of Sochaczew District b) from the border of Sochaczew District
to the border of Rawa District c) from the border of Rawa District to the border of Kalisz Voivodeship III. Gdańsk route on the right bank of
the Vistula River a) from Jabłonna to Modlin IV. Gdańsk route on the left bank of
the Vistula River a)
from Warsaw to Młociny b)
from Młociny to Kazuń |
1-14 14-24 24-31 31-48 48-72 74-79 79-94 94-114 114-126 126-140 140-159 72-90 90-112 112-133 Distance of 13 versts 1-6 6-26 |
330 205 120 145 275 60 60 160 - 100 130 200 185 240 220 140 290 |
31
119
118
76
135 |
Tab. 7.
The public tender for
the delivery of natural or artificial gravel and crushed versions of previously
supplied stones necessary for maintenance of main roads in Mazovian Voivodeship
during 1836/1837 on the following tracks[17]
|
Route |
Versts |
Fathoms of natural or artificial
gravel |
|
I
Radzymin route a)
from Praga to Radzymin II. Roads around Warsaw a) Bielany road b) Marymont road c) Wilanów and Siedlce roads d) Military camps roads |
1-19 |
330 50 16 15 25 |
Accordingly, one of leading figures
on the Government Committee of Internal Affairs, Felix Łubieński, in
a text he wrote on 15 August 1835, strongly emphasized the need to fully comply
with all the terms of above-described public tender[18].
5. CONTRACT SIGNED BETWEEN THE
GOVERNMENT COMMISSION FOR INTERNAL, SPIRITUAL AND PUBLIC ENLIGHTENMENT AND THE
ENTREPRENEUR S.N. POSNER
Although most tenders eventually
brought about relatively positive results, several years of experience gained
in the first half of the 1830s with public bidding for the supply of materials
necessary for repairing and maintaining Polish paved roads (especially in the
central part of the kingdom) revealed some obvious flaws on the entire system.
Based on this observation, mostly with the purpose of thwarting further
practices bearing the characteristics of the collusion of bidding, the
Directorate of Land and Water Communications and the Government Commission for
Internal, Spiritual and
Public Enlightenment Affairs finally implemented, in 1836. some drastic
countermeasures, aiming to reduce this problematic phenomenon.
Such possibilities were opened up
when a few formally competing entrepreneurs approached the ministerial office,
proposing to carry out a comprehensive conservation of paved roads in the whole
of the kingdom to eventually ensure long-term general stone material delivery
intended for use by the Directorate of Land and Water Communications. Among
these persons was S.N. Posner, who, at least in the view of Warsaw’s
transportation administration authorities, presented the most favourable
conditions for such an overall approach from the government’s
perspective. As a result, the Government Commission for Internal, Spiritual and
Public Enlightenment Affairs concluded an appropriate agreement solely with
this entrepreneur, which was subsequently approved by country’s official
civil government, the Administrative Council.
On the basis of the contract
signed, Posner, accepted and embraced his commitment to provide the state
transportation administration with stone material necessary for the further
maintenance of Polish paved roads for 10 years (i.e., during the period
1836-1845). At the same time, the Warsaw authorities received some strong
financial guarantees from the entrepreneur concerning the accuracy of his
economic promises. Indeed, during 1836, he was already agreeing to deliver
goods (stone material) at prices that were, on average by 17% less than those
applicable in the previous. As a result, the Ministry of Interior not only
secured the Public Road Fund against further, uncontrolled financial loss, but
also managed to achieve savings on material supplies, estimated in this case at
over 200,000 Polish zlote per annum[19].
That said, both the Directorate of
Land and Water Communications and the Government Commission for Internal
Affairs were not entirely satisfied with the basic deal struck with Posner. In
order to expand the anticipated gains, the Ministry of Interior especially
wanted to continue maintaining some of the benefits that could possibly result
from the ongoing open public tenders for the delivery of stone material
necessary for the maintenance and repair of paved roads. For this reason, in
the contract signed with Posner, it was stated that the Government Commission
for Internal, Spiritual and Public Enlightenment Affairs would take into
consideration the annual conduct in all governorates of the kingdom concerning
local bids, in which other entrepreneurs would be able to apply for the
delivery work of the described materials, but only if they were able to offer
lower prices than Posner. Any eventual financial benefits that would have
arisen from carrying out these local auctions would be divided equally between
the state administration and Posner himself. This so-called “main
administrator”, having assured for himself the right to participate in
governate bidding, thus obtained prerogatives to prevent possible collusions;
at the same time he was able to influence the price fluctuations (reduction) of
scarce stone material. Indeed, only during a few preliminary local public
tenders, implemented in 1836 just after the agreement between the Ministry of
Interior and Posner was signed, did the bidding prices for services for
supplying stone materials required for the maintenance of paved roads turn out
to be “quite different”, compared with previous times. As reported
by the Ministry of Interior, it became clear that “the bidders even
offered prices that were 11% lower than those offered by the main administrator
[i.e., Posner]”[20].
6. CONCLUSIONS
Absolutely necessary for the
maintenance of the main road infrastructure in the Kingdom of Poland at
acceptable and sustainable level, the delivery of stone materials was secured
in the first half of the 1830s by a) the initial continuation of
pre-revolutionary solutions and b) the introduction of new bidding regulations
in May 1833. It soon turned out, however, that the copious bid rigging among
bidders made the process of supplying of these scare materials relatively
costly. Thus, in the mid-1830s, the Directorate of Land and Water
Communications and - superior to this transportation institution - the
Government Commission for Internal, Spiritual and Public Enlightenment Affairs
at least partly solved this problem by concluding a 10-year agreement to supply
different types of gravel and crushed stones on a national scale with the
energetic entrepreneur, S.N. Posner. Furthermore, this entrepreneur also
enjoyed the right to participate in (and control) local tenders for the
delivery of road materials. As a result, in 1836 alone, savings were reported,
which were equal to 28% of the sum previously paid for the supply of materials
necessary to maintain and repair major roads.
The significance of this undoubted economic success, however, was somewhat diminished,
especially when taking into account the overall reduction in the activities of
the Directorate of Land and Water Communications, which was already visible at
the very beginning of the second half of the 1830s. The above factor, of
course, does not fundamentally change the positive assessment of the actions
undertaken by both the Directorate of Land and Water Communications and the
Ministry of Interior in the scope of streamlining and reducing costs in the
supply of stone materials necessary for the proper functioning of Polish roads
in the first years after the fall of the November Uprising. These were the
processes, where the diligent observation of diverse impediments and
improprieties, especially occurring in the central part of the country, largely
contributed to a general improvement and the discovery of suitably positive
solutions.
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Received 17.02.2018; accepted in revised form 15.05.2018
Scientific
Journal of Silesian University of Technology. Series Transport is licensed
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