Holy Roman Empire

Since the establishment of the Holy Roman Economic Alliance, the economies of the participating countries have been closely linked, and the import and export trade between the alliances has rapidly increased.

Taking Bavaria as an example, the total import and export trade with Austria rose by 23% in 1850, of which the import trade volume increased by 32% and the export trade volume increased by 7%.

For the Kingdom of Bavaria, the trade deficit with Austria expanded to eight million dongs in 1850, which severely hit the development of Bavarian capitalist economy.

Of course, things are two-sided. Because of the geographical location, Austria's trade with other states in the South German region must pass through Bavaria, which also promotes the development of Bavaria's domestic transportation industry.

Whether it is a loss or a profit is difficult to say clearly. But one thing is for sure, those who are engaged in import and export trade make money.

These people all have one characteristic, most of them are local nobility. European aristocrats have no intention of discriminating against business, they will not live with money.

In order for the alliance to be successfully established, Austria naturally attracted some powerful aristocrats. It was these people's contributions that promoted the establishment of the economic alliance.

Interest is always the best catalyst. Even now that Bavaria has come together diplomatically with the Kingdom of Prussia, it is still economically unaffected.

Maximilian I did not dare to move the cheeses of the interest groups. If the trade was cut off, the royal family would be one of the biggest losers.

The upsurge of railway construction in Austria has inevitably affected the Kingdom of Bavaria, and the voice of folks for railway construction has become increasingly high.

Under the lead of the German Economic Exchange Organization, a railway trunk line connecting the states of the South German region was brought up by economic experts.

It quickly aroused heated discussions among the people. Countless experts and scholars came out on the platform, preaching the theory of railway power, and enumerating a series of benefits of building railways.

Social debate has also attracted the attention of capital, especially those engaged in the transportation industry. They know more about how profitable the railway is.

Bavaria is not without railroads, but it does not have a complete railway network, and it lacks a railway trunk line that runs through the east and west of the Bavarian Kingdom.

From the perspective of economic development, the establishment of such a railway trunk line will greatly promote the economic development of Bavaria.

Munich

Within the Royal Bavarian Railways, discussions are under way on the construction of this trunk line.

According to economists, the railway extends westward to Baden and merges eastward with the rail networks in Salzburg and Austria.

Now everyone is discussing the technical feasibility and economic feasibility. The Royal Bavarian Railway is a state-owned enterprise, so the efficiency is naturally inevitably lower.

The engineer Sol replied solemnly: "Technically, the problem is not big. Except for a small number of sections that need to be detoured, there is not much technical difficulty in building this railway."

It is technically not difficult. This so-called main line is actually three or four hundred kilometers, and most of the sections are on the Bavarian plain.

"So economically? Don't forget that there is a Danube river between us and Austria, and water transport plays an important role in the trade between the two countries.

The main purpose of building this railway now is to make money. Can our railways compete in water transportation? "Mrka, president of the railway company, asked with concern

Commercial operations director Wilkes replied: "Water transport is indeed cheap, but the range of radiation of the Danube is limited. The river is not controlled by humans. Unlike our railway, we can repair it wherever we want.

Once this railway runs through, the economic lifeline of the entire South German region will be in our hands. Judging from the current commercial transportation volume, achieving profitability is not a problem at all.

If we are worried about the risks, we can also raise funds externally. Many people want to invest in this railway outside.

If we do not set up the project as soon as possible and get the right to build railways from the government, I am afraid we will be preempted. "

Don't think that there is no competition for state-owned enterprises. In this era, Bavarians can build railways. As long as you can afford it, you can build it as you like.

Competition is not fierce in this era. If by the beginning of the 20th century, there might be competition between several railway companies' railways.

After a pause, Morka made a decision: "Since there is no problem for everyone, then the Ministry of Engineering will set up the railway project as soon as possible and take out the design drawings, and the Operation Department will immediately apply to the government for the construction right of this railway."

Although the Royal Bavarian Railway is a state-owned enterprise, in fact there are many people who share interests. These talents are the main force to promote the construction of this railway.

It may not be comparable to the tens of thousands of kilometers of Austrian railway network plan, but once this trunk line is completed, the supporting branch line sections are also indispensable.

Thousands of kilometers of railways are undoubtedly a big project in this era, and the benefits contained in them are definitely not a small number.

...

In the Royal Palace of Munich, a plan for the construction of the main railway artery has appeared in front of Maximilian I. Not only the Royal Bavarian Railway Company, but also a Bavarian Watson Railway Company.

Benefits are always the best catalyst. Obviously, there will not be only those who are following this railway. If the Bavarian government does not make a decision, there will be more applications for railway construction in the future.

The military value of railways in this era has not yet been valued, and Maximi I did not consider the military threat that Austria brought to Bavaria after the railways were built.

It is mainly useless to consider, and the difference in strength between the two sides is too large. Munich is more than 70 kilometers away from the Austrian border. The so-called defense security issue is simply a fallacy.

Such a short distance, even if it takes a maximum of two days to walk, is the same whether there is a railway or not. Counting on traffic to block Austria's advance is more reliable than expecting international intervention.

Maximilian I attached great importance to domestic economic development. He also supported the construction of a railway that could promote domestic economic development.

What's more, the railway brought not only economic benefits to Bavaria, but also the spread of political influence, which could strengthen their position in the German state.

"For the construction of this railway, it is necessary to coordinate the several countries along the way. Is there any diplomatic problem?" Maximi I asked with concern.

The Minister of Foreign Affairs replied: "Your Majesty, in accordance with the provisions of the Holy Roman Alliance, investment in the construction of railways between allies and national railway companies enjoy the same treatment, and we can communicate with governments.

If there is a railway company in China, if they are willing to participate, everyone will unite, complete the construction of the internal section of each country, and set up a joint railway operating company.

If there is no railway company involved, we can also invest in the construction of this railway in accordance with local laws and regulations. "

...

Vienna

After receiving the Bavarian railway construction plan, Franz's first reaction was that the Bavarian government was crazy.

Wouldn't building such a railway facilitate Austria's invasion? After deciding again and again, Franz found that he thought too much.

Bavaria is small, the capital Munich is too close to Austria, and the existence of this railway does not exempt Austria from the military threat.

It is simply that with the passage of railroads, Austrian military operations have become more convenient. It's just that this convenience is not for Bavaria, but for the more remote German states such as Baden and Wurttemberg.

Franz said with a smile: "Similarly, the Bavarian government requested that since they want to build this railway, let them repair it. If we need to cooperate, we will cooperate with them.

If they are short of funds, they can be sent to the Vienna stock market to raise funds. "

He did not say how much benefit this railway will bring to Austria after the construction of the railway is completed, of course, this kind of thing will make a lot of money.

You know, when the German economic organization was originally instructed to come forward to promote the construction of the railway, Franz was prepared for the Bavarian government to strongly oppose it.

He also intends to use public opinion to force the Bavarian government to build the same railway. The result is now good, and the folk-building has just begun, and the Bavarian government has taken the initiative to jump out.

For Franz, the construction of the railway by the Bavarian government couldn't be better. The relations between the South German states are naturally coordinated by them, and the Austrian government does not need to do anything to enjoy it.

As for the Royal Bavarian Railway Company, it will make huge fortunes in the future, Franz said very much that they deserve it.

If this railway brought convenience to Austria's unification of the South German region, then Franz wouldn't mind giving them a big medal.

Incidentally, the Emperor Bavarian Railway Company was renamed the Royal Austrian Railway Company in honor of their outstanding contribution to the cause of German unification.

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