BRNO DIRECTORATE OF THE CZECHOSLOVAK STATE RAILWAYS: STATION LOCATIONS AND STRATEGIC SWITCHOFFS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP83-00415R001400050008-2
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 17
• Document Creation Date: December 20, 2016
• Document Release Date: April 12, 2006
• Sequence Number: 8
• Publication Date: November 10, 1948
• Content Type: REPORT

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-CLASSIFICATION
COUNTRY Czechoslovakia
SUBJECT
1.C.11.;Tit - tJ.. ?:TVICIALS
CENTRAL 1NTELL1GLHCE AclEaCY
I PiFORMATOOK EPOT
Brno Directorate of the Czechoslovak State
Raileays: Station Locations and Strategic
Suitchoffs .soe
0:17
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DATE DISTR. ID November 1948
NO. OF PAGES 3
1. The area of the Brno Directorate of State Railroads comprises several im-
portant rail transportation centers such as Brno, Breclav, Jihlava, Vesell
nad Moravou (Veseli n/k), and several smaller centers such as Rrusayany
nad Jevisovkaa (Hrusovany 0)0 Znojno, Kojetin, Nezapyolice, etc.; the
latter, however, are far less important than the former. The rail netuork
of the .,rno Directorate is depicted in Figural, which includes also tuo
large centers falling under the Jurisdiction of other railroad directorates,
nanely Ceske Trebova (Prague Directorate) and Prerov (Olomouc Directorate).
2. All the above named railroad centers have a great strategic importance.
Brno is the largest of them. It has two stations: the Untoen Station
(Horni Nadrazi), which handles rassenger traffic, and the Doentown Station
(Dolni Nadrazi), which handles freight (see Figure 2). All trains for the
lines enunerated below are assembled here. There is a large boiler room at
the Doentoun Station and another one at the station in Iorni Herepice.
25X1 I leo:me: The tern "boiler room" has been substituted for "heat-
ing room" threughout this report; the latter term, however', still a-pears in
the acco-ranyine sketches.) The Occratolin Station boiler room services all
locomotives for the Brno-Jihlava, Brno-Irusovaay n/J-ZnoJno, Brno-Veseli n/14-
Trencianoka Tepla, and 3rno-Havlickuv Brod lines. The boiler room at Ierni
Herspice services the locomotives for the Brno-Ceske Trebova, Brno-Breclav-
Bratislava, and Brno-Prerov linos. The elimination of these boiler rooms
'you'd seriously crirple traffic, since the boiler rooms at 3reclav, Jihlava,
and Veaeli nA which /muld have to take over in each a case, are not suffi-
ciently equiened to handle the job.
3. The Brno stations are not rroperly built to handle an increased volume of
traffic. The Uptown rtation (Horni Nadrazi) is rractically all built on
viaducts: there is an iron viaduct over Koliste Street, then a six-span
stone viaduct over Krenove Street, an iron viaduct over Silnicni Street,
a viaduct over Kridlovska Street, partly brick and partly iron, arri finally,
an iron viaduct over the qvratka river. The last one is the most vulnerable.
The Jo-xi-belga is substantially a freight station ehich? in the event of elimi-
nation of the Uptown Station, uonle also take care of passenger traffic. The
Downtown Station is vulnerable at both ends: at the southern end there is
the iron viaduct spannine the Svratka River, and at the northern end there
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are two iron bridges one on the line to Zidenice and to the Vlara Pass
(above Plotni Street), and the other one on the line to the Uptown Station
over Na Zvonarce Street. All viaducts and bridges are marked on Figure 2.
4. In case of emergency the station at Horni Herspdre will be important. It
is located on the double-trim* Brno-Bratislava line. In addition to this
primary line, the station has connecting track (called "etrojava Kolar) to
the Uptown and the Domatomn Stations. The Brno-Jihlava line branches off
south of the station. The importance of the fermi Herspice Station will
rise immediately after the elimination of the Uptown Station. All traffic
from Bohemia through :ihlava may be routed from the Horn/ nerspice Station
through the Brno Downtown Station and farther thraadhlieceli nAJI to Slovakia
or directly through Brecley to Bratislava. The station is built on level
ground and has no bridge objectives. The elimination of its southern end
(where the boiler room also is located) will cat off the connection of Brno
with Bohemia through ahloya and with Slovakia through Breclave
5. Bela r (see Figure 3a) is another important rail traffic center, where ex-
port and import freight are handled in normal times. It is a large train-
assembly station with the following connections: Breclxy-Brno? Breclav-
Bratislava, Breclav-Prerov, Breclav-Vienna, Breclav-Znojmo, and Breolav-
. Lednice. At the vienna railhead, just south of the passenger station, there
is an iron bridge spanning the Dyle River 'which was once blown up by the re-
treating Germany Amy. Another vulnerable spot is the boiler room, located
at the Brno railhead close to the passenger station. Locomotives for all the
above mentioned lines are serviced here. The passenger station at the Brno
railhead is being expanded into a so-called "predeadrazi" (advanced station),
where freight trains are assembled. The elimination of the station or the
destruction of the Dyje River bridge would mean the cutting off of Slovakia
through Breclav. (Between the lines to Vienna and to Znojmo there was a
large ammunition damp called "Bori Lee".)
6. The station at Jihlava (see Figure 3W is a rail traffic center with single-
track lines to Havlickuv Brod, Brno, and Tabor. The freight and passenger
trains for all these lines are assembled here. A large boiler room and a
machine shop are located at the so-called Kolin railhead. The elimination
of this railhead would render the servicing of locomotives impossible. The
station is built on level ground.
7. The station at narmality Brod (see Figure 30) has the double-track line
Havlickuv Brod-Koninjelky Osek and the single-track lines navlickay Brod-
:Thieve, Havlickuv Brod-Pardubice-Hradec Kralove, Havlickuv Brod-Brno, and
Hormel= Brod-Humpolec. The station is situated on level ground and is
being rebuilt. The boiler roan, located at the Brno railhead, is smaller
and less important than the boiler room at Jihlava. Locomotives of smaller
types for the Havlickuv Brod-Brno Havlickwy Brod-Pardubice, and Havlickuv
Brod-Humnolec lines are concentrated here. There is a viaduct spanning the
Kolin railhead (the overpass of the road connecting the town with the Army
airfield). The Kolin railhead and the lines to Pardubice and Brno are
important.
8. From the Veseli nad Norma station there are single-track lines to Brno,
Trencianska Tepla, Bove Mesto nad Vahan, and Kirby. The station has a boiler
roam servicing the locomotives on these lines. The station is situated on
level nround. It can be eliminated hy destroying the bridges spanning the
Morava River and its shoulders (sin) on the Bzenee-Veseli ta/m segment. This
station (see Figure An) is a relatively important center for traffic with
Slovakia. Its importance would greatly increase miththo elimination of
Breclav.
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9. A21 the above mentioned eventualities have been considered by the Director-
ate experts, and the problems that would be created by.the elimination of
individual centers of rail traffic have been tentatively solved.
10. if Ceske Trebova is eliminated (see Figure 5), traffic to Moravia and Slo-
vakia must be routed from Kolin or Pardubice to Havlickav Brod. From there
it can be routed in two directions. The shorter route would go directly to
Brno and on through Break,/ te.Bratislava or from Brno through Veseli n/M
to Trencianska Tepla cr NovW*Mgato n/7. The second route from Havlickav
Brod would go throughliblava to Okrisky and from there to ftno or through
Znojmo and Breclav to Bratislava. The first route, the direct line from
Ravlickav Brod to Brno, was built as a local line' and is therefore less
suitable for large transports than the second route.
U. Traffic from Slovakia to Bohemia is touted the same way. The stretch from
Okrieky through Jihlava to Havlickuv Brod is a formidable bottleneck, being
single track. The traffic from the single-track Brno-Okrisky and Znojmo-
Okrisky lines converges at Okrisky and must be carried north from there over
the single track. In the other direction, the traffic detoured at Kolin
follows a double-track line to Havlickav Brod; here the traffic detoured frmn
Pardubice joins it, and the combined volume must be pulled through the single-
track Havlickav Brod4ihlava-Okrisky line before it can be split again in two
directions. During the mobilization the sebsequeat occupation of Breclav by
the Germans and the tweak in the Br;o4eska Tratova line, the above lines
ware heavily overloaded. All materiel and military transports had to be
routed through Jihlavas and in several instances a complete overloading of
the line resulted. Trains were delayed as long as 24 hours for lack of
locomotives, etc. (The trains oh this line need two locomotives as there
are sections of rather steep climbing.)
12. The elimination of Ceske Trebova and Jihleva would completely cripple traf-
fic through this region. The detour from Kolin or Pardubice through Havlickav
Brod, Brno andfhrther as described above is extremely difficult, since the
Havlickuv Brno,
has not bean completed. Source cannot furnish in,-
formation pertaining to the detour from Hradec Kralove through Hanusovice,
Olomouc, and Prerov, as he is unfamiliar With the capacity of this line.
13. The elimination of Breclav and Ceske Trebova mould bring about a situation
similar to that in 1938 Veen the Germans, by the occupation of Breclav and
a break in the Brno-Ceska Trebova line, made traffic between the western and
eastern sections of the country extremely difficult. Only one line, which
was mostly single track, was left to Czechoslovakia, namely the Trenciansta
Tepla4eseli rAI-Brno-JihlavaHavlickuv Bron-Kolin line.
14. The elimination of Brno and Breolav would cripple traffic in this area com-
pletely. All traffic between Bohemia and Slovakia would have to be routed
through Ceske Trebova, Prom*, and Bohemia.
15. Tho attached Figured 5-43 indicate the situations created by elimination of
the individual railroad centers.
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