NARA Files Index:
HGr: T311
Sud: Rolls 147-9 264 266 273 274 291-4
Mitte: 223-4 227 233 234 216
Nord: 75 76 80
Don: 269-270
also details of Grpsstransportraum Jan 1943 roll 265
German Railways in the East (Wartime Documents)
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Der Alte Fritz
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Re: German Railways in the East (Wartime Documents)
NARA Files Index:
AOK: T312
AOK4: 143 145 146 150 156 162 163 169
AOK6: 1467 1468
AOK9: 273 300 349 283 335 325
AOK11:354 355 353 356 418
AOK17: 667 688 689 691 717 723 736 750
AOK16: 561 613 628 652 653 658 659 574 585 641 522 AND 583 contain the Day Books for Bv.T.O (Army Transport Commander)
AOK: T312
AOK4: 143 145 146 150 156 162 163 169
AOK6: 1467 1468
AOK9: 273 300 349 283 335 325
AOK11:354 355 353 356 418
AOK17: 667 688 689 691 717 723 736 750
AOK16: 561 613 628 652 653 658 659 574 585 641 522 AND 583 contain the Day Books for Bv.T.O (Army Transport Commander)
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Der Alte Fritz
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Re: German Railways in the East (Wartime Documents)
NARA Files Index:
see http://www.sturmpanzer.com/Default.aspx ... em=1&sec=1 for the indexs which are in pdf form and will allow you to search for keywords.
The OKW series T77 only has some odd items,
Chef des Transportwesens: Roll 1455
Abwehr intelligence reports on Russian railways : 1445 and 1502
Wi.Ru.Amt (Weapons and economy department under Thomas) odd items
Wi.Fu. HGr Mitte 991 photos on construction works
but most of this information is economic in scale so contracts for rebuilding bridges with German engineering firms, etc.
see http://www.sturmpanzer.com/Default.aspx ... em=1&sec=1 for the indexs which are in pdf form and will allow you to search for keywords.
The OKW series T77 only has some odd items,
Chef des Transportwesens: Roll 1455
Abwehr intelligence reports on Russian railways : 1445 and 1502
Wi.Ru.Amt (Weapons and economy department under Thomas) odd items
Wi.Fu. HGr Mitte 991 photos on construction works
but most of this information is economic in scale so contracts for rebuilding bridges with German engineering firms, etc.
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Der Alte Fritz
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Re: German Railways in the East (Wartime Documents)
AOK.6 T312 Roll 1468
Files of AOK.6 in November 1942
Return trip of the railway station Jassinowataja after Tschir in a leave-train.
The is the route leaving the main line at Donets and following the repaired line across the Donbas, crossing the Donetz river on the way to Stalingrad.
I consider it my duty in the interest of the soldiers on leave travelling on this railway-route to point out some disgraces to the organization of the leave-traffic, through which the health of the soldiers on leave can be threatened critically.
I want to portray how the trip of Jassinowataja went until Tschir. From Jassinowataja to the home and is sufficiently worried for the soldiers on leave back.
In Jassinowataja, on the at the 7. 11. the leave-train to Tschir departed about 6. 20 o'clock from. It consisted of 4 carriages and approximately 20 boxcars. The carriages could not be heated since no connection-hoses existed for the steam-heater according to statement of the railway-personnel. The boxcars were without connection hoses (Heizschlauch).
At the 7.11. already a frost prevailed from - 10°. As a connection hose had been obtained at least for the first carriage for the Captain, it was established that the locomotive was not in working order and could not provide heat. It was not exchanged and the train departed in slowest trip and only arrived on the 8. 11. in the evening in Lichaja. The demand to heat at least the 4 carriages became also in the railway stations Nikitowka and repeated in Debalzewo, remained unsuccessful, however. The organized connection hoses had to be guarded carefully during the whole trip since the locomotives wanted to take it with it at the regular engine change.
In Lichaja was finally heated the first car. The joy only lasted, however, until 9.11., 7.00 o'clock early, since the train was stopped without locomotive on a tiny railway station behind Lichaja and until 15, 00 o'clock stopped.
There were march-rations and warm coffee only in Lichaja until then, but in completely insufficient quantity, so that only the fewest got something warm.
In Debalzewo, 2 military hospital-trains had been fed shortly before, and no more food was there.
The soldiers on leave started to drink warm water of the locomotive in order to warm to something. The frost had risen meanwhile until -20°.
In the small station near Lichaja, in which we spent the 9. 11., a leave-train passed us with soldiers on leave, who had arrived in Jassinowataja from the home one day later than we. The route therefore had not become blocked, but the roundabout trip happened for other reasons.
At the 10.11. 6.00 o'clock, the train in Morosowskaja happened where connection hoses finally were ready for the carriages and also food and warm coffee could be received in small quantities. Until Tschir, the carriages were heated and the train arrived about 13. 00 o'clock there.
The soldiers in the boxcars therefore were from the 7.11. 6.20 o'clock at until 10.11. 13.00 o'clock very strong frost. Most were only insufficient equipped with blankets and at the end of the trip many complained they had caught a cold.
Higher Staff Pharmacist.
Files of AOK.6 in November 1942
The is the route leaving the main line at Donets and following the repaired line across the Donbas, crossing the Donetz river on the way to Stalingrad.
I consider it my duty in the interest of the soldiers on leave travelling on this railway-route to point out some disgraces to the organization of the leave-traffic, through which the health of the soldiers on leave can be threatened critically.
I want to portray how the trip of Jassinowataja went until Tschir. From Jassinowataja to the home and is sufficiently worried for the soldiers on leave back.
In Jassinowataja, on the at the 7. 11. the leave-train to Tschir departed about 6. 20 o'clock from. It consisted of 4 carriages and approximately 20 boxcars. The carriages could not be heated since no connection-hoses existed for the steam-heater according to statement of the railway-personnel. The boxcars were without connection hoses (Heizschlauch).
At the 7.11. already a frost prevailed from - 10°. As a connection hose had been obtained at least for the first carriage for the Captain, it was established that the locomotive was not in working order and could not provide heat. It was not exchanged and the train departed in slowest trip and only arrived on the 8. 11. in the evening in Lichaja. The demand to heat at least the 4 carriages became also in the railway stations Nikitowka and repeated in Debalzewo, remained unsuccessful, however. The organized connection hoses had to be guarded carefully during the whole trip since the locomotives wanted to take it with it at the regular engine change.
In Lichaja was finally heated the first car. The joy only lasted, however, until 9.11., 7.00 o'clock early, since the train was stopped without locomotive on a tiny railway station behind Lichaja and until 15, 00 o'clock stopped.
There were march-rations and warm coffee only in Lichaja until then, but in completely insufficient quantity, so that only the fewest got something warm.
In Debalzewo, 2 military hospital-trains had been fed shortly before, and no more food was there.
The soldiers on leave started to drink warm water of the locomotive in order to warm to something. The frost had risen meanwhile until -20°.
In the small station near Lichaja, in which we spent the 9. 11., a leave-train passed us with soldiers on leave, who had arrived in Jassinowataja from the home one day later than we. The route therefore had not become blocked, but the roundabout trip happened for other reasons.
At the 10.11. 6.00 o'clock, the train in Morosowskaja happened where connection hoses finally were ready for the carriages and also food and warm coffee could be received in small quantities. Until Tschir, the carriages were heated and the train arrived about 13. 00 o'clock there.
The soldiers in the boxcars therefore were from the 7.11. 6.20 o'clock at until 10.11. 13.00 o'clock very strong frost. Most were only insufficient equipped with blankets and at the end of the trip many complained they had caught a cold.
Higher Staff Pharmacist.
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Der Alte Fritz
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Re: German Railways in the East (Wartime Documents)
The route covered was around 600 km and took best part of 4 days to travel. However the distance from the start to Lichaja is 240 km and took almost 3 days of travel. Once they got going and crossed the river the remainder of the trip took around 22 hours for the 360 km but even this is only at 11km an hour.
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Re: German Railways in the East (Wartime Documents)
Frame 134-6
General Commanding LI AK to General AOK.6
Response to Complaints by officers travelling home on leave.
The issues identified in the attached reports untenable conditions on the supply route Jassinowataja - Chir been confirmed by all the officers, non-commissioned officers and men who come back from the home.
This lack of care is:
1) The purpose of the leave: the soldiers deserve rest to create physical and psychological recovery and give them a new strength and confidence for new tasks, which is endangered, if not nullified.
2.) The force instead of rested fresh forces, produces sick, sometimes sullen and in need of relaxation soldiers and thus reduced the combat effectiveness.
3.) The soldiers who previously looked forward to their leaves, taken the excitement and enjoy the atmosphere of the Force placing an unnecessary burden and created a breeding ground for disent.
4.) The belief in the will of the responsible leaders to take care of all Soldiers had diminished the hitherto good opinion of the organizational skills of the German leadership.
5.) The belief that all Germans to help with good will, has been shaken and created a tension between railway workers and soldiers that can easily be extended to other districts.
The Gen. . Kdo therefore proposes:
a) Establishment of continuous heated shuttle trains or Forward Departure or Arrival Stations for the Leave trains.
b) the provision of sufficient aid stations on the route or possibly Refreshments stops (Field Kitchens), use of Red Cross nurses.
c) Establishment of heat parlours or beds at the stations, if necessary bunker (happy to help with). Can work inhabitants.
d) the establishment of information centers and sufficient signs of stations and trains.
e) establishment of reception facilities (Prop. Comp.) at stations where the soldier his wishes argument can and if possible get help (relief of railway workers).
f) speaker systems on the interchanges help all stakeholders the trip.
g) cleaning of trains (absolute!) by civilian forces.
h) Erection of a tight order and discipline in the railway operating service.
If it is possible, to reduce by 1 day the present time between the cancellation of the soldiers from his unit and the arrival in the home as well as between the arrival at the destination station of Leaves train and the feedback with the troops, so in the Corps about 900 men would be available to be used on the spot. (When reducing the travel time to a total of 4 day about 1,800 men).
The presence of these soldiers may be at critical moments in circumstances crucial.
The proposed measures are extremely urgent. With good organization, responsibility and taking into account the civilian population to the necessary construction, cleaning and other auxiliary works it should be possible to bring the railroad in the army finally in order.
However, one thing seems indispensable:
It must be used even in the strongest in railway operations. Those responsible, at whatever point must pay the heaviest penalties. The fighting force, from complete until bleeding is the most extreme demands, has the right to expect in the hinterland order prevails and that the culprits be cut to abuses. Without this, even after the sad experiences of the past winter, the necessary immediate improvement can not be achieved.
However much troop transports are delayed and damaged by this shortcoming operation of the railway, prove the already reported abuses in the supply roujtes of march battalions and convalescent companies. It is significant that, of those intended for JD 389. Convalescent Company 2 soldiers who were out sick and taken for medical treatment, but rather at the Div. have arrived, as the company itself.
With regard to the pernicious consequences of abuses both in terms of health and in terms of spirit and mood and having regard to the fact that the spaces obtained can be managed operationally and supply default only by a parent railway operations, I consider the matter to be particularly urgent and please , where appropriate, to make representations to the highest point.
General Commanding LI AK to General AOK.6
Response to Complaints by officers travelling home on leave.
The issues identified in the attached reports untenable conditions on the supply route Jassinowataja - Chir been confirmed by all the officers, non-commissioned officers and men who come back from the home.
This lack of care is:
1) The purpose of the leave: the soldiers deserve rest to create physical and psychological recovery and give them a new strength and confidence for new tasks, which is endangered, if not nullified.
2.) The force instead of rested fresh forces, produces sick, sometimes sullen and in need of relaxation soldiers and thus reduced the combat effectiveness.
3.) The soldiers who previously looked forward to their leaves, taken the excitement and enjoy the atmosphere of the Force placing an unnecessary burden and created a breeding ground for disent.
4.) The belief in the will of the responsible leaders to take care of all Soldiers had diminished the hitherto good opinion of the organizational skills of the German leadership.
5.) The belief that all Germans to help with good will, has been shaken and created a tension between railway workers and soldiers that can easily be extended to other districts.
The Gen. . Kdo therefore proposes:
a) Establishment of continuous heated shuttle trains or Forward Departure or Arrival Stations for the Leave trains.
b) the provision of sufficient aid stations on the route or possibly Refreshments stops (Field Kitchens), use of Red Cross nurses.
c) Establishment of heat parlours or beds at the stations, if necessary bunker (happy to help with). Can work inhabitants.
d) the establishment of information centers and sufficient signs of stations and trains.
e) establishment of reception facilities (Prop. Comp.) at stations where the soldier his wishes argument can and if possible get help (relief of railway workers).
f) speaker systems on the interchanges help all stakeholders the trip.
g) cleaning of trains (absolute!) by civilian forces.
h) Erection of a tight order and discipline in the railway operating service.
If it is possible, to reduce by 1 day the present time between the cancellation of the soldiers from his unit and the arrival in the home as well as between the arrival at the destination station of Leaves train and the feedback with the troops, so in the Corps about 900 men would be available to be used on the spot. (When reducing the travel time to a total of 4 day about 1,800 men).
The presence of these soldiers may be at critical moments in circumstances crucial.
The proposed measures are extremely urgent. With good organization, responsibility and taking into account the civilian population to the necessary construction, cleaning and other auxiliary works it should be possible to bring the railroad in the army finally in order.
However, one thing seems indispensable:
It must be used even in the strongest in railway operations. Those responsible, at whatever point must pay the heaviest penalties. The fighting force, from complete until bleeding is the most extreme demands, has the right to expect in the hinterland order prevails and that the culprits be cut to abuses. Without this, even after the sad experiences of the past winter, the necessary immediate improvement can not be achieved.
However much troop transports are delayed and damaged by this shortcoming operation of the railway, prove the already reported abuses in the supply roujtes of march battalions and convalescent companies. It is significant that, of those intended for JD 389. Convalescent Company 2 soldiers who were out sick and taken for medical treatment, but rather at the Div. have arrived, as the company itself.
With regard to the pernicious consequences of abuses both in terms of health and in terms of spirit and mood and having regard to the fact that the spaces obtained can be managed operationally and supply default only by a parent railway operations, I consider the matter to be particularly urgent and please , where appropriate, to make representations to the highest point.
Re: German Railways in the East (Wartime Documents)
Miserable picture of that trip...
Although from Jasinowataja to Lichaja track is a bit confusing.
I marked Nikitowka and Debalzewo, still several options remain for that route...
Although from Jasinowataja to Lichaja track is a bit confusing.
I marked Nikitowka and Debalzewo, still several options remain for that route...
- Jasinowataja-Tschir trip - November 1942
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Der Alte Fritz
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This map is from Nov 1942 and Kreidler's book https://www.worldcat.org/title/eisenbah ... ef_results
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Der Alte Fritz
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Re: German Railways in the East (Wartime Documents)
The map shows the problem, to go from Stalino to Lichaja, you have to travel SE and then double back to the NW on double track lines. Then head east along track that is a single track with gauge change and reconstruction going on before heading north again along single track to arrive in Lichaja. From there is a continuous route across the Donez to Tchir where the bridge in unrepaired and broad gauge on the far bank. Most of this service was being run by FEDko 3 which could not use its engines efficiently over such a fragmented network.
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Der Alte Fritz
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Re: German Railways in the East (Wartime Documents)
NARA HGr Sud
T312 Roll 296
Folder deals with the Army Group Transport Commander Bv.T.O correspondence for 1941 to early 1942 for HGr Sud
Greg can you help me out with the tupes of trains shown in this report please.
T312 Roll 296
Folder deals with the Army Group Transport Commander Bv.T.O correspondence for 1941 to early 1942 for HGr Sud
Re: German Railways in the East (Wartime Documents)
B - Betriebsstoff
M - Munition
V - Verpflegung
EKW - ? perhaps Eisenbahnkesselwagen
n.Anweisg. - nach Anweisung
M - Munition
V - Verpflegung
EKW - ? perhaps Eisenbahnkesselwagen
n.Anweisg. - nach Anweisung
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Der Alte Fritz
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Re: German Railways in the East (Wartime Documents)
This is a report by the Transport Commander Army Group South (Generals des Transportwesen) on the 13th September 1941.
At this point the Ostheer would have compeleted the destruction of the Red Army units on the border but had reached the maximum distance supportable by motor vehicles (600km) and would be seeking to set up the depot, Supply District South, which would provide the supplies to carry them forward for the next 600km. The chart shows the Minimum Nomial Quota
a) Runs in from the west along the southern of the main two lines and unloads at a range of stations along the south. 2 trains (1 operational supplies and 1 of rations) for AOK.11, 3 trains for the Luftwaffe and 1 supply train for Supply District South based at Kirowgrad which is in the centre of the map and marked VBS. Each train would be around 450 tonnes net weight. These are returning trains (schlag)
b) Is the main line running across the middle of map and has been converted to standard gauge, with AOK.6 getting 5 trains at the western part of the map, AOK.17 in the middle of the map gets 4 trains, Luftwaffe get 3 trains and PzGp.1 gets three trains of which 1 is for the Italians.
c) 4 tanker trains of fuel for Supply District South unloading on the Western edge of the map
d) broad gauge route for AOK.17 and PzGp.1 to the bottom right of the map with 3 trains, 1 of which supplies the Hungarian Corps
e) 2 trains running through Transistria to supply AOK.11
total 31 trains of which
5 trains Supply District South
5 trains AOK.6
4 trains AOK.11
4 trains AOK.17
5 trains PzGp.1
6 trains Luftwaffe
1 trains Italians
1 train Hungarians
of which 18 trains are for the German fighting units or around 8,000 tonnes
At this point the Ostheer would have compeleted the destruction of the Red Army units on the border but had reached the maximum distance supportable by motor vehicles (600km) and would be seeking to set up the depot, Supply District South, which would provide the supplies to carry them forward for the next 600km. The chart shows the Minimum Nomial Quota
a) Runs in from the west along the southern of the main two lines and unloads at a range of stations along the south. 2 trains (1 operational supplies and 1 of rations) for AOK.11, 3 trains for the Luftwaffe and 1 supply train for Supply District South based at Kirowgrad which is in the centre of the map and marked VBS. Each train would be around 450 tonnes net weight. These are returning trains (schlag)
b) Is the main line running across the middle of map and has been converted to standard gauge, with AOK.6 getting 5 trains at the western part of the map, AOK.17 in the middle of the map gets 4 trains, Luftwaffe get 3 trains and PzGp.1 gets three trains of which 1 is for the Italians.
c) 4 tanker trains of fuel for Supply District South unloading on the Western edge of the map
d) broad gauge route for AOK.17 and PzGp.1 to the bottom right of the map with 3 trains, 1 of which supplies the Hungarian Corps
e) 2 trains running through Transistria to supply AOK.11
total 31 trains of which
5 trains Supply District South
5 trains AOK.6
4 trains AOK.11
4 trains AOK.17
5 trains PzGp.1
6 trains Luftwaffe
1 trains Italians
1 train Hungarians
of which 18 trains are for the German fighting units or around 8,000 tonnes
Last edited by Der Alte Fritz on 19 Feb 2015, 11:41, edited 1 time in total.
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Der Alte Fritz
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Re: German Railways in the East (Wartime Documents)
The next item is from T311 R296 Chef des Transportwesen fur HGr Sud
Traffic Summary for July and August 1941 for the HGr area.
Traffic Summary for July and August 1941 for the HGr area.
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Re: German Railways in the East (Wartime Documents)
Page 1:
Train position for month of August 1941
In the month of August the total run was 843 trains
These were distributed as follows:
-------------------------------------------------------------------
Divided between the Armies in the following pattern:
Month of August For comparison month of July
Supply District South
AOK.6
Pz.Gru.1
AOK.17
Diverse supply trains (see below)
Luftwaffe
Railway Traffic
--------------------------------------
Notes
The reported total of 92 diverse supply trains not allocated to the Armies are distributed as follows:
Troop trains
Bridging equipment
Signals (cable etc)
Economic (combines and tractors)
Diverse equipment, maschines, guns
RAD
Slovak supplies
Hungarian supplies
Org Todt
POW
Hospital and medical materials
Collective goods
M.i.G - Militärbefehlshaber im Generalgouvernement
OKW and Wehrmacht Transportwesens Leitung Ost
Train position for month of August 1941
In the month of August the total run was 843 trains
These were distributed as follows:
-------------------------------------------------------------------
Divided between the Armies in the following pattern:
Month of August For comparison month of July
Supply District South
AOK.6
Pz.Gru.1
AOK.17
Diverse supply trains (see below)
Luftwaffe
Railway Traffic
--------------------------------------
Notes
The reported total of 92 diverse supply trains not allocated to the Armies are distributed as follows:
Troop trains
Bridging equipment
Signals (cable etc)
Economic (combines and tractors)
Diverse equipment, maschines, guns
RAD
Slovak supplies
Hungarian supplies
Org Todt
POW
Hospital and medical materials
Collective goods
M.i.G - Militärbefehlshaber im Generalgouvernement
OKW and Wehrmacht Transportwesens Leitung Ost
Last edited by Der Alte Fritz on 20 Feb 2015, 10:26, edited 10 times in total.
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Re: German Railways in the East (Wartime Documents)
page 2
Total performance from 1st July to 31st August 1941 = 1228 trains
These are spread out as follows:
337 Munitions
264 Operational supplies
193 Rations
271 Diverse Supplies
173 Railway Transport
1228 trains
Apportioned to the Armies yields the following:
Supply District Sud 156 trains
AOK.6 238 trains
Pz.Gru.1 149 trains
AOK.17 231 trains
Diverse Supply Trains 126 trains
Luftwaffe 158 trains
Railway 170 trains
Total performance from 1st July to 31st August 1941 = 1228 trains
These are spread out as follows:
337 Munitions
264 Operational supplies
193 Rations
271 Diverse Supplies
173 Railway Transport
1228 trains
Apportioned to the Armies yields the following:
Supply District Sud 156 trains
AOK.6 238 trains
Pz.Gru.1 149 trains
AOK.17 231 trains
Diverse Supply Trains 126 trains
Luftwaffe 158 trains
Railway 170 trains