|Deutsche Reichsbahn Gesellschaft
Emblem of the Deutsche Reichsbahn-Gesellschaft during the Weimar Republic
The Deutsche Reichsbahn, also known as the German Reich Railway or the German Imperial Railway, was the name of the German national railway created from the railways of the individual states of the German Empire following the end of World War I.
The company was founded in 1920 as the Deutsche Reichseisenbahnen when the Weimar Republic, formally known as Deutsches Reich (German Reich, hence the usage of the Reich in the name of the railway), took national control of the German railways, which had previously been run by the German states. In 1924 it was reorganised under the aegis of the Deutsche Reichsbahn-Gesellschaft (DRG), a nominally private railway company, which was 100% owned by the German state. In 1937 the railway was reorganised again as a state authority and given the name Deutsche Reichsbahn (DRB). After the Anschluss in 1938 the DR also took over the Bundesbahn Österreich (BBÖ, Federal Railway of Austria).
The East and West German states were founded in 1949. East Germany took over the control of the DR on its territory and continued to use the traditional name Deutsche Reichsbahn, while the railway in West Germany became the Deutsche Bundesbahn (DB, German Federal Railway). The Austrian Österreichische Bundesbahnen (ÖBB, Austrian Federal Railways) was founded in 1945, and was given its present name in 1947.
In January 1994, following the German union, the East German Deutsche Reichsbahn merged with the West German Deutsche Bundesbahn to form Germany's new national carrier, Deutsche Bahn AG, technically no longer a government agency but still a 100% state-owned joint stock company.
- 1 Deutsche Reichseisenbahnen (1920-1924)
- 2 Deutsche Reichsbahn-Gesellschaft (1924-1937)
- 3 Deutsche Reichsbahn (1937 to 1945)
- 4 Deutsche Reichsbahn (after 1949)
- 5 See also
- 6 References
- 7 Sources
- 8 External links
Deutsche Reichseisenbahnen (1920-1924)
The first railways to be owned by the German Empire, which was founded in 1871, were the Imperial Railways in Alsace-Lorraine, whose Imperial General Division of Railways in Alsace-Lorraine (Kaiserliche General-Direktion der Eisenbahnen in Elsass-Lothringen) had its headquarters in Straßburg (now Strasbourg). It was formed after France had ceded the territory of Alsace-Lorraine in 1871 to the German Empire and the newly created Third French Republic had formally purchased the French Eastern Railway Company (French: Compagnie des chemins de fer de l’Est or German: Französischen Ostbahn-Gesellschaft) and then sold it again to the German Empire. After the end of the First World War this national "imperial railway" was taken back by France.
In the remaining German states, by contrast, the existing state railways continued to be subject to their respective sovereigns, despite the fact that Otto von Bismarck had tried in vain to purchase the main railway lines for the Empire. A similar attempt failed in 1875 as a result of opposition from the middle powers when Albert von Maybach presented a draft Reich Railway Act to the Bundesrat.
In the wake of the stipulations of the Weimar Constitution of 11 August 1919 the state treaty on the foundation of the Deutsche Reichseisenbahnen ("German Reich (Imperial) Railways") came into force on 1 April 1920. This resulted in the merger of the existing state railways (Länderbahnen) of Prussia, Bavaria, Saxony, Württemberg, Baden, Mecklenburg and Oldenburg under the newly formed German Reich. The state railways that merged were the:
- Baden state railways
- Mecklenburg state railways
- Oldenburg state railways
- Bavarian state railways
- Saxon state railways
- Württemberg state railways
- Prussian-Hessian state railways
Deutsche Reichsbahn-Gesellschaft (1924-1937)
Among the provisions of the 1924 Dawes Plan was a plan to utilize the state railway completely for the payment of war reparations. Following the plan's publication, on 12 February 1924 the Reich government announced the creation of the Deutsche Reichsbahn as a state enterprise under the Reich Ministry of Transport (Reichsverkehrsministerium).
As this was not enough to satisfy the reparations creditors, on 30 August 1924 a law was enacted providing for the establishment of a state owned Deutsche Reichsbahn-Gesellschaft (DRG) (German Imperial Railway Company) as a public holding company to operate the national railways. The aim was to earn profits which, in accordance with the Dawes Plan, were to be used to contribute to Germany's war reparations.
At the same time as the Reichsbahn law was enacted, the company was handed a bill of eleven billion Goldmarks to be paid to the Allied powers, whilst its original capital was valued at fifteen billion Goldmarks. These terms were later amended in the Young Plan. Nevertheless, the Great Depression and the regular payment of war reparations (about 660 million Reichsmarks annually) put a considerable strain on the Reichsbahn. Not until the Lausanne Conference of 1932 was the Reichsbahn released from its financial obligations. In total, about 3.87 billion Goldmarks was paid in reparations to the Allied powers.
During the DRG period the following milestones occurred:
- 1 Oct 1930: the DRG took over the Bremen Port Railway (Hafenbahn Bremen)
- 27 June 1933: the DRG's sister company the Reichsautobahn was founded
- 1 March 1935: the railways of the Saar were incorporated
The beginning of the DRG was characterised by the acquisition of new rolling stock built to standard types, such as the standard steam locomotives (Einheitsdampflokomotiven). The stock already in use had been inherited from the various state railways and comprised a great number of designs, many of them quite old. In fact, the DRG was unable to procure new stock in the numbers it wanted to both for financial reasons and due to delays in upgrading the lines to carry higher axle loads. The locomotive classes taken over from the old state railways, especially those from the Prussia, continued to dominate the scene until the end of the 1930s. They included, for example, the Prussian P 8 (BR 38.10-40), Prussian P 10 (BR 39), Prussian G 12 (BR 58.10) and the Prussian T 20 (BR 95). The Bavarian S 3/6 (BR 18.5) express locomotive even continued in production until 1930.
Not until the procurement programme for the wartime Kriegslokomotiven were new goods locomotives built in large numbers, but of course now for a very different purpose.
In the latter part of the 1930s, high speed trains like the "Flying Hamburger" and streamlined steam engines with matching cars were developed. The Class 05 streamlined express engine reached a speed of 200.4 km/h (124.5 mph). Before the Second World War the most important rail lines ran east and west. The most modern high speed lines were the Prussian Ostbahn which ran through the Polish corridor, the line from Berlin to Hamburg on which high speed diesel trains ran, the line from Hannover to the Ruhr, the line from Frankfurt am Main to southwest Germany, and the line from Berlin to Breslau (Wrocław).
Bavarian Group Administration
Within the state of Bavaria, the Bavarian Group Administration (Gruppenverwaltung Bayern) had its own head office (Zentrales Maschinen- und Bauamt) and was largely independent in accordance with § III 14 of the DRG's company regulations. It was responsible for the electrification of many lines, following the commencement of electric power generation to the railways at the Walchensee Power Plant, and for the independent trialling and procurement of locomotives and passenger coaches. The Group Administration introduced, for example, the Class E 32 locomotive and Class ET 85 railcar into service.
In 1933 the Group Administration was disbanded and administration of the railways in Bavaria was taken over by the Deutsche Reichsbahn.
Leadership of the Reichsbahn
At the head of the Reichsbahn was a director general (Generaldirektor). The office holders were:
From 1925, the director general had a permanent deputy. These were:
- 1925 to 1926 Julius Dorpmüller
- 1926 to 1933 Wilhelm Weirauch
- 1933 to 1942 Wilhelm Kleinmann
- 1942 to 1945 Albert Ganzenmüller
As a result of the Reichsbahn Act of 11 July 1939 the Reich Transport Minister became the director general of the Reichsbahn by virtue of his office. Dorpmüller, who since 1937 was also in charge of the Reich Ministry of Transport, continued in office as the director general after 1939 under this new legal framework.
Deutsche Reichsbahn (1937 to 1945)
With the Act for the New Regulation of the Conditions of the Reichsbank and the Deutsche Reichsbahn (Gesetz zur Neuregelung der Verhältnisse der Reichsbank und der Deutschen Reichsbahn) of 10 February 1937 the Deutsche Reichsbahn Gesellschaft was placed under Reich sovereignty and was given the name "Deutsche Reichsbahn" again.
The Reichsbahn had an important logistic role in supporting the rapid movement of the troops of the Wehrmacht, for example:
- March 1938: the invasion of Austria ("Anschluss") and
- October 1938: the occupation of the Sudetenland after the Munich Agreement
- March 1939: the defeat of the remainder of Czechoslovakia
- September/October 1939: the invasion of Poland
- April 1940: Operation Weserübung (the occupation of Denmark and Norway)
- May/June 1940: the Battle of France
- 1941: Operation Barbarossa and the Balkan Campaign.
In all the occupied lands the Reichsbahn endeavoured to incorporate the captured railways (rolling stock and infrastructure) into their system. Even towards the end of the war the Reichsbahn continued to move military formations. For example, in the last great offensive, the Battle of the Bulge (from 16 December 1944), tank formations were transported from Hungary to the Ardennes.
The railways managed by the "Eastern Railway Division" (Generaldirektion der Ostbahn) were initially run from that part of the Polish State Railways within the so-called General Government gelegene Teil der Polnischen Staatsbahnen (PKP), but from November 1939 by the Ostbahn (Generalgouvernement).
In the campaigns against Poland, Denmark, France, Yugoslavia, Greece etc. the newly acquired standard gauge networks could be used without difficulty. By contrast, after the start of the invasion of Russia on 22 June 1941, the problem arose of transferring troops and materiel to Soviet broad gauge lines or converting them to German standard gauge. Confounding German plans, the Red Army and Soviet railways managed to withdraw or destroy the majority of its rolling stock during its retreat. As a result, German standard gauge rolling stock had to be used for an additional logistic role within Russia; this required the laying of standard gauge track. The price was high: Reichsbahn railway staff and the railway troops of the Wehrmacht had to convert a total of 16,148 kilometres of Soviet trackage to German standard gauge track between 22 June and 8 October 1941.
During the war, locomotives in the war zones were sometimes given camouflage livery. In addition, locomotives were painted with the Hoheitsadler symbol (the eagle, Germany's traditional symbols of national sovereignty) holding a swastika. On goods wagons the name "Deutsche Reichsbahn" was replaced by the letters "DR". Postal coaches continued to bear the name "Deutsche Reichspost".
The logistics of the Reichsbahn were crucial to the conduct of Germany's military offensives. The preparations for the invasion of Russia saw the greatest troop deployment by rail in history.
Characteristic of the first six and a half years of this period was the exponential growth of the Deutsche Reichsbahn, which was almost exclusively due to the takeover of other national railways. This affected both parts of foreign state railways (in Austria the entire state railway) in the countries annexed by the Deutsche Reich, as well as private railways in Germany and in other countries:
|Date of takeover||Name||Remarks|
|18 March 1938||Austrian Federal Railways (BBÖ)||The takeover of rolling stock officially followed on 1 January 1939.|
|19 October 1938||Parts of the Czechoslovakian State Railway (ČSD)||Only railways located in the regions annexed by the Deutsche Reich ("Sudetenland")|
|23 March 1939||Parts of the Lithuanian State Railway||Railways im Memelland|
|1 November 1939||Parts of the Polish State Railways (PKP)||Lines in regions that had been German to 1918 and in adjacent areas with a German-speaking minority|
|from 1940||Parts of the Belgian Railways (NMBS/SNCB)||Gradual takeover of the regions ceded to Belgium in 1920|
|1941||Parts of the Yugoslavian Railways (JŽ-JЖ)||Lines within the incorporated regions of Lower Styria and Upper Carniola|
|1941||Parts of the Soviet Railways (SŽD/СЖД)||Lines located in the pre-1939 Polish district of Białystok|
|Date of takeover||Name||Network length|
|1 January 1938||Lübeck-Büchen Railway (LBE)||160.8 km|
|1 January 1938||Brunswick State Railway (BLE)||109.5 km|
|1 August 1938||Lokalbahn Munich (LAG)||187.7 km|
|1 January 1939||Lusatian Railway Company||80.9 km|
|1939 to 1940||In former Austria: Schneeberg Railway, Schafberg Railway, Steyr Valley Railway, Lower Austrian Waldviertel Railway, Vienna–Aspang railway, Mühlkreis Railway|
|1940||9 former Czechoslovakian private railways, which the DR had already taken over the operations of in October 1938|
|From 1940||Railways in Luxembourg (Prince Henri Railway and Mining Company, William Luxembourg Railway Company, Luxemburg Narrow Gauge Railways)|
|1 January 1941||Mecklenburg Frederick William Railway Company||112.6 km|
|1 January 1941||Prignitz Railway||61.5 km|
|1 January 1941||Wittenberge-Perleberg Railway||10 km|
|1 Mai 1941||Eutin-Lübeck Railway Company (ELE)||39.3 km|
|1 August 1941||Kreis Oldenburg Railway (KOE)||72.3 km|
|1 January 1943||Toitz-Rustow–Loitz light railway||7 km|
|1 July 1943||Schipkau-Finsterwald Railway Company||33 km|
The logistics of the Reichsbahn were also an important factor during the Holocaust. Jews were transported like cattle to the concentration and extermination camp s by the Deutsche Reichsbahn in trains of covered goods wagons, so-called Holocaust trains. These movements using cattle wagons, for example, from the goods station of the great Frankfurt Market Hall thus played a significant role in the genocide within the extermination machinery of the Holocaust. In 1997, the market erected a memorial plaque in recognition of this dark period of history.
The following is an excerpt from the testimony of Holocaust scholar Raul Hilberg:
"The Reichsbahn was ready to ship in principle any cargo in return for payment. And therefore, the basic key — price controlled key — was that Jews were going to be shipped to Treblinka, were going to be shipped to Auschwitz, Sobibor …so long as the railroads were paid by the track kilometer, so many pfennigs per mile. The rate was the same throughout the war. With children under ten going at half-fare and children under four going free. Payment had to be made for only one way. The guards of course had to have return fare paid for them because there were going back to their place of origin..."
Beginning in November 2007, a museum train, the "Train of Commemoration" (Zug der Erinnerung), began a 3,000 km tour of Germany as a rolling memorial to the thousands of youth and children who were deported from all over Europe, many via the Reichsbahn, to the camps. A certain amount of controversy has surrounded the train's tour through Germany, in part because of the apparent lack of cooperation on the part of Deutsche Bahn AG (DB AG) concerning such matters as compensation for the use of the DB AG's right of way (during the tour) and the stationing of the train, during its visit to Berlin, at the Ostbahnhof station instead of the more centrally located Hauptbahnhof main railway station. The tour was scheduled to end on 8 May 2008 (the 63rd anniversary of the end of the European portion of WWII) when the train arrived at Auschwitz. However, it continued to make appearances through 2009, and as of January 2010 the website requests visitors to look for further travel plans at the end of February.
Deutsche Reichsbahn (after 1949)
Breakup of the Reichsbahn
With the end of the Second World War in 1945 those parts of the Deutsche Reichsbahn that were outside the new German borders laid down in the Potsdam Agreement were transferred to the ownership and administration of the states in whose territory they were situated. For example, on 27 April 1945, the Austrian railways became independent again as the Austrian State Railway (Österreichische Staatseisenbahn or ÖStB), later renamed as the Austrian Federal Railways (Österreichische Bundesbahnen or ÖBB) on 5 August 1947.
Railways in the occupation zones
In addition, operational control of the rest of the DR was devolved to the respective zones of occupation so that the Reichsbahn legally existed in four parts until 1949.
In the American Zone the Reichsbahn divisions of Augsburg, Frankfurt am Main, Kassel, Munich, Regensburg and Stuttgart (for the railways in Württemberg-Baden) were subordinated to the Senior Control Office US Zone (Oberbetriebsleitung United States Zone) in Frankfurt.
The Reichsbahn divisions of Essen, Hamburg, Hanover, Cologne, Münster (Westfalen) and Wuppertal were grouped into the Reichsbahn-Generaldirektion in the British Zone under Director General Max Leibbrand in Bielefeld.
In the French Occupation Zone, the railways were grouped into the Operating Association of the Southwest German Railways (Betriebsvereinigung der Südwestdeutschen Eisenbahnen) with its headquarters in Speyer. The Operating Association included the railway divisions of Karlsruhe (in the US Zone), Mainz and Saarbrücken. After the Saarland was transferred from the French Zone and was given its own state railway – the Railways of the Saarland (Eisenbahnen des Saarlandes) – the rest of the network of the Saarbrücken division went into the new Trier division. After the Deutsche Bundesbahn was formed this Operating Associated was merged with it.
The Soviet zone of occupation became a self-declared socialist state, the German Democratic Republic (commonly known as East Germany), on 7 October 1949. One month prior, on 7 September 1949, the railway systems in the three western zones (the Federal Republic of Germany), were reunified and renamed the Deutsche Bundesbahn (DB - German Federal Railways).
On the formation of East Germany on 7 October 1949, the railway system in the Soviet Zone retained the name Deutsche Reichsbahn (DR), despite the connotations of the word "Reich"; this was due to the designation of the Reichsbahn in postwar treaties and military protocols as the railway operator in West Berlin, a role it retained until the creation of the unified and privatized DB AG at the beginning of 1994.
Bizone and creation of the DB
To conform to the formation of the Bizone in 1946 the Head Office of the Railways of the American and British Occupation Regions (Hauptverwaltung der Eisenbahnen des amerikanischen und britischen Besatzungsgebiets) was created. In 1947 it moved its headquarters to Offenbach am Main and called itself the Deutsche Reichsbahn in the United Economic Region (Deutsche Reichsbahn im Vereinigten Wirtschaftsgebiet). Following the foundation of the Federal Republic of Germany, it was renamed to the Deutsche Bundesbahn.
East German Deutsche Reichsbahn
In the post-war years, the DR in East Germany continued to develop independently of the DB, but very much in parallel. The locomotive classification scheme, based on that of the DRG, was extended. The production, conversion and development of steam locomotives initially continued in earnest; older, especially ex-Länderbahn classes being rationalised and withdrawn from service. A major conversion (Rekonstruction) programme to update steam locomotives and rectify flawed, mainly wartime austerity, classes was carried out in the 1950s. Gradually, however, they were replaced by the more economical and easier-to-maintain diesel and electric classes. In general this happened rather later than in the West. In 1970, the DR renumbered its locomotives in order to conform to new computerised data standards.
On 3 October 1990, the GDR state acceded to the Federal Republic of Germany. Initially the two railway administrations continued to operate separately, but in 1994 they were merged to form the new Deutsche Bahn.
|Wikimedia Commons has media related to Deutsche Reichsbahn.|
- Transportation in Germany
- Rail transport in Germany
- German steam locomotive classification
- DRG locomotive classification
- DRG locomotive types
- List of DRG locomotives and railcars
- Deutsche Reichsbahn service ranks
- Shoah (film)
- Zeller, Thomas (2007). Driving Germany: The Landscape of the German Autobahn, 1930-1970, Bergbahn Books, p. 51. ISBN 978-1-84545-309-1
- Germany's Economy, Currency and Finance: A Study Addressed by Order of the German Government to the Committees of Experts, as Appointed by the Reparations Commission. Zentral-Verlag G. M. B. H., 1924, pp. 4, 98 and 99.
- Anastasiadou, Irene (2011). Constructing Iron Europe: Transnationalism and Railways in the Interbellum, Amsterdam University Press, p. 134. ISBN 978 90 5260 392 6
- Information about railroad, history and technology of German state railway (German)
- Constitution of the Deutsches Reich affecting railways. (German)
- Law relating to the state treaty for the transfer of state railways to the Reich (German)
- Decree for the creation of the „Deutsche Reichsbahn“ company (German)
- Schlag nach! – Wissenswerte Tatsachen aus allen Gebieten. Bibliographisches Institut, Leipzig, 1938, p. 341.
- Öffentlichkeitsarbeit Bundesarchiv
- Gedenktafel an der Großmarkthalle, dokumentiert beim Institut für Stadtgeschichte, Karmeliterkloster, Frankfurt am Main
- Auf dem deutschen Schienennetz nach Auschwitz: 11000 Kinder
- Lanzmann, Claude (1995). Shoah: The Complete Text of the Acclaimed Holocaust Film. New York: Da Capo Press. ISBN 0-306-80665-7.
- "'Train of Commemoration' Travels Through Germany". Zug der Erinnerung e.V. Retrieved 2008-04-14.
- Roland Beier, Hans Sternhart: Deutsche Reichsbahn in Österreich 1938 - 1945 (-1953). Internationales Archiv für Lokomotivgeschichte Vol 14, Slezak, Wien, 1999, ISBN 3-85416-186-7
- Alfred C. Mierzejewski: The most valuable asset of the Reich. A history of the German National Railway.
- Vol 1: 1920-1932, Chapel Hill und London, The University of North Carolina Press 1999
- Vol 2: 1933-1945, Chapel Hill und London, The University of North Carolina Press 2000
- Lothar Gall and Manfred Pohl: Die Eisenbahn in Deutschland. Von den Anfängen bis zur Gegenwart. Verlag C. H. Beck, München, 1999