Note: In this postscript, I discuss the timing and path of construction of the Austrian Ferdinand Northern Railway vis a vis the Wilhelmsbahn Railway, and its likely impact on the family-owned hotel establishment in Ratibor, Prussia, which at least for some time likely benefited from the routing.
Multiple of my earlier posts have discussed the family establishment in Ratibor [today: Racibórz, Poland], the Bruck’s “Prinz von Preußen” Hotel, owned by three generations of my family from roughly 1850 until 1926. Based on the evidence I’ve amassed, I’m convinced that my family owned the hotel from the time it was built sometime between 1846 and 1850, and that its construction was tied to the arrival of the railroad in Ratibor which began service there on the 1st of January 1846.
There are at least two reference points that prove the “Prinz von Preußen” was in existence by 1850. First, the hotel is listed in John Murray’s 1850 “Hand-Book for Travellers on the Continent: Being A Guide Through Holland, Belgium, Prussia, and Northern Germany, and Along the Rhine from Holland to Switzerland” as a place for people to stay in Ratibor while voyaging between Breslau [today: Wrocław, Poland] and Vienna, Austria. (Figures 1a-b) Second, a notice published announced a recital by the noted Austrian composer Johann Strauss II (1825-1899) at the Prinz von Preußen on the 17th of October 1850. (Figure 2) The composer performed at the hotel while on his way to Vienna, then again a month later on the 17th of November 1850 on his way back through. (Figure 3)
Following publication of Post 156, I did further research on the Wilhelmsbahn or Upper Silesian railway. Just to remind readers, the Wilhelmsbahn was a private railway company in Prussia. It was founded in 1844 in Ratibor in Upper Silesia to connect the Upper Silesian Railway (Breslau—Oppeln—Kosel—Gleiwitz) (today: Wrocław—Opole—Kozle—Gliwice) with the Austrian Emperor Ferdinand Railway. (Figures 4a-b; 5) Construction of this railway through Ratibor for the first time connected the Austrian railway network with the Prussian one.
During my research, I stumbled on the following mention of the opening of the railroad in Racibórz:
“In 1846, the first section of the Wilhelm Railway ((German: Wilhelmsbahn, currently railway line No. 151) connecting Racibórz with Koźle was opened. In Koźle, the line connected with the Upper Silesian Railway ((German: Oberschlesische Eisenbahn) connecting Upper Silesia with Wrocław. In 1847, Wilhelm’s Railway was extended to Bohumín. In the years 1855–1858 further sections of the Wilhelm Railway connecting Racibórz with Katowice through Rybnik (currently railway line No. 140) were opened.”
This obscure reference comes from a report entitled “Road to Rail Potential shift of transport flows” published by the so-called Central Europe TRANS TRITIA. Suffice it to say, that TRITIA is a “European Grouping of Territorial Cooperation” in which three regions of Poland, Slovakia, and Czech Republic cooperate to improve coordination and planning of freight transport.
This seemingly insignificant mention of the Wilhelmsbahn Railway caused me to reexamine the references I’d consulted earlier related to the Emperor Ferdinand Northern Railway and reconsider the timing and route of its construction. In the process, I discovered I’d left readers a bit hanging as to where exactly the Wilhelmsbahn Railway connected with the Emperor Ferdinand Northern Railway after it left Ratibor. This, in turn, made me realize the Wilhelmsbahn Railway played a more significant role in the region’s economic development than I’d previously understood and that this no doubt resulted in significantly more business for my family’s hotel in Ratibor. Let me explain.
The Emperor Ferdinand Northern Railway was a railway company that existed during the time of the Austrian-Hungarian Empire. The main line of this railway was intended to connect Vienna with the salt mines in Bochnia, east of Krakau [today: Kraków, Poland]. Bochnia is located on the river Raba in southern Poland, and the salt mine there is the oldest functioning one in Europe, built in the 13th century.
The Ferdinand Northern Railway never directly reached Kraków or the salt mines in Bochnia. The first rail connection from Vienna to Krakau took place via Oderberg (Bohumín), Ratibor, Kosel, and Myslowitz, and this was provided by the Wilhelmsbahn and the Oberschlesische Eisenbahn (Upper Silesian Railway). The line from Myslowitz to Krakau was built by the Krakau-Oberschlesische Bahn (Kraków and Upper Silesian Railway). Bearing in mind that the towns that are today in the Czech Republic were once part of the Austrian Empire, an entirely Austrian route from Vienna to Krakau did not exist until 1856, nine years after the Ferdinand Northern Railway reached Oderberg (Bohumín) and a full ten years after the Wilhelmsbahn railroad reached Ratibor.
In reviewing the construction timeline of the Ferdinand Northern Railway what I previously failed to fully comprehend is that the Wilhelmsbahn Railway was completed before the Northern Railway’s segment from Oderberg (Bohumín) to Krakau. The significance is that at least for some period Ratibor was an important transit point for people traveling between Vienna and Krakau, and the Bruck’s Hotel would have provided the then-modern amenities voyagers sought. Following completion of the more direct route from Oderberg (Bohumín) to Krakau would have meant that some business was lost, although Ratibor would have continued as a logical way station for people traveling to Breslau, Berlin, and points west from there.
Coincidentally, on the same page as the Prinz von Preußen is mentioned in John Murray’s 1850 “Hand-Book for Travellers on the Continent,” Oderberg and the Kaiser Ferdinand Nordbahn (i.e., Ferdinand Northern Railway) are also discussed. The train coming from Prague to the west connected to the Ferdinand Northern Railway via Olmütz [today: Olomouc, Czech Republic] in Prerau [today: Přerov, Czech Republic]. (Figure 7)
Note: A page from an 1845 book by Johann Knie translated by one of my cousins discussing trade and commerce in Ratibor (today: Racibórz, Poland) at the time includes a discussion of the regional railway companies involved and the route by which the train arrived in town. The places mentioned provide an opportunity for me to introduce unfamiliar readers to the Meyers Gazetteer, a compilation of German Empire (1871-1918) place names and maps, to better visualize things.
It doesn’t come naturally to me to be curious. My parents were not patient people who would encourage nor answer an endless stream of innocent queries. This line of questioning was quickly squelched. I admire people to whom this trait comes instinctively, who grew up in a more nurturing and cerebral environment. This may explain why I go into more detail on matters of historical context than readers may be interested in knowing. Readers can decide for themselves how much of a topic they want to learn about.
With the above as backdrop, I want to discuss one valuable resource I stumbled upon while doing my ancestral research, the so-called Meyers Gazetteer. Various references to it can be found on the Internet, including links to the database on ancestry.com and familysearch.org. Consequently, I hesitated to write a post about it. However, because I so frequently find myself returning to this compilation of German Empire (1871-1918) place names and maps, it occurred to me it might be valuable for others unfamiliar with this website to be aware of it. In this post I’ve chosen to illustrate using the arrival of the railroad in Ratibor in January 1846 as an example a potential use of the historic maps in the Meyers Gazetteer to better visualize the placement of the railroad; this is done in conjunction with contemporary Google maps.
I’ve previously explained to readers that most of Silesia (Figure 1) where my immediate family hails from is no longer part of Germany. Most of Silesia was given to Poland as compensation after WWII (Figure 2) following Poland’s loss of a much larger swath of land to the USSR in then-eastern Poland, land that is today part of the Ukraine. With Poland’s acquisition of German Silesia, the German town names were all changed to Polish place names that often make it difficult to locate the former German towns on present-day maps. This is where the Meyers Gazetteer is inordinately useful if the former German town name can be found in the database.
The idea for this post came to me recently after asking one of my fourth cousins, Helen Winter, nee Renshaw (Figure 3) from Wolverhampton, England, if she could briefly explain to me the contents of one page from an 1845 book by Johann Knie talking about Ratibor. The text is printed in Fraktur, Black Lettering, that Helen has gained some aptitude reading of late. (Figure 4)
I did not specifically ask for a transcription nor translation. On my own, I figured out the text addressed primarily trade and commerce in Ratibor in around 1845 so felt a summary would be adequate for my purposes. However because Helen took it as an intellectual challenge, an exquisitely done transcription and translation is what I received. And I’m thrilled Helen provided this because unexpectedly part of the text discussed the route by which the railway arrived in Ratibor and the various regional railway companies involved in its construction.
Because multiple German town names were mentioned and I was having trouble visualizing the route, I turned to the Meyers Orts- und Verkehrs-Lexikon des Deutschen Reichs, the “Meyers Geographical and Commercial Gazetteer of the German Empire.” As ancestry.com points out “This gazetteer of the German Empire is the gazetteer to use to locate place names in German research. It was originally compiled in 1912. This gazetteer is the gazetteer to use because it includes all areas that were part of the pre-World War I German Empire. Gazetteers published after WWI may not include parts of the Empire that were lost to bordering countries. Overall, this gazetteer includes more than 210,000 cities, towns, hamlets, villages, etc.”
They further note that “Gazetteers are very important to use when doing family history research. They not only help you pinpoint a specific place and associate them with the jurisdictions to which they belong, but they can also provide interesting facts about the community and help you to know where to look for additional records. For example, from Meyers Orts you may learn about the size of the town, if there was a post office, where the nearest train station was located, and where the civil registration office was located.”
The meyersgaz.org website, the portal I primarily use for searching German Empire town names, further remarks: “This is the most important of all German gazetteers. The goal of the Meyer’s compilers was to list every place name in the German Empire (1871-1918). It gives the location, i.e. the state and other jurisdictions, where the civil registry office was and parishes if that town had them. It also gives lots of other information about each place. The only drawback to Meyer’s is that if a town did not have a parish, it does not tell where the parish was, making reference to other works necessary.”
On the homepage of meyersgaz.org they note you’ll find a search box in which you type the name of your place using the following conventions:
You can use a wildcard * (an asterisk) in your search. For example, “*gheim” will return “Balgheim, Bergheim, Bietigheim, Billigheim” and anything else that ends in “gheim.”
You can type only the beginning of a name and it will return all places that begin with those letters. For example, “Neu” will return “Neu Abbau, Neu Abschwangen, Neuacker, Neuafrika,” etc.
You do not need to include umlauts; “Munchen” and “München” will return “München.” You can type umlauts if you wish, but you should not expand umlauts, e.g. “ü” as “ue,” as that will return no hits.
A list of identically named places will appear within different jurisdictions, allowing you to identify the town you’re interested in.
As meyersgaz.org further notes, on the “Entry” page the following will be found:
You will see the name of your town and a menu that includes the following items: Entry, Map, Ecclesiastical, Related, Email, and Feedback.
You will see the entry as it appears in Meyer’s, the extraction of the entry, the explanation of the extraction, and a map. The extractions include and are primarily limited to jurisdiction and parish information. The explanations are helpful for those who do not speak German or are not familiar with the old jurisdictions. For example, you will learn what Kreis, Bezirkskommando, and Landgericht mean.
By clicking on “View entry on PDF of the original page,” you can see the entire page on which the entry appears in the original gazetteer.
Click on “Show previous and next entry” to see the previous and following entries. If there was a correction in the Meyer’s addendum, this will also be noted.
Meyersgaz.org remarks that by clicking on “Map” in the menu or on the map itself, additional information can be found:
You will now see your town on the old Karte des deutschen Reiches. This set of maps was produced during the time of the German Empire and so corresponds chronologically to Meyer’s.
You can zoom in and out and the maps can be moved around with the mouse, so you can easily extend the search further around the main town.
If you click on the words “Toggle Historical Map” in the upper right-hand corner, you can switch to Google Maps. This is especially helpful if you are searching in Poland or other areas of the former German Empire that are now in other countries. This is because you can get the current, i.e. non-German, name of the town.
If you hover on “Toggle Historical Map,” you will see a menu. If you click on the menu items, you will see pins appear on the map that correspond to what you have chosen, either Jurisdiction (all places where other jurisdictions are given, such as Kreis, Bezirkskommando, and Landgericht that are included in the entry), surrounding Standesämter (civil registry offices), Catholic parishes, Protestant parishes, or Jewish synagogues. This will help you determine the location of the nearest parishes, etc., within a 20-mile radius, should you need to do an area search. You can also click on the pins and the names of corresponding towns will appear.
You may also see a map with a large red circle instead of a pin. This means that the place has not been geocoded yet and a specific place on the map has not been identified, but it falls within the area of the red circle.
Interested readers are encouraged to access meyersgaz.org website and try out the site for themselves. The maps have allowed me to track down the location of German towns now located in Poland I would otherwise have had great difficulty finding. With respect to the ensuing discussion, I will partially illustrate this using the arrival of the railroad in Ratibor in 1846. I would add that my interest in the coming of train service to Ratibor is related to when the family establishment in Ratibor, the Bruck’s “Prinz von Preußen” Hotel, was constructed; I believe the two events are closely interconnected and that the family enterprise opened in 1846 or soon thereafter.
Helen Winter’s German transcription of the page from Johann Knie’s 1845 book about the route by which the railroad arrived in Ratibor is as follows:
Die meist schlechte Beschaffenheit der von hier aus führenden Strassen wirkt hemmend auf den Landhandel, namentlich auf den Transito-Verkehr. Um so wichtiger muss für Ratibor die gelungene Anlegung der gleich anfangs erwänten Wilhelms Eisenbahn werden, da sie die Verbindung bilden wird, zwischen der Oberschlesien, oder Breslau-Krakauer Eisenbahn u[nd] der österreichischen von Wien nach Krakau führenden Ferdinands-Rorhbahn, sodass Ratibor die natürliche Zwischenstation alles Personen- und Güter-Verkehrs auf der Eisenbahnlinie von Breslau nach Wien sein wird. Das Privilegium der Bahn ist in der preuss[ische] Gesetz[es]S[ammlung] für 1844, Seite 127-146 nachzulesen. Ihre Entstehung verdankt dieses Unternehmen den Oberschlesien, welche seit 1840 in den öffentlichen Blättern, dann durch Gründung eines Aktien-Bereins dahin strebten, die oberschlesische oder breslaukrakauer Eisenbahn-Gesellschaft auf der Unrichtigkeit des erst gewählten Traktus von Oppeln über Malapane [?? ic ??] nach der russische Grenze, aufmerksam zu machen u[nd] den Bemühungen des königl[iches] Regierungs-Presidenten Grafen Pückler auch gelungen, die oberschlesische Bahngesellschaft zu dem Entschlusse zu bestimmen, von Oppeln aus in der Richtung von Kandrzin bis Kosel u[nd] erst von da in östlicher Richtung über Gleiwitz nach Krakau zu bauen, dadurch wurde es möglich, Kandrzin bei Kosel auch als Anfangspunkt für die Wilhelms-Eisenbahn zu gewinnen. Die Bahn geht von Kandrzin rechts der Oder aufwärts bis Ratibor u[nd] hier mittelst der Stromǔberbrückung zu den links zwischen der Oder u[nd] der Stadt gelegenen Bahnhofe. Diese erste Bahnstrecke beträgt 3 7/8 M[eilen]; ihre Fortsetzung am linken Ober-Ufer bis zu dem wahrscheinlichebn End[gangspunkte] und berübergangspunkte 3 3/8 M[eilen]. Die Erdarbeiten zwischen Kandrzin u[nd] Ratibor sind beinahe gänzlich [EDITOR’S NOTE: gönzlich is, I think, a misprint], die bis Oderberg zum grossen Theil vollendet. Der Brückenbau wird mit allem Nachdruck betrieben; bereits sind die meisten Kammarbeiten vollendet. Die Schwellen sind sämmtlich an der Bahn 30,000 Ctnr. englische Schienen seit dem 1[rste] September 1844 noch mit niederem Eingangszoll beschafft u[nd] der bei schles[ischen] Hütten bestellte Uebrrest grösstenteils auch schon geliefert; so das bei günstiger Witterung die Bahn bis Oktober 1845 wird befahren werden können. Der Bahnhof ist zwischen Oder u[nd] Stadt auf der, für Entwickelung des Verkehrs günstigsten Stelle errichtet u[nd] eilt seine Vollendung ebenfalls entgegen. Die Stadt gabt dazu 15 Morg[en] u[nd] zur Bahnlinie auf dem 3/8 Meilen langen, stäbtischen Terrain ebenfalls circa 10 Morg[en]- Land[es] , welches ein Opfer von 7000 R[eichs]t[ha]l[er] erheischte. Die Abbrechung eines Hauses u[nd] die Erwerdung des zu mehreren Strassen erforberlichen Terrains, so wie der Ausbau dieser Strassen wird der Stadt eben so viel kosten. Die Stadtverordneten-Bersammlung hat nicht angestanden diese Opfer im wohlerwogenen Interessender Kommune dem Direktorium der W[ilhelm] B[ahn] nicht nur zu bringen, sondern selbst anzubieten, weil nur dadurch die Gesellschaft bewogen worden ist, den Baufond um mehr als 150,000 R[eichs]t[ha]l[er] zu erhöhen, um hier bei der Stadt vom rechten auf das linke Oberufer überzugehen u[nd] den Bahnhof an den Stadtmauern erbauern zu können, wärend derselber sonst rechts der Oder, fast 1/2 Meile von hier, erbaut worden wäre. Der Anschluss an die Nordbahn erfolgt dicht bei Oderberg, für die nächsten Jahre mittelst gewöhnlichen Fuhrwerkes; dann aber mittelst Zweiges der Nordbahn von circa 800 Ruth[e] Das Anlage-Kapital für die ganze Wilhelm [Bahn] beträgt statutenmässig 1,200,000 R[eichs]t[ha]l[er].
Below is the translation of the above text with footnotes about the various railway companies involved in construction of the railroad in and around Ratibor; Prussian units of measure; and Prussian currency:
“The mostly poor condition of the roads leading from here has an inhibiting effect on overland trade, especially on transit traffic. It must be all the more important for Ratibor that the connecting route, projected at the very beginning of the Wilhelms-Eisenbahn [Wilhelmsbahn (A) or William Railway] should be successfully completed, between Upper Silesia, or the Breslau-Krakauer (Wrocław-Kraków) Railway (B), and the Austrian route from Vienna along the Ferdinands-Nordbahn [Emperor Ferdinand Northern Railway (C)], so that Ratibor will become the natural connecting station for all passengers and goods traffic on the train lines between Breslau and Vienna. (Figure 5) The grant to the Railway is available to read at pages 127 to 146 of the Prussische Gesetzesammlung [Prussian Law Gazette] for 1844. That Company owes its existence to the above named company, which, firstly in the public newspapers, and then by founding a stock corporation, convinced the Upper Silesian, or Breslau-Krakow Railway Company [EDITOR’S NOTE: Upper Silesian Railway Company], of how wrong the originally chosen route, from Oppeln via Malapane (Figure 6) to the Russian border, would have been; the efforts by the royally appointed President of the government, Count Pückler, also succeeded in persuading the Upper Silesian Railway Company to reach the decision to build the line from Oppeln, in the direction of Kandrzin as far as Kosel (Figure 7) and, only from that point, in an easterly direction via Gleiwitz to Krakow, which would make it possible to use Kandrzin, near Kosel, as a starting point for the William Railway. (Figure 8) The railway route goes from Kandrzin, to the right of the Oder, up to Ratibor [EDITOR’S NOTE: meaning upriver as the Oder River flows generally south to north] and here, by means of a bridge across the river, to the station, which is situated on the left bank, between the Oder and the city. This initial railway track is 2 7/8 miles long (D). Its continuation along the upper left bank, up to the probable end of the track and upper crossing point is 3 3/8 miles. The earth works between Kandrzin and Ratibor are now entirely, and those at Oderberg for the most part, completed. The bridge construction is being pursued vigorously; already most of the work on the crest is complete. The sleepers are all on the track; 30,000 Ctnr. (E) of English rails have been procured since 1st September 1844, at a low rate of import duty and most of the remainder, ordered from the foundries of Silesia, have already been delivered; so that, allowing for reasonable weather, the railway can come into use by October 1845. [EDITOR’S NOTE: Train service commenced on the 1st of January 1846] The station, which was being built between the Oder and the city in a location that would facilitate the development of traffic, is also fast approaching completion. The city gave 15 acres of land for the station, and around 10 acres for the railway line on the 3/8 mile long, flat terrain, all of which required the sacrifice of 7,000 Reichsthaler. The City Council did not hesitate, in the interest of the public good, to take some of the financial burden on themselves, rather than expecting the Directors of the William Railway to bear the whole, as this was the only way in which the company could be persuaded to increase the building fund by more than 150,000 Reichsthaler (F), in order that the site of the station could be changed from the right to the left upper bank and that it could be built over the city walls, whereas it would otherwise have been built to the right of the Oder, more than a mile from here. The connection to the Northern Railway will take place close to Oderberg (G) (Figure 9), for the next few years by means of a conventional carriage, then by means of a branch line of the Northern Railway from circa 800 Rods (H) [EDITOR’S NOTE: there seems to be a bit missing in the copy of the book here]. The capital budget for the whole William Railway is fixed by statute at 1,200,000 Reichsthaler.”
(A) The Wilhelmsbahn or William Railway was a private railway company in Prussia. It was founded in 1844 in Ratibor in Upper Silesia to connect the Upper Silesian Railway (Breslau—Oppeln—Kosel–Gleiwitz (Wroclaw—Opole— Koźle—Gliwice)) with the Austrian Emperor Ferdinand’s Railway. The name referred to Prince Wilhelm of Prussia, later the German Emperor Wilhelm I. For the first time, the railway line connected the Austrian railway network with the Prussian one.
(B) Refers to the Upper Silesian Railway Company. In 1842, the Upper Silesian Railway Company, licensed since 1839, opened the first two sections of its main line: Breslau (Wrocław, Poland) to Ohlau (Oława, Poland) (Figure 10) on the 22nd of May and Ohlau (Oława, Poland) to Brieg (Brzeg, Poland) (Figure 11) in August. These are the oldest railway sections of present-day Poland. Step by step the Upper Silesian Railway (Oberschlesische Eisenbahn, OSE) line was extended, in 1846 connecting Katowice. In 1847 Myslowitz (Mysłowice, Poland) at the border of Austrian Galicia was reached and the connection to Kraków and Upper Silesian Railway complete.
(C) The Emperor Ferdinand Northern Railway was a railway company during the time of the Austrian Empire. Its main line was intended to connect Vienna with the salt mines in Bochnia near Kraków. The name is still used today in referring to several railway lines formerly operated by that company.
(D) The distances in miles in the text refer to Prussian miles. One Prussian mile equates to 4.66 U.S. miles or 7.5 kilometers.
(E) “Ctnr.” is the abbreviation for a Prussian “Centner.” A Prussian Centner equates to 113.43 American pounds or 51.448 kilograms. The metric Zentner used today is exactly 50 kilograms or 110.23 American pounds.
(F) Abbreviated “Rtl.,” this refers to a Prussian Reichsthaler. The Reichsthaler was a standard thaler silver coin introduced by the Holy Roman Empire in 1566 for use in all German states, minted in various versions for the next 300 years, and containing 25–26 grams fine silver.
(G) According to Johann Knie, the Wilhelmsbahn connected to the Emperor Ferdinand Northern Railway near Oderberg, shown to the southeast of Ratibor in Figure 9.
(H) The Prussian Ruthe or rod was 12 feet or 3.766 meters.
It is clear from Johann Knie’s 1845 book that, absent Count Pückler’s intervention, the Breslau-Krakauer (Wrocław-Kraków) Railway, that’s to say the Upper Silesian Railway Company, intended to bypass Ratibor in its construction of the railway into Poland. The passage refers to an easterly route from Breslau (Wrocław) to Oppeln (Opole) to a place called Malapane (today: Ozimek) toward Russia which Count Pückler was able to dissuade the Upper Silesian Railway Company from taking. He apparently also convinced the Upper Silesian Railway Company to connect Breslau (Wrocław) to Krakau (Kraków) via Oppeln (Opole), Kosel (also written Cosel; Koźle), Gleiwitz (Gliwice), and Katowice. This was critical because at a place called Kandrzin, just outside present-day Koźle, the Wilhelmsbahn or William Railroad was then able to connect their railway line to the Upper Silesian Railway. Thus, railway passengers could save time when traveling between Breslau and Vienna by avoiding Krakau. We also learn that Ratibor’s City Council donated land and money to offset part of the William Railroad’s construction cost. From Kosel to Ratibor, the tracks ran along the right or east bank of the Oder, then crossed the river near Ratibor via a bridge to the railway station located on the west or left bank of the Oder River, interestingly built over the city walls according to Johann Knie’s text.
In closing I would simply say that the maps and plans in Meyers Gazetteer in combination with contemporary Google maps provide the necessary overview for visualizing how important it was for the small town of Ratibor in the mid-1840s to ensure the railroad passed through town. It enabled the town’s economic expansion and led to the construction of the Bruck’s Hotel sometime between 1846 and 1850.
REFERENCES
Knie, Johann G. (1845). Alphabetisch-statistisch-topographische Uebersicht der Dörfer, Flecken, Städte und andern Orte der Königl. Preuß. Provinz Schlesien.
