German Railways in the East (Wartime Documents)

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Jeff Leach
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German Railways in the East (Wartime Documents)

Post by Jeff Leach » 27 Jan 2014 19:53

Not sure which thread but some one was asking about statistics concerning the German rail network in Russia. I'll try and post some of the different type of documents found in the German wartime records.

Here are two document detailing the number of trains in HG Süd during July and August 1941.
T311 R296 Fr259.jpg
T311 R296 Fr260.jpg
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Re: German Railways in the East (Wartime Documents)

Post by Jeff Leach » 28 Jan 2014 19:37

Here are similar statistics for February 1942 and the period July 1941 - February 1942
T311 R296 Fr320.jpg
T311 R296 Fr321.jpg
T311 R296 Fr322.jpg
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Der Alte Fritz
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Re: German Railways in the East (Wartime Documents)

Post by Der Alte Fritz » 29 Jan 2014 07:42

Jeff
Great stuff, thank you for posting. I received the material you sent by the way.
Am particularly interested in anything from the Stalingrad period, if you come across it.

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Re: German Railways in the East (Wartime Documents)

Post by Jeff Leach » 29 Jan 2014 13:46

I plan on posting the May statistics. This is all there is and the first time I have seen statisics over the monthly number of trains. Will also post some examples of the daily statistics, which give the number of trains over a certain stretch of the rail network. After that some of the diagrams of the rail network. All this material concerns HG Süd but like most of the NARA material I have seen it is spread out among the army group, army and corps records.

Almost all the material I have concerns 1941, sorry.

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Re: German Railways in the East (Wartime Documents)

Post by Der Alte Fritz » 29 Jan 2014 14:55

The main records that I am aware of for later years are for AG Mitte and HBD Minsk which are held at the United States Holocaust Memorial Museum Archives

see http://www.ushmm.org/online/archival-gu ... 3002M.html

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Re: German Railways in the East (Wartime Documents)

Post by Der Alte Fritz » 30 Jan 2014 07:40

Here is a good one for railway buffs, a complete collection of Archiv für Eisenbahnwesen Journal of Railway Engineering from 1930 to 1944 covering all sorts of countries in addition to Germany. German text and uses DejaVu which will be familiar to Russian scholars as it is more commonly used there for e-books instead of pdf files. You can get a viewer from here: http://djvu.org/resources/

Lower Silesian Digital Library - Wrocklaw (I once spent a pleasant autumn in this pretty little town that used to be known as Breslau)
http://www.dbc.wroc.pl/dlibra/sresults? ... &eid=10267

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Re: German Railways in the East (Wartime Documents)

Post by Jeff Leach » 30 Jan 2014 14:08

Here is an example of a daily report. It contain a lot of interesting information.
T311 R296 Fr435.jpg
T311 R296 Fr436.jpg
Here is an example of the rail network maps from early September 1941. At least some of the strechtes referred to in the daily report are shown.
T311 R296 Fr257.jpg
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Re: German Railways in the East (Wartime Documents)

Post by GregSingh » 05 Feb 2014 23:41

Dr.Georg Garbe article published in 1942 issue of 'Archiv für Eisenbahnwesen'.
Please also see German Railways in the East thread for more information.
AfE-1942-697-698.jpg
AfE-1942-699-700.jpg
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Last edited by GregSingh on 06 Feb 2014 01:04, edited 3 times in total.
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Re: German Railways in the East (Wartime Documents)

Post by GregSingh » 06 Feb 2014 00:20

More pages of Dr.Georg Garbe article...
AfE-1942-701-702.jpg
AfE-1942-703-704.jpg
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Re: German Railways in the East (Wartime Documents)

Post by GregSingh » 06 Feb 2014 00:45

More pages of Dr.Georg Garbe article...
AfE-1942-705-706.jpg
AfE-1942-707-708.jpg
AfE-1942-709-710.jpg
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Re: German Railways in the East (Wartime Documents)

Post by GregSingh » 06 Feb 2014 01:12

More pages of Dr.Georg Garbe article...
AfE-1942-711-712.jpg
AfE-1942-713-714.jpg
AfE-1942-715-716.jpg
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Re: German Railways in the East (Wartime Documents)

Post by GregSingh » 06 Feb 2014 02:02

And the remaining pages of Dr.Georg Garbe article...
AfE-1942-717-718.jpg
AfE-1942-719-720.jpg
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Re: German Railways in the East (Wartime Documents)

Post by Der Alte Fritz » 15 Feb 2014 12:27

An interesting aspect of German views of Soviet railways is shown in this article by Dr Werde-Textor in 1939 in the Archiv für Eisenbahnwesen.
archiv_fur_eisenbahwesen_62_1939 p 224.jpg
archiv_fur_eisenbahwesen_62_1939 p 226.jpg
On the situation of the Soviet railway system in the years 1937 and 1938.
For a number of years are the official annual reports of the Soviet railways , which were discussed continuously in the archives of Railways , no longer received. In the magazine Planowoje Chosaistwo ( planned economy , November 1938 , No. C) is now under the headline " Shelesnydoroshny transport w 1938 godu " ( railways in 1938 ) an article from Soviet spring appeared , which allows a rough overview.
First, the paper discusses the achievements to , only to give the meeting the numerous shortcomings broader space , as they are perceived as inhibiting the Russian side for the satisfactory development of the railway sector and are ansebeinend despite years of efforts do not eliminate them.
The length of the railway network is specified at 86 500 km. It is only increased by 47.8 % from 1923 , the freight traffic , however, become more than five times as large. This meant that the load per km of track 1.12 million tons in 1913 to 5.3 Million tons in 1937 has increased. However, this increase in freight traffic was only the one major as the freight car park grew to 169.9 % . Even more , the disproportion is the locomotive park. If the new locomotive types far exceed the former in tractive power and speed , it can but their number has grown from 16,800 in 1913 to 23,700 in 1937 , meet the requirements less so than in the above figures, the passenger locomotives are included and also the passenger traffic of 184.6 million has risen to 1,142 million people.
In addition, the average distance traveled per tonne of 496.2 km in 1913 has grown to 685.9 km. This is partly due to the emergence of new industrial centers in Siberia and the larger scope of armor shipments to the Far East.
The number of transported goods reached in 1937 a lot of 517.3 million tonnes compared with a promotion digit after the second Five-year plan of 475 million tonnes with 354.8 billion tkm tkm instead of the required 300 billion . Thus, the amount of transported tonnes increased by 93 % from 1932. It is stated slower rise of the traffic in the years 1932-1934 from 267.9 million tonnes to 268.1 and 317.1 million I, but that has done since 1935, a much faster pace course. 517.3t million tonnes are indicated as numeral for 1935-1937 388.5 in 193C and 482.2 in 1937.
Despite the assessment of the so-called Stakhanovite Method in the rest of the world here, the success of the work incorporated in this method of working is first attributed great tension of all forces. Furthermore, the progress of the will "reconstruction of junctions" credited with the creation of a modern freight car type as well as the automation and mechanization of operations. During the years of the Second Five-Year Plan 1000 km routes have been electrified to 50 km of the previous time. The situation is similar in the field of automatic line blocking are presented that have experienced a tenfold increase from 582 to 5393 km since 1933 in its spread. 6553 electrical interlockings and 21 mechanized hump have continued to contribute to the modernization of the operation. In the main mass freight transport , eg Donezbassin Krivoy Rog - , Moscow and Leningrad, the locomotive of type FD ( Felix Dershinsky ) is used ; widespread use has also found the series CO , whose design of the often difficult water supply into account . It has also been tried , the freight fleet by considerable increase - to adapt the increased traffic , the automatic coupling has found more widespread – even on four-axle cars.
From these results, the inadequate duties performed are then compared that are even in the insufficient progress of construction of the new lines (only 3200 km to 11,000 km according to plan completed, were found on the other in the lagging of plant second track (5000 km instead of 9500 km) Electrified. furthermore only in 1000 against 5000 km, provided with automatic route blocking only 4800 instead of 8300 km.
In the area of ​​passenger car production barely half the scheduled requirement sufficiently is done, the locomotive leaves more to be desired, as is the equipment of freight wagons with air brakes. Instead of the planned 5861 locomotives 1933-1937 were only 4190, ie 71% was prepared. In the freight car construction, the plan for four-axle car was fulfilled only 76.4% and instead of 50% of all freight cars only 17.4% were provided with an automatic clutch.
It always repeats the same complaint over the long stoppage of freight cars at stations of any kind, to the reuse delay the wagon turnaround so that the entire fleet is still not sufficient. also The conditions are not satisfactory in the maintenance workshops. The shortcomings are also here for years the same without that one could overcome them. Even with the transport of essential goods they found themselves in 1937 in the fault of the economy. Especially this was in coal, naphtha products, wood materials, wood, ores and black metal of the case. These deficiencies could not be resolved in the first few months of 1938. The freight wagons circulation up to reuse had 7.9 days in the first few months of 1937 to 8.5 days in the same section in 1938 deteriorated. The mean shipping distance per tonne was 685.9 km.
Following this publication the major disadvantage is highlighted, created by the many uneconomic cross transports. What is meant by is illuminated by another essay on the "planned economy" in the field of timber industry.
The transport of wood occupies about 10% of the total volume of goods moving and 15% of tonne-kilometers. Wood, for example, once shipped from the west and northwest of European Russia to the Caucasus and into Central Asia, on the other hand, also from Siberia and from the Urals to the west and southwest. Such carriage took the freight car for a run of an average of 600 km In claim.
The operational scientific institute of the Soviet Railways has appropriate investigations on the impact done with the result that the traffic would freed from such unproductive labor and large the superfluous expense and must be grounded.
As contained in the single for the year 1938 "Plan for 1938" is of no interest to outsiders. He sat among others as goal to strive for improved outcomes in the daily rotation of the locomotives (270 km), in the travel speed (21,4 km), in the axle number of trains (118 axles), the daily circulation on the freight cars (156 km), in the utilization of freight cars (6 tonnes per axle) fixed etc.
Of interest are still the conditions of construction and procurement program for the years 1937 and 1938. From a total of 5553 million rubles, only 4449 million could (80%) are spent. This is attributed mainly to reasons of an organizational nature
The construction preparations are referred to as inadequate, the design and supply of labor delayed the work very much, so all in all in the first half of 1937 only 27% of construction jobs could be done. In the main, completed and ready for the commissioning of the new routes Karaganda—Balchasch, Uralsk—Ilezk, Solotonoscha—Mironowka und Rybzowka—Ulba in a total length of 1118 km. However, the operation of these routes could be handed over only in the course of the year 1938. This year, a number of other new routes will be launched. One of the chief tasks further include the laying of a third track on the major coal railway Donets basin-between Moscow and Kashira Birulewo  and a second track between Kashira and Waluiki. A further list of planned constructions is unnecessary here, except for the mention of the traffic significant bypass path around the city of Moscow district, which is to bring a significant operational relief to the insufficient Moscow systems. I will not go any further. A total 1696 km of new railways passed to the operation in 1938. On the Siberian Railway second tracks are laid, the permanent way is improved and automatic route blocking introduced . The line Moscow-Njegoreloje is specially designed for fast moving trains of passenger transport. The plan of the route repair was not met in 1937.
"Reconstructed" (renovation of the track, laying heavier rails, increasing the sleeper figure and gain of the ballast) were in 1937 only 59% of the plan. The reasons for the lack of progress in the electrification of routes, the insufficient supply of materials and equipment as well as the delayed production of the power stations are called. Were also on the already electrically operated routes to great difficulties due to the large number of "sick" locomotives and motor cars whose treatment by the staff is poor.
In 1938 to 574 km are newly electrified. New station buildings were created in Novosibirsk, Kirovsk, Alma Ata, and Frunze Yershov. The concern about adequate resources comes in the large sum of 1200 million rbl. to the expression, which was scheduled in 1938 for new buildings. The Locomotive construction programme estimated to 553 item of the FD series and 500 items of series CO, as well as 340 passenger locomotives and 35 electric machines. The recovery of the freight fleet is made by 39 000 units (mainly special cars), the number of passenger cars experiences a addition by 2100 units.
An six-axle freight wagons new gondola cars are constructed with 100 tons capacity, to be unloaded without side doors by means of a tipping machine. Next to be built are with 50 cbm content for the Balkhash copper factory six-axle self unloaders. For passenger trains power line to be constructed in the factory Yegorov, fed to the running boards while driving.
  Also to be set on a trial basis of 25 m length this year, all-metal passenger cars.

Dr. Wehde Textor.
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Re: German Railways in the East (Wartime Documents)

Post by Der Alte Fritz » 15 Feb 2014 12:39

This account is substantially true and refers to the period when the Soviet railway increases began to plateau off while the accident rate remained quite high. This year was the start of the Purge of the NKPS which was attributed to "Wreckers"and given the high accident rate, plenty of examples could be found. The Purges were as deep and widespread as in the Army with "wreckers" being shot, imprisoned for long terms with hard labour and arrested. Kaganovich at first resisted this but once he saw the way the wind blew, he quickly became an advocate of the most extreme measures (for which he was dismissed his post in the Krushchev era). As an example, not a single Senior Manager of the 50 odd Railway Companies survived the Purge, in some cases the post was repeatedly filled and then re-filled.

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Re: German Railways in the East (Wartime Documents)

Post by Der Alte Fritz » 15 Feb 2014 13:02

The Archives of the Railway included articles and statistics about the Soviet Union here is a brief index:
1928: 4 articles
1929: 1 article
1930: p663 p1273
1931: p119 statistics p4
1932: p204 statistics p4
1933: p763 p192 statistics p4
1934: p961 p1028
1935: p617
1936: p619
1937: p476
1938: only statistics p4
1939: p471 p224 - the article reproduced above
1940: p485 - about the Western Ukraine and Belarus!
1941: p331 p895 - focuses on the Ukraine
1942: p47 p697 p943 p801 - "including the Dr.Georg Garbe article above"
1943: p225 p349
1944: nil

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