Holy Roman Empire

Chapter 137: Railway Network

Chapter 137: Railway Network

On July 11, 1849, during an extended government meeting in Austria, Franz proposed the establishment of the “Austrian Core Industry System.”

Following this, the Austrian government launched on-site research to determine which industries should take precedence as the focal points for development.

This decision couldn’t be made hastily, even if the reasons were compelling. It was crucial to gather and analyze sufficient data to ensure there were no risks before finalizing the decision.

Surprisingly, the reality turned out quite differently. There was substantial evidence indicating that during this era, the focus should be on the development of the military-industrial complex, especially the naval military industry.

The cost of hundreds of thousands of rifles for the army would be roughly equivalent to the price of one or two battleships. Cannons might be more expensive but still relatively affordable for the era. During this period, the most substantial military expenditure for the army was personnel salaries and training costs, rather than weapons and equipment.

Military-industrial enterprises primarily concentrated on research and production capacity. Expanding production capacity blindly wasn’t necessary, as the domestic market was limited, and the international arms market even smaller. Investing heavily in expanding production capacity would be an unwise move.

Regarding research and development, it wouldn’t require a significant amount of money. How much would it cost to develop a few types of cannons and rifles? Would one million florins a year suffice? If not, ten million florins would undoubtedly be more than enough.

In this era, whether the combined research and development expenses for military weapons and equipment across all European countries would amount to ten million florins remained a significant question.

Franz estimated that it likely wouldn’t. Most military-industrial enterprises in Europe were private businesses motivated by profit. If the investment in research and development costs was too high, it might never be recouped.

As long as profits were reasonable, there was no expectation for capitalists to engage in technological innovation.

During this era, technological innovation wasn’t a favored term, as it had a failure rate exceeding ninety-nine percent. Capitalists were cautious when it came to investments in this field.

That’s why there’s a saying that war drives the development of weapons. It’s only during wartime that people are willing to invest in the research and development of new weapons and equipment.

In contrast, the navy was a money-drainer. Unfortunately, the Austrian Empire’s navy appeared rather small, likely ranking around sixth, seventh, or eighth in the world.

If they chose to focus on navy development, it wouldn’t take long to rise to the third position globally, just behind England and France.

However, surpassing them would be a different challenge. These two powers, along with the other leading nations, were on an entirely different level in terms of technological prowess and overall national strength.

Considering the daunting naval arms race, Franz had a moment of hesitation. What use did Austria have for a large fleet? Its navy could only operate in the Mediterranean. Building a formidable fleet would be futile.

Both England and France were colonial empires, and their emphasis on large navies stemmed from their colonial ambitions. The major naval powers of the time were predominantly colonial nations. Even if Austria were to contemplate colonial activities now, there was no immediate need for a massive naval buildup.

Franz had no intention of competing with the British for control of India, so why engage in an arms race with them?

The final research report confirmed that prioritizing the development of the military-industrial complex was the way to go. With an annual government allocation of several million for research and development, Austria could easily maintain a position at the forefront of global military technology.

The level of basic industry wasn’t solely dependent on how much the government emphasized and invested; greater investments didn’t necessarily guarantee larger final gains.

As Franz reviewed the report, he couldn’t help but express frustration at the unscrupulous experts and professors of the future who had meddled with history.

Consider this: in the Austro-Prussian War and the Franco-Prussian War, what advanced weapons did Prussia produce apart from a new type of rifle?

Did the development of the military-industrial complex, which required substantial resources, truly culminate in just a breech-loading rifle as its ultimate achievement?

This was sheer nonsense! Did the leaders of Prussia’s government all lack common sense?

Franz boldly asserted that with the right investments, Austria could have developed even machine guns by now, with several hundred thousand florins well spent.

In simpler terms, the capacity of the military-industrial complex is still relatively small. As long as the government allocates a modest portion of resources, it can maintain a leading position on the global stage.

Indeed, in this era, Austria's military-industrial complex is at the forefront. It doesn’t lag behind compared to any other country.

Franz had no plans to leap forward through eras. High-tech products like airplanes and tanks weren’t part of his immediate development agenda.

Even if research was conducted, their production was still a distant prospect.

Manufacturing tanks was within the realm of feasibility, and at worst, they could create something akin to a steam tank, which might seem somewhat fantastical but was theoretically possible. However, has anyone ever heard of a steam-powered airplane?

If he had to face the consequences, so be it; Franz had thick skin. Fortunately, the Austrian government was pragmatic. Otherwise, once the national policy was set, he’d have no choice but to accept it.

On September 11, 1849, the Austrian government established a separate department, the Ministry of Railways, to oversee railway construction, officially designating railways as Austria’s core industry for the next two decades.

On September 13, the Austrian government reaffirmed the core positions of the manufacturing and food processing industries, both of which fell under the jurisdiction of the Ministry of Industry.

With this, the three driving forces propelling the Austrian Empire forward were established. The next question was how to develop these industries.

“Your Majesty, I present to you an initial proposal from the Ministry of Railways, outlining plans for the rapid establishment of a nationwide railway network,” Baron vom Stein, the newly appointed Minister of Railways, respectfully conveyed.

With all due respect, he handed a document to Franz. Although not extensive, it held a wealth of information within its pages. The document consisted of meticulously crafted tables and textual explanations, though there were occasional uneven lines, possibly due to its hurried creation.

Franz received the document and embarked on a thorough examination of its contents. Despite its brevity, it proved to be an invaluable resource. It contained carefully arranged details, each pen stroke bearing witness to the diligence of its creators.

After spending more than a dozen minutes reviewing the document, Franz’s expression remained composed. He turned to his maid and said, “Jenny, please bring a map of Austria.”

This plan outlined the framework for a national railway network, connecting several cities. Franz's memory wasn’t flawless, and he couldn’t recall every location precisely.

As he compared the plan to the map, it became clear to Franz that, once implemented, it would seamlessly connect Austria’s major cities. Some railways even extended into the border regions, suggesting that the Ministry of Railways had considered military applications as well.

“The plan appears robust, but the critical issue is its technical feasibility. Many regions pose significant construction challenges due to their rugged, mountainous terrain,” Franz reflected, expressing his concerns.

“Your Majesty, this is just a preliminary draft. In practice, before commencing construction, we’ll send engineers for comprehensive on-site surveys along the route. Without this crucial data, we can’t guarantee feasibility.

We are well-prepared for such situations. If certain segments prove impractical due to geographical constraints, we’ll explore alternative routes. Our current goal is to expand the railway network to connect major cities across the nation,” replied Baron vom Stein, the Minister of Railways.

Franz nodded in agreement. Strictly speaking, Stein wasn’t a conventional administrator; he was more like an engineer.

However, the primary mission of the Austrian Ministry of Railways at this point was road construction. Railway administration was the responsibility of subsidiary railway companies overseen by the Ministry of Transport.

“If it hadn’t been necessary to emphasize the government’s commitment to railways, we might have considered a less elaborate Ministry of Railways, perhaps a dedicated railway construction company,” Franz contemplated.

Given that the primary task was railway construction, Franz had no reservations about appointing an experienced engineer to lead the effort. This way, he could avoid concerns about overly ambitious railway construction proposals.

Stein had played pivotal roles in the design and construction of numerous Austrian railways, earning him a reputation as one of Austria’s most esteemed railway engineers of the era.

Initially, he held the title of Chief Railway Engineer, recruited by the Austrian government. Now, he has assumed the role of Minister of Railways.

Titles had changed, authority had expanded, but the essence of his work remained unchanged. He was still tasked with building railways and actively participating in their design and construction.

In this era, railway designers faced formidable challenges. They had to personally conduct on-site surveys for critical segments of the railway, without the comfort of air-conditioned offices.

Franz’s concerns didn’t center on whether this railway network plan could be executed; instead, it was a matter of when it could be realized.

The 19th century was a world apart from the conveniences of the 21st century. Constructing over 38,000 kilometers of railways, with over 12,000 kilometers as primary routes, was an enormous undertaking.

Building such an extensive railroad network was a Herculean task. Currently, Austria has a mere 1,359 kilometers of operational railways, with an additional 896 kilometers under construction.

“Tell me, how long will it take to see this plan come to fruition?” Franz inquired, his concern reflecting the monumental scope of the project.

“At least twenty years, and if we have sufficient financial resources, this timeframe can be significantly shortened,” Stein replied.

Stein left some room for flexibility in his response. Railway construction differed from other industries in that, with sufficient investment, multiple sections could be initiated simultaneously, significantly increasing the construction speed.

Franz remained silent for a moment. Stein’s answer was somewhat equivocal, not providing a definitive timeline. Building over 38,000 kilometers of railway would be an immense undertaking, and if approached slowly, twenty years might not suffice.

However, if the project were broken down into smaller sections, perhaps thirty or more, each covering approximately a thousand kilometers, and further subdivided, it might be possible to complete the construction in just a few years.

If one genuinely believed this could be accomplished so quickly, they must be naive. Firstly, it would require a massive infusion of capital, and secondly, a substantial workforce dedicated to railway construction.

In addition to ensuring these two fundamental requirements, we must also consider factors like the availability of technical personnel, transportation logistics, raw material supply, geographical conditions, and a host of other variables.

“I will grant you twenty years for this endeavor. Regarding funding, I can assure you that the government will allocate no less than twenty million florins annually, and we will also enact relevant laws to permit private capital to participate in railway construction.

I hope to witness a railway network covering the entire country within twenty years. Do you believe this is achievable?” Franz inquired solemnly.

“Your Majesty, please rest assured, I pledge to complete this task ahead of schedule!” Stein declared with great enthusiasm.

As long as there was sufficient funding, constructing railways wouldn’t pose a problem.

It’s worth noting that the Austrian government still had a pool of laborers—those unfortunate individuals who had participated in past rebellions were destined to be employed from the outset.

Franz couldn’t help but contemplate whether two hundred thousand people would be inadequate to lay down thirty-eight thousand kilometers of railways. If they fell short, perhaps they could provoke another war, assert dominance over the Ottoman Empire, and bring in more laborers?

The path to industrialization for every nation was stained with blood, whether through internal struggles or external conflicts. Success rarely came without significant sacrifice.