TRANSPORTATION - RAIL ECONOMIC - RAILROAD MODERNIZATION

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000700210079-7
• Release Decision: RIPPUB
• Original Classification: R
• Document Page Count: 3
• Document Creation Date: December 14, 2016
• Document Release Date: January 9, 2002
• Sequence Number: 79
• Publication Date: March 6, 1953
• Content Type: REPORT

Approved For Release 2002/08/06 : CIA-RDP80-00809A000700210079-7
CLASSIFICATION ??mmRESTRICTED
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CENTRALS TtLLIGMEAGE. & REPORT NO.
INFORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROADCASTS CID NO.
COUNTRY German Federal Republic
SUBJECT Transportation - Hall
Economic - Railroad modernization
HOW
PUBLISHED
WHERE
PUBLISHED
DATE
PUBLISHED 22 Nov, 6 Dec 1952
01 tot 1.11100 STAT11, 111111 1"1"111ING 01 T11t1 11, 4(0110.4$ 111
111G 114, 01 T111 0.0. 6001. 01 141[5010. ITS 141115.4114101 011 01.1.
01110, 01 ITS 000t11TS TO 01 1101IPT $0 AN W01THOTIZEO 1115011 11
SOURCE
DATE OF
INFORMATION 1952
DATE DIST. {, Mar 1953
NO. OF PAGES 3
SUPPLEMENT TO
REPORT NO.
THIS IS UNEVALUATED INFORMATION
PLANS PROPOSED' -?- Duesseldorf, Verkehrs-Wirtechaft, 22 Nov 52
To improve the profitability of the Federal Railroads (Deutsche Bund-
esbahn) and to eliminate the deficit, three possibilities have been suggested:
(1) an increase in transport rates, (2) accounting for direct and indirect
political burdens in general federal funds, and (3) a thorough rationaliza-
tion and modernization of railroad operations.
The first is out of the question because it would reduce the ability of
the railroads to compete; the second cannot be accomplished at present, be-
cause the financial position of the Federal government does not permit it; awl
the third cannot be carried out with the railroad's own funds but requires long-
term loans. Since there is a shortage of capital, the Laender are the only
possible creditors for such an undertaking. The fact that Laender credits are
earmarked specifically for improvement if transport in the creditor Nand limits
the use of these funds by the railroads. However, there is no argument about
the point that electrification of main lines and dieselization of branch lines
is the best method. Land Bayern and Land Baden-Wuerttemberg have therefore
granted sizable credits to the Federal Railroads for the expansion of them al-
ready existing electrified network. Land Norrhein-Westfalen has also agreed to
supply the Bum of 150 million Deutsche marks (West) required for electrificatim
of the Hamm - Essen - Duesseldorf - Koeln - Remagen (Land border) main lines.
There has been basic agreement about this plan between the Federal Rail-
roads and Land Nordrhein-Westfalen for about a year, and the lan has been ap-
proved by the Federal Ministry of Transport. At that time November 19517, the
Federal Railroads did :Zot want to commit themsel',es, but felt that the sign-
ing of the contracts should be left to the new board of directors, especially
since it was known that there were differences of opinion within this board
about the system of electrification to be used. The most important member of
the board, is in favor of 50-cycle current, while the others are supported by
Land Nordrhein-Westfalen in their opinion that 16 2/3 - cycle current should be
used.
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Before final approval by the Administrative Ccuncil of the Federal Rail-
roads, the manner of availability of credits had to be settled. Nordrhein-
Westfalen at first thought that I?c could supply the money orly in installments
of 30 million Deutsche marks, for budget reasons, while the railroads were un-
willing to enter into an agreement unless the entire 150 million Deutsche marls
were guaranteed. A compromise solution has now been found, under which Nord-
rhein-Westfalen will supply 90 million Deutsche marks, sufficient for electri-
fication of the Hamm - Essen - Duesseldorf line, and will guarantee that the
rest of the funds required for electrification of the line to the land.border
will be made available. The contract will thus be signed.
At present, the Technical Committee of the Administrative Council of the
Federal Railroads is debating the question of the system to be used on the -
lines to be electrified. It will make its report on 8 December 1952. It is
expected that its findings will agree with those of the Committee (Arbeitsge-
meinschaft)for the Electrification of the Federal Railroads and the Technical
Group of the Advisory Council for Transport Science (Verkehrswiseenschaftlicher
Beirat), which have come out in favor of 16 2/3 cycles. Recently, a committee
of the most important manufacturers cf electrical equipment in ^_-Many also
issued a report fa-vcrl g this system. As a matter of fact, the South German
electric railroad network, as veil as that of all other European countries, op-
erates on 16 2/3 cycles. The only exception is in France, where a 100--kilometer
experimental line, operating on 50 cycles, has been built. An experimental line
using 50-cycle current is also in operation in the Schwarzwald, but the results
there have been somewhat less than satisfactory. If the Rhein-Ruhr rail net-
work is electrified for the use of 50-cycle current, this would allow creation
of a unified network including northern France and the western portions of the
Federal Republic, but on the other hand it would apiit the German electric rail
network in two, since the electric railroads south of the Main River operate on
16 2/3 cycles.
This would require the building of five cr ?;i:;. stations for charge-over,
and would entail a delay of the trains; such a change-over would not matter at
frontier stations, where the trains have to make a stop of some duration anyway,
The same railroad authorities who have favored the 50-cycle eystam have
now come forth with another suggestion, without waiting for the report by the
Technical Committee. This plan makes the whole idea of electrifying the Rhine-
Ruhr network illusory. It recommends dieselization of the Rein.-Ruhr rail net-
work, and extension of diesel-operated line3 to South Germany. 'ihhia p.Lan is
based on the argument that dieselization will require investment of leas money
by the Federal Railroads and, in addition, will be quicker to accomplish than
electrification. These are good arguments, but there are _ierioua weaknesses in
the plan.
First, the fuel equired for diesel operation can be obtained or'y from
abroad, which would put a Leavy load on the German foreign currency situation.
It should be mentioned that this plan was suggested a few years ago and was
rejected for the reason stated. It is therefore strange the- it houli crop
up again, especially since representatives of the d:_eei.ergi:e manufacturers
have stated that electrification of main lines is more cdvun1;ageous than die-
selization, although the situation is different in regard co the modernization
of branch and feeder lines.
Second, it must be borne in mind that modernizar,ion of the Rhine-Ruhr net-
work cannot be delayed much longer. While Nordrhein-Westfalen, as already -tated,
is willing to underwrite electrification of the netwc.rk, it id doubtful whether
the fut26 would be made P'-ailable for dieselization. While the pr.ia~~sy reason
for the financial aid promised by Nordrhein-Westfalen 3.s the improvement of ser-
vice on the lines of the Federal Railraods, there is a secondary c,cncize:rat.i.on
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involved. This is the utilization of coal, which would probably be of great
importance for the further development oicoal mining in Nordrheia-Westfalen.
Thus, the Federal Railroads would have to raise the required funds for die-
selization by themselves, and, in view of their present financial troubles,
they would hardly be in a position to do so for quite some time.
It goes almost without saying that the electrification will cover only
the main lines in the Rhine-Ruhr region, while the branch lines will be die-
selized. The reason is simply that complete electrification of the Rhine-
Ruhr network would require about 500 million Deutsche marks, an amount which
is far above the capabilities of even as prosperous a land as Nordrhein-
Westfalen.
Legislative circles in Nordrheia-Westfalen are beginning to be annoyed
by the attitude of the Federal Railroads, and are putting pressure on the
Land government to get some action.
FIRST STAGE OF ELECTRIFICATION APPROVED -- Duesseldorf, Verkehrz='W1rtsl~iinft,
6Dec52
The Administrative Council of the Federal Railroads, in its meeting on
2 December, approved the offer by Land Nord'.vein-Westfalen of a credit in the
amount of 90 million Deutsche marks (West` for the electrification of the
Ruhr railroads. The money w1.11 be used for the first stage of the project,
the electrification of the Dc-tmuri! - Essen - Altenessen - Oberhausen
Duisburg - Duesseldorf line. According to the Frankfurt newspaper Neue Zei-
tun of k December 1952, the money will be used to electrify the Hamm - Essen
Duisburg section. The Technical Committee of the Administrative Council re-
quested that the electric system be built in such a manner that both 50-cycle
and 16 2/3-cycle current can be used. This request was also approved.
The Federal Cabinet must still give its approval, after which work can
be started at once. It is expected that the cabinet will act on the measure
very soon.
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