ORGANIZATION OF ROAD TRANSPORTATION

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00810A002800040004-6
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 5
• Document Creation Date: December 23, 2016
• Document Release Date: August 6, 2013
• Sequence Number: 4
• Publication Date: November 10, 1953
• Content Type: REPORT

Declassified in Part - Sanitized Copy Approved for Release 2013/08/06: CIA-RDP80-00810A002800040004-6
CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
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This Document contains information affecting the Na-
tional Defense of the United States, within the mean-
ing of Title 18, Sections 793 and 794, of the U.S. Code, as
amended. Its transmission or revelation of its contenla
to or receipt by an unauthorized person is prohibited
by law. The reproduction of this form is prohibited.
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SECURITY INFORMATION
COUNTRY Hungary
SUBJECT
DATE OF INFO.
PLACE ACQUIRED
Organization of Road Transportation
REPORT
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DATE DISTR.
NO. OF PAGES
REQUIREMENT NO. RD
REFERENCES
10 November 1953
5
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THE SOURCE EVALUATIONS IN THIS REPORT ARE DEFINITIVE,
THE APPRAISAL OF CONTENT IS TENTATIVE.
(FOR KEY SEE REVERSE)
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1. General
a. Up to 1948 about 80 - 85% of the road transportation in Hungary was privately
owned. The only state enterprises then in existence were Mavaut,
Autoker, Mogtrt, and. Belsped. These enterprises had about 300 - 400 trucks
at their disposal with which they helped out railroad traffic and made
special deliveries.
b. After nationalizing the railroad transportation the Communists decided
that the time was ripe to take over the road transportation too. Accordingly, t
almost all private road transfer companies had been nationalized. The few remaining
vehicles were nationalized between 1950 - 1953.
c. Two periods can be distinguished during these events. The first period of
centralization (1948 - 1950) when Tefu ( Teher Aut0fuvarozasi villalat or Truck
Goods Transport Enterprise ) was founded; the second was a period of decentralization
(1950 - 1953) when the so-called "special purposes enterprises" (Celvallalatok)
were founded.
d. After naikhad been established an agreement was concluded between Teil
and Mal, (Hungarian State Railroads) the object of which was to prevent harmful
competition. It was agreed (and this principle still uptandc today) that
the railroad would operate over long distance's and Mt over short distances
(up to 51 km.) and, would also carry out urgent deliveries.
2. Organization of Tefu
a. The organization of Tefu was carried out with due regard to the following
principles:
(1) Close cooperation with May
(2) Emphasis on the so-called "transverse traffic".
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(3) Preparation and planning for assisting the main railroad lines
especially ;TI connection witb,L,urgent special deliveries, e.g.
Budapest - Ozd, Budapest - Zahony, Budapest - Sztalinvaros.
(4) Local reinforcements for industrial junctions, e.g., Miskolc, Pecs.
(5) Thecorganization of road transport according to districts
(without any gaps).
(6) Provision of trucks and truck pools best suited for a particular
type of work in a particular area.
(7) Organization in collaboration with May of a good signals system.
b. The organization of Tefu on the basts of the above prinCiples had been
completed by the fall-f 1949.
3. Tho original organization of Tefu was avfollows:
a. Tofu Budapest Minagemente:
(Fpn8ksogek)
Forgach Street
Pillange Street
3 2 Kootolok Street
4 2 Cegledi Street
5)3 Papai Street
Tefu County Managementes
(3)
i;))
(6)
(7)
(8)
Bekescsaba
Debrecen
Kecskem?
:Miskolc
Nyiregyheza
Nagykanizsa
Pecs
Szeged
4. The General Directorate was in communication with both the Budapest and
provincial managements via the May signals system (teleprinter
to Miskolc, Debrecen, P4cs and Szeged).
5. -In addition to the eight count7 managements mentioned above, there were
also 8t ,count7- branch offices.
6. Reorganization of Tefu,
a. During 1950 - 1953 Tefu was decentralized and Hungarian road transportation
was increased in size, partly by further nationalization, and partly by the
setting up of the so-called "Special Purpose" enterprises.
b. Tefu suffered from over-centralization; it was not capable of executing
prbvincial orders correctly, and factories were left with goods on their hands.
There was a great shortage of vehicles as no more were being imported from the
West and because most Hungarian -manufactured vehicles were destined for the
armed forces. For these reasons it was decided to decentralize Tefu; this
decentralization was carried out as follows:
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(1) The Tefu county-managements were reorganized as independentItiranch
offices. They still communicated with the Tefu Central Office but
received their tasks on the basis of a quarterly plan; their local
tasks had to be carried out independently. They also continued to receive
their technical installations, etc., from the central office.
(2) When traffic is particularly heavy, the provincial branch offices make
daily situation reports by telephone or teleprinter to the central office.
In this way the central office is enabled to appreciate the situation
and arrange suitabe traneera of trwlul.
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7. The organization of Tefu is now as follows:
a.?Bude,pest Managements
b.
2
3
4.
5
Tefu I: Budapest, Forgich Street
Tefu II: Budapest, Pillango Street
Tefu III: Budapest, K8ztelek Styeet
Tefu /V: Budapest, Papai Istvan Street
Tefu V: Budapest, Cegledi Street
5)
(0)
(7)
(8)
:Wkahagements.,
Tefu Debirecen (Nyiregyhgza)
Tefu GyOr (Komgrom)
Tefu Kecskem4t
Tefu Miskolc
Tefu Nasykanizsa
Tefu Pies (Branch offices: Mohacs and Kom16)
Tefu Szeged (54kgscsaba and Kiskunhalas)
Tefu Sztalinvaros
c. Each Tefu office was alloted to category A,B,C, or D according to the
size of its vehicle park.
d. Organization of Tefu Central Office (Category A)
Pally Organization
(Partszervezet)
Control Dept
(Ellen8rz8
Osztgly)
Tefu General Directorate
Traffic and Trade
Main Department
(Forgalmi es Kere,kedelmi
F8osztgly)
Personnel Department
(Stemelyzeti Osztily)
Secretariat
(Titkirse.e.
Traffi4ector Txe Dept.
(Forgalmi Osztaly) (Kerespdelmi
Osztaly)
1.?
Administrative and
FinandeAain,Dept. ,
(A4ministrativ es
Technical Main
Vrepartment
(Mdszaki F8osztgly)
Control & Alloca-?
tion of Materials
(Anyaggazdgikodgei
Osztgly)
II I
Penzdgyi F8osztgly)
Accountspept.
(K8nyvelesi osz.)
Office Management
& Organization Dept.
(Ugyviteli es
Szervezgei osztgiy)
Financial Section
(anzUgyi osztaly)
Pur hasing
Department
(Beessrzesi
Osztaly)
Workshop Dept.
(Mehelyosztfily)
Planning andStatistical..:':'.
Main Dept.illerv est
Statisztikai F8oszt4WV.
Planning Dept.
(Tervosztgly)
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?
'1: :1 :
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Statistical Dept.
(Statisztikai..oszt417)
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(1) The Party Organization, the Personnel Department, Control Department
and Secretariat reported directly to the Tefu General Directorate.
(2) The Party Organization was completely independent and was responsible
only to Party Headquarters.
(3) The top posts were all held by fanatical Communists, some
of whom were former members of the AVE.
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? (4) The Branch Offices (categories B0C, and D) were organized on similar lines.
e. The Technical Main Department consisted of the following groups:
a. Technical Administrative Group (Maszaki Adminisztrativ Csoport)
b. Purchasing Group (Anyagbeszerasi Csoport)
c. Control and Allocation of Materials Group (Anyaggazdalkodasi
Csoport)
d. 'Fuel Accounting Croup (UzemanyagelsztIMolksi CsopDrt)
e. Supply proup (Spare parts and tires) (Anyagraktiri Csoport,
Alkatrdsz 4s Gummi)
f. Workshop Service/Assembly (Milhelyszolgitlat/Szerel4s. )
8. Organization of "Special Purpose" Enterprises,
a. When the organization of Tefu had been completed, the People's
Economic Council (N6pgazdasagi Tanacs) decreed the setting-up of the
so-called "Transport Special Purpose Enterprises" (Szallitasi CelvAllalatok)
because Tefu was still unable to meet all the transport requirements.
The purpose of this was to create a separate transport enterprise with a fixed
number of trucks for each "special purpose", e.g: reconstruction, food
supply, etc.
b. The following enterprises were organized:
(1) In the Ministry of Agriculture:
a) Forest Transport Enterprise (ErdaszalitAsi v41)
b) Estates Transport Enterprise (Gazdasdgok szordl.)
(2)' In the Ministry of Internal and External Trade
(3)
a) Metropolitan Truck Transport Enterprise (Faveirosi Teherautofuvarolasi
val. abbr. Fateher).
b) Milling Transport Enterprise (Malomipari sz. val.)
c) Beer Transport Enterprise (SarszallitAsi v41.)
d) Cooperative Societies' National Transport Enterprise
(Szavetkezetek orszAgos sz.
Total vehicle strength: about 700 vehicles.
Ministry of the Interior set up the Stone Industry Ministry
Transport Enterprise (Kaipari miniszterium sz. v41., abbr. Kami).
Vehicle strength about 120. Used for transport of stones quarried
by forced labor, deportees etc.
(4) In the Ministry of Food Industry:
a) Poultry and. Fruit Marketing Transport Enterprise (Baromfi es
Gy1m81osertekeeit8 sz.
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b) Meat and Preserves. Marketing Transport Enterprise
(BUs es konzerv-Athesit8 sz, v4.)
e) Igz?rt Transport Enterprise (K8z&t OZ. 41.)
d) Milk Marketing Transport Enterprise (Tejertekeeit8 SZ. 41.)
Total vehicle strength: 900
(5) In the Ministry of Construction!
a) Building Materials Transport Enterprise
(10fi1etanyagot Fuvarozob vil. abbr. EFU) u k
b) Civil Engineering Transport Enterprise (Melyepita ea. valo
(6) In the Ministry of Metallurgy and Machine Industry!/
a) Vehicle Cons uction1achine Construction Transport Enterprise
(Jarmaipari Ghipari oz. 1/41. abbr. Tifu or Gefu)
b) Csepel Transport Enterprise (Csepel sz.
Total vehicle strength: 035
(7) In the Ministry of Transport and Mail:
4) :Bridge Building Transport Enterprise (beiwabbanded)
sz. v41.)
d1Road Building Transport Enterprise (21iiitelei sz. abbr. Utefu)
Truck Transport Enterprise (Teherautolirmyaroz6i val., abbr. TeU)
Underground Transport Enterprise (Feldalatti OZ. v11.)
Total vehicle strength: 7,400
(8) In the Ministry of Light Industry:
a) Light Industry Transport Enterprise (Kennyelpari,sz. v?
b) Iron Transport Enterprise (Vassallitdsi v41.)
Total vehicle strength: 230
c. The total vehicle strength of the special purpose enterprises is estimated
at 1G0400 with an estimated tonnage of 85,000 - 100,000.
d. A vehicle park analysis is as follows:
1/4 - 3/4 ton trucks
1 -2 it
3 - 3 1/2 It
14. ft
5 -9 TM
10 -20
(up to 25 tons)
2%
3%
65%
5%
20%
5%
l00%
MUM
e. In ease of emergency, the vehicles at the disposal of one ministry
n :14ou1d be used by another.
f. Every transport enterprise has to carry, out daily permanent deliveries
for which agreements are drawn up. Other deliveries must be rOquested
24 hours in advance. A certain percentage of the vehicles must be kept
ready for special "ad hoc" deliveries.
g. All the enterprises work on the basis of quarterly and monthly plans, which
are prepared by the traffic department. Daily plans are then passed by
telephone (later in writing) to the garages. The traffic officer (Forgalmi
tiszt) is then responsible for the fulfilment of the daily plan.
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