RAILROAD SYSTEM OF EAST GERMANY

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP81-01043R002000100004-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 102
• Document Creation Date: December 27, 2016
• Document Release Date: June 4, 2013
• Sequence Number: 4
• Publication Date: January 1, 1958
• Content Type: REPORT

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THE
DEUTSCHE
REICHSBAHN
RAILROAD SYSTEM OF EAST GERtiIANY-.(C~.
Y,
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CONFIDENTIAL
DEUTSCHE REICHSBAHN
HANDBOOK (C)
'RAILROAD SYSTEM OF EAST GERMANY (C)
HEADQUARTERS
O
UNITED STATES ARMY EUROPE
OFFICE OF
THE ASSISTANT CHIEF OF STAFF, G-2 INTELLIGENCE
CONFIDENTIAL
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SECRET
This handbook provides a ready source of basic
information and reference data concerning the railroad
system of East Germany.
It is designed to acquaint intelligence personnel and
others with the Deutsche Reichsbahn and to facilitate estimates
and planning tasks involving rail transportation in East Germany.
Periodic revision of this handbook will be undertaken as
rcquired.by future developments. Persons having valid information
at variance with its contents are requested to notify this office
promptly so that correction can be made.
SECRET
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SECRET
This handbook provides a ready source of basic
information and reference data concerning the railroad
system of East Germany.
It is designed to acquaint intelligence personnel and
others with the Deutsche Reichsbahn and to facilitate estimates
and planning tasks involving rail transportation in East Germany.
Periodic revision of this handbook will be undertaken as
rcquired.by future developments. Persons having valid information
at variance with its contents are requested to notify this office
promptly so that correction can be made.
SECRET
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CONFIDENTIAL
SECTION 1 ORGANIZATION OF THE REICHSBAHN
1. The Ministry of Transport (Ministerium Fuer Verkerswesen) (MFV)
State Secretariat for Railroads
State Secretariat for Waterways
State Secretariat for Highways
2.- Centralized Control
The Main Administration at Ministerial Level
The Main Departments at Division (RBD) Level
The Main Departments at Subdivision (RBA) Level
The Dispatcher System
Other Noteworthy Developments Since 1954
3. Organization Chart of the MFV
SECTION II REICHSBAHN ROUTE AND LINE SYSTEM
1. General Characteristics
Border crossing points
2. Terrain Characteristics
Effects of grades and curvatures
10
10
3. Track Mileage 10
Amount of double and single trackage 10
4. Right of Way Characteristics 11
Gauge, rail, ballast, ties 11
5. Condition of Operable Lines 11
6. Tonnage Capacities-East-West Lines 11
USAREUR estimate-military capacity 12
7. Establishment of 'Direct Soviet Control 13
Probable effects upon Reichsbahn - -
8. Major Water Barriers Affecting East-West Movement 13
CONFIDENTIAL
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CONFIDENTIAL
CONFIDENTIAL
SECTION III - REICHSBAHN MOTIVE POWER AND ROLLING STOCK
Type coaling facilities for bituminous and brown coal briquettes
86
Type coaling facilities for brown coal dust
88
General
15
Fire cleaning and ash pit cleaning facilities
89
New locomotives and rolling stock
15
Watering facilities
90
Heavy flat cars available
15
Sanding facilities
90
Freight car working park
15
Washing facilities
92
Maintenance and repair operations
92
2,
Deutsche Reichsbahn Locomotives
16
Age and condition of prevailing types
16
3.
The Locomotive RAW (major repair installation)
92
Age spread by number and series
16
General description of scope of operations
93
Reichsbahn locomotive inventory
17
Location of RAW's
93
Locomotive potential for military usage
17
Administration of the locomotive RAW's
93
Daily locomotive working pool, reserves, and repair park
18
Locomotive RAW operations
93
Type designations of locomotives
18
Categories of repairs
94
Special designations
19
Characteristics of the individual locomotive RAW's
95
General characteristics of locomotives by type and series
19
number, including photographs
4.
Freight Car Maintenance and Repair
97
Repair shop assignment of freight cars
97
3.
Deutsche Reichsbahn Freight Cars
General
49
5.
The freight car Bww's (servicing and low-echelon maintenance
General categories of freight car types
49
installation)
97
Explanation of symbol designations
49
General description of scope of operations
97
Symbol and car numbering system by type and group, with
49
general characteristics.
50
6.
The freight car RAW's (major repair installations)
98
Accessory symbols for determination of specific characteristics.
52
General description of scope of operation
98
Car numbers of special and newly constructed cars
55
Locations of freight car RAW's
98
Inventory of freight car pool by general categories and type
59
Administration of freight car RAW's
98
Inventory of tankcars in terms of double axles
59
Freight car RAW operations
99
Daily status of tank car working and non-working pool
60
Car assignment to individual RAW's by car groups and series numbers
99
Daily tank car working park
60
Volume of RAW freight car repairs
101
Tank car turn around time
60
Military usage potential for tank cars
60
7.
Passenger Car Maintenance and Repair
101
Characteristics of tank cars by sub-types
60
General description of scope of operations
101
Characteristics of main type freight cars with photographs:
62
Locations of passenger car repair installations
101
Box
62
Gondolas
65
SECTION V OPERATING FUELS AND MAINTENANCE MATERIALS
Tank
68
Flats
74
1.
Operating Fuels and Electric Power
163
Refrigerator
79
Propulsion types of Reichsbahn motive power
10,3
Special types
80
Use of electric power
103
Use of petroleum fuel
103
4.
Reichsbahn Passenger'Cars
82
Types of coal used
9 114
103
Inventory of passenger cars by type -
82
Computation of briquette unit tons (BUT)
[[S
104 `fs
Principal types, with photographs
82
Daily consumption requirements for coal
104
locomotives
Methods of firin
g
105
SECTION IV EQUIPMENT MAINTENANCE AND REPAIR INSTALLATIONS
History and importance of reserve coal stocks
105
1.
Motive Power Maintenance and Repair
8 5
Z,
Maintenance Material
106
Repair shop assignment of locomotives
..
85
Locomotive repair parts stocking procedures and types required
106
Availability of locomotive repair parts
106
2.
The Locomotive Bw (servicing and low echelon maintenance
85
Types of car repair parts required
1.0 6
installation)
General description of scope of operations
CONFIDENTIAL
CONFIDENTIAL
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CONFIDENTIAL
Availability of rails
Quantity of rail imports
East German rail production
Example of new track laying equipment
SECTION VI REICHSBAHN OPERATIONAL PROCEDURE
107
107
108
109
116
121
121
122
The Technical Plan
Daily loadings
Daily unloadings
Cars in transit
Working car park
The Role of the Dispatcher
The Chief Dispatcher
The Main Dispatcher
Operational Reports
The Daily Situation Report
Shift reports
Conference calls
Operational Regulations
Basic Reichsbahn Regulations
Special Reichsbahn Regulations
International Regulations
122
122
122
122
SECRET
2. Soviet Liaison with the Reichsbahn
Historical background of the relationship between the
Reichsbahn, and the Soviet Embassy and Army
3. Control of Reichsbahn Affairs by the Soviet Embassy inEast Germany 124
Scope of Embassy control
4. The Soviet Army 125
Scope of Army control 125
Role of the VOSO (Military Communication Service) 125
Strength and distribution of VOSO personnel 125
Method of moving Soviet supplies 125
Procedure for Soviet requests for rolling stock 126
Adequacy of present VOSO system 126
5. Soviet Equipment Loading Chart 12 7
Types of rail cars required to load Soviet equipment 128
Typical Soviet loading methods with photographs 133
Reichsbahn conversion of box cars for Soviet troop carriers, 137
with photographs
SECTION VIII TECHNICAL DOCUMENTS AND
PUBLICATIONS (CONFIDENTIAL)
This section consists of a list of Reichsbahn technical documents 139
and publications, by German and English title, together with a
brief description of the contents of each. It is intended as a guide
to the collection agencies, as well as an aid for the users of this
handbook who maybe interested in further technical details about
the operational procedures of the Reichsbahn.
CONFIDENTIAL
SECRET
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CONFIDENTIAL
SECTION 1
ORGANIZATION OF THE DEUTSCHE REICHSBAHN
The Ministry of Transport (Ministerium fuer Verkehrswesen) of the Deutsche Reichsbahn.
From the time of the reorganization of the German railroads under the Weimar
Republic in 1924, until the creation of the Federal German Republic (Bundesrepublik) in
1949, the German State railroads bore the official designation Deutsche Reichsbahn (DR).
At the end of World War II, when Germany was divided into Zones of Occupation, to
distinguish to which occupation area Reichsbahn rolling stock was assigned, an additional
designator was added below the DR ownership symbol on the side of the car. Thus a
car assigned to the U. S. Zone of Occupation bore the designation DR Zone and to the
Soviet Zone DR When the U. S. and British Occupation Zones were merged into R
one economic area,~ie car designations were changed to Br DUS Zone and the cars were
popularly referred to as BUZ cars.
When the German Federal Republic came into being in 1949, that portion of the
Reichsbahn operating in the three Western Allied Areas of Germany was renamed The
Deutsche Bundesbahn (DB) or German Federal Railways. The East German area under
the control of the Soviets and the German Democratic Republic continued to use the
designation Deutsche Reichsbahn for that portion of the German railroads operating in
that area. The ownership of German cars is now readily distinguishable, DB for West
Germany, DR for East Germany, although traces of the old zone designations are still
to be seen beneath the new symbols.
From the beginning of the Soviet occupation in 1945 until 1951, the Eastern part
of the Reichsbahn was administered by the Main Administration for Transportation of the
Soviet Military Administration for Germany. In 1951, when the East Germans were
permitted the formation of a governmental structure of their own, the Main Administration
for Transportation was dissolved as such and recreated as the East German Ministry
for Transport. This Ministry consisted of three major General Directorates, namely the
General Directorate for Railways (Generaldirektion Reichsbahn) , the General Directorate
for Waterways (Generaldirecktion Wasserstrassen) and the General Directorate for
Highways (Generaldirektion Strassenverkehr).
In April 1953, the Ministry for Transport was abolished, probably because of the
growing importance of the railways as a common carrier, and because of the saving in
personnel and expenditures resulting from the dissolution of two general directorates
which had enjoyed co-equal status with the General Directorate for Railroads. In the
1953 shuffle, the General Directorate for Railroads was elevated to ministerial level
and became the Ministry for Railroads (Ministerium fuer Eisenbahnwesen, abbreviated
MFE). The General Directorates for Waterways and Highways were redesignated State
Secretariates.
This organizational structure continued until November 1954 when the Ministry for
Railroads was reorganized into the Ministry for Transport (Ministerium fuer
Verkehrswesen, abbreviated MFV). It took until February 1955, however, before this
reorganization was completed. The result was that the Ministry of Traffic was
subdivided into three State Secretariates for rail, water and highways. On 1 August
1957, an administrative section for civil air was added to the Ministry but apparently
with a lesser rank than a State Secretariate since its title is simply Main Administration
for Civil Air (HV fuer Zivile Luftfahrt). The seat of this office is in Dresden-Klotzsche.
The first MFV Minister was Erwin Kramer, an experienced railroader and friend of
the Russians. Although his deputies, or State Secretaries as they are called officially
(Szczepecki for Railroads, Salomon for Waterways, and Weiprecht for Highways)
nominally are co-equals, the fact that the former head of the railroads became minister,
insures that the railroads are accorded a favored position in all transportation matters.
CONFIDENTIAL
CONFIDENTIAL
CONFIDENTIAL
As of 1 January 1958 there are rumors of another reorganization, at least in the
State Secretariate for Railroads. What form this reorganization will take, if it does
occur, remains to be seen. In view of increasing personnel shortages, it seems more
likely that there will be a consolidation of certain offices, rather than any fundamental
structural change in the Ministry of Transport.
The organization of The Ministry for Traffic (MFV) exemplifies centralization of
control both from an administrative and operational standpoint. So great is this
centralization, that Ministry personnel have to render decisions on operational problems
of the type that would normally be resolved at much lower levels, even in other European
state-controlled systems.
The organizational structure of the MFV is reproduced in chart form at the end
of this Section. Basically the administrative and/or operational offices are broken down
as follows:
At the top comes Minister Kramer, his deputies (State Secretaries),
and ministerial representatives for various Reichsbahn functions (Stellvertreter des
Ministers). Adjacent to this office is the Bureau of the Minister, a relatively new
section instituted early in 1957, which exercises over-all control of all Soviet and East
German military rail movements; and the office of the Soviet advisor to the Reichsbahn.
Below this top echelon come the offices of the State Secretaries, or, for
all practical purposes, the Main Administrations of the respective State Secretariates.
In actual practice, however, the Main Administrations of the Reichsbahn are referred to
as Main Administrations, MFV, not as SS Reichsbahn; similarly, a Main Administration
of the Waterways or Highways is always identified as Main Administration Waterways
MFV not SS Wasserstrassen or Strassenverkehr.
Despite all the various changes in nomenclature, from General Directorate for
Railroads, to Ministry for Railroads, to State Secretariate, there has been little change
in the organization of the Reichsbahn's Main Administration Offices, i. e., those referred
to as ministerial level (more correctly State Secretariate Level). Thus one still finds
the following Main Railroad Administrations (Hauptverwaltungen) of the MFV:
a. Main Administration for Operations and Traffic (HV-Betrieb u.
Verkehr)
b. Main Administration for Motive Power ( HV - Maschinenwirtschaft)
c. Main Administration for Rolling St ock ( HV - Wagenwirtschaft)
d. Main Administration for Physical Plant (HV - Bahnanlagen)
e. Main Administration for Signals and Telecommunications
(HV - Sicherungs u. Fernmeldewesen)
f. Main Administration for Repair Shops ( HV - RAWen)
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CONFIDENTIAL
CONFIDENTIAL
The Cross Departments (Querabteilungen)
In addition to the Main Administrations and, in some cases replacing former
Main Administrations, are a group of-so-called "cross departments", i.e., departments
having to do with the affairs of several or all of the main administrations of the various
State Secretariates. The most important of these are concerned with such matters as
over-all planning, procurement of materials and supplies, finance, international traffic,
schooling, statistics, legal matters and investments.
The Reichsbahndirektion ( RBD)
The organizational structure at the 'so-called ministerial level is closely
paralleled at the Division or Reichsbahndirektion (RBD) level. In place of the Bureau
of the Minister for military movements, the corresponding office at the RBD level is
called Bureau of the President (Buero des Praesidenten). The East German railroad
system is geographically divided into 8 RBD's. In most Reichsbahn statistical reports
they are listed in the following order:
RBD Berlin
RBD Cottbus
RBD Dresden
RBD Erfurt
RBD Greifswald
RBD Halle
RBD Magdeburg
RBD Schwerin
The Reichsbahnamt (RBA)
Each of the RBD's is further divided into operational districts or RBA's. The
number -of RBA's varies per RBD in accordance with size and density of stations. The
basic administrative and operational offices characteristic of the RBD structure are
found at RBA level, although at this level an individual office usually handles more than
one main function.
The following is a list of the RBA's by RBD:
RBD Berlin RBA 1 Berlin-Ostbahnhof
RBA 2-3 Berlin- Gruenau
RBA 4 Potsdam
RBA 5-6 Berlin-Pankow
RBA 7 Frankfurt/Oder
RBD Cottbus RBA 1
RBA 2
RBA 3
RBD Dresden RBA 1
RBA 2
RBA 3
RBD Erfurt RBA 1
RBA 2
RBA 3
RBA 4
RBD Greif swald RBA 1
RBA 2
RBA 3
RBD Halle RBA 1
RBA 2
RBA 3
RBA 4
RBD Magdeburg RBA 1
RBA 2
RBA 3
RBD Schwerin RBA 1
RBA 2
Bautzen
Cottbus
Senitenberg
Dresden
Karl Marx Stadt
Zwickau
Erfurt
Meiningen
Nordhausen
Saalfeld
Neustrelitz
Pasewalk
Stralsund
Halle
Leipzig
Lutherstadt
Wittenberg
Aschersleben
Magdeburg
Stendal
Gdestrow
Rostock
Wittenberge
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The Stations (Bahnhoefe-BHFE)
CONFIDENTIAL
The nadir of the system is, of course, the individual yard and/or station. In a
much more simplified form all administration and operational functions characteristic
of the higher echelons are to be found at the station level. The station master,
together with the station dispatcher, has over-all responsibility for all station activites.
The Dispatcher System (Dispatcherleitung)
During the years 1953-55 an important change in operational structural occurred
throughout the Reichsbahn organization. This was the introduction of the Dispatcher
system at each echelon. Under the Dispatcher concept responsibility for the unimpeded
flow of all traffic is vested in one man, namely the Dispatcher. Prior to the introduction
of the system, train movement control was vested in the train control offices
(Zugleitungen). Unlike the Dispatcher, these offices controlled movements only and had
no vested authority over the heads of motive power and rolling stock. The Dispatcher
today is supreme authority not only for the actual movements, but also, which is
equally important, for the proper allocation of all cars and locomotives.
The Dispatcher system represents a separate chain of command from the
Ministry down to the smallest station. Its action and decisions, although organizationally
it is merely another section of the respective operations and traffic (Betrieb and Verkehr)
offices, are not subject to veto by any other part of the administration, including even
the presidents of the RBD's. Presumably only the Minister or the State Secretary could
contrevene an order of the Chief Dispatcher. The Dispatchers have their own rapid
communication system independent of the regular Reichsbahn Basa communications
systems. In brief, the Dispatcher system is the nerve center of the whole Reichsbahn
system today.
Late in 1955 the Tank Car Routing Office, which, organizationally, was an
independent office directly under the Minister, was dissolved and its functions
incorporated into the Main Administration for Rolling Stock (HVW). Toward the end of
1957 there was a further reorganization, wherein the Chic' Dispatcher office assumed the
movement control over tank cars, and the remaining functions connected with tank car
use continued to be retained by the HVW. In so far as organizational efficiency with
respect to tank car management is concerned, it is not likely that further reorganization
in this field will be necessary.
RAW Blankenburg/Harz was closed out as a railroad repair shop during the
last quarter of 1957. It is to become the main research and testing shop (REW) of
Reichsbahn equipment and technical devices.
To cope with the expanding electrification program a new office entitled
Oberste Bauleitung fuer Elektrifizierung (Supreme Electrical Construction Management)
was created in October 1957 and placed under the direct control of the Minister for
Traffic. The precise duties and responsibilities of this office are not yet known.
CONFIDENTIAL
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 Dept for Investments
Dept for Material Suppl
Dept for Administration
Fire Protection Group
Office of Reeearch and
Planning
Main Administration for
Operationa and Traffic
Political Del
RBD LEVEL
Central Committee of SED,
Section for Transport and
Communication
II
ll
Deputy Minister for Traffic, Operations
and State Secretary for the Reichsbahn
Szczepecki
Main Dispatcher
Administration
MFV LEVEL__ ~
I
Main Administration for
Motive Power
I
Adm for Operation Regional Dispatche
and Traffic Adm
I _
I I
I I
I I
I I
h---------- --
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ORGANIZATIONAL STRUCTURE OF THE EAST GERMAN MINISTRY FOR TRAFFIC
Deputy Minister for Political
Administration
Menzel
Political Department
Main Administration for
Rolling Stock
Central Transport
Committee
Main Administration for
Physical Plant
ice-President A
Adm for Motive Power
Deputy Minister for Physical Plant,
Signals and Telecommunications
Preitag
Main Administration for
Telecommunications
Adm for Rolling Stock
Area Dispatchers
CONFIDENTIAL
Minister for Traffic
(Erwin Kramer)
Secretariate of Ministry
L-- Station Dispatcher
STATION LEVEL
President of RBDI
Operations Group
Figure No, 3
CONFIDENTIAL
Cross Departments
Planning
Material Procurement
General Administration
Medical Service
Organization
Legal
Education and Training
Technical Schools
Fiscal Accounting
Control
Revision
Fire Protection
Press
Vacation and Convalescent
Homes
Uniforms and Clothing
Cadre
sauety, Inspection
Finance
Investments
Schools (Preparatory)
Reichsbahn Construction
Firms
Budget
International AUairs
Security
Complaints
Treasury
Statistics
Deputy Minister for Reichsbahn
Repair Shops
Main Administration for
Repair Shops
so+oi`'vtl O5
tBurt au o
e resident
Cross Departments
Similar to those at
_MFV Level
Area Management Office of the Arear
Committee (RBA) Committee
Essential Cross
Departments
Stations/Yards
Freight Traffic Group
Main Administration for
Vehicle Traffic
Adm for Ph"sical Plant
VosO Offices at
Some Key Stations
Soviet Advisors
Bureau of the Minister
Deputy Minister and State Secretary
for Highway Traffic and Highways
Weiprecht
Passenger Traffic Group
Main Administration for
Highways
Vice -'
Adm for Signals and
Telecommunications
Deputy Minister and State Secretary
for Shipping and Waterways
Saiornon
Main Administration for{
Shipping
-" I , ? , ? ? ? ?, ? Vice President for
S-Bahr (RBD Berlin
only)
Main Administration foil
Waterways
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CONFIDENTIAL
Rail traffic between East Germany and Poland passes regularly through
eight border crossing points; with two additional lines (Muskau-Tupice and
Wriezcn-Godkow) available, but not in use. Those in regular use are:
1. GENERAL CHARACTERISTICS. The route and line system of the
Deutsche Reichsbahn affords a relatively dense rail network. There is a pronounced
emphasis on east-west lines even though several of primary importance operate in
a north-south. axis. The greater portion of the principal lines either radiate from
Berlin or pass through it, providing direct rail routes between that city and all
sections of East Germany.
The extensive post-war dismantling program carried out by the Soviets
substantially reduced the pre-World War II line density of the Reichsbahn. Despite
this reduction, all major cities, industrial areas, mining regions, Baltic coastal
areas, and inland ports are served by at least one line of the system.
Direct international rail connections are in effect between East Germany
and Poland, Czechoslovakia, and the German Federal Republic, (GFR).
International traffic is maintained over all of these connections, but the bulk of
such East German rail traffic is limited to shipments to and from the USSR and the
Soviet satellite states. Rail traffic between East Germany and Austria is
accomplished via Czechoslovakia.
Indirect international connections are made with Denmark and Sweden via
Baltic train ferries through the East German ports of Warnemuende and Sassnitz.
Rail traffic between East and West Germany 'asses regularly through four
major border crossing points and also makes irregular and less frequent use of
three minor, border connections. The major crossing points into West Germany
are:.
a. Between Schwanheide (East) and Buechen (West) on the line
Wittenbe rge -Hamburg.
Magdeburg-Braunschweig.
c. Between Wartha (East) and Bebra (West) on the line Eisenach-
Bebra-Fulda.
d. Between Probstzella (East) and Ludwigstadt (West) on the line-
Saalfeld-Nurnberg.
The three minor border connections are at the following points:
a. At Ellrich (East) on the line Nordhausen-Northeim.
b. At Oebisfelde (East) on the line Stendal-Hannover.
c. At Gutenfuerst (East) on the line Plauen-Hof-Regensberg.
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Between Grambow (East) and Szczecin-Gumicnce (Poland) on the
a.
line Rostock-Pasewald-Szczecin (Stettin).
b. Between Tantow (East) and Szczecin-Gumicnce (Poland) on the
line Berlin-Szczecin.
c. Between Kietz (East) and Kostrzyn (Kuestrin) (Poland) on the
line Berlin-Bydgoszcz.
d. Between Frankfurt/Oder (East) and Slubice (Pol.tnd) on the
line Berlin-Warsaw-Brest.
e. Between Guben (East) and Gubin (Poland) on the line - Lci-pzi;;-
Lodz.
f. Between Forst (East) and / asiel:i (Poland) on the line Cottbus-
Wroclaw (Breslau) - Katowice.
Between Horka (East) and Wegliniec (Poland) on the line
Magdeburg-Wroclaw,
h. In mid-1957, 'le border crossing point on the Neisse River
between Goerlitz (East) and Zgorzelec (Poland) was finally
opened, but for passenger train traffic only.
Those available but not in use are:
a. Between Muskau (East) and Tupice (Poland).
b. Between Wriezen (East) and Godko . (Poland).
Rail traffic between East Germany and Czeclioslovalda passes regularly
through the four border crossing points listed below:
a. Between Zittau (East) and Juikov (Czech) on the line
Goerlitz-Prague.
b. Between Ebersbach (East) and Jirikov (Czech) on the line
Goerlitz -Prague.
c. Between Bad Schandau (East) and Decin (Czech) on the line
Dresden-Prague.
d. Between Radiumbad Brambach (East) and Vojtanov (Czech) on
the line Lcipzig-Plauen-Cheb-Plzen.
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CONFIDENTIAL
2. TERRAIN CHARACTERISTICS. The arrangement of the Reichsbahn
route and line system has not been influenced to any major extent by terrain
considerations. There are no extensive areas within East Germany to which rail
access has been denied because of terrain features or characteristics unfavorable
to line construction or operation.
With the exception of the extreme south and southwest of East Germany
the entire system is characterized by relatively level lines or gentle gradients.
In the area south of Magdeburg and west of the Saale River the lines have a
greater incidence of curves and grades than in other sections. Even in that
district, however, gradients are generally not seyere nor are line curvature
radii unduly acute.
3. TRACK MILEAGE. In 1945, the Soviets`began an extensive program
of line dismantling within their zone of occupation. This program was pressed
vigorously for two years, then relaxed and finally brought to its conclusion in
1948. During this three year period one track was removed from most of the
double tracked lines, several single track lines were either partially or totally
dismantled, and a number of both major and minor yard and station installations
had I..rt of their track system removed.
The rails and track fittings removed during this process of dismantling were
shipped to the USSR or its satellite countries as reparations. Reserve stocks of
rails held in Reichsbahn storage depots were likewise confiscated and sent to the
Soviet Union.
Of the approximately 13, 000 kilometers (80-000 miles)of Reichsbahn
standard-gauge tracks, about 11, 700 kilometers (7, 200 miles) or 90% are still
single-track. The remaining 10%, or about 1, 300 kilometers (800 miles), is
double-track, of which about 1, 150 kilometers are distributed along eleven
sections ranging in length from 46.7 kms (Marienborn-Magdeburg-Biederitz) to
185 km (Berlin-Halle-Gross Korbetha). The remaining 150 km consists of ten
short stretches (4-16 kilometers) from which the track was never removed or
which represent fragments of abandoned?or thus far incomplete programs for
the re-double-tracking of major sections. Due to the'lack of funds and materials,
the restoration of the second track has proceeded very slowly and for the same
reasons there is little prospect that it can be speeded up in the near future. It is
remarkable that there is still no east-west line that.is double-tracked throughout.
The shortest route, and the, most vital from a military viewpoint, leading from
the Polish border at Frankfurt/Oder through or around Berlin and via Magdeburg-
to one of the easternmost points on the western border, still has a single-track
stretch of 108 kilometers' between Potsdam and Biederitz (east of the Elbe River,
opposite Magdeburg), or 40% of the total route. No plans for the restoration of
the second track on this very-important stretch have thus far become known.
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e,
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4. RIGHT OF WAY CHARACTERISTICS. The lands, tracks, and
structures which constitute the Reichsbahn physical right of way are considered
state-owned and controlled by the East German Government (Deutsche
Demokratische Republik).
The principal characteristics of the Reichsbahn right of way are as
follows:
a. Gauge of track: Standard European - 4 feet, 8 1/2 inches
(1435 mm). The mileage of narrow-gauge track is
insignificant.
b. Rail. Most of the rail used throughout East Germany is in
15 meter lengths weighing 49. 05 kilograms per meter or 98. 88
pounds per yard. This rail is designated as type S-49.
Although the quality of pre-4945 rail was good, rail being
produced in East Germany at present is poor and its rate of
deterioration is rapid. Erratic variations in rail base
dimensions of as much as 10 mm result from low standards
of manufacture.
c. Ballast. Reichsbahn track ballast is generally of crushed
stone ranging in size from 1. 25 inches in cross section to 2.75
inches. The quality is good and the supply adequate. Gravel
ballast is used extensively only on narrow-gauge lines handling
light traffic.
d. Gross ties. The major pgrtion of all Reichsbahn lines are laid
with wood ties. Both hard wood and the less desirable soft
woods are used. The relatively few sections of track which have
steel ties merely survive from the pre-1945 era. Some sections
of the right of way are laid with reinforced concrete ties.
Normal tie spacing throughout the Reichsbahn is about 1600 ties
per kilometer of track or 2560 per mile.
5. CONDITION OF OPERABLE LINES. Although the right of way of the
Deutsche Reichsbahn prior to World War II was considered one of the best physical
railroad plants in the world, it is now, after twelve years of operation under
Soviet control, in rather poor condition by West German standards. Heavy damage
sustained during the war years, confiscation.under Soviet reparations policy, and
constant heavy use of the system since the close of the war, together with general
neglect and inadequate maintenance have resulted in a general deterioration.
6. TONNAGE CAPACITIES OF PRINCIPAL EAST-WEST LINES. There
are currently nine principal east-west rail routes across East Germany. Three
of these routes are exclusively single tracked. The remaining six are composed
of both single and double tracked segments of varying length. None of the nine
principal routes are double tracked throughout their entire length.
The nine principal east-west routes are shown in the following table:
CONFIDENTIAL
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 Declassified in Part - Sanitized Copy Approved for Release 2013/06/25: CIA-RDP81-01043R002000100004-0
Fl
Stettin
Neubrandenburg
Lubeck
Hamburg
ESTIMATED MAXIMUM SUSTAINED MILITARY CAPABILITY-PRINCIPAL EAST-
WEST ROUTES
TRAINS PER DAY METRIC TONS ROUTE CAPACITY
NUMBER ROUTE EACH DIRECTION PER TRAIN IN METRIC TONS
12
Stettin
Eberswalde
Berlin
Wittenberge
Hamburg
Kuestrin
Berlin
Rathenow
Stendal
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Frankfurt/Oder
Berlin
Potsdam
Magdeburg
(together with) 36
Frankfurt/Oder
Berlin
Zerbst
Aschersleben
Guben
Cottbus
Berlin
Wittenberg
Halle
Nordhausen
Forst
Cottbus
Falkenberg
Leipzig
Erfurt
Wartha
Horka
Hoyerswerda
Riesa
Leipzig
Gera
Saalfeld
Gorlitz
Dresden
Chemnitz
Plauen
750
CONFIDENTIAL
Latest USAREUR estimates place the sustained military capacity of the
nine principal east-west routes at one hundred and fifty (150) 120-axle trains per
24 hour day in each direction with an average payload per train of 750 metric
tons. This gives an estimated tonnage capacity for the nine lines of approximately
112, 500 metric tons per day in each direction.
7. Establishment of direct Soviet military control over Reichsbahn
operations.
The exercise of direct control by Soviet military authority over Reichsbahn
operations would, in itself, do little toward attaining the maximum potential
capacity of the main strategic lines. Such control established in conjunction vnL,
measures such as double-tracking of main east-west lines, improvement of right
of way, line structures and terminal facilities, however, would be quite effective.
Key personnel could be replaced by selected replacements when necessary, thus
assuring that operating schedules and performance standards established by the
Soviets would be enforced. Direct military control would also reduce the danger
of sabotage against Reichsbahn installations. Taken together, these measures
of military control would definitely assist in any attempt to attain maximum yield
from the strategic lines.
8. Major water barriers affecting East-West movement. The major
water barriers which could affect east-west movement over the principal
Reichsbahn routes are the Oder and Neisse Rivers which form most of the present
boundary between Poland and East Germany; the Elbe River which flows diagonally
across East Germany from the Czech border southeast of Dresden in a
northwesternly direction to the port of Hamburg in West Germany; and the Saale
River which is in the southwestern part and flows generally northward to its
confluence with the Elbe River near Barby, between Dessau and Magdeburg.
These four rivers have innumerable crossing sites in the Reichsbahn line
system. Damage to many of these bridges during World War II was particularly
heavy, a great number of the Reichsbahn bridges having been cor'pletely
destroyed. A sufficient number of these have been restored to provide all
required river crossings for the present Reichsbahn line system. Not all,
however, have been replaced with permanent structures. A good many of the
river crossing sites are now bridged with structures of a temporary nature. ,
Interdiction of the principal east-west lines, by destroying the rail
bridges over the four major water - arriers and preventing their restoration by
re-attack at proper intervals would seriously reduce their capability for being used
effectively in support of a major military operation.
750
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CONFIDENTIAL
SECTION III
and
Rolling Stock
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Reichsbahn Motive Power
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CONFIDENTIAL
REICHSBAHN MOTIVE POWER AND ROLLING STOCK
1. GENERAL. The motive power and rolling stock of the Deutsche
Reichsbahn can be described as being limited as to inventory and only fair to poor
as to quality and condition.
Inventories represent pre-World War II production generally, with the age
of most equipment being from 30 to 35 years.
No new locomotives have been added to the Reichsbahn inventories since
1944 with the exception of those pieced together from the war-damaged park
(Schadlokpark) and the following new series:
Series 23: passenger, total weight in working order 87.1 metric
tons; 2 built in 1956/57; 45 more planned by 1960 to replace series 38.
Series 25: passenger; total weight in working order 86 metric tons;
2 built in 1954/55; built to replace type 38, but apparently discontinued
in favor of the series 23.
Series 5040: modification of the series 50 and 52; 2 built in 1956;
apparently discontinued in favor of planned purchases from
Czechoslovakia. However, Czechoslovakia later announced their
inability to furnish. No other known plans for manufacture or
purchase of badly needed heavy freight locomotives through 1965.
Series 6510: passenger, tender; total weight in working order 120
metric tons; 29 built in 1955, and 24 in 1956. Apparently chosen to
replace several comparable series, as 10 more are planned by
1960.
Series 8310: switching, tender; total weight in working order R 3
metric tons; 26 built in 1955. No further production planned through
1965.
No new freight cars were added to the Reichsbahn inventory from 1945 to
1950. From 1950 to the present, however, new freight cars of various types have
been built in East German car manufacturing plants and'-imported from Soviet Bloc
countries, thus increasing the freight car pool. 1700 of these are the RRym 80-ton
6-axle, heavy duty flats, built during 1952-53 at the direction of the q-viet Union;
300 are SSy 50-ton flats; and the rest are of miscellaneous types including potash
cars and coal dust container cars. 300 additional RRym cars were scheduled for
production during 1957. This goal will undoubtedly be achieved.
Between 1951 and 1953, the Reichsbahn purchased 40, 000 ex-German wa"r-
captured freight cars from the USSR.
These.post-war additions have raised the Reichsbahn daily working car park
to its present figure of from 110, 00,0 to 125, 000 cars, dependent upon seasonal
demands.
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a. Age and condition of prevailing types. Steam? operated
locomotives are virtually the sole motive power resource of the Deutsche Reichsbahn.
The ages of these locomotives range from 1 to 55 years, the average age being
38 years.
The majority of Reichsbahn locomotives were iesigned for freight service
and the average age of locomotives in this category is 32 years; of these, however,
756 are Series 52, long distance, heavy duty locomotives which are comparatively
new, having been built during 1943 and 1944. These ages indicate that at least the
freight handling capability of the Reichsbahn is not particularly hampered by over-
age, time worn freight locomotives. Their numbers are limited, however, and
it is this insufficient quantity rather than age that presents a serious operating
problem as far as freight handling is concerned. This freight handling obstacle is
further aggravated by tht general inferior condition of the freight locomotive pool
due to the lack of proper maintenance, resulting principally from shortages of
essential materials. This is also generally true of the Series 01 and 03 high
performance passenger locomotives. These were built in 1925-1937 and while
they are still relatively young in age and service, their condition has also suffered
from improper maintenance.
While this comparatively low age is especially true of the Series 52 freight
locomotives and the Series 01 and 03 passenger locomotives, most of the other
types of locomotives in the Reichsbahn inventory do not reflect comparable young
age or short period of service.
The following table gives the approximate age spread, with the number of
locomotives,by series:
AGE SPREAD
IN YEARS
NUMBER OF
LOCOMOTIVES
SERIES
1600
17,
18,
55,
70/71, 74,
75,
89,
91,
92, 94,
98
35-40
1925
19,
38,
56,
57, 58,
78
93,
99
25-30
175
07,
24,
43,
62, 64,
79,
80
20-25
650
01,
03,
44,
60/61,
84,86
13-20
1225
23',
41,
42?
50, 52
1-5
105
25,
50,
65,
83, 99
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 Declassified in Part - Sanitized Copy Approved for Release 2013/06/25: CIA-RDP81-01043R002000100004-0
As the ages-and lengths of service of the older locomotives increase, they
require more frequent repair. Their normal overhaul becomes necessary after
a much shorter interval than called for in normal overhaul scheduling. In addition
to this increased incidence of overhaul, the work required also becomes more
extensive both in nature and scope as they progress in age and length of service.
The general condition of Reichsbahn locomotives', regardless of age, would
be much better than at present if the existing standards and rate of maintenance,
repair, and overhaul were to be improved.
The present condition of Reichsbahn locomotives can be summarized
generally as being only fair to poor, with-the following categories of condition
prevailing:
(1) a number of freight and passenger locomotives of relatively
low ag e,in good to fair condition and maintained properly.
(2) a number of freight and passenger locomotives of relatively
low age,but in poor condition.
(3) a large number of locomotives of greater age and length of
service,in fair to poor condition and requiring maintenance more frequently than
it can be performed.
(4) a considerable number of the oldest locomotives which require
very frequent repair, and come up for general overhaul mofe often than normal
overhaul scheduling provides.
b. Reichsbahn locomotive inventories. The entire locomotive
inventory of the Deutsche Reichsbahn amounted to approximately 5, 988 steam
locomotives of all types as of 1 February 1957, of which all but 253 are standard
gauge. This total includes those actually in operation, those in reserve, those
undergoing or awaiting repair, and those in the war-damaged pool (Schadlokpark),
the latter composed of both German war-damaged locomotives and foreign
locomotives damaged during World War. II while in German possession.and too
badly damaged to be returned to their former owners.
Of this inventory, only about 4,190 can be considered as the actual
operable standard guage locomotive pool of the Reichsbahn.or the total number
which could be used for operations at any one time..
.CONFIDENTIAL
CONFIDENTIAL
The following table shows the approximate status of Reichsbahn standard
gauge locomotives as of 1 February 1957:
AVAILABLE FOR UNDERGOING OR DAMAGED TOTAL
DAILY OPERATION IN RESERVE AWAITING REPAIR PARK POOL
For potential military operational planning purposes it can be considered
that only about 1, 500 of the heavier locomotives of the series 44, 50, 52 and 58
would be available at any one time for heavy military trains, i.e., gross load
1250-1800 metric tons. Other series of freight and passenger locomotives could
be used for lesser loads and for the return ,f empty trains.
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3, 815 375 1, 335 210 5, 735
c. Type designations of Reichsbahn locomotives.
Type designations of Reichsbahn locomotives are determined primarily by the
category of service for which they were designed. There are four of these basic
service categories - - express passenger (schnellzug), passenger (personenzug),
freight (gueterzug), and switching (rangier). In addition to these conventional
types, type designations are also accorded passenger tender and freight tender
locomotives, which are designed and constructed with an integral, built-in tender
instead of having a separate, coupled tender as do conventional types. Due to their
reduced coal and water capacity, when compared to conventional types, these
tender locomotives are usually limited to shorter hauls and lighter trains when
used in road service. Most of the Reichsbahn switching locomotives are of the tender
type.
d. Series (Baureihe) aesignations of Reichsbahn locomotives.
Each class of Reichsbahn locomotives is designated by a numerical Series, or
Baureihe (construction series) number. As a particular class of locomotives was
designed and constructed, it was assigned a Series number, which was retained by
that class alone and as modifications or adaptations of that class were built, sub-
number Series designations were used to retain the identity of that class. When
designs or construction were sufficiently different from an already established
Series so as to no longer conform to the basic characteristics of the prototype, a
new Series cl2esjignation was given. An example of the sub-Series designation is
a Series 38 locomotive (1910), which is a Series 1135omotive, having certain
characteristics different from the original Series 38 (1906), but achieved
through modification or adaptation of the basic design of the prototype, and not by
original design.
The following are the'locomotive Series designations of the Reichsbahn
locomotive by type: (older series having less than 10 locomotives are omitted)
Express passenger locomotives: Series 01 and 03
Passenger locomotives: Series 23, 25 and 38
Freight locomotives: Series 41, 42, 43, 44, 50, 5040, 52, 55,
56, 57 and 58
Passenger tender locomotive : Series 64, 6510, 74, 75 and 78
Freight tender locomotive: Series 80, 8310, 86, 89, 91, 92, 93,
94, 95 and 98.
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 Declassified in Part - Sanitized Copy Approved for Release 2013/06/25: CIA-RDP81-01043R002000100004-0
CONFIDENTIAL
e. Special locomotive designations.
(1) Brigade locomotives. "Brigade" ur"column" locomotives
is the former designation of approximately 375 of the best quality, high performance
locomotives of the 01, 50, and 52 Series which were formerly set aside by Soviet
directive to the MFV for use at the discretion of and under the-exclusive control of
Soviet authority. When known as the brigade pool, this group of locomotives was
composed of 21 Series 01 high speed passenger locomotives; 87 Series 50, and
267 Series 5Z,high performance, dependable freight locomotives of which about 130
were maintained in a "cold" reserve status by direction of the Soviets and known
as the SKK reserve ( in German Sowjetische Kontrol Kommission, or Soviet
Control Commission).
About the middle of 1954 the separate "brigade" or "column" pool was
abolished and all of its locomotives, except the SKK reserve, were merged with
the common Reichsbahn operational pool and reserves. This "cold" SKK reserve,
now known as MFV reserve, (Ministerium fuer Verkehrswesen or Ministry for
Traffic) has gradually been reduced until mid-August 1957 it was varying between
50 and 60 locomotives, which are still maintained as a reserve for use only by,
or with, the permission of the Soviets.
(2) Coal dust (Kohlenstaub) burning locomotives. Some 100
Reichsbahn locomotives of types 17, 44, 52 and 58 have to date undergone necessary
modification to enable them to operate on coal dust fuel, obtained by crushing soft
brown coal to a fine amorphous powder in a grinding mill. The limited number of
crushing plants and coal dust transport cars, together with the present unperfected
method of crushing, which does not produce dust of the desired fineness, are the
major factors now preventing increased utilization of brown coal dust as locomotive
fuel. On the whole, their performance is said to be satisfactory, but the saving
in fuel is offset by the cost of grinding the coal. The fact that about 40% of them
have been awaiting or undergoing repairs also indicates that the incidence of
breakdowns is much higher than for ordinary steam locomotives, for which the
corresponding percentage is now about 28%.
f. General characteristics of the Reichsbahn locomotives.
The following pages show the general characteristics of the principal and
some of the less common types of locomotives in use throughout the Deutsche
Reichsbahn system.
CONFIDENTIAL
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 Declassified in Part - Sanitized Copy Approved for Release 2013/06/25: CIA-RDP81-01043R002000100004-0
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CONFIDENTIAL
CONFIDENTIAL
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.rl
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 Declassified in Part - Sanitized Copy Approved for Release 2013/06/25: CIA-RDP81-01043R002000100004-0
CONFIDENTIAL
CONFIDENTIAL .'
CONFIDENTIAL
CONFIDENTIAL
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CONFIDENTIAL
CONFIDENTIAL
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CONFIDENTIAL
CONFIDENTIAL
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CONFIDENTIAL
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CONFIDENTIAL
O
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000
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CONFIDENTIAL
CONFIDENTIAL
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N
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 Declassified in Part - Sanitized Copy Approved for Release 2013/06/25: CIA-RDP81-01043R002000100004-0
CONFIDENTIAL
O
0
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N O'
CONFIDENTIAL
CONFIDENTIAL
0
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CONFIDENTIAL
N
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ro
aro
0 0
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CONFIDENTIAL
a. GENERAL. The Reichsbahn owns approximately 142, 765 freight
cars of all types of which at least 15, 000 are normally in transit outside East
Germany, both in Eastern and Western European countries; from 5, 000 to 20, 000
are usually awaiting or undergoing repairs; from just a few cars to as many as
10, 000 normally are in reserve; and the remainder are in daily operation
throughout the Reichsbahn system. Those in reserve are placed at stations through-
out East Germany and used to meet exceptional operational demands.
The condition of this freight car pool is generally only fair, requiring
constant regular and stop-gap maintenance, and repair to keep the maximum number
in operating condition.
The greater portion of the Reichsbahn freight car pool dates from well
before World War II with only a relatively small number of new cars added since
1945.
b. GENERAL CATEGORIES OF FREIGHT CAR TYPES.
Reichsbahn freight cars fall generally into four type categories. These are:
(1) covered cars (Gedeckte Wagen)
(2) open cars (Offene Wagen)
(3) tank cars (Kesselwagen)
(4) service cars (Dienstwagen)
The four principal types contain various groups. The covered car
category includes box cars, top loading box cars, refrigerator cars, and
livestock cars. Open cars include gondolas and flat cars of all species.
Characteristics of the most important groups within the four principal types are
discussed in subsequent paragraphs.
SYMBOL.
Reichsbahn freight cars are designated and identified as to type, group, and
characteristics by a code. system of letter symbols, utilizing single upper-case
letters, double upper-case letters, or a combination of either in conjunction with
lower-case letters.
All 2 and 3 axle freight cars are indicated by a single upper-case letter'
symbol denoting. the group of that car. A double upper-case letter symbol
(RR, SS, TT, etc) denotes a car which has four or more axles. The lower-case
letters appearing in conjunction with upper-case letters (group designating symbols)
denote special features or characteristics applicable to that particular car.
t~ ~u
CONFIDENTIAL
To illustrate this system designation, let us consider the Glt cars
(Golf Lima Tango). The upper-case letter G denotes a box car, the lower-case
letter 1 (Lima) denotes a particular characteristic, in this case it indicates a
minimum loading surface area of 26 square meters, while the lower-case letter
t (Tango) further denotes a distinguishing feature of the car, that of having end
doors. Glt, then, when used as a freight car symbol, denotes a box car having a
minimum loading surface area of 26 square meters . with end doors.
The tables appearing on the following pages list the letter symbols and the
characteristics and distinguishing features which they denote as used in the
Reichsbahn system of coded freight car designations, and the car number groupings.
GROUP
SYMBOL
TYPE LOADING WEIGHT
NUMBER (MET TONS)
NUMBER OF
AXLES
13-99-99 and 20-
01-01 through 20-
49-99
GG
15-01-01 through
variable
4
15-99-99, and
20-50-01 through
20-99-99
Gk
17-01-01 through
15*
17-99-99
H
68-01-01 through
15*
68-99-99
K
21-01-01 through
15*
2
21-99-99
KK
22-01-01 through
30 or more
4
22-99-99
0
24-01-01 through.
15*
2
46-99-99; 48-01 -
0l'through 49-99-99
and 83-40-07 through
83-99-99
00
47-01-01 through
30* or more
47-99-99
R
61-01-01 through
15*
62-99-9'9
CONFIDENTIAL
CONFIDENTIAL
DESCRIPTION
Boxcar with vault
roof
Flat car with iron
side stakes and
pivoted bolster.
Boxcar with hinged
roof.
Boxcar with hinged
roof.
Tipping gondola with
walls more than 40cm
high.
Flatcar with wooden
or iron stakes,
removable sides and
end walls 40 cm high,
minimum loading
length 10;1 m.
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CONFIDENTIAL
GROUP TYPE LOADING WEIGHT
SYMBOL NUMBER (MET TONS)
NUMBER OF
AXLES DESCRIPTION
Ro
63-01-01 through
15*
2
63-99-99
RRy(m)
60-01-01 through
80
60-99-99
S
64-01-01 through
15*
64-99-99
SS
65-01-01 through
35
4 or more
65-39-99; 65-80-01
through 65-99-99;
66-60-01 through
66-99-99; and
67-01-01 through
67-99-99
SSy
65-40-01 through
50-80
4-6
65-79-99
T
18-01-01 through
15*
2
18-99-99
19-01-01 through
variable
4
19-99-99
23-01-01 through
15*
23-99-99
89-01-01 through
15*
90-99-99
50-01-01 through
15*
2 or 3
50-69-99; 51-01-01
through 51-69-99;
52-01-01 through
52-39-99; 52-50-01
through 52-69-99;
52-80-01 through
52-96-66; 53-01-01
through 53-19-99;
53-30-01 through
-
53-39-99; 53-50-01
through 54-08-99;
54-10-01 through
54-14-99; 54-20-01
through 54-24-99; and
54-30-01 through
54-32-99.
Flatcar without
stakes
Flatcar with hinged
sides, 2 trucks
adaptable to
standard and Soviet
gauge wheelsets
Flatcar with iron
stakes, removable
end walls up to 40
cm high, loading
length 13 m. *
Flatcar with iron
stakes, loading
length 15 m *
Heavy-duty flatcar,
trucks adaptable to
standard and Soviet
gauge whee lsets
Refrigerator car
Refrigerator car
Cattle car with
lath sides
Railroad work flat
cars, non-tipping
Tankcars
CONFIDENTIAL
Revolving and tipping tailboards
for transporting vehicles.
CONFIDENTIAL
CONFIDENTIAL
GROUP TYPE LOADING WEIGHT
SYMBOL NUMBER (MET TONS)
ZZ 50-70-01 through 20-60
50-99-99; 51-70-01
through 51-99-99;
52-40-01 through
52-49-99;52-70-01
through 52-79-99;
52-97-01 through
52-99-99; 53-20-01
through 53-29-99;
53-40-01 through
53-49-99; 54-09-01
through 54-09-99;
54-15-01 through
54-19-99; 54-25-01
through 54-29-99;
and 54-33-01
through 54-99-99
NUMBER OF
AXLES DESCRIPTION
(*) (Deviations from the loading weights, etc., marked with an asterisk are
indicated by the addition of the small letters listed in the following table: e, g.,
Gmhs = (G) "2 - axled boxcar, (m) with a loading weight of 20 metric tons, (h) steam
heating pipes, and (s) suited for trains with speeds up to 100 kms, per hour. ")
ACCESSORY SYMBOLS (Modifying the meaning of the group symbols listed in the
preceding table)
ACCESSORY IN CONNECTION WITH
SYMBOL THE GROUP SYMBOLS: MEANING
SS Open brakeman's stand, hinged
downdrop platform handrail.
G, R and T Ferry cars
0 Wooden walls, 130-190 cm high.
Z and ZZ Heating coil or heating'vat.
e all Wired for electric heating.
f G Containers for live fish
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 CONFIDENTIAL
ACCESSORY IN CONNECTION WITH
SYMBOL THE GROUP SYMBOLS:
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MEANING
4 tiers for transporting small
livestock.
For frozen goods only.
For dry ice and frozen goods only.
Steam heat pipes.
Steam heat pipes and steam heat
installations.
Container car with lining.
Refrigerator car of old design.
Vat car ( 2 or 3 removable vats).
Carriers for larger containers.
Loading length less than 13 meters
Loading length less than 15 meters
Refrigerating machine car
(refrigerator car with cooling
machine for producing cold air).
Carriers for small containers.
Coal dust tank cars
Loading area at least 26 sq meters
Loading length at least 10 meters
Loading-length 18 meters.
2 cars closely coupled together,
to forts a so-called "light freight-
train unit" (Leichgueterzugein-
heit, abbreviated to "Leigenheit").
Loading ,weight 20 metric tons.
Los ding weight more than 20
metric tons.
Not,suited'for frozen goods.
Side boards only 40-80 cm high.
CONFIDENTIAL
ACCESSORY IN CONNECTION WITH
SYMBOL THE GROUP SYMBOLS:
all
G, V, 0 and R
G, T, R and SSy
GG and TT
G and GG
CONFIDENTIAL
Without side or end walls.
Without meat hooks.
Weight 16 metric tons; 3 axle.
Non-tipping.
Without through-traction
attachment.
Adapted to either standard or
Soviet-gauge wheelsets.
Suited for trains with speeds up
to 100 kms per hour.
Suited for trains with speeds up
to 120 kms per hour.
Self-unloading car, hopper or
saddle.
Self-unloading car, with inclined
bottom, bottom trapdoors;
some also with hoppers.
Self-unloading car, with inclined
bottom and side trapdoors.
Bottom trapdoors; some also
with hoppers, downdrop hinged
side walls and removable end
walls.
Well car, length not expressed
by accessory letters.
Self-driven freight car
(Guetertriebwagen).
Unsuited for troops.
Unsuited for out-size vehicles.
Stable car; compartment for
attendant.
With electric ventilators.
CONFIDENTIAL
54,
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CONFIDENTIAL
ACCESSORY IN CONNECTION WITH
SYMBOL THE GROUP SYMBOLS MEANING
Loading weight less than 15
metric tons.
Loading weight less than 30
metric tons.
Loading weight less than 35
metric tons.
Tank car only for white fuels.
SS Heavy-duty flatcar, loading
weight 50 metric tons; loading
length 8. 8 meters, 9. 5 m or
10.25-meters; open brakeman's
stand; hinged down-drop;
platform handrail; trucks adapted
to both standard and Soviet-
gauge wheelsets.
Heavy-duty flatcar; loading
weight more than 50 metric tons;
loading length 11. 2 meters
(or 11. 9 meters); open brakeman's
stand, hinged downdrop platform
handrail; trucks adapted to both
standard and Soviet-gauge
wheelsets.
Car for transportation of ore.
Special type cars and ordinary group cars of recent construction are
numbered as follows:
(1) Self-unloading cars of Ot, OOt and KKt_types are numbered
55-01-01 through 55-99-99.
(2) Refrigerator cars of Gk, Gkk, Gf, T, and Th types are
numbered 56-01-01 through 56-99-99.
(3) Special use cabs (vat, container, gas transport) are
numbered 57-01-01 through 57-99-99.
(4) Cars of 0, X, R, S, and SS type, new construction, are
numbered 58-01-01 through 58-99-99. -
(5) Cars of G, GG and K type, new construction, are numbered
59-01-01 through 59-99-99.
CONFIDENTIAL,
CONFIDENTIAL
On the following railroad service cars, (1) through (14) the first digit of the
serial part of the number (after the first hyphen) designates Reichsbahndirektion
(RBD) Berlin (1). For service cars of other RBD's the number would be as
follows:*
Cottbus 2
Dresden 3
Erfurt 4
Greifswald 5
Halle 6
Magdeburg 7
Schwerin 8
*Example: Although the block of assigned numbers for 4-axle cars in (1) below
are listed as 71-10-01 through 71-13-99 and 73-10-01 through 73-13-99, in actuality
this would refer only to RBD Berlin, while for RBD Erfurt and Magdeburg the
block of numbers would begin with 71-40-01 (or 73-40-01), and 71-70-01 (or 73-70-01)
respectively.
(1) Crew cars, including kitchen, washroom, dwelling, office, recreation,
courier, equipment and workshop cars for construction trains, work trains,
auxiliary trains, locomotive crews, etc.
4-axle
71-10-01 through 71-13-99 and
73-10-01 through 73-13-99.
2 and 3 axle
71-14-01 through 71-18-99 and
73-14-01 through 73-19-99.
(2) People's Police (VP) escort cars,
2-axle
(3) Cars of the Reichsbahn-Bau-Union
(a semi-autonomous agency for
railroad construction)
(4) Equipment cars, workshop cars,
tool cars, repair cars, lighting
and power plant cars, welding,
sandblast, tower, profile (clearance
measuring), fire extinguishing,
fumigating, scaffolding; mountain
braking and overpass cars.
4-axle
2 and 3 axle
75-10-01 through 75-13-99
75-14-01 series*
CONFIDENTIAL
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CONFIDENTIAL
4-axle
78-12-01 through 78-12-99
2 and 3 axle
78-13-01 series*
(5)
Testing, measuring, medical, instruction,
Same, made of wood, for garbage
and debris
experimental, bridge-testing, trolley-wire
testing and line-running cars
(11)
Tankcars for liquid manure
82-10-01 through 82-14-99
4-axle
77-10-01 through 77-13-99
Container and cement cars
82-15-01 through 82-16-99
2 and 3 axle
77-14-01 through 77-15-99
Gas tankcars and gas cars
82-17-01 series*
Sprinkling cars for exterminating
weeds
77-16-01 through 77-16-99
(12)
Ballast cars with side unloading
83-10-01 through 83-14-99
Cars for auxiliary trucks and
Same, with bottom unloading
83-15-01 series*
l
ts
h
ee
se
w
(13) 'Cars for narrow-gauge vehicles
84-10-01 series*
(6)
Cars for current converters
Heating boiler cars
(14)
(i. e., cars and locomotives)
Water, carbide sludge and lime
CONFIDENTIAL
sludge cars, insofar as made
from former tenders
*unable to determine extent of block of numbers assigned; most, however, are
probably very limited, as inventories of these types are usually small. Definitely
not beyond a 19 for a second group of numbers (74-19-99) as 74-20-01 would indicate
same block of numbers within RBD Cottbus.
(9) Crane cars, track cars, switch
crane cars
Crane protecting cars, escort
cars, track laying cars
Snow slingers (Schnee schleudern)
Snow plows
Gauging cars
Gauging equipment cars
Crane weighing car
(10) Service freight cars (4-axle)
of the type GG, 00, SS and others
Service freight cars ( 2 and 3 axle)
of the types G, V and K
Same, of the types H, R, S and 0,
except slag, garbage and debris
cars
Service cars of type 0, made of
steel, for slag (including locomotive
ashes)
REMARKS: 1. Insofar as the railroad service cars correspond to the types of cars
in general use, the numbers of these types are placed in parenthesis beneath the
h 79-12-99
79-12-01 throu
05
4
8
G
C
b
f
-
g
79-13-01 through 79-13-99
-
-
ar (
oxcar) o
type
.
3 is
a
type number of the service cars, e.g., 75-7
(05)
79-14-01 through 79-14-99
79-15-01 through 79-15-99
79-16-01 through 79-16-99
Open cars, former Om, whose loading weight has been reduced to
79-17-01 series*
15 tons (0) 92-01-01 series.
81-10-01 through 81-11-99
Open cars, former 0, whose loading weight has been reduced to
81-12-01 through 81-13-99
less than 15 tons (Ow) 93-01-01 series.
Cars which are only conditionally usable:
may be put into trains
81-14-01 through.81-15-99
with a maximum speed of up to 55 km. per hr. (usual type
81-16-01 through 81-17-99
symbols) 00-01-01 series.
CONFIDENTIAL
CONFIDENTIAL
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CONFIDENTIAL
(1)
Covered cars
Total by type
Boxcars ( 2 and 4 axle)
37,
215
Refrigerator cars
1,
083
Cattle
(2)
Open Cars
Gondolas (2 and 4 axle)
65,
551
F latcars
TypeR(2axle)
10,
065
Type RRym ( 6 axle)
1,
7 0 0
Type S ( 2 axle)
1,
699
Type SS (4 and 6 axle)
2,
508
13, 322
Type H (with bolsters for
lumber, etc.)
ZW (types 0 and I for POL)
2,
633
(See footnote on tank car
Zko (coal dust)
404
inventory following
Z (other cargoes)
10,
285
paragraphs)
CONFIDENTIAL'
CONFIDENTIAL
DOUBL
TYPE
Working
Non-wor
Total po
e. INVENTORY OF TANKCARS AS OF 30 MAY, 1957, IN TERMS OF
E AXLES:
Zw(POL)
Z
Zko
TOTAL
pool:
1,
971
7, 274
525
9, 770
king pool:
821
4,449
60
5,330
ol '*
2,
792
11 , 723
585
15, 100
Composition of the non-working pool on 30 May 1957:
and Bww's 191 977 52 1, 220
Awaiting or under-
going repairs at RAW's
Factory cars
(attached to refineries,
etc)
Permanently ear-marked
for use abroad ('x) 499 1 , 8 6 5 0 2, 3 6 4
Total non-working park 8 21 4, 449 60 5, 330
Average turn-around
time (in days) 4.9 6. 6 6.5 6.4
Daily working park
(=working park ; turn-
around time planned) 299 1, 12Z 108 1, 5Z9
('^) "staendiger Auslandsbe'stand" (permanent foreign-country pool); treated as
belonging to the "non-working pool" (Nichtarbeitender Kesselwagenpark) because
not available for work within the Reichsbahn system.
( *) Although available information gives POL tankcars as including only 0(zero)
and I types, in actuality, for potential military support planning purposes, at
least 35% of the Z car pool could also be used for the transport of white products.
The following table gives a further breakdown of the three (3) main types
of tank cars, and their characteristics:
Type ZW: Sub-type 0 (zero). Aluminum color, heating coils,
series 50-00-00 for white products.
Sub-type I. Aluminum color, without heating coils,
series 51-00-00, for white products.
CONFIDENTIAL
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CONFIDENTIAL
Type Z: Sub-type II. Black, with and without heating coils,
series 52-00-00, for crude oil and tars.
Sub-type III. Black metal or ceramic brown, with and
without heating coils, series 53-00-00, for acids,
/yes, and related chemicals.
Sub-types IV b, c, and d. Various colors and shapes
of containers for liquid gas, series 54-00-00
through 54-34-99.
Type Zko: Sub-type IV a. Black metal containers, usually three,
for coal dust only..
CONFIDENTIAL
y N H
H N y
s. ;+
aa0
41
N.0 In
Pr 0
l~ N ~j S 0
1 I I
N ~ '4
,n
00
4 .0
a - 3x 3x
0
CONFIDENTIAL
CONFIDENTIAL
N 0 0 0 0 0) N
rorororoHN
0 c c c 0 0
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CONFIDENTIAL
U w C
u wn E.V
y CU r U
N E N G
.0 U~ r rd p
'' w N
.0 C nj N r, '0
G 0 >
I I I U U
U1 0, N e", U U h
00 E E w
.~.~NNNNN DO
U
U ~; " S; E
X U' Euua, s C
o I- tnawE'^ ECd
_ E r co I
M OD O U
NO'~~M rn 9} A
Qr t` t? N N U
H WNO~,'~.rW~,Na 0
wE
U
r U w x
0
3 w ~, o
o 2
U u U U r
uu x
x M y
F
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Figure No. 43
2-axle tank car for crude oil
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Figure No. 59
2-axle, 120 ton, depressed-center frame special flat car
Figure No. 60
2-axle, Otmm, self-discharging hopper car
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4. REICHSBAHN PASSENGER CARS. Reichsbahn passenger cars include
a limited number of First class passenger cars (sleeping cars), a few combination
First and Second class cars, some combination Second and Third class cars,
and a considerable number of Third class cars. The latter class is by far the
most common type of passenger equipment in use by the Reichsbahn today. This
type of car is used extensively in long distance inter-city service and exclusively
in suburban and commuting service.
With respect to the type of trains for which they are adapted, these
passenger cars are classified as follows:
Express (Schnellzug)
320
Fast Long-distance train (D-Zug)
966
Fast train (Eilzug)
164
Local train (Personenzug)
6, 881
Baggage cars
1,
356
Service cars
1,
810
11,
497
Figure No. 61
4-axle flat car with pivoted bolsters
2-axle end discharge gondola being unloaded
by mechanical tilting apparatus
Travel by rail is by far the most common means of travel in East
Germany, and countless numbers of East German citizens use the passenger
facilities of the Deutsche Reichsbahn each day.
General condition of Reichsbahn passenger cars is only fair. The
passenger car inventory is adequate to normal domestic needs .
The following photographs illustrate representative types of Reichsbahn
passenger cars.
Figure No. 64
Third class coach. This is the most common
type in use today for inter-city and local traffic.
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fn9
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4-unit double deck passenger train, for commuter service in industrial areas.
Provides a total of 436 seating places and 470 standing places.
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EQUIPMENT MAINTENANCE AND REPAIR INSTALLATIONS
1. MOTIVE POWER MAINTENANCE AND REPAIR. Deutsche Reichsbahn
locomotives are subject to the operational control of the RBD to which they are
assigned. They are further assigned internally by the controlling RBD to specific
Bahnbetriebswerke (Bw's) for line operation from those Bw's and for between-run
servicing and periodic maintenance. The Bw to which they-are assigned, normally
continues to be their permanent home station unless they are transferred to
another RBD. Such transfers of locomotives from one RBD to another are
relatively infrequent. However, when they do occur, both administrative and
operational control is relinquished by-the losing RBD and assumed by the other.
Servicing, normal maintenance, and minor repairs are-handled by these
home station Bws. Major repairs and locomotive overhaul, however, are not
attempted by the Bw's, but are performed at the locomotive -repair shops (RAW's)
established for that purpose.
2. THE LOCOMOTIVE BAHNBETRIEBSWERK (Bw). The locomotive
Bw is an installation to which Reichsbahn locomotives are assigned which performs
the servicing and lower echelon maintenance required to keep them in operating
condition. This includes washing, coaling, sanding, watering, lubricating,
cleaning of fires at the ash pits, flue and smoke box cleaning, replenishing
lubricant stocks and wiping waste, and filling running lamps. Bw service also
includes the maintenance, repair, or replacement of minor locomotive parts.
Maintenance of this nature is normally handled as long as it does not entail
major repair tasks. Bw's are not normally equipped to handle major locomotive
repairs.
There are upwards of one hundred locomotive Bw's in the Reichsbahn
system. Each of the RBD's?has a number of locomotive Bw's proportionate to the
route mileage, volume of traffic, and number of assigned locomotives within its
operational jurisdiction. The Bw's are generally well distributed throughout each
RBD, their proximity to each other being determined largely by the route density
of the RBD
The locomotive Bw's normally consist of locomotive servicing facilities,
tracks, turntables, locomotive sheds, cranes and hoists'. axle. changing
equipment, welding equipment and facilities, air compressors, and an electrical
shop.
,The following paragraphs describe the various locomotive servicing
facilities normally common to locomotive Bw's:
a. Coaling.(bituminous coal and brown coal. briquettes). A coaling
plant in a locomotive Bw has facilities to:
(1) Unload the coal from rail cars as it-is received at the Bw.
(2) Store the coal until it-goes to the coal bunkers.
(s)-Fill loading bunkers or tipples from stockpiles or'storage
sites,
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(4) Deliver the coal from the loading bunker to the locomotive,
or directly from stock piles or storage site to the locomotive.
(5) Protect coal stocks from theft throughout all stages of
Coal is usually delivered to the coaling plant of a Bw in gondola type cars
of 20 to 30 ton capacity. It is unloaded mechanically from the cars on the
unloading track to the storage piles or cribs by means of a crane with some type of
clam-shell bucket. Bws having trestle tracks over storage or unloading bins can.
handle self-discharging (bottom delivery or tilting) cars which permit discharge
of the coal by gravity flow from the cars directly into the bins, thereby eliminating
one phase of the handling process.
Types of coal bunkers from which coal is discharged into the tender of the
locomotive vary considerably, as do the means of filling the bunkers from coal
piles or storage sites. A feature common to all coaling plant bunkers, however,
is their elevated position above the locomotive, permitting gravity flow delivery
from the bunker into the locomotive by means of inclined or vertical chutes.
Coaling bunkers may be either stationary structures or massive self-propelled ones
capable of travel on gantry rails. This latter type can move readily along the
coaling track from point to point. They are not as commonly used as stationary
bunkers.
Several methods are employed to raise the coal from ground or storage
level to the elevated hoppers of the bunkers. The more common methods are to
either make use of a crane working between the stockpile and the bunker in full
or half-sweep or to utilize a mechanical conveyor system or a vertical hoist.
A typical example of the former method is illustrated below.
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Some Bw coaling plants have no bunkers or tipples- the coal being loaded
into the locomotive tender directly from cars or storage sites by means of cranes,
conveyors, or hoists. This is usually a much slower process than by delivery
from the bunker, but it is by far the most prevalent method of coaling throughout
the Reichsbahn system.
Regardless of the coaling method used, all coal is weighed or measured
as it is delivered to the locomotive. Weighing or measuring devices register
the quantity of coal delivered to the locomotive and records are maintained to
show the exact tonnage going to each.
The-number of locomotives which can be coaled in the Bw coaling plants
range from twelve per day in the smaller Bws up to ninety per'day in the
larger, well-equipped coaling plants.
The photographs below show two common methods by which coal is handled
in a Bw coaling plant.
Figure No. 69
Locomotive being coaled directly from a car
Figure No. 70
Locomotive being coaled directly from a Bw
coal stockpile
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b. Coaling (brown coal dust - kohlenstaub). Special coaling plants
are necessary for coaling locomotives which are fired with brown coal dust. This
type of fuel can not be hanr'led through bunkers or by conventional materials
handling equipment in the manner of bituminous coal or brown coal briquettes.
Instead, it is forced through pipe lines and hoses by pneumatic pressure at
approximately thirty pounds per square inch, much as liquid fuel is pumped
through similar lines.
Brown coal dust is produced in crushing plants by pulverizing soft brown
coal to a fine dust. These crushing plants are sometimes located within a Bw but
more frequently are located.at a distance from the Bw great enough to require
transportation of the coal dust to the Bw by rail. In such cases, the coal dust is
piped by pneumatic pressure into special coal dust container cars (Kohlenstaub-
transportwagen (Zko) at the crushing plant and moved by rail to the consignee Bw.
Here, pneumatic pressure is again employed to force the dust from the container
cars into the locomotive tank. Where the crushing plant is located within the Bw,
filling lines connect the crushing mill with special storage containers, each having
a capacity of approximately forty five cubic meters. These containers are fed by
filling lines from the mill under thirty pounds per square inch pneumatic pressure
and may be tapped off for locomotive fueling simultaneously as they are being
filled from the crushing mill.
The transfer of brown coal dust from containers to the locomotive is a
comparatively simple task and requires little equipment. Pipe, fittings, valves,
hose and hose fittings, plus an air compressor net with adequate working pressure
is all that is needed. Only thirty minutes are required to fill the coal tank of
a locomotive, including the time spent in connecting and disconnecting the hose
lines. This is somewhat less than the average time required to coal a conventional
coal burning locomotive in most Bws.
The manner in which a locomotive is fueled from coal dust container cars
is illustrated below.
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c. Fire cleaning and ash pit servicing, Cleaning the locomotive
fire, removing dead ashes from the firebox and combustion residue from the
smoke box, and blowing debris from the flues is done at the Bw ash pits. This
operation is called "ausschlacken" or "slagging", and is normally completed
in about thirty minutes. The locomotive grates dump the dead fire and debris
into a pit beneath the locomotive where it is quenched with water. Dust and soot
from the smoke box is removed at the same time and is also dumped into the pit.
Ash pits are emptied by various means. The more common.are the use
of a crane hoist and a bucket,or by using a conveyor hoist. Ashes and debris
are removed from the ash pits, loaded into cars on nearby tracks and hauled
away for disposal.
At most locomotives are coaled before they are sent to the ash pits.
The illustration below .chows a simple Bw ash pit and the drawing on
page 9 0 shows a more elaborate arrangement found in some Bvls. The
latter type can service two locomotives at one time.
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Ash pit
track
Ash pit
track
Ash die.rtiry
plate
Lab %ranch
Water level
sup
MAMM
d. Watering. Locomotives are supplied with boiler water at the Bw by
means of water points similar to watering penstocks used by railroads in the United
States. An example of a Reichsbahn penstock is shown in the photograph below.
Most locomotive Bws have facilities for boiler water analysis and water treat-
ment for the neutralization of harmful salts and the removal of other injurious sub-
stances. Formation of boiler scale, with its resultant low steaming efficiency and
tube damage or deterioration, can be materially reduced by proper water analysis
and treatment, and this process is an important phase of locomotive servicing at a Bw.
e. Sanding. Bw locomotive servicing also includes the replenishment of
the stock of traction sand in the locomotive sand domes. The most common method of
handling this operation is illustrated in the photographs on the next page. The sand is
stored in a sand house either underground or on the surface, dried in drying ovens
before delivery to the locomotive to prevent undue cohesion or lumping, . and to remove
moisture subject to freezing at low temperatures with resultant clogging of the sand
system, and driven through a line under air pressure to an elevated sand tower head
and delivered from there to the locomotive by force of gravity.
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f. Washing. Bws operate locomotive washing facilities to keep the
locomotives free from dirt, oil, rust, or other material which might be harmful
to their metallic or painted surfaces. A variety of substances are used to
assist in rapid and effective washing including water, steam, soap, detergents,
chemicals, abrasive agents, etc.
Washing is usually the last step in Bw servicing, thus eliminating exposure
of a newly cleaned locomotive to the dust and dirt which always attends the coaling
and 'slagging operations.
Figure No. 77
A Bu locomotive t.aehing stand.
g. Bw locomotive maintenance and repair operations. Locomotive
Bws perform lower echelon maintenance and minor repairs to assigned locomotives
in addition to the servicing already discussed. While no major repair or rebuilding
of locomotives is normally undertaken by the Bw, all maintenance and repair
tasks which entail no extensive specialized, or protracted. operations or require no
equipment and machine tools normally reserved to a major repair or erection
shop, are performed by the Bw.
The principal types of work performed in locomotive Bw maintenance shops
include pipe-fitting, blacksniithing, carpentry, millwright work, welding, painting,
electrical system repair, lubricating, and replacement of minor parts.
-.3;? THE LOCOMOTIVE REICHSBAHNAUSBESSERUNGSWERK (RAW).
The Reichsbahnausbesserung sweik (RAW) is a major Reichsbahn installation
in which locomotives undergo rebuilding, major repairs, or maintenance and
repair operations surpassing the normal capability of a locomotive Bw.
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There are twelve locomotive RAW's in the Reichsbahn system. They are
distributed, with respect to location, among seven of the eight RBlys. RBD
Greifswald does not have a locomotive RAW within its district of administration.
RAW's are nominally designated according to their location, taking their name
from the city in which they are located. Designations of the twelve RAW's within
the Reichsbahn system and the RBIYs in which they are located are as follows:
RAW Chemnitz
RAW Cottbus
RAW Dresden
RAW Halle
RAW Leipzig
RAW Meiningen
RAW Schlauroth
RAW Schoenweide
RAW Stendal
RAW Templehof
RAW Wittenberge
RAW Zwickau
RBD Dresden
RBD Cottbus
RBD Magdeburg
RBD Halle
RBD Halle
RBD Erfurt.
,RBD Cottbus
RBD Berlin
RBD Magdeburg
RBD Berlin
RBD Schwerin
RBD Dresden
a. Administration of the locomotive RAW's. The administration
of the locomotive RAW's is the concern and responsibility of the Main Administration
for Repair Shops (Hauptverwaltung fuer Reichsbahnausbesserungswerke) within the
Ministry for Traffic.
The actual scheduling of locomotive repairs in RAW's is controlled by the
locomotive Service Department (Abteilung fuer Lokomotivendienst) of the Main
Administration for Locomotives (Hauptverwaltung fuer Maschinendienst). This
ministry level department schedules all RAW repair on locomotives, issuing
instructions to the RBD involved, stipulating to which RAW they are to be sent,
when they are to go, the nature and extent of the repairs, and the limiting budgetary
considerations pertaining to the repair schedule.
b. Locomotive RAW operations. The scope of RAW locomotive
repairs is defined by category. These repair categories are designated by the
symbols L0, L2,. L3, L4, GR, and EI. The L categories are the more common,
the bulk of all RAW work falling into those.categories. The GR and EI categories
are somewhat special and work of this type is scheduled and-budgeted separately
from the.L categories.
GR means Gene ralreparatur (general repair). This special category
applies to the extensive repair or erection work required to-restore a locomotive
of inferior condition to an approximate state of new locomotive performance
standards. Eleven of the locomotive RAW's perform this type of repair operations.
The repair symbol EI means Ersatzinvestition (Replacement investment) and
applies to RAW production accomplished through salvage from or restoration of
inoperable locomotives in the war-damaged locomotive pool (Schadlokpark). Any
locomotive, otherwise lost to service, which is added or returned to the operable
pool through salvage or cannibalization of war-damaged locomotives is included in
this replacement investment program and is restored under the EI repair category
symbol.
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An explanation of each repair category and the nature and scope of the work
it entails appears in the following tabulation.
Irregular intervals,
when required
SCOPE OF OPERATION
Accomplished in all RAW's,
minor damages repaired in
any railroad shop, not
necessarily in a large plant.
(Exchange of bearings,
cylinders, wheel bands, etc).
Every 18 months;
sooner if required
Intermediate check at
3 year interval
Main check, at 5-6
year intervals
Heavier damages than LO but
still not requiring heavy
equipment.
Typical of this class is the
removal of locomotive wheels
and axles for repair.
Damaged pipes are repaired
or changed, boiler leaks,
new bearings installed and
engine overhauled. Minor
checks given to driving
mechanism.
In addition to wheel removal,
requires either lifting or
complete removal of boiler
even though only the inside
of the boiler needs repairs.
Bcilers rigidly tested,
dismantled and, if necessary,
replaced. Drive axles turned
down and built up; boilers
removed, boiler stays
replaced new pipes installed,
drive rods replaced,
cylinders over-hauled.
Complete disassembly and
overhaul, but paint not
removed except on the boiler.
Engine completely checked
and repaired. Worn parts
replaced, including wheel
rims, bearings, brake parts,
control levers, instruments,
grates, and smokestacks.
Turning down of axles.
Complete overhaul to tender,.
including water tanks, coal
bins, axle wheelsets, and
bumpers. Paint removed by
sand-blasting and chemicals
from all parts of disassembled
locomotives.
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SYMBOL NORMAL INCIDENCE SCOPE OF OPERATION
GR General repair Any work required to restore
a locomotive to new condition
and performance standards.
As directed by MFV Addition or return to operable
pool of a locomotive previously
lost to service.
c. Characteristics of individual locomotive RAW's. The following
paragraphs describe the characteristics of the individual locomotive RAW's, their
locations, the locomotive series which they normally handle, production figures
and employee strengths, based upon the analysis of numerous fairly reliable reports
received during the years 1954-1957.
(1) RAW CHEMNITZ located in Chemnitz (now called .,arl Marx
Stadt) (UTM US 5333) is also referred to as the "Wilhelm Pieck" RAW. Repairs
are performed on series 03, 18; 38, 39, 41, 43, 44, 52, 64, 74, 75, 80, 86,
89, 94 and 98 locomotives. The least amount of locomotives serviced was expected
to reach 40 per month, however, a maximum of 20-25 is considered about average.
Approximately 1, 200 persons are employed, of whom 40% are estimated to be
women.
(2) RAW COTTBUS located in that city (UTM VT 5334). Repairs
are performed mainly on series 52, 55 and 56, with repairs also done on-series
38, 43, 54, 74, 89, 94 and 96 locomotives. A monthly normal rate of 28-30
locomotives is maintained with difficulty, requiring about 3, 000 workers (20%
women), including approximately 150 apprentices (20% women). Repairs are
sometimes delayed as much as 3 weeks due to shortages of material.
(3) RAW DESSAU located in Dessau/Suet 1JTM UT 1046) repairs
locomotives of motive power type other than standard g auge steam locomotives,
employing a work force of approximately 650 persons.
(4) RAW HALLE is located in the northeastern suburbs of the
city Halle, (UTM TT 9110). Repairs are performed on series 19, 38, 52, 55,
56, 64, 71, 73, 74, 80, 93, and 94 locomotives. An estimated 30-35 locomotives
are repaired per month. During June 1956, 30'- L 4 repairs were accomplished.
The RAW employes approximately 2, 500 persons.
(5) RAW LEIPZIG also referred to as "Einheit" is located in
Leipzig (UTM US 1791) near the rail station Leipzig/Paum'sdorf). Repairs are
performed on series 02, 03, 04, 38 and 57 locomotives. Normal output is
estimated at 46 locomotives per month although this figure reportedly is seldom
realized due to the lack of materials and parts. Personnel employed amount
to approximately 2, 400.
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(6) RAW MEININGEN located in the northern part of that city
(UTM PB 0103) has one department that repairs only 01 series locomotives, and
maintains 25-30 intact locomotives on the RAW sidings, without assigned home,
to replace those under repairs. Repairs are performed on series 03, 39, 44,
55, 56, 58, 61, 62, 75, 78, 92, 95 and 99 locomotives. A monthly average of
35 locomotives are estimated to be repaired including about 10 GR's; 75% are
series 44, locomotives. The most frequent repairs involve the replacement of
cylinders. An average backlog of 60 locomotives awaiting repairs would be
considered normal. Approximately 2, 500 to 3, 000 persons of both sexes are
employed.
(7) RAW SCHLAUROTH located in that city (UTM VS 9466) is
one of the smaller locomotive RAW's with no normal capacity established. The
RAW performs repairs on series 01, 86, 89, 91, 92 and 99 locomotives. The RAW
has been known to repair 16 locomotives during a month and employs approximately
660 persons.
(8) RAW SCHOENWEIDE located in the Schoenweide district of
Berlin (UTM UU 9119) devotes its maintenance and repair operation to the S-Bahn
system. Its labor force is estimated to be approximately 5, C00 employees.
(9) RAW STENDAL located in that city (UTM PD 9332) performs
repairs on series 17, 23, 24, 38, 42, 50, 52, 64 and 91 locomotives. The RAW
has been known to repair 58 locomotives, series 42, 50 and 52 in a month (Nov 53),
utilizing approximately 4, 000 employees.
(10) RAW TEMPLEHOF is located in the Templehof district of
Berlin (UTM UU 9119). Repairs are performed on series 74, 75, 78, 92 and 98
locomotives. The RAW has been known to repair 32 locomotives series 74, 92
and 98 in a month and employs approximately 1, 600 persons.
(11) RAW WITTENBERGE located in that city (UTM PD 8576)
performs repairs on series 38, 57, 64, 80, 91 and 99 locomotives. The RAW
has an estimated repair capacity of 12 locomotives per month and employs
approximately 2, 000 persons.
(12) RAW ZWICKAU frequently referred to as RAW "7 October",
is located in that city (UTM US 2321). Repairs are performed on series 12, 18,
19, 38, 43, 44, 56, 58, 64, 84, 86 and 89 locomotives. The RkW has been
known to repair 57 locomotives, series 56, 58, 86, 38, 43' and 4--, during
one month, and employs approximately 2, 000 persons.
NOTE: RAW Blankenburg located at Blankenburg (Harz) JTM) PC 3546
performs repairs to series 86, 89, 98 locomotives. A smell RAW with a capacity
of 7 to 8 locomotives per month, employing approxinZte.ly 1, 2O persons. Lack of
nuts and bolts and other materials is reportedly so co==rm at this RAW that workers
waste up to 50 hours each per month, and cannibalization of locomotives awaiting
repairs is a common practice. This RAW was dissolved in 1957, and its work taken
over by RAW Potsdam. The site will be used for research and-testing of Reichsbahn
equipment and technical devices. It is now designated as an REW
(Reichsbahnentwicklungswerk).
CONFIDENTIAL
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CONFIDENTIAL
All RAW's experience difficulties due to shortages of materials and parts
which in turn delay the return of locomotives to service. To accomplish
repairs, cannibalization of motive power, or the "borrowing" of parts from other
locomotives awaiting repairs, is considered a common. practice.. For example,
a boiler will be taken from a locomotive awaiting parts so as to release a
locomotive for service that only requires a boiler replacement. The same method
is applied when other parts are needed and as a result many deadline locomotives
are left standing on RAW tracks awaiting repair and replacement parts. Also,
there are occasions when an RAW can not repair a locomotive because of lack
of materials and Bw's having the needed materials are then assigned the repair
task. Each installation engages in the production of furniture and other household
items during slack periods in order to maintain its working force, when and if
materials and parts become available. Because of the inconsistent rates of
performance, no current production capabilities are available to establish
a firm "norm".
4. FREIGHT CAR MAINTENANCE AND REPAIR. Deutsche Reichsbahn
cars are assigned for operating service and control in much the same manner
as its locomotives. Assigned to RBD's for operational control, they are further
assigned to freight car RAW's for home stations. Maintenance and repair is
provided by the RAW's assisted by their freight car Betriebswagenwerke (Bww's).
These Bww's are subsidiary and subordinate to the freight car RAW's insofar as
maintenance and repair functions are concerned. There are about 140 in the
Reichsbahn system divided among 14 freight car RAW's.
While locomotive operation can be limited to service runs to and from
their home Bw's, such operational restriction is not possible in freight car
operation. System-wide circulation of freight cars is common practice in
Reichsbahn freight traffic. In such practice, freight cars operate throughout
the system without stringent regard for home station assignment. Reichsbahn
car service regulations require, however, that all freight cars be loaded home
in all cases where traffic conditions permit.
5. THE FREIGHT CAR BETRIEBSWAGENWERKE (Bww's). Freight car
Bww's are freight car maintenance and repair shops established throughout the
Reichsbahn system. They perform the lower echelon maintenance and repairs
necessary to keep the freight cars in operating condition. This minor repair
service is usually provided only,to cars assigned for home station to the parent
'RAW of the Bww.
The system-wide circulation of RAW-assigned freight cars mentioned in
the preceding paragraph tends, however, to prevent repairs by,a Bww from being
limited strictly to cars assigned to its parent RAW. To be kept operational,
freight cars frequently require emergency repairs. When of true emergency
nature, these repairs are usually accomplished at the nearest Bww capable of
making them.
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CONFIDENTIAL
As an example, a freight car assigned to RAW Dresden and normally
accorded maintenance service at Bww Bautzen might be "shopped" for emergency
repairs while in service near Neuruppin, a point considerably distant from its
home RAW and within an entirely different RBD. Inasmuch as the need for
emergency repair arose at Neuruppin, and that Bww being capable of providing it,
the repairs would be performed there-despite the actual home assignment of the
car being the parent RAW of Bww Bautzen. This is true of all Bww repair shops-
emergency repair service being provided to all cars coming to them on that
basis irrespective pf their home station assignment.
Routine maintenance and non-emergency minor repairs, however, are the
responsibility of, and are provided by, Bww's within the jurisdiction of the RAW
of home station assignment.
Maintenance and repair services performed by Bww's are limited generally
to those jobs which do not require extensive, specialized, or protracted operations,
or demand use of equipment and machine tools normally reserved to freight car
RAW's.
6. THE FREIGHT CAR REICHSBAHNAUSBESSERUNGSWERKE (RAW's).
Freight car RAW's are Reichsbahn installations in which major repairs,
overhaul, rebuilding, or other types of freight car maintenance surpassing the
normal capability of the Bww's are performed on Reichsbahn freight cars. When
such repairs are needed, the car is withdrawnfrom service, sent to the RAW to
which it is assigned and returned to service at its home station upon completion
of the scheduled repairs.
In the Reichsbahn system there are twenty major freight car repair
plants, consisting of RAW's (Reichsbahnausbesserungswerke), Wa's
(Waggonausbesserungswerke) and other repair and manufacturing plants.
FREIGHT CARS
TANK CARS ONLY
RAW Berlin
RAW Eberswalde
RAW Jena
RAW Brandenberg
RAW Magdeburg
RAW Niedersachswerfen
RAW Potsdam
RAW Malchin
'Waggonfabrik Quedlinburg
RAW Tempelhof
WA Hoyerswerda
Reparaturwerk Magdeburg
RAW Gruenwald
WA Friedland'
Kuehltransit Leipzig
RAW Dresden
WA Perleberg
RAW Zwickau
a. Administration of the freight car RAW's. Freight car RAW's,
like the locomotive RAW's, are administered by the Main Administration for
Repair Shops within the MFV.
The scheduling of freight car repair operations by RAW's, however, is
controlled by the Freight Car Department (Hauptabteilung Gueterwagen)of the
Main Administration for Rolling -stock. This ministry level department schedules
major car repairs to be performed by the RAW's, issues instructions to the. RBD
involved concerning which cars are to be dispatched to the designated RAW, when
they are to be sent, and stipulates the nature and extent of the repairs to be made.
CONFIDENTIAL
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CONFIDENTIAL
b. Freight car RAW operations. The RAW to which a freight car
is normally assigned for major repairs is determined by the type of car involved.
RAW's are established and designated to handle specific car types. Cars scheduled
for overhaul or repair in an RAW are sent by the controlling RBD to the
appropriate RAW which handles that specific type of car. This specialization in
specific car types by the various plant is illustrated by the type of cars handled
by RAW Magdeburg. This RAW performs major repairs on all "G" group cars
of the 05, 06, 07 series; "Gm" group cars of the 11 and 12 series, "Gl" cars of
the 12 series; "Glt" cars of the 13 series; "Ot" cars of series 45 and "Ok" and
"Okk" cars of the 46 series. The Reparaturwerk Magdeburg performs major
repairs on all "Z" group cars numbered 52-30-00 through 52-39-99 of the series.
The various types of freight cars handled by the individual RAW's are
shown in the table below.
The major repairs performed in freight car RAW's are those required to
restore freight cars to good operating condition whether their state of disrepair
has resulted from age and service., or from damage sustained by accident, or by
operational deterioration. Such repairs range from work done on frames, wheel
sets, draft gear, buffers and assemblies, brake systems, and superstructures,
to complete overhaul or rebuilding of inoperable cars from the wheels up.
FREIGHT CAR RAW REPAIR ASSIGNMENT BY CAR TYPE
Berlin, RAW GK 17, T 18, TT 19, On 49, R, Rm 61, Rmm,
Rb 62, Ro 63, SSt 66, H 68.
Brandenburg, West, RAW Gw 01, G 02, Gm 10, Owp 24, Op 25, Om 33,
0 34, 0mm 40, On 48, X 90.
Chemnitz (Karl-Marx Stadt), Pwg 88 (including Saxon and South German types
RAW and others with metal hinges). -
Dresden, RAW
Eberswalde, RAW
Friedland, Wa
K, Km, Kmm 21, 0 30, 0 31, Omm 39, Omm 43.
Om 37, Om 38, Om 4, RR 60, S, St, Sk, Sm 64,
SS 55, Omt 83 (reconstructed from Bitterfeld
37 series).
XX 90, 00, 00k 47, narrow gauge only.
Grunewald, RAW 0 29
Hoyerswerda, WA
0 26, Om 36.
CONFIDENTIAL
Leipzig, Kuehltransit
Verkehrs, A.G.
Magdeburg, RAW
Magdeburg, Kesselwagen
?Reparaturwerk (tank car
repair)
Perleberg
Potsdam, RAW
Quedlinburg Waggonfabrik
CONFIDENTIAL
CAR GROUP AND SERIES
Zw, ZZw 50, Z, ZZ 51, 'ZZ 52-40-00 through
52-49-99, ZZ 52-70-00 through 52-79-99,
2Z 52-97-00 through 52-99-99, ZZ 53-20-00
through 52-29-99, ZZ 53-40-00 through 53-49-99
(All Kesselwagon)
Z 52-15-00 through 52-17-99, Ot, 00t, KKt 55,
Gk, Gf, T 56; Special 57, 0, X, R, S, 58, G,
K, 59, Z, ZZ 54-10-00 through 54-2.9-99.
G 05, G 06, G 07, Gm 11, G1 12, Glt 13, Ot 95,
Ok, 0kk 46.
Z 52-50-00 through 52-69-99, Z 52-80-00
through 52-96-99, Z 53-01-00 through 53-19-99,
Z 53-30-00 through 53-39-99 (All Kesselwagens)
G 03, V 23, G 04, GG 15, GGII 20
Z 52-01-00 through 52-14-99, Z 52-18-00
through 52-29-99, Z 53-50-00 through 53-89-99,
Zko, ZZko 54-01-00 through 54-09-99, Z 54-30-00
through 54-32-99 (Kessel-Topf and Kohlensta'ab-
wagen)
SS 65 (except SSy), SS 67
KKt 22, Oc 28, 01, Oml 32, Om 35, Omm 42
omm 44, 00t, OOnt 47 (reportedly also
repairing considerable numbers of Z and Zw, ZZ
and ZZw)
CONFIDENTIAL
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CONFIDENTIAL
c. Volume of RAW freight car repair. The current shortage of
car parts, raw and finished materials, and low production generally throughout
the GDR metals industry, seriously affect the volume of repair work turned out
by the freight car RAWIs . Although the existing plant facilities for freight car
maintenance and repair in the GDR are somewhat limited, these installations
could more nearly meet the current Reichsbahn'car repair requirements if badly
needed parts and materials were available to them in quantities even reasonably
sufficient to their needs.
The Reichsbahn attempts to maintain a daily "working" pool of at least
120, 000 freight cars of all types. This, however, depends largely upon the RAW
capability to perform car repairs in such volume and at a rate which will keep
the number of inoperable cars awaiting repair at a minimum level and return
repaired cars to the "working" pool in the minimum time.
Freight car repair backlogs at the repair plants, however, have usually
prevented the Reichsbahn from realizing the desired 120, 000 car daily "working"
pool. Due to a wholly inadequate volume and rate of RAW repair output, the
working car pool has fluctuated between 105, OOU and 125, 000.
7. PASSENGER CAR MAINTENANCE AND REPAIR. Seven passenger
car RAW'sand two Wa's-furnish the maintenance and repair services required to
keep the passenger and baggage cars of the Reichsbahn in operating condition.
Repair work in these plants ranges in, scope from normal operating repairs to
complete overhaul and rebuilding. Conversion of passenger cars from one type
to another and special adaptation to diversified uses is also performed.
The designation and locations of L%c Reichsbahn passenger car repair
plants are as follows:
RAW Chemnitz RAW Halberstadt WA Perleberg
RAW Gotha RAW Wittenberge
RAW Delitzsch RAW Greifswald
RAW Leipzig WA Friedland
CONFIDENTIAL
SECTION V
Operating Fuels
CONFIDENTIAL
and
Maintenance Materials
CONFIDENTIAL
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 Declassified in Part - Sanitized Copy Approved for Release 2013/06/25: CIA-RDP81-01043R002000100004-0
CONFIDENTIAL. --
1. OPERATING FUELS AND ELECTRIC POWER
a, Propulsion types of Reichsbahn motive power. Motive power of
the Deutsche Reichsbahn is limited to the three following propulsion types:
external source.
(1) Electrically-driven locomotives deriving power from an
(2) Diesel-electric or gasoline-powered locomotives.
(3) Coal-fired, steam-driven locomotives.
b. Electric power. The use of transmitted electricity to drive
Reichsbahn motive power is limited to the Halle-Magdeburg line, and the Bitterfeld-
Dessau line. Plans are in effect to complete the electrification of the Halle-
Bitterfeld-Leipzig triangle in 1958-59. In addition to these lines there are
electrically powered passenger cars (Triebwagen) operating over the lines of the
Stadtbahn (S-Balm), which serves Berlin and its environs.
c. Petroleum fuel. The use of diesel or gasoline-powered
locomotives by the Reichsbahn is limited to a very small number of self-powered
cars in intercity operation over a relatively few lines, and to switching and terminal
operations at only a small number of points. This limited use of diesel and gasoline-
powered locomotives obviates any major requirement by the Reichsbahn for petroleum
products as operating fuel.
(1) Types of coal:
(a) Brown coal (Braunkohle)from domestic resources
represents the largest percentage of coal used by the Reichsbahn since deposits
of brown coal are abundant and widely distributed throughout East Germany. In
its natural state, brown coal is high in moisture, containing as much as, 60% in
some instances, and is subject to rapid deterioration; thus most of this coal used
by the Reichsbahn is in the form of briquettes.
(b) Brown coal briquettes require about 2.6 tons of
raw brown coal to make one tone of briquettes.' Briquettes are formed by the crushing
of brown coal into uniform size, heat drying, and applying pressure to a mold form.
Transformation of brown coal into briquettes decreases the moisture content and
increases the heat content ton-wise. Stockpiles of this fuel are 'also subject to rapid
deterioration, and'unless care is exercised when stored, the briquettes are also
subject to being crushed.
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CONFIDENTIAL
(c) Bituminous (Steinkohle) coal from domestic
sources is extremely limited, therefore the Reichsbahn supply is also limited.
East Germany's dependence upon imports from Poland, USSR, and Czechoslovakia
often causes the Reichsbahn to revert to the sole use of brown coal primarily
in briquette form. Although this type of coal is termed "hard coal", (true
anthracite is practically non-existent in East Germany) by comparison it is more
equivalent to soft coal found in the USA. However,the calorific value is varied
and usually lower. The moisture content averages between 6-13% and often
contains foreign matter which also lowers the quality.
the early part of 1957 the Reich bahn, ebecause of the requirements (Low grade Anthracite). During
Polish bituminous coal, began to also use a low grade anthracite coal (Magerkohle).
Because of its granular form and high ignition point, the Reichsbahn reportedly has
had difficulty firing this coal, with a resultant loss of locomotive steam pressure.
(2) Briquette unit tons (BUT) or Brikett-Einheit-'fonnen (BE1)
is the term used by the Reichsbahn in conjunction with planned or actual locomotive
coal consumption. Due to the wide difference in the calorific values of the types of
coal used to fire locomotives, the Reichsbahn converts the actual tonnages of coal
into briquette unit tons. Each coal, based upon experience factors, is given a
corresponding value tobriquettes. Briquettes being one (1. 0), bituminous coal is
valued at 1.5 or 1 1/2 times higher in calorific value. USSR Magerkohle is valued
at 1. 0, while raw brown coal, being less in calorific value, is appraised at .4.
By taking the actual tonnages of each type of coal and multiplying this by its own
value, the sum total of all coal would be the BUT's on hand. The Reichsbahn,
knowing the rate of consumption of its locomotives and the density of traffic planned,
divides the planned consumption figure into the total stockpiles of BU1's,thus
arriving at the number of days'supply of coal on hand. Since conditions may vary
at any time during the plan, the number of days 'supply on hand fluctuates.
(3) Consumption Requirements, as mentioned above, are a
constantly changing factor. The total daily locomotive consumption rate varies
between 20, 000-25, 000 BUT's, with brown coal briquettes comprising the greater
portion of coal used. The introduction of larger amounts of bituminous coal
increase the BUT totals, making it more advantageous to the Reichsbahn to obtain
larger stocks of bituminous coal. Aside from the fact that bituminous coal is'the
ideal fuel for their operations, less storage space and transportation costs are
.required. On the other hand, raw brown coal and briquettes create storage
problems, and due to the volume required per one BUT, are costly to transport ,
particularly when the Reichsbahn operates between 3,100-3, 300 locomotives daily.
CONFIDENTIAL
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CONFIDENTIAL
(4) Firing of locomotives using briquettes or a combination
of coals forced the Reichsbahn to modify most of its locomotives. A few locomotives
were modified to burn brown coal dust, but these are in the minority. The majority
of locomotive fire boxes, previously designed to burn bituminous coal, have been
equipped with a dead fire box to prevent loss of ignited fuel and obtain a better
distribution of combustionable air through narrowed grates. When brown coal or
briquettes are mixed with bituminous coal without the converted grates the brown
coal and briquettes disintegrate when ignited, drop through the grates and burn or
rot wooden ties. Also, the brown coal sparks emitted through the stack have
caused numerous field and forest fires. The excessive amount of ash and coal
dust plagues the populated route of the rail line, not to mention the greater physical
effort required by the fireman to satisfy the larger requirements of coal to maintain
proper steam pressure, Therefore, locomotives are issued fuel based upon the
classification of their trains. For example, Soviet interest and international
trains are issued a greater proportion of bituminous than regular freight and
passenger trains, which operate almost exclusively on briquettes,
e. Reserve coal stocks. As long ago as 1953 the Soviets requested
that the Reichsbahn maintain at least an eight day reserve supply of coal as an
operational margin of safety. This request was the basis for the MFV directive
to maintain such a level; however, the required flow of traffic placed the amount
of coal needed for this reserve far beyond the capability of the East German .
Ministry for Fuel and Power to supply the Reichsbahn. During the year 1955 the
Reichsbahn was to learn this fact well since at no time did the reserves ever
rise. above 6.4 days supply. The situation was no better during the early part of
1956 even though brown coal was predominately used throughout the system.
During the winter months of 1956 the situation became worse when coal levels
dropped to a low of 2. 2 days in November and only averaged 3. 5 days for the
month. During this time some stations were reported to be completely out of
coal and locomotives were unable to operate. The needs of industry for rail
transportation and the devastating effects upon the economy of East Germany when
rail operations are curtailed, undoubtedly awakened the Ministeries concerned
and also gave the Reichsbahn additional leverage to exert pressure for a more
equitable and realistic share of coal. As Polish hard coal imports increased
in the early months of 1957, so did the East German brown coal mining
production. These two sources of supply, with the approval of the, Ministries,
started the Reichsbahn coal reserves climbing to unprecedented high levels.
Previously, the Reichsbahn never attained a higher level than the'October 1952
level of 12. 5 days supply. By 26 March 1957 the reserve had-gradually risen to
about 8 days, or the goal established by the Soviets. This increase was brought
a out by the low volume of civilian and military traffic, 'heavy coal imports from
Poland and Czechoslovakia, plus good weather which enabled the East Germany
brown coal production to increase. It was not considered likely at that time that
the reserve would increase significantly; however, by 24 April the reserve
supply had risen to about 16 days, placing the Reichsbahn in a position to support'
sustained military rail movements for better than two weeks, a? position believed
to be the minimum rail transportation requirement for the initiation of hostilities.
However, as reserve stocks continued to rise (23.4 days on 22 May,) and additional
information was gathered it was determined that the c E-1 reserves had been built up
as an economic factor since industrial stocks, power plants and state reserves
increased as well as the Reichsbahn reserves. Reserves continued to rise each
month until an unequaled level of 31.4 days was attained on 8 July, falling off to
about 25 days during August 1957. With minor fluctuations, this level'has been
maintained through November 1957; and it is believed that every effort will be made
to continue in this favorable position.
CONFIDENTIAL
CONFIDENTIAL
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CONFIDENTIAL
Declassified in Part - Sanitized Copy Approved for Release 2013/06/25: CIA-RDP81-01043R002000100004-0
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 Declassified in Part - Sanitized Copy Approved for Release 2013/06/25: CIA-RDP81-01043R002000100004-0
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CONFIDENTIAL
a. Locomotive parts. Normal Reichsbahn procedure pertaining to
locomotive parts supply calls for advance procurement and stocking at locomotive
RAWs of a parts inventory based upon anticipated requirements. Under this
arrangement the volume and types of RAW repairs scheduled by the Main
Administration for Locomotives determine the nature and quantities of locomotive
Darts to be kept on hand for normal needs or to be obtained by special procurement.
This normal procedure, however; has not been possible under post-World.
War II conditions. Most locomotive parts are not available in sufficient quantities
to permit stocking. The maintenance and repair schedules of.the locomotive RAW's
and Bw's are continuously disrupted by critical shortages of castings, forgings,
tubing, and similar semi-finished metal products essential to locomotive upkeep.
Salvage of parts from locomotives, many of which also are awaiting repair and
return to service, is frequently the only source of essential parts available for
the work at hand. This is particularly true of such locomotives parts as boiler
and flue tubes, main and side rods, and driving-wheel tires.
Many locomotive repair parts are readily adaptable to shop fabrication by
RAW craftsmen. Considerable quantities of such parts are produced in this fashion,
As shortages of parts normally obtained from outside sources became increasingly
acute, such local manufacture in RAW shops was expanded to include a wider
diversity of items and their output increased. The scope of this RAW fabrication
of locomotive parts depends largely upon the availability of machine tools and
material.
Until requisite types and alloys of steel, and a supply of copper and the
non-ferrous alloys become available in quantities far greater than at present,
the existing acute shortage of locomotive repair parts will prevail.
b. Car repair parts. Car maintenance and repair operations
performed at the car Bww's and RA4/b also require an extensive and varied
assortment of car parts and materials. The principal items include buffer
components such as housings, shafts, heavy springs, and fittings; coupling
devices; chain and chain components; brake parts and fittings;' car frame members;
wheel sets; and many other parts mainly in the form of special castings and
forgings. Various materials other than specific,parts also are needed in quantity.
These materials include lumber, car hardware, sheet steel, plates, rolled shapes
such as round and flat bars and angle iron, and assembly hardware such as nails,
screws, and bolts.
The existing acute scarcity of materials is felt heavily'-by the freight car
RAWs, as well as by their normal suppliers, and production of car parts suffers
generally. The supply of freight car repair and replacement parts has been reduced
to a wholly inadequate figure. As with locomotive parts, little. improvement can be
expected in the near future. - -
106
CONFIDENTIAL.
CONFIDENTIAL
c. Cross ties. The Reichsbahn used three types of cross ties
both in the construction of new track and for tie replacement. Ties of rolled
or pressed steel, reinforced concrete, and treated wood were used. Steel is no
longer used due to the higher priority needs of industry, and limited use of
concrete ties is practiced on pre-selected stretches of main lines and within
stations. The fact that these are no longer confined to merely station and yard
areas, where reduced speeds are the rule, seems. to indicate growing confidence in
this type of tie, though criticism is still heard. Present use, therefore, is limited
principally to wooden ties produced within East Germany and supplemented by
imports.- In 1956 a total of only 152, 346 ties were furnished to the Reichsbahn
and during the first five months of 1957 only 72, 100 wooden ties were delivered
to the Ties Depot and Treatment Plant at Zernsdorf. By 1956 the tie shortage
had become so critical that an experimental plant for the pressing of ties from
waste wood was built at Klosterfelde, north of Berlin. This plant wa?s to turn
out 100, 000 ties in 1957. But the alleged "epoch-making" success with them has
been so short-lasting that their use has now been prohibited for the time being
"except for experimental purposes by special direction of the Ministry for
Traffic", or for testing on private sidings. Wooden ties are very difficult to obtain
in Germany in spite of the high percentage of forest land, most being imported from
such countries as Rumania and Brazil. Tie-treating facilities are also inadequate.
Present cross ties supply , therefore, does- not meet the demand for either new
construction or normal maintenance replacement.
d. Rail. The proper maintenance of existing Reichsbahn track and
construction of new trackage has been seriously handicapped by the critical
shortage of suitable rail. Rail production in East Germany is well under the
current requirements and this situation is not alleviated by the amounts of imported
rail and fittings. Total imports and East German production of rails for Reichsbahn
usage amounted to 71, 031 tons in 1956 and were considered insufficient for
maintenance, even if there had been no requirements for new trackage. During the
first five months of 1957 the Reichsbahn received the following amounts of rail:
From USSR (Type R 50, weighing 50 kg per meter) 8, 773 metric tons
From Czechoslovakia (Type S 49, weighing 49 kg per meter)
984 metric tons
From the West, via Holland 1, 036 metric tons
From rail plant Maxhuette at Unterwellenborn
(including 7, 602 tons Class I rail) 13, 353 metric tons
Imports during this period from the Soviet Union reached a high of 2, 304
tons in February, but fell to 1, 227 in May, the lowest monthly shipment thus far
is 1957, and considerably lower than in any month of 1956, when 4, 386 tons. arrived
from USSR in April and 3, 742 in May.
CONFIDENTIAL
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CONFIDENTIAL
Domestic production during this same period remained in the usual monthly
range of 2, 000 to 3, 500 tons. According to one report, the plant management
itself admitted that only 36% of its rails could be used by the Reichsbahn, while
about 25%a had to be re- melted and the remainder used for structural purposes or
factory sidings. The rails stored in the- eight RBD's at the end of each month
varied between 3, 330 and 3, 518 tons, including between 1, 797 and 1, 915 tons of
15 meter lengths. However, it is possible that a good part of these are salvaged
rails, so these figures may be no certain indication of the rate of turnover in the
stock of rails received during a month. On the other hand, rail- renovation plans
have long been in arrears, so that depot stocks at a month's end could represent
total retracking capability. Demands of the national economy-for steel, and
export commitments to the Soviet Bloc, permit only a minimum portion of East
German ingot production to be allocated to rail manufacture-- an amount
insufficient at best to meet normal rail requirements of the Reichsbahn.
CONFIDENTIAL
CONFIDENTIAL
Figure No. 80
The special track laying equipment shown above is reported as having been
instrumental in completibn of a stretch of tail line ahead of planned schedule;
A gantry crane lift's agirder that is attached to 90 foot sections of prefabricated
track and swings the sections into place upon prepared road beds. The girder
is attached to the track sections to prevent buckling during the process.
Overhead transporters traveling on rollers fastened to the beds of the flat cars
move the track sections up to the crane.
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SECTION V I
Reichsbahn
Operational Procedures
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SECTION VI
REICHSBAHN OPERATIONAL PROCEDURE .
The Technical Plan (Der Technische Plan)
The day to day operations of the Reichsbahn devolve from a work requirement,
which is laid down monthly by the traffic Ministry, commonly referred to as the
Technical Plan. Shortly before the beginning of each month this plan is sent out by
teletype to each of the RBD's in concise form. It is essentially a statement of what
freight traffic achievements are expected of each. In brief the Plan states:
a. The number of cars (usually in terms of double axles, i.e., 2-axle
cars) each RBD is to load daily.
b. The number of cars each RBD is to unload daily.
c. The number of cars both empty and loaded'which is to be moved
daily between the RBD's.
d. The total number of cars to make up the working car pool.
e. The number of cars to be engaged in international traffic.
A typical Technical Plan for the entire Reichsbahn reads as follows:
Loadings Unloadings Inter-RBD
Daily: 38, 500 d/a 36, 800 cars 55, 000 cars 124, 000 6, 000
(57, 000 empty)
(67, 000 loaded)
To some extent the Technical Plan is made up on the basis of experience, i.e.,
the requirements of corresponding months in the past. On the other hand, anticipated
requirements, which may vary greatly, must be incorporated. For example, the
Soviets may decide to hold maneuvers at a different time than is usual. The Technical
-Plan would reflect this.
In another sense'the Technical-.Plan is a translation of the over-all East German
Economic Plan.(Wirtschaft spl'an); and-each succeeding year can be expected to reflect
the increasing demands of the East German economy on the rail transportation system.
The difference between the increasing demands of the economy and what the Reichsbahn
knows from experience it can accomplish is becoming a perpetual nightmare to
Reichsbahn planners. This is so because the Reichsbahn no longer has sufficient
trackage, reserve cars and personnel to fulfill adequately even current requirements.
Thus it is no surprise that the Technical PI n has not been consistently fulfilled for the
past two years, and that much effort is now going into ways and means of shifting more
of the transport burden to waterways and highways.
The Technical Plan is decided on each mr nth after the individual RBD's have
formulated their owr. requirements. Their requ cements are worked out in the form
of total tonnage by type cargo, and the number of cars required to move this tonnage.
These RBD plans of'course, are compiled on the basis of the prognostications of-both
the commercial shippers and the military. These RBD plans are often referred to as
the RBD Transport Plan.
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Up to 1954 the Reichsbahn was unable to load or unload more than an average
of 31, 000 cars a day. As indicated previously, this was insufficient to keep pace
with growing economic requirements. Apart from the deficiencies of rolling stock,
trackage, personnel problems and the faults of shippers and receivers, the lack of
clear-cut movement control authority (there was constant friction between Zug1eitungen,
the Lokleitungen and Wagenleitungen, with each blaming the other for non-fulfillment
of plans) appeared to be a deficiency that could be eliminated with good prospects of
improving performance. This problem was evidently, discussed with the Soviets,
because shortly after Minister Kramer's return from a Moscow meeting in 1953, word
went out from Berlin (proposed by Central Committee of the SED and approved 16 April
1953 by the GDR government) that the Dispatcher system, used so successfully in the
Soviet Union (which in turn had adopted it from the States), would be introduced into
East Germany as the panacea for the Reichsbahn's ills. There was much opposition
to Kramer's order, but after the system was introduced and successfully tried out in
RBD Erfurt in 1954, it gradually spread throughout the Reichsbahn, h ving been more
or less completed by September 1955.
The result of the adoption of the Dispatcher system can be measured in terms
of increased car loadings and unloadings which now average about 35, 000 daily, or
even several thousand more during peak periods. This achievement represents only a
small gain when viewed in the light of the expanding economy, and not -en the best
Dispatchers can squeeze much more out of the Reichsbahn. If the ra. stem were to
be restored to its pre-war conditions, then, of course, the Dispatcher system could
insure success. That day, however, appears very remote so far as the Reichsbahn is
concerned.
The Dispatcher system basically concentrates all operating authority in the hands
of one entity. At the Ministerial level this.is tin Chief Dispatcher (Chefdispatcher)
and his Main Dispatcher (Hauptdispatcher) organized into a Main Dispatcher Management
or Hauptdispatcherleitung (HDL). At RBD level it is the Regional Dispatcher
(Bezirksdispatcher) and his Head Dispatcher (Oberdispatcher). These officials make
up the Regional Dispatcher Management or Oberdispatcherleitung. At RBA level comes
the Area Dispatcher (Amtsdispatcher) and his Brigade Dispatcher (Brigade Dispatcher),
They comprise the Area Dispatch Management or (Amtsdispatcherleitung (DL) Lastly,
at the station level, comes the Station Master (Dienstvorsteher) and his station
Dispatcher (Bahnhofediipatcher).
The organizational structure of the Dispatcher system of the Reichsbahn.is
reproduced at the end of this Section as a ready reference to the following description
of the work of the Dispatchers at Ministerial level. This level has been chosen for
description because it reflects and incorporates the work of all subordinate dispatchers,
and illustrates the over-all importance of the top echelon to Reichsbahn operation as a
whole. Of course, the functions handled by the Chief and Main Dispatchers are likewise
performed'by all the lower echelons of Dispatchers, but in decreasingly limited scope.
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The Chefdispatcher Section of the Hdl operates eight hours daily, seven days per
week. Its duties are functional or directive, in contrast to the Hauptdispatcher, (Main
Dispatcher) section, which is operational. The Chefdispatcher Hans Maeder, is
responsible for all operational activities of the DR. He is further responsible for
establishing the monthly technical plan of the DR in collaboration with the Central
Transport Committee (ZTA) of the Ministers Council of the GDR. The Chefdispatcher
issues daily orders and briefings concerning the operational tasks of the current day to
the Bezirkdispatcher (District (Rbd) Dispatcher) of the Odl of each of the eight Rbds.
These orders and briefings are issued daily at 0740 hours during a 20-minute conference,
which is conducted over a telephone-line hookup, all Bezirkdispatchers participating.
The Chefdispatcher decides on matters concerning the utilization, increase, or decrease,
of the rolling stock reserves, and motive power. At 0900 hours, daily, the Chef-
dispatcher conducts a conference at his office with the department heads of the Hdl's
corresponding Chefdispatcher Section. This conference is also attended by a representative
of-the HV Maschinenwirtschaft (Maintenance of Locomotives) of the Staatssekretariat
fuer Operation Dienst der DR MFV; a representative of the HV Wagenwirtschaft
(Maintenance of Rolling Stock) of the Staatssekretariat fuer Operativen Dienst der DR,
MFV; a representative of the Staatssekretariat fuer Kraftverkehr (State Secretariat
for Automotive Traffic), MFV; and a representative of the Staatssekretariat fuer
Schiffahrt (State Secretariat of Navigation), MFV. The daily agenda of the conference
are the dispatching operations and requirements for the current day, and a preview of
the dispatching operations which may be expected the following day.
The Hauptdispatcher does not participate in this conference, but is briefed
after it, by the Chefdispatcher, concerning all details with respect to the operational
service.
In order that the Chefdispatcher may properly discharge his duties, his section
is subdivided into the following departments:
Referent fuer Fahrdienst (Specialist on Train Movement Control)
The current Referent fuer Fahrdienst is Karl Lehmann. The
department controls the movements of all passenger and freight trains. This includes
marshalling yards, operations, train movements across the GDR border, and the
movement of special government trains (VIP). The Referent fuer Fahrdienst handles
all complaints pertaining to. timetable schedules or movement of trains. In this
connection, he makes suggestions to the timetable department (Fahrplanwesen) of the
HV Betrieb and Verkehr (Main Administration for Operations and Traffic). The
Referent fuer Fahrdietst is the first deputy of the Chefdispatcher, and as such, is
supposed to be fully informed, so that he can replace the Chefdispatcher for an
extended period of time if necessary. The Referent fuer Fahrdienst and the Chef-
dispatcher participate in meetings of the ZTA, since he is familiar with the traffic
requirements of the Five Year Economic Plan and knows freight requirements details
resulting from trade agreements between the GDR and other countries.
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Referent fuer Wagendienst (Specialist on Rolling Stock)
The current head of the department is Guenther Westphal. The
department supervises the supplying of the Rbds with the required rolling stock. In
addition, the Referent fuer,Wagendienst prepares a monthly statistical operational
activities report (Leistungsermittlungsbericht) for the Chefdispatcher. The statistical
form covers only the operations from the first day of each month to the 25th day
inclusive. This report serves as a basis for preparing the Technical Plan of the DR.
-The Referent fuer W,agendienst is the person who actually prepares and is responsible
for the monthly technical plan which the Chefdispatcher signs. The Referent fuer
Wagendienst and the Referent fuer Wagenregulierung (Regulating' flow of Empty Cars)
collaborate to establish the monthly technical plan concerning the adjustment of the
number of freight cars which will be available to each of the Rbds. The Referent
fuer Wagendienst is kept informed about the number and types of all freight cars of the
DR and their distribution to Rbds. He is also informed on number and types of cars
-which are requested by-the Rbds for military transports.
Referent fuer Lokbetriebsdienst (Specialist on Locomotive Operations)
The present Referent fuer Lokbetriebsdienst is Konrad
Jeschonnek. He is kept informed about the operational locomotive pool, broken down
by types and Rbds; the number of damaged locomotives and those undergoing repair; the
number of locomotives in reserve at the various Rbds; the total number of locomotive
operation hours broken down to Rbds; the amount of coal reserves by Rbds; the daily
coal consumption in tons by Rbds.
Referent fuer Wa enre ulierung (Specialist on Empty Car Movement Flow)
Richard Gisa heads this office. He is responsible for the proper
distribution of the rolling stock among the various Rbds. To discharge his responsibilities
he collaborates with the Referent fuer Wagendienst. Gisa is informed on the needs for
empty cars for each Rbd, on the number and types of cars of the DR, broken down by
Rbds, and on the number of loaded and empty cars within the DR at any time. He is
informed on all details of the Technical Plan, and on the construction of new cars by
type and number. He possesses the same degree of knowledge concerning military
transports as the Referent fuer Wagendienst.
The present evaluator is Rudolf Leonhard. He is the efficiency
expert on all operational matters and, therefore, 'is informed on all statistical and/or
operational reports. He prepares the monthly, quarterly, and annual 'analytical reports
and statistics.
Sachbearbeiter fuer Unregelmaessigkeiten and Statistik (Specialist on
Irregularities and Statistics)
The. Sachbearbeiter, Wilhelm Sabadill,is assistant to the evaluator
and is equally well informed on all operational matters of the dispatcher service. He
handles complaints and prepares statistics on irregularities concerning loadings, time
schedules, and other operational activities.
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The office of the Hauptdispatcher works 24 hours daily. There are four
Hauptdispatcher who work, consecutively, eight hours each, followed by a 24-hour
rest period. The Hauptdispatcher section is the operational section. The Hauptdispatcher
receives his briefing and required orders from the Chefdispatcher. While on duty, the
Hauptdispatcher is responsible for supervising the entire operational service of the DR.
He assists, or gives advice to, the Oberdispatcher (Regional Dispatcher) of each of the
eight Rbds. In cases of irregularities, and operational difficulties, he takes measures
to avoid threatening emergencies, or remedies operational troubles by adopting such
measures as detouring trains, directing rolling stock from one Rbd to another, or
drawing on the rolling stock reserve. He is personally responsible for the handling of
all special government trains (VIP). One hour after the start of his shift, the Haupt-
dispatcher conducts a conference with the Oberdispatchers of the eight Pbds via telephone
hookup. The Oberdispatchers give oral reports on the probable activities which are
expected during the next eight hours, including actual or expected difficulties, and on
locomotive requirements. Unloadings are reported separately by the Oberwagendispatchers
(Regional Car Dispatchers) of the Odl to the Hauptwagendispatcher (Main Car Dispatcher)
of the Hdl. After the conference the Hauptdispatcher gives a short briefing to the
Chefdispatcher (only during daytime). Every 24 hours the Hauptdispatcher Section
renders a statistical report on the operational activities of the day. The report is made
to the Chefdispatcher, Hdl. The form on which the report is made is called
"Arbeitsblatt des Hauptdispatchers" (Work sheet of the Main Dispatcher).
His duties are analogous to those of the Reterent fuer Lokbetriebs-
dienst, except that they are operational. The Hauptlokdispatcher makes a daily report
concerning the operation of locomotives. The report in statistical form, is called
"Arbeitsblatt des Hauptlokdispatchers" (Work Sheet of the Main Locomotive Dispatcher).
Hauptwagendispatcher (Main Car Dispatcher)
The duties of the Hauptwagendispatcher are analogous to those of
the Referent fuer Wagendienst and the Referent fuer Wagenregulierung, except that again
they are operational. The Hauptwagendispatcher has assistants for Bezirk I (Zone I),
which comprises Rbd's Schwerin, Magdeburg, Erfurt, and Halle; and Bezirk II, which
comprises Rbds Berlin, Cottbus, Greifswald, and Dresden. He has an assistant for
special RR cars and refrigerator cars, an assistant for loading accessories (Lademittel)
and two assistants for tank cars. The two assistants for tank cars, and the
Hauptwagendispatcher are informed in detail on the daily utilization of all, types of tank
cars. The Hauptwagendispatcher and his two assistants for tank cars are further
informed on the loading stations, the load, types of cars, and the destination within
the GDR and foreign countries.
I'.
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Hauptueberwacher I supervises the traffic operations (Fahrdienst)
Hauptueberwacher II supervises the traffic operations in Bezirk II.
Hauptueberwacher III handles special trains, such as international
or interzonal trains, fast freight trains, and alt postal trains. He also keeps a list
of the rolling stock reserves.
The following are the principal reports rendered to the Main Dispatcher and
his assistants, and which are incorporated into his daily work sheet. The frequency
with which reports are rendered to the Main Dispatcher and the nature of these reports
illustrates how daily operations are conducted:
Reports rendered from Rbds at 0600, 1600 and 2200 hours giving
the number of trains which are delayed, the destination (Zielbahnhof) and their freight
(Gutart).
Unbespannte (Trains without Locomotive)
1. regularly scheduled (timetable) trains which have been
delayed for more than one hour because a locomotive was not available,
2. the number of special trains which have been made up
by Rbds, and for which a locomotive will not be available for the next six hours,
3. the number of special trains which have arrived in an
Rbd from other Rbds, and for which a locomotive is not available for the next 60 minutes.
Rbd reports rendered at 0600, 1400 and 2200 hours, showing the
total number of trains which are standing on the receiving tracks of the marshalling
yards.
Loklage (Locomotive Report)
Rbd reports rendered at 2200 hours, showing the number of
locomotives and number of trains used for Soviet military transports (BHK) for the
past 24 hours. The number left of the slash is the number of locomotives, the number
to the right of the slash is the number of trains.
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Weiterleitung (Forwarding)
Bbd reports rendered at 0600, and 1400 hours, giving the number
of trains which have been forwarded to the next Rbd:
1. from 2201 hours previous day, to 0600 hours, current
3. the number of trains which are expected to be for-
warded for the period from 2201 hours, previous day, to 2200 hours, current day.
Allgemeine Betriebslage (General Operational Situation)
Rbd reports rendered at 0600, 1400 and 2200 hours, consisting
-'bf a short general statement concerning special operational-occuren-ces.
Verspactungsmeldung (Train Delays)
Rbd reports rendered at 0600, 1400 and 2200 hours showing the
delays in timetable schedules in passenger and freight expressed in percentages of
punctuality and in total minutes, and the over-all percentual average of punctuality and
over-all delays in minutes for the DR.
Auslastung der Durchgangszuege (DG) (Utilization of Through-Trains)
Rbd reports rendered for the periods from 2200 hours previous day
to 0600 hours current day, from 0600 to 1400 hours, and from 1400 to 2200 hours. The
reports contain the total number of complete freight trains which have been forwarded
from one marshalling yard to another without accepting or delivering cars en route.
The total is broken down into the number of through-freight trains which carried a 100%
load according to the timetable schedule (Buchfahrplan), the number which carried a
load between 90% to 99% of the planned freight, and the number of trains which carried
a freight below 90% of the planned (scheduled) freight.
Wagenregulie rung (Car Flow)
Rbd reports rendered at 0600, 1400, 1800 and 2200 hours. The reports
are divided into a section for box cars ( G-Wagen), and a section for gondola cars
(0-Wagen), contains:
1. the total number of empty cars which one Rbd must
forward to another for the 24-hour period from 2201, previous day, to 2200 hours,
current day. The number is written in blue pencil.
2. the number of cars which have been delivered up to the
time of the report and the pe rcentual,r elation to the over-all delivery.
3. space for remarks, stating reasons for not fulfilling the
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Example 1: Train Nr 19812, made up of 60 box -.ars, was delivered at 2200 hours
plus ten (2'L10 hours) current day, that is,10 minutes after target time. The number of
cars which an Rbd has failed to deliver is written in red pencil, the number of cars
delivered in excess of the plan is written in blue pencil.
Example 2: Rbd Greifswald has to deliver 60 cars to Rbd Magdeburg. The
remark states that the 'Referent fuer Wagenregulierung rescinded the order at 0900 hours.
The number (blue pencil) is stricken from the record.
Kohlebe stands meldung (Report on Available Coal)
The report is divided into the section Halle and Cottbus. Reports
by these two Rbds are rendered at 0600, 1000, 1400, 1800 and 2200 hours. The red-
figured columns show the total number of empty cars which were demanded by the coal
mines. The other columns show:
1. the number of empty cars which have been delivered
to the mines during intervals between reports,
2. the number of empty cars which are available at the mine
3. the number of cars which are rolling toward the mine
4. the number of loaded cars which have been sent to
forwarding tracks during period from 2201 hours, previous day, up to the time of the
report,
5. the number of cars, which were not loaded by the mines
during the period from 2201 hours, previous day, up to the time of report,
6. the number of empty cars which were not delivered to
the mines in time for loading during the period from 2201 hours, previous day, up to
the time of reporting,
7. the number of empty cars which were cancelled by
the mines from 2201 hours, previous day, up to the time of the report,
8. the number of empty cars which were additionally
ordered during time from 2201 hours, up to the time of the report.
Ausgang von Leerwa en an PKP (Empt Cars Forwarded to Polish Railways)
Reports by the border stations are rendered at 2200 hours.
Columns are provided for various types of Polish cars and cars of the DR. Report
concerns the number of cars which crossed the border to Poland during the 24 hour
period from 2201 hours, previous day, to 2200 hours, current day.
Wagenhilfe ( Car Aid)
The report shows, separately, the number and types of empty
cars to and from other countries during the 24hour period from 2201 hours, previous
day to 2200 hours, current day. The report by border station includes the number of cars
to and from Poland.
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Beladung (Daily Loadings)
Rbd reports rendered at 2200 hours. The Rbds report on the
total number of loadings for the 24hour period from 2201, previous day, to 2200 hours,
current day. Several sections are provided for loading of coal,, fertilizer and for
seasonable items, of prime interest, such as grain, potatoes, and sugar beets. These
itemized loadings are also contained in the total number of loadings. The columns show:
1. the number of cars on double-axle basis which should
be loaded according to the monthly technical plan. They are written into the report in
blue pencil.
2. the number of cars on double-axle basis which had to be
loaded during the past 24 hour period to make up for shortages in the monthly technical
plan. These figures are operative figures (operative Zahlen) I and are written into the
report in red pencil. -
3. the tntal.number of cars on double-axle basis which
the GDR economy required for loading for the past 24-hour period.
4. the total number of empty cars (on double-axle basis)
which have been made available for loading during the past 24 hour period.
5. the total number of cars (including coal, and other
items) on double-axle basis, which have actually been loaded during the past 24-hour
period, up to 2200 hours.
Rbd reports rendered at 2200 hours, unloading operations for
the past 24 hours. The columns show:
1. the number of cars to be unloaded according to the
monthly technical plan. The number is written onto the report in blue pencil.
2. The number of cars that had to be unloaded during the
past 24 hour period. This number is an operative figure which is computed by dividing
the number of loaded cars which were available at 2200 hours of the previous day
(beginning of the past 24 hour period) by the Messzahl (local turn-around time) valid for
each of the Rbds. The numbers are written in red pencil.
4. the number of cars which have become available for
unloading during the 24 hour period, previous to 2200 hours of the current day.
day (Ortsfrachtenbestand).
5. the number of loaded cars at 2200 hours of the previous
6. the number of cars which were loaded in the local Rbd
and which will also be unloaded 'within this local Rbd (Beladung fuer den eigenen Bezirk:
loadings for own district).
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7. the number of loaded cars on double-axle basis which
arrived in the local Rbd during the past 24 hour period from other Rbds,
8. the column quotes the total number of loaded cars
(on double-axle basis) (Gesamtbestand) which were available for unloading in the local
Rbd within the past 24 hours. It is the total of the columns 5, 6, and 7 above.
9. the column shows the number of loaded cars on double-
axle basis which, are expected to be available at 2200 hours of the current day. This
number is considered a Richtzahl.
10. the column shows the actual number of loaded cars
on double-axle basis at 2200 hours of the current day.
11. the column shows the numerical 'difference between the
Plan der Beladenen Bestaende fuer fremde Bezirke (Plan of Loaded Cars
for Other Districts
This report shows , written in blue pencil, the maximal number
(Richtzahl) of cars which may be in a local Rbd for forwarding to other Rbds. The
number of loaded cars (double-axle basis) actually in the local Rbd at 2200 hours,
current day, is quoted next. The column below shows the difference between the Richtzahl
and the actual number of cars. Only the difference which exceed the Richtzahl are of
interest.
Plan der Beladenen Bestaende fuer Ausland (Planof Loaded Cars for
The column quotes numbers analogous to those in the plan above,
but for foreign countries.
Plan der Weiterleitung (Transit Plan)
This report quotes the directive figures (Richtzahl), in blue pencil
concerning the number of loaded and empty cars which must be forwarded over the
border line of the local Rbd. Operative figures, in red, are imposed by Hdl in case the
default, when the number of cars defaulted will be added to the next day; or in case of
Rbd in question cannot possiblyfulfill the directive (Richtzahl) figure, because there are
not enough cars available. In such a case the operative figure for the next day will,be
lowered. Finally the actual delivery figures are shown-
1. the number of cars, loaded with grain, which enter
the GDR via the border stations Guben and Frankfurt/Oder,
2. the number of cars loaded with coal which entered
the GDR from Poland during the 24 hour period prior to the 2200 hour report. The.
number of cars are broken down into Polish (PKP) and DR cars.
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This report, subdivided into Rbds, constitutes a control of the
oertliche Umlauf (Local Turn-Around Time), the Bezirksumlauf (District Turn-Around
Time), and the G-Wagen Umlauf (Box Car Turn-Around Time) on a Reichsbahn level
figures. A plus mark designates that the turn-around time was exceeded, while a minus
mark indicates that the turn-around time remained below the actual operational figures of
the Technical Plan. The reports are also due daily at 2200 hours.
Z~1aufs,toerung (Train Movement Disturbances)
Rbd reports rendered at 2200 hours. The report section consists
1. Column a, designating broken rails,
2. Column b, designating damaged locomotives,
3. Column c, designating overheated frozen axles.
The figures to the left of the slash in each column are the number of cases.
The figures to the right of the slash are the total delays in minutes. The bottom line gives
the total of cases and delays in minutes for the DR.
In those cases when the RBD renders the report to the Hdl,, it is to be understood
that the RBD report in turn is a compilation of data submitted by the RBA's, which have
compiled the various station and yard reports as a basis for the RBA report.
A brief word should be said about the operations of the Main Administrations.
Although the Dispatcherleitung seems to be a thingapart and substantially self-sufficient,
it is organizationally only a part of the Main Administration for Operations and Traffic
(HVBuV). Furthermore, its main concern is the make-up of all trains required, when
required, and the movement of these trains on schedule. The remainder of the work of
the HVBuV consists of working out schedules for these trains and for sending appropriate
operational messages for the actual movement of these trains.. The remaining HV are
the house-keeping Administrations. They keep track of the locomotives and rolling
stock, assign them "home stations", repair and maintain them, fuel them, and keep
the lines, signals and telecommunications (without which movement would be impossible)
in operating condition. All these HV's render appropriate performance reports which
eventually are published as periodanaylses and/or achievement reports.
The Daily Situation Report (Lagehericht)
The Shift Reports
At the beginning of each shift - in most Dispatcher's offices there is a
4 shift day covering the '24 hour period - the respective regional Dispatchers phone in,
the accomplishments of the previous shift to the Hdl . All through the preceding shift
reports have been filtering in from the area Dispatchers for this report. Any unusual
occurrence or difficulty is of course phoned in immediately to the Hdl , so that,
generally speaking, the Hdl has-its finger on the operational situation at all times.
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As indicated in the discussion of the work of the Dispatchers, every
morning between 0700-0800 hours, there is a conference call involving the Chef
Dispatcher and his assistants, and the Regional Dispatchers and their assistants, during
which the accomplishments of the previous day are discussed, the work to be done for
that given day outlined, and, in so far as practical, preparations are made for the
following day's work. The highlights of this conference are sent telegraphically to all
RBD's. The RBD dispatchers in turn hold a.later conference call. with the Brigade-
dispatchers and they, in turn, with the stations in their respective areas. Special
non-scheduled conference calls may be made, and frequently are called, at such times
as the operational situation threatens to get out of hand and quick decisive action must
be taken.
Operational Regulations
In Section VII the rules and regulations which govern Reichsbahn operations,
operating procedures, and reporting are discussed at some length. Even the Dispatchers
in their efforts to achieve greater accomplishments realize that the physical operation
of t*ains, the loading and unloading of cars, and the work of the yards must be conducted
in accordance with these rules. .
Generally speaking basic Reichsbahn operational procedures are outlined in a
book called the Dienstvorschriften and its Annexes. This is the railroadets Bible at
all echelons and in every conceivable phase of operations. Supplementing it are the
passenger and freight train schedule booklets (Buchfahrplaene and Bildfahrplaene)
and the basic signal and block operation regulations (Signalbuch).
Special Reichsbahn Regulations
There are all manner of special regulations pertaining to individual phases
of operations. They implement the basic policies and guide lines laid down in the
Dienstvorschrift. A full treatment of the most important ones is given in Section VIII.
Generally speaking they pertain to such aspects as numerical designation of freight
offices, stations, routing procedures, telegraphic procedures and symbols, special
loading instructions, and reporting procedures.
There is a special group of agreements and regulations pertaining to international
rail traffic between East Germany and other Soviet Bloc countries. They lay down the
procedures to be followed in operating both military and commercial trains across
international borders. A fuller treatment of this whole subject is contained in Head-
quarters USAREUR publication "Soviet Control of Military Rail Movements Between the
USSR-GDR and Within the GDR" (S) dated August 1957.
CONFIDENTIAL
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SECTION VII
The Deutsche Reichsbahn- Soviet Relationship
with
A Soviet Equipment Railcar Loading Chart
and
Photsgraphic Examples. of Soviet Loading
Practices-
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The positive Soviet influence typical of the administration of other
governmental affairs in East Germany similarly affects the management and
operation of the Deutsche Reichsbahn, Patterned to conform to Soviet interests,
the administrative and operational policies and procedures of the Reichsbahn arc
now largely imitative of railroad practices in the Soviet Union.
The Soviet Embassy and the Group of Soviet Forces, Germany (GSFG) are
the two Soviet agencies which maintain administrative and operational liaison with
the Reichsbahn. These agencies are potent forces with the Reichsbahn and are
responsible for insuring (1) prompt compliance with Soviet requests for rail
transportation and (2) conduct of Reichsbahn operational practices in strict
conformance with Soviet desires of the moment.
During the period 1945-1949 there were two separate transportation offices
dealing with the Reichsbahn. One was known as the transport group of the Soviet
Military Administration for Germany (SMAD), the first Soviet Military occupation
authority in Germany. The other was the Military Communications Service
(VOSO) organization, the regular military transport movement branch of the Soviet
Armed Forces. The functions of the former were confined to policy, exploitation,
and the dismantling of the East German railroads, and the movement of commercial
interest trains. The latter's activity was confined strictly to the movement of
military trains both within East Germany and between East Germany and the USSR.
The transport group of the SMAD (renamed Soviet Control Commission in 1949,
Soviet High Commission in 1953) remained at all railroad levels in East Germany
until mid-1954, at which time the transport group at lower levels at least was
ordered dissolved and its functions turned over to the VOSO. It is not definitely
known whether or not some of these transport personnel are still supervising the
dispatch of certain commercial shipments locally, e. g., uranium. However,
it is known that by mid-1954 the majority of SHC transport personnel had been
withdrawn from local levels and presumably returned to the Soviet Union.
With the advent of the Soviet Embassy as the highest Soviet advisory and
policy making agency dealing with the East Germans, the implication was that the
SHC and its functions had ceased. It is strongly believed, however, that in
actuality the transportation staff of the SHC and possibly some of its other staffs
became the Transportation Division of the Soviet Embassy. This Transportation
Division is presumed to handle all matters which involve participation by the ,
Embassy in Reichsbahn affairs. 'Dealings of the Embassy as such with the
Reichsbahn pertain chiefly to affairs of a political and economic nature.
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Concerned primarily with the shaping of Reichsbahn policies and the
regulation of its operations insofar as they affect Soviet interests, the Soviet
Embassy Transportation Division accords particular attention to the administrative
matters evolving from commercial shipments by rail to the USSR, the expediting of
economically important imports such as grain, raw iron ore, coal, etc., from
the USSR, and insuring that military requirements are met. In addition, this
Transportation Division carries out Moscow's instructions on policy matters
affecting the Reichsbahn, e. g., introduction of the Dispatcher System, allocation
of train paths to the Western Allies between West Berlin and West Germany, and
reduction of, or increase, in rail communications available to the West.
Somewhat in contrast to the primarily commercial and policy making
interests of the Soviet Embassy,. the dealings of the Soviet Army with the Reichsbahn
consist principally of transportation matters of a military nature. T .e liaison and
control which these dealin s entail is maintained directly with the R eichsbahn
through the VOSO organization. A detachment of VOSO makes up a staff section of
Headquarters GSFG at Wuensdorf. VOSO has always been responsible for the
physical control of actual troop and supply movements both within East Germany
and between East Germany and the rest of the Soviet Bloc.
The VOSO organization in East Germany, in addition to its headquarters at
Wuensdorf and possibly a small staff at Karlshorst in conjunction with the Embassy
staff, i s sub-divided into Transport Command Directorates called SKU's
(Sovetskoye Komandaturnoye Upravleniye)located at ministerial level and at the
headquarters of each of the eight RBD's (Reichsbahn Direction). In addition,
members of these SKU's may be stationed at important RBA's, at permanent supply
installations, at main East German rail border crossing points, in regularly used
passenger railroad stations servicing Soviet leave personnel, and anywhere else
the situation dictates, i. e., during the annual moves to training areas they would
most probably be at local station level, depending on where the main movements and
unloading activities are concentrated.
The strength of the VOSO group of GSFG Headquarters is not accurately
known, but probably amounts to about 50 people at least. The usual strength of
each VOSO group at Reichsbahn Ministerial level and at each RBD is from 10-14
officers, 1 to 5 Soviet interpreters and widely varying numbers of enlisted
personnel to assist each of these officer groups.
The method of moving Soviet supplies by rail (probably at least 90%a are
moved by this means) is briefly as follows: During the last 10 days of each month
a plan is prepared on tl'. estimated daily average utilization of rolling stock by
type car for each RBD in'East Germany. This plan is based on what the various
GSFG troop unit and supply services estimate they will need during the ensuing
month. Both intra-zonal and international rolling stock needs arc included in the
plan. It is presumed that this plan is approved in final form by the Transport
Group of the Soviet Embassy at Karlshorst, and then made known to the East
German- Minister of Traffic and the state Secretary for Railroads. The details
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