От	Васин Александр
К	Алексей Елисеенко
Дата	19.10.2006 09:09:33
Рубрики	WWII; Армия;

"вне зоны доступа"

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спасибки конечно за ссылку.
вот только радоваться ей не судьба.
админ наш её блокирует, как содержащую порно.
Если есть возможность - в кратце персказать, или выслать текст.
Спасибо

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От	Алексей Елисеенко
К	Васин Александр (19.10.2006 09:09:33)
Дата	19.10.2006 09:40:56

Re: "вне зоны...

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Motor Vehicle Industry Report
Second Edition January 1947
Table of Contents
I Industry in Germany Before the War
II Planning in the Industry in Anticipation of War
III Performance of the Industry and Changes in Planning up to 1 January 1944
IV Performance of the Industry and Changes in Planning as a Result of Both Direct and Indirect Attacks from 1 January 1944
V Summary of Bombing Attacks on the Industry
VI Conclusions
Exhibits
A - Sales of Motor Vehicle Industry 1938, plotted geographically
B - Map of Motor Vehicle Plants in Greater Germany, 1944
C - Planned and Actual Production by Types: Trucks - 1943 - 1944
D - Planned and Actual Production by Types: Half-tracks - 1943 - 1945
E - Planned and Actual Production by Occupied Countries - 1943 - 1944
F - Calculation of Production Loss by Types
G - Distribution of Motor Vehicles - 1943-1944
H - Charts of Planned and Actual Production of Motor Vehicles by Types
J - German Army Stocks of Trucks and Passenger Cars 1941 - 1944
I Industry in Germany Before the War
1. Location
a. The German motor vehicle industry before the war, in contrast with the American automibile industry, which concentrated around Detroit, was widely dispersed. Important productive units were located in Russelheim, Brandenburg, Chemnitz, Cologne, Bremen, Hannover, Stuttgart, Gaggenau, Nurnberg, and Frankfurt. Thus there was no geographical concentration presenting a vulnerable target to an area attack, as was the case with steel industry (Exhibit A).

2. Expansion
a. When Hitler came to power, the German motor vehicle industry was backward in relation to the rest of the German engineering industries and the importance of the country. From that time onward the government stimulated expansion of the industry in the following ways:

(1) Through the construction of the Reichsautobahnen, a system of national trunk roads.
(2) Through the birth and propagandizing of the Volkswagen (Peoples' Car) idea, which was to bring a low-priced government-sponsored motor car within the reach of the average German pocket book.
(3) Through a program of standardization of types.
(4) Through cancellation of the previously high annual tax on new passenger cars, motorcycles, and trailers after April 1933, as was as through reduction of insurance and other costs.

b. As a result of this encouragement, there was a rapid increase in German motor vehicle production. The curtailment of peace-time output at the beginning of the war left the industry with much excess capacity as well as modern mass-production facilities which were readily adaptable to the manufacture of many war products. However, this potential capacity was not immediately utilitized.

c. With the exception of the government-owned

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Volkswagen plant in Fallersleben, this build-up of the industry was effected by encouraging the private automobile manufacturers to combine and expand.

3. Sales
a. Figures 1 and 2 show both total sales for 1938 by the motor vehicle industry of major products and sales by individual companies contributing to the total.

b. Although there were more than 35 motor vehicle producers, four companies dominated the industry and accounted for 64 percent of the total sales.

Table 1
Breakdown of Total Sales-1938
1000's of RM

Company Sales Percent of Total
Adam Opel 604,500 30.0
Auto Union 293,210 14.5
Ford 214,300 10.7
Daimler-Benz 184,860 9.2
Borgward 79,410 3.9
Adler 73,300 3.6
Hanomag 62,900 3.1
Others 504,120 25.0

4. Production
a. Total production of the three major units of motor vehicle output, trucks, passenger cars, and motorcycles, for the period 1934 through 1939 is as follows (including deliveries to the armed forces).

Table 2
Production of the Motor Vehicle Industry 1934-1939

Year Trucks % of 1934 Passenger Cars % of 1934 Motorcycles % of 1934
1934 28,452 100 144,542 100 74,481 100
1935 45,213 159 205,233 142 115,020 154
1936 70,040 246 240,530 166 140,844 189
1937 79,16 274 267,910 185 171,239 230
1938 87,661 308 289,108 200 199,299 268
1939 101,745 363 250,788 174 204,115 276
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The rapid and steady increase in the motor vehicle output, finally interrupted in 1939 by the war, is clearly shown. Over the period there was a 263 percent increase in truck output, 74 percent increase in passenger car output, and 176 percent increase in motorcycle output.

b. Production in 1938 and 1939 was limited by the size of steel allotments from the government. Consequently, Table 2 is not an exact indication of what could have been produced with existing facilities if a greater supply of raw materials had been available to this industry.

5. Distribution
a. The following table analyzes the distribution of trucks, passenger cars and motorcycles to the armed forces, civilian sector, and export and shows two major items:

(1) The proportion of passenger cars and motorcycles going to the armed forces was very small. On the other hand, the number of trucks going to the armed forces increased rapidly in 1938 and 1939 as the German army mechanized for war, taking 32 percent of total sales in 1939.
(2)The German government encouraged export sales of the motor vehicles by granting extra raw material quotas as well as subsidies to equalize currency exchange rates (Exhibit G).

Table 3
Distribution of Motor Vehicles 1934 - 1939


Trucks Passenger Cars Motorcyles
Year Armed Forces Civ Export Armed Forces Civ Export Armed Forces Civ Export
1934 1,764 24,440 2,248 3,903 129,510 11,130 3,139 7,3144 2,197
1935 7,053 34,045 4,114 9,235 175,885 20,113 6,096 103,518 5,406
1936 7,284 56,102 6,654 9,381 201,324 29,826 7,183 122,112 11,549
1937 12,739 52,302 14,084 5,626 204,415 57,869 9,418 138,704 23,117
1938 22,792 51,106 13,763 13,588 211,338 64,182 14,395 151,146 34,388
1939 32,558 52,907 16,279 20,063 167,276 63,449 28,576 141,860 33,679
Total 84,172 270,902 57,142 61,796 1,089,748 246,569 68,807 730,484 110,336
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6. Labor
a. In 1939, the industry had 173,000 employees of which [illegible] German men and 14,000 German women.

7. Importance
a. Relative size and importance in the German economy as a whole is shown in the following table comparing sales of the motor vehicle industry with other comparative industries:

Table 4
Sales of Various German Industries - 1939
In Million RM

Motor Vehicles 2,017.2
Pit-coal Mining 2,173.9
Coke Production 702.8
Raw Iron Production 1,093.3
Steel Production 1,936.0
Cement 368.1

II Planning in the Industry in Anticipation of War
1. Apparently the main reason for the major expansion program of the German automotive industry from 1934 to 1939 was not to build up manufacturing facilities that could easily be adapted to war purposes, but rather to increase production of a civilian commodity which was one of the basic items of a high living standard as well as a profitable

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export item. Obviously an expansion of the industry for mass production of automobiles and other vehicles would employ a large number of people, lower costs to the point where a greater number of people could affort to own an automobile, and in general, strengthen the German economy. In addition, motor vehicle exports were one of the major sources of foreign exchange credits and accordingly the government subsidized export sales. The following sections give some of the facts upon which the above conclusion is based.

a. No evidence was discovered of a systemic plan for converting the industry to war production. Actually most of the productive facilities were not utilized even their prewar extent until 1942 or 1943, and then their excess capacity was converted chiefly to production of components for the aircraft and tank industries. Thus, the first and third largest automobile producers in Germany, Adam Opel at Russelheim and Daimler-Benz, at Unterturkheim, after 1942 became to an increasing extent sub-contractors for the aircraft industry as the aircraft industry expanded to offset the effects of Allied strategic bombing. While the second largest automobile factory, Auto Union, Zwickau, remained a motor vehicle producer throughout the war, it wasn't until April 1943 that the plant was utilized completely by converted from the production of light armored cars to three-ton half-tracks.

b. The Volkswagen plant in Fallersleben was another example of non-utilization of motor vehicle facilities. This plant, finished in 1939, was the largest factory of the type in Germany, had the largest press shop in Europe, and was capable of producing in excess of 150,000 cars per year. According to the management, however, the start of the was found the plant's management as well as the authorities in Berlin unprepared for utilization of the plant in the war effort. The German government expected a short war and accordingly remained virtually idle, its 1941 production representing only 20-25 percent of the plant's capabilities. During the entire course of the war the plant never produced more than 50 percent of its capacity.

c. Production in 1938 and 1939 was largely limited by the amount of raw material allowed the industry by the Four Year Plan. This partly checked the expansion program.

d. The fact that the German Army even in 1944 used a large proportion of standard civilian trucks, in contrast to the American Army, which required principally

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all-wheel drive military trucks, is a further indication that the German government did not fully mobilize the motor vehicle industry, but rather planned to keep it intact to the greatest extent possible in order to reconvert easily to peace time production.

e. Both Dr. von Heydekampf, head of the Main Committee for Motor Vehicles, Tanks and Locomotives, and Mr. Vorwig, manager of the Committee for Motor Vehicles, expressed the opinion that the automotive industry was not utilized during the war to anywhere near the extent possible, and that if a comphrensive program for conversion had existed at the beginning of the war the industry's contribution to the war economy would have been much greater.

f. While Adam Opel - Brandenburg represented a necessary expansion in 1935 on the part of Adam Opel AG in order to maintain its position in the industry, the fact that the government required the company to expand east of the Elbe, 200 miles from the main plant at Russelheim, represented an attempt to move important truck facilities to the less vulnerable sections of western Europe. It was part of the general government policy at that time that expansion of vital industries should take place, whenever possible, east of the so-called "Hannover Line" and enforced through government control of machine tool purchases, building supplies, etc. This policy, however, was the only indication of planning in anticipation of war that affected the motor vehicle industry.

III Performance of the Industry and Changes in Planning up to 1 January 1944
1. 1940 - 1942
a. The problem of the industry during the period 1940 through 1942 was to find adequate utilization of its productive capacities. Motorcycle and automobile production tapered off considerably as civilian production was stopped, while truck production did not exceed 80 percent of the 1939 volume. The following table gives the annual value of the vehicles produced by the industry from 1938 through 1941. Similiar figures are not available for 1942.

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Table 5
Value of Produced Vehicles 1938-1941

Year Total (RM) % of 1938 % of Drop from 1938
1938 1,390,000,000 100 -
1939 1,380,000,000 99.9 0.1
1940 820,000,000 59 41
1941 720,000,000 52 48

While it is not known just what percent of the motor vehicle industry capacity had been converted to the manufacture of other products by the end of 1941, it is known that total conversion during the war amounted only to 33 percent and that most of it occured to 1942 and 1943.

2. 1943
a. In 1943 the German Army greatly increased production schedules because of heavy losses on the Russian Front. This increase was chiefly in special vehicles such as the "Mule" (trucks with half-track replacing the rear wheels), and the full caterpillar trucks (RSO), which experience with the Russian terrain and climate made necessary. Accordingly the final production schedule for 1943 called for 136,743 trucks as compared with 81,279 trucks actually produced in 1942, or an increase of almost 70 percent. Of this number, 27,486 were to be ""RSOs" and "Mules".

3. Production
a. Production of the major items of output for this period were as follows (Exhibits C and D):

Table 6
Production of Motor Vehicles 1940 Through 1943
(Greater Germany, including Austria and Western Czechoslovakia)

Product 1940 1941 1942 1943 Total
Automobiles
67,561 35,165 27,895 32,238 162,859
Motorcycles
116,081 74,167 53,083 33,733 277,064
Trucks Up to & incl 1.5-ton 6,912 9,504 14,436 21,666 52,518
3-ton 50,345 43,800 51,804 48,877 194,426
4.5-ton & up 6,039 9,096 11,952 11,567 38,627
Caterpillar Truck (RSO) 0 0 1,452 14,010 15,462
3-ton Mule 0 0 1,635 12,771 14,406
4.5-ton Mule 0 0 0 594 594
Total Trucks
63,296 62,400 81,279 109,085 316,033
Half-tracks and Special Vehicles 6,435 8,821 10,733 17,535 43,524
Motorcycle Half-tracks 0 420 985 2,450 3,855
Tractors
Not available 3,097 3,097

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Production figures for Ford, Cologne, include the entire Ford complex.

b. Production of trucks in 1943 amounted to 109,085 of all standard types, but represented a failure to meet planned production by 27,360 trucks (20 percent). This failure was not the result of bombing attacks on the industry, because there were no precision plant attacks during 1943; it was principally due to a combination of the following factors:

(1) Component production wasn't expanded enough to allow the final assemblers to produce at the level required by schedules.
(2) Machine tools, jigs, tools, and fixtures necessary for the simultaneous conversion to so many new items were not made available fast enough.
(3) The total labor force decreased 12 percent. This included a 31 percent decrease in German male labor.

c. In addition to its own war production, Germany was able to call upon the production of occupied countries. The full utilization by the Army of this production, since in general the vehicles produced consisted of non-standard types, was hindered by the difficulties in obtaining and storing spare parts. Complete statistics are not available on the quantities thus made available to Germany; what is known is summarized in Exhibit E. Production in 1943 for France and the Czecho-

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slovakian Protectorate amounted to 11,735 trucks. This was an addition to German truck production which amounted to 10 percent of the total.

4. Distribution
a. Distribution of trucks, automobiles and motorcycles for the armed forces, civilian economy and exportation during this period is shown in the following table (Exhibit E):

Table 7
Distribution of Motor Vehicles 1940-1943


Trucks Automobiles Motorcyles
Year Armed Forces Civ Export Armed Forces Civ Export Armed Forces Civ Export
1940 38,420 15,571 9,305 28,510 26,011 13,040 54,442 48,173 13,466
1941 37,003 15,725 9,672 27,077 3,200 4,888 41,979 23,585 8,603
1942 59,463 16,577 5,239 24,353 1,283 2,259 33,283 9,820 9,980
1943 92,580 12,992 3,513 30,594 935 709 27,830 3,879 2,024
Total 227,466 60,865 27,729 110,534 31,429 20,896 157,534 85,457 34,073

5. Changes in Productive Facilities
a. There was very little building expansion within the automobile industry during the war. Instead a sizeable portion of German motor vehicle production facilities was converted to the production of other war material. The following table lists the more important plants thus converted, together with the date, and the industry to which they were transferred:

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Table 8
Conversion of Motor Vehicle Plants 1939 - 1943

Plant Location Date of Conversion *% Converted New Product
Motorcycle Plants
Ardie-Werke Nurnberg 1942 100

Auto-Union Zschopau 1940 50 Stationary Motors
Bayerische Motor Werke Munich 1943 100 Aircraft Motors
Steyr-Daimler-Puch Steyr 1943 100 Tank components
Triumph Werke Nurnberg 1942 70

Victoria Werke Nurnberg 1942 80

Passenger Car Plants
Bayerische Motor Werke Eisenach (2 plants) 1940 100 Arms & Aircraft Motors
Daimler-Benz Unterturkheim 1940 90 Aircraft & Marine engines
Maybach Motorenbau Friedrichshafen 1940 100 Tank engines
Adam Opel Russelsheim 1940 80 Aircraft components
Truck Plants
Frame Werke Hainschen 1943 100 Arms
Henschel & Sohn Kassel 1943 100 Tanks
O.D. Werke Willy Ostner Brand-Erbendorf 1942 100 Arms
Vomag Maschinenfabrik Plauen 1942 100 Tanks
Tractor Plants
Lanz Mannheim 1943 100 Tanks
Half-track Plants
Daimler-Benz Marienfelde 1943 100 Tanks

* Several of these plants were not primarly motor vehicle producers before the war. However, that part of their production represented by prewar motor vehicle output lost by conversion to other war material is shown above.

Accordingly, the greater protion of the prewar German motorcycle and passenger car facilities were transferred to the production of either tanks, arms or aircraft components as shown in the above table, or to other types of motor vehicle production as was the case with Auto-Union - Zwickau, which converted from cars to trucks. Transfer of truck production capacity was limited, and generally took place only when the tank expansion program crowded out vehicle production at plants which had previously produced both trucks and tanks.

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6. Standardization Program
a. As early as 1939, a standardization program had been started by General von Schell, at that time chief of Wehrmacht motorization. The war brought about the completion of this program with the result that production of a great many models was terminated and production of standard models substituted in their place. One standard type was produced in a given factory, thus increasing efficiency in a mass production process. The following table gives the number of types of vehicles in the various classes before and after this "Schell" program as taken from the Motor Vehicle Ministry's records:

Table 9
Standardization of Types of Vehicles

Type Number of Types Percent of initial #
1939 1942
Motorcycles 150 26 17
Passenger Cars 55 29 53
Trucks 131 23 18
Passenger car trailers 658 3 0.5
Truck trailers 1,367 8 0.7

7. Dispersal
a. It was not until April 1943 that the German motor vehicle industry first began considering the question of dispersal of big factories. The authorities then realized that the industry, with so great a concentration of productive facilities in a few factories, offered the Allies a vulnerable target for systematic air attacks. Although a small amount of dispersal of the larger factories began in May 1943, the fact that automobiles factories had not been bombed apparently lulled the manufactures into a sense of false security, for very little actual dispersal was effected before the bombing offensive against truck factories started in July 1944.

8. Air Raid Protection
a. Air Raid Shelters During the early stages of the war, air raid shelters were mostly makeshift affairs installed in the basements of buildings. The ceilings and walls were reinforced with timber bracing and gas-proof doors were installed. Slit

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trenches were dug but were confined for the most part within the areas of worker's battacks.

b. Camouflage All buildings in the larger plants were camouflaged with paint and netting, with netting also used to conceal sky-lights, roadways and passages between the buildings. A small number of flat deck roofs were planted with grass. Small plants were camouflaged only with paint. At Daimler-Benz, Unterturkheim, three nearby identification points, a water-filled gravel pit, a stadium and a chapel, were covered with netting and planted with simulated trees. The first smoke screen for concealing an industrial plant was installed at Daimler-Benz, Sindelfingen. A sulphurous acid agent was employed. Plant officials gave this smoke screen credit for the very small damage inflicted in the course of three raids. On 10 and 13 September 1944, however, the gas supply had run out and Eighth Air Force attacks on these dates destroyed 80 percent of the plant. A smoke screen was also installed at Daimler-Benz, Unterturkheim, but since the chemical reaction depended on the amount of moisture in the air, it was not always effective. The major attack on this target came on a dry, clear day and visibility was not obscured by the smoke screen.

IV Performance of the Industry and Changes in Planning as a Result of Both Direct and Indirect Attacks from 1 January 1944
1. Planned Production
a. By 1 January 1944, the German truck situation had already become critical on account of losses in Russia, North Africa and Italy. Maximum production of the German truck factories had been calculated at slightly over 167,000, but no attempt had yet been made to produce at such a rate. However, the production schedules of 9 November 1943 finally called for maximum effort, 167,440 trucks. Planned half-track production was at approximately the same level as in 1943. Automobile and motorcycle production schedules were small, at a rate only 20 percent of prewar production; they are of little importance in the total picture.

2. Actual Production
a. Production of the major items of output for 1944 are shown in the following table (Exhibits C and D):

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Table 10
Production of Motor Vehicles 1944

Product Quantity
Trucks up to & incl. 1.5 ton 22,383
3-ton (incl "Mules") 43,052
4.5-ton & up (incl "Mules") 10,771
Caterpillar truck (RSO) 11,942
Total 88,088
Half-track and special vehicles 17,736
Automobiles 21,656
Motorcycles 30,372
Motorcycle half-tracks 4,490
Tractors 1,013

b. Although during the first six months of 1944 there were very few direct interruptions to truck production due to bombing, output amounted to only 53,949 trucks, which was almost exactly the same rate as in 1943. It was the consensus of opinion among plant and government officials that the component manufacturers at this time were not able to expand at the necessary rate. There were shortages in forgings, castings, crankshafts, steering gears, etc. which prevented realization of the attempted expansion. The only plant heavily bombed during this period was Steyr AG, Austria, which as a result of three heavy raids in February and March, suffered a loss of over 3,000 trucks from February through June 1944. Adding this loss to the actual production figures gives an estimate of about 57,000 as the highest production that could have been reached in the first six months of 1944 in the absence of any bombing of truck plants, or a monthly average of 9,500 trucks. The U.S. during 1944 produced 595,440 Army trucks.

3. Target Selection
a. In general, the only motor vehicle plants selected for heavy attacks by the air forces were the ones producing medium and heavy trucks (three tons and up), since these types of trucks were the backbone of the German Army transportation system. The 1.5-ton German truck was the equivalent of our 3/4-ton American model (the Germans included the load in the weight) and thus of little importance in transporting large quantities of supplies or numbers of troops. The German

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3-ton truck was equivalent to the American 1 1/2-ton truck. The following table lists plants producing medium and heavy trucks (Exhibit B):

Table 11
Manufacturers of Medium and Heavy Trucks 1944-1945

Type Manufacturer Location
3-ton
(Medium) Adam Opel Brandenburg
Ford Cologne & other assembly plants
Daimler-Benz Mannheim
Borgward Bremen
4.5-ton & over
(Heavy) Bussing NAG Brunswick
Daimler-Benz Gaggenau
Saurer Vienna, Austria
3 small producers

Three plants from the above 11, Opel, Ford, and Daimler-Benz, Gaggenau accounted for 78 percent of medium and heavy truck production. This concentration of the truck industry in these three plants made the industry a very vulnerable target to air attack.

4. Production Lost as a Result of Bombing
a. The following table measures the loss of all types of trucks by month from July, 1944 when truck plants were first systematically attacked, through February 1945, by comparing actual production with average production based on the first six months of 1944.

Table 12
Comparison of Actual Monthly Truck Production
July 1944 Through February 1945 with Pre-July Average

Year Month Total Production Loss Gain
1944 Pre-July Average 9,500**


July 9,572
72
August 6,976 2,524

September 5,302 4,198

October 4,630 4,870

November 4,366 5,134

December 3,193 6,307

1945 January 2,879 6,621

February 2,458 7,042

Total 39,376 36,634 (Net Loss)

** Includes 3,000 trucks lost in Austria

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b. The major factors in the loss of truck production were the destruction of Adam Opel, Brandenburg, on 6 August, the destruction of Daimler-Benz, Gaggenau, on 10 September and 3 October 1944, and the virtual stopping of Ford output in October chiefly through power and transportation difficulties at the main Ford plant in Cologne as a result of heavy area raids on the city. The actual production of these three plants in June 1944 amounted to 4,966 3-ton and 4.5-ton trucks. This was 53 percent of total truck production and 78 percent of medium and heavy truck production. Figure 3 graphically shows the effect on production of bombing these plants.

c. A detailed analysis of production loss correlating fluctuation in monthly production of each of the four categories of trucks with particular incidents at individual plants is represented in Exhibit F. Table 13, breaking down loss of truck production into the four categories, is a summary of this analysis (Exhibit H).

Table 13
Loss of Truck Production by Types
July 1944 Through February 1945

Types Loss
Light 3,229
Medium 29,078
Heavy 2,854
RSO 1,463
Total 36,624

d. Half-track production during 1944 was not seriously affected by bombing. Its producing plants were never attacks as a target system as was the case with the truck plants. The

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only two heavily hit half-track plants were Karl Borgward, Bremen, which was bombed as a truck factory in August and September 1944, and Adler, Frankfurt, which was hit by five area raids. As a result of these slight bombing effort against half-tracks, 1944 production was slightly greater than 1943 production.

5. Contributing Causes to Production Loss
a. Up to October or November 1944 production losses at motor vehicle plans, with the exception of Ford, were almost entirely attributable to the direct results of raids on the plants and to alerts. With the exception of absenteeism caused by area raids on worker's homes, the indirect effects of bombing other industries and communications and the destruction of raw materials and components influenced the output of finished products to only a minor degree. The more important causes of losses within the plant were:

b. The destruction and damage of buildings, which was the most important single item. Figure 4 shows the relationship between production loss and floor area made unusuable. The building damage in turn was the cause of the following:

(1) Time lost in clearance of debris and emergency repairs.
(2) Damage to machine tools and shop equipment and time lost in cleaning them.
(3) Time lost carrying out dispersal programs made immediately necessary because of loss of floor space.

c. The disruption of utilities outside the buildings, such as water lines, electric lines, gas pipes, etc.

d. Time lost during alerts.

e. Machine tool and shop equipment damage caused directly by bomb hits, as distinguished from indirect damage from falling debris and fire.

6. Casualties
a. Loss of workmen, as a result of death or injury in air attacks on the plants, had little effect upon production. In seven factories with a total employment of 61,834, less than two percent were killed (495) and injured (528) in raids. Since the plants on which this percentage is based were the

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more heavily hit ones, it is probable that casualties over the entire industry would run somewhat less than one percent.

7. Dispersal as a Recuperation Factor
a. As mentioned in Section III, dispersal before the bombing offensive against the truck factories had taken place on a very minor scale and offered the plants very little possibility for quick recuperation after raids. Since new construction was practically impossible and materials for repairs very scarce, the attacks on plants quite often left the plant managers with no alternative except to disperse undamaged machines to any possible site regardless of working conditions, power facilities, etc. Most of the desireable sites had been secured by other industries before the motor vehicle producers made any major efforts to disperse. As a result of the difficulties involved in getting ready for production in an inconvenient location, many of these dispersal sites either never produced or required six to eight months to start production. Of four automobile factories surveyed which had suffered over 60 percent damage to buildings, only one, Daimler-Benz, Unterturkheim, was able to use dispersal to accomplish effective recuperation. This was due to the foresight of the plant officials in setting dispersal plants in advance of raids. The other three made no arrangements for dispersal before the raids and therefore failed in their attempt to resume production from hastily chosen dispersal sites.

8. Wastage at the Fronts
a. OKW records show a total of 109,113 trucks lost at the fronts from January through August 1944. This was the entire production of 1943 and represented 39 percent of the entire military stock at that time. Half-track losses from January through August 1944 amounted to 7,790, a figure considerably less than the production for the same period and accordingly easily replaced.

9. Changes in Air Raid Production as a Result of the Bombing Offensive
a. Early in 1944, orders were issued for the construction of baffle walls throughout all war plants for the protection of important machine tools, assembly lines, transformer stations and sub-stations and other critical facilities. Only a limited amount of this work was completed, however, because of the inability of the plants to obtain the necessary materials, mainly bricks. Only such critical items such as electric power distribution

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panels and special machines which were hard to replace were finally protected.

b. During the first half of 1944, air raid shelters at practically all plants were made more secure and were enlarged to shelter foreign workers as well as German workers. In many cases, new shelters were provided, either by the construction of massive concrete bunkers, by digging new tunnels in nearby hillsides or altering existing tunnels. The original bunkers consisting of reinforced basement shelters were, for the most part, abandoned because it was found that the elder type would not stand up under heavy bombing. Undoubtedly many of the workers' lives were saved as a result of this program.

10. Changes in Productive Facilities
a. There was very little conversion of motor vehicle productive facilities to the production of other war products during 1944 and 1945. With the exception of Auto-Union, Siegmar, all large plants listed in the following table devoted only a small proportion of their facilities to motor vehicle production and this they eliminated in oprder to expand their major production items.

Table 14
Conversion of Motor Vehicle Capacity 1944-1945

Plant Location Formerly Produced Transferred to
Daimler-Benz Unterturkheim 1.5-ton trucks Aircraft motors
Auto-Union Siegmar RSOs Tank engines
Skoda Prague Tractors Tanks
Miag Brunswick Tractors Tanks
Lanz Mannheim Tractors Tank transmissions
NSU Neckarsulm Motorcycles Arms
MAN Nurnberg 4.5-ton trucks Tanks
Henschel & Sohn Kassel Omnibuses & Trucks Tanks
BMW Munich Motorcycles Aircraft motors
Zundapp Stuttgart Motorcycles Arms

b. An expansion of the heavy truck program was attempted in Vienna by utilizing Austrian production facilities until then idle. The three Vienna plants of Fross-Bussing, GAF and Saurer were combined in August 1944 as the Gemeinschaft Wiener Automobilfabriken and were to become by December 1944

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the largest producer of 4.5-ton trucks, at a montly rate of 450. This program was slow in getting started, however, and montly production never exceeded 160.

11. Standarization of Types
a. In 1944 many more types of motor vehicles fell victim to the standardization program, with the result that of the standard models only two motorcycles, one car and nine trucks were still being produced in the last quarter of the year. The only manufacturer of motorcycles was Auto-Union, producing both 125cc and 350cm, while the only car (jeep) manufacturer was Volkswagen. The following are the trucks which were still part of the war program at that time; they include only one type strictly intended for civilian use:

(1) .65-ton tricycle truck by Vidal and Son. Purpose: inter-city traffic; powered with low-pressure charcoal gas.
(2) 1.5-ton Steyr 4-wheel drive truck with air-cooled, 8 cylinder gasoline V-engine; latest model with 2-ton loading capacity and 13-place body; produced by Steyr and Auto-Union.
(3) 1.5-ton Phanomen with 4-wheel drive and 4 cylinder, air-cooled gasoline engine. Used exclusively as an ambulance.
(4) 3-ton Opel with either all-wheel drive or rear-wheel drive only and inter-cooled, 6-cylinder gasoline engine. Produced by Opel and Daimler-Benz.
(5) 3-ton Ford with rear-wheel drive and either water-cooled 8 cylinder gasoline V-engine, or water-cooled 4 cylinder engine.
(6) 3-ton Borgward with either all-wheel drive or rear-wheel drive only and water-cooled, 6 cylinder diesel engine.
(7) 4.5-ton Daimler-Benz with either all-wheel drive or rear-wheel drive and water-cooled 6 cylinder diesel engine. Produced at Gaggenau and Vienna.
(8) 4.5-ton Bussing with either all-wheel drive or rear-wheel drive and air-cooled 6 cylinder diesel engine.

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(9) 8-ton Tatra 3-axel all-wheel drive and air-cooled, 12 cylinder diesel engine.

In addition to these types, based on the peacetime production models, the following special army types were produced:

Special Vehicles
(1) Motorcycle half-track ("Kettenrad") with 4 cylinder water-cooled Opel Olympic engine.
(2) "Springer" demolition charge carrier based on the "Kettenrad"; same engine as the "Kettenrad".
(3) "Goliath" demolition charge carrier with 2 cylinder air-cooled Zundapp engine.
(4) "RSO" caterpillar tractor for the Eastern Front with 4 cylinder air-cooled Klockner-Humboldt-Deutz engine.
(5) 8-wheel armored car with air-cooled 12 cylinder Tatra diesel engine.

Half-tracks
(1) 1-ton as an armored scout car.
(2) 3-ton as an armored troop carrier.
(3) 5-ton "SWS".
(4) 8-ton.
(5) 12-ton.
(6) 18-ton.
(These half-tracks were equipped with water-cooled Maybach gasoline engines)

b. Obviously this standardization program necessitated conversion of productive facilities within the industry from one project to another. The following are the changes made within the industry:

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Table 15
Conversion of Motor Vehicle Plants 1944

Plant Formerly Produced Changed to
Tatra Passenger cars 6.5-ton trucks
Stoewer Motorcycles Motorcyle half-tracks
Klockner 3-ton trucks RSOs
Steyr RSOs and Motorcycles 1.5-ton trucks

12. Distribution
a. The entire motor vehicle production was for the armed forces, and other organizations had to ask the armed forces for any vehicles required. Non-military organziations naturally received very small quantities, and these were only the models unsuitable for Army purposes, for example obsolete trucks. Not only did the armed forces take almost all new production and allocate less than 3 percent of new trucks to civilian use in 1944, but many private vehicles were commandeered by the Army in the last year of the war to compensate for the loss in production and losses on the fronts. It was estimated by the Speer Ministry that at the end of the war German private economy had only 160,000 motor vehicles in operation, as compared to almost 3,000,000 at the beginning of the war. This was due both to the Army's taking over private vehicles and to a shortage of spare parts and fuel.

13. Spare Parts Shortages
a. It is probable that in the last year of the war, the German government made the mistake of concentrating on the production of finished vehicles, with the result that the number of vehicles deadlined on account of scarcity of parts was very large. This opinion was expressed by many German generals and Speer officials and was due to the destruction of large quantities of spare parts both at motor vehicle plants and at repair and parts depots behind the fronts. The spare parts storage facilities at motor vehicle plants were especially vulnerable to air attacks because of the presence of large amounts of combustible packing material in the same buildings, and the fact that in most factories the spare parts departments were housed in the old-style of buildings. This resulted in the destruction of the greater portion of the spare parts in storage at the plants, and in the case of Adam Opel, Henchel & Sohn

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and Daimler-Benz, the almost complete destruction of these departments. In spite of the disastrous effect this loss was bound to have on repair of trucks in the field, no effort was expended afterwards to replace these parts. Factories preferred to neglect production of substitute parts in favor of new production because the substitute parts didn't show up in their production figures of vehicles.

14. Training of Labor
a. The training of labor was evidently left to each plant. The extensive prewar apprentice-school system was practically abandoned during the war. Taking its place was the major task of quickly training the foreign civilian workers and prisoners. These workers amounted to 50 percent of the total labor force in 1944. Of the foreign workers, an average of only 10 to 20 percent could be classified as having previously acquired skill for the work they were called upon later to perform. Apparently the government had evolved no uniform or general plan for training either the German or foreign shop personnel. No school system was employed and all training was actually done in the shops themselves.

15. Effects of Fuel Shortages
a. When the amount of gasoline and oil was cut down by the bombing offensive against the oil industry, economies were instituted to save as much fuel as possible. Some was saved by the use of trailers. When a shortage of trailers appeared, trucks were joined together as tractors and trucks. By economies such as this, savings of fuel up to 50 percent were effected.

b. Up to mid-1944, only 3,000 to 4,000 vehicles were converted monthly to substitute fuels. The increasing bombing of synthetic oil plants caused the rate of conversion to be stepped up, but the effectiveness of such a conversion program was hindered by scarcity of conversion units and, to a large extent, by the amount of work entailed in installation. The minimum time needed to install a truck generator was 300 hours.

c. Finally, it was decided to use as much diesel fule as possible since it was easier to produce than gasoline. As early as 1 July 1944, Klockern-Humboldt-Deutz, Ulm, received orders from the Main Committee to increase its production facilities for diesel motors to the point where it could produce diesel motors for all RSOs, in addition to 2,000 to 3,000 per

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month to replace gasoline motors in other types of trucks. In late 1944, German technical experts were developing diesel motors that could be used in all trucks and half-tracks.

16. Priority Position
a. The Speer Ministry in June 1943 established a system of priority order numbers which governed the procurement of raw material by the various German factories. All orders for production were given order numbers, depending upon their importance, which placed them in one of five priority groups. Practically all orders for important army production, including trucks, received numbers with Group I, which was the top priority group.

b. A new system was decreed in July 1944 which differed from the old one chiefly in that new priority groups had been added at the top, Z and O. Such items as V-weapons, gasoline, jet planes, and development work fell in these three groups. Trucks continued to be in Priority Group I.

c. In January 1945, this system of priorities was completed discarded and a so-called "Critical Program" published. Under this program 13 types of armaments, mostly infantry weapons, were to have priority over all other production. Included in these items were trucks, half-tracks, and trailers, which were considered items of "infantry armament".

d. The emergency program of March 1945 finally cut off the supply of all raw materials for the motor vehicle industry, with the result that all production of trucks, half-tracks, tractors, etc. was scheduled to continued only as long as the raw material at a given plant could last. For most plants, production was scheduled to end in May 1945.

17. Labor
a. The following tables compare the 1944 labor force with the 1943 and 1940 labor forces:

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Table 16
Composition of the Labor Force in the Motor Vehicle Industry
1943 and 1944

Type Number Percent
1943 1944 1943 1944
German men 42,000 32,000 46 34
German women 11,000 17,000 12 18
Foreigners 39,000 46,000 42 48
Total: 92,000 95,000 100 100

Table 17
Composition of the Labor Force in the Motor Vehicle Industry
1940 and 1944

Type Number Percent
1940 1944 1940 1944
Workmen Skilled 68,272 19,255 50.2 23.9
Semi-skilled 42,976 36,090 31.6 44.8
Unskilled 24,752 25,215 18.2 31.3
Office Technical 10,005 9,357 34.5 64.8
Statistical 18,995 5,083 65.5 35.2

b. It is difficult to determine whether there was even a labor shortage in the industry. The head of the Main Committee for Motor Vehicles does claim that a shortage existed from the last of 1943 until heavy loss of productive capacity due to bombing in the second half of 1944 left the industry with a surplus. The fact that the motor vehicle industry failed by such a large amount to reach maximum production in 1943 and 1944 before bombing shows that either supplies or labor was a limiting factor. The opinion of the plant survey team, based upon numerous plant interviews, was that this shortage was due to supplies and the labor force was sufficient to do the job of producing the number of vehicles possible with the components available.

c. After September or October 1944, the industry as a whole had a surplus of productive workmen. Many were used

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for debris clearance and other similiar work, but were shown as productive labor on reports to the Labor Board so that they wouldn't be transferred.

18. Substitutions and Savings
a. Important savings in non-ferrous metals were effected by the virtual elimination of copper as a raw material for motor vehicle production. Steel wiring and tubing were substituted for the usual copper wiring and tubing, and chrome and tin alloys were to a large extent eliminated.

V Summary of Bombing Attacks on the Industry
1. Importance of the Target System
a. The fact that Germany in November 1943 planned 1944 truck production at a rate more than 50 percent greater than actual production in 1943 is a good indication of the importance the Germans themselves placed upon motor vehicle production at this time. The heavy loss of vehicles in North Africa, Italy and Russia was beginning to cripple the mechanized forces of the Army. Beginning in the fall of 1944, after the motor vehicle industry had been so heavily attacked that it could not replace the large losses in the battle of France, panzer divisions had to move partly by bicycle. Later on, they could only be moved by foot. This meant that panzer troops lost their primary characteristic, maneuverability, with the result that they were of little more value than infantry soldiers.

2. Attacks on the Industry
a. Six of the ten medium and heavy truck producing plants were subjected to 12 raids in which the plants were the aiming point for the attacks. During these raids 3,884 tons of HEs and 2,646 tons of IBs were dropped. On the other hand, only six of the remaining 26 plants of the motor vehicle industry were aiming points for precision attacks as truck targets. In 18 raids, 3,076 tons of HEs and 516 tons of IBs were dropped. In addition, 13 precision raids were aimed at motor vehicle plants primarily as producers of aircraft engines, ordnance products and V-1 components rather than as motor vehicle producers. During these latter raids were 3,246 tons of HEs and 1,266 tons of IBs were dropped. Many of these plants included in the above and most of the remaining plants were not selected as targets were damaged by attacks aimed at the cities in which the plants were damaged or by spillovers from attacks on nearby targets. In several cases (for example, Bussing in Brunswick)

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the damage caused by area raids was much greater than that caused by precision raids on the plant.

VI Conclusions
1. The Importance of the Combined Use of HEs and IBs
a. Figures 5, 6, 7, and 8 compare damage by HEs and IBs at seven motor vehicle plants. With the exception of Daimler-Benz, Gaggenau, at which plant the IBs apparently missed the target to a large degree, IBs, compared ton for ton with HEs were very effective on motor vehicle plants. There were several cases in which HE bombing was immediately followed by incendiary bombing before the debris resulting from HE bombing had been cleared away. This resulted in damage in damage to machine tools and losses in production that exceeded the normal expectancy for the amount of building damage. These cases occurred in factory structures with wood roofs, wherein HE blast had caused the collapse of the combustible roof construction to the floor, thereby greatly increasing the vulnerability of machines, wiring, and materials to incendiary bombs. A high percentage of roofs in German plants were wood, even in the latest modern buildings, but particularly in the older types of structures. A negative example of this above principal is shown by the bombing of of the Auto-Union Siegmar Works. At this plant, a large one-story factory with a wood roof (280,000 sq ft) was completely destroyed by incendiary bombs and all of the 476 machine tools were damaged; but of this total only four percent was destroyed and the remainder were repaired and put back into use within 12 weeks. It is felt that if the wooden roof construction had first been collapsed by explosive bombs and then ignited by IBs, much larger destruction of machines would have resulted. Conversely, at the Heschel Tank and Truck Plant in Kassel, all combustible material not required in the manufacturing was removed from the plant and the dropping of incendiary bombs after the high explosive did little or no damage.

2. Machine Tool Damage
a. A survey of machine tool damage at nine motor vehicle plants gave no definite conclusions as to the most effective method either of knocking out machines or of determining damage from post-raid photo intelligence. Figures 9 and 10 show there is no fixed relationship between building damage and machine tool damage, outside of a general trend in the same direction.

b. At the Henschel Tank and Truck Plant in Kassel, it was the opinion of the managing director that out of 11 raids

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on the plant, the attack in which a large number of 100-lb fragmentation bombs were dropped caused the largest amount of machine tool damage.

3. The Indirect Effects of Bombing
a. The disruption of transportation facilities from October 1944 to the end of the war was the indirect effect of bombing most successful in curtailing production. Plant officials were unanimous in declaring that operations at dispersed plants were practically impossible and that operations at main plants were greatly hindered by transportation difficulties during this period. This is the chief reason for the final decline in motor vehicle production in the first months of 1945.

4. Recuperation
a. The only method of recuperation from heavy plant raids used by the motor vehicle industry that was at all effective was dispersal. Even this was only effective only when a nucleus of dispersal plants had been set up before the raids so that the main plant could concentrate on repairing the vital departments which had not been dispersed, rather than repairing a completely integrated plant.

5. Protection Against Attacks
a. Adequate pre-raid dispersal is the only proved method of protecting motor vehicle plants against complete knockout by air attack. The following characteristics of dispersal are the basis for this theory:

(1) Machine tools are scattered over many small sites instead of being located all in one plant.
(2) It is almost impossible for intelligence to determine where dispersal sites are located or for bombing attacks to hit the small, scattered targets which dispersal plants usually present.
(3) The machines of vital departments can be located in two or more sites so that one bombing attack cannot knock a department completely out of production.
(4) Dispersal of facilities from the main plant provides excess floor area so that more damage can be absorbed before production is greatly reduced.


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Exhibit A
Sales of Motor Vehicle Industry 1944, Plotted Graphically
in thousands of RM (corrected from millions of RM in the original)

This map is too big to be scanned and the data has been transmuted into the table below:

Location Company Product Sales
Hamburg Vidal & Sohn Trucks 17,550
Bremen Borgward Passenger Cars 27,000
Trucks 51,810
Total 79,410
Hannover Hanomag Passenger Cars 36,100
Tractors 3,450
Half-tracks 18,350
Total 62,900
Fallersleben Volkswagenwerk Passenger Cars ?
Braunschweig Bьssing-NAG Trucks 33,010
Brandenburg Opel Trucks 213,500
Berlin Daimler-Benz Half-tracks 5,740
Bьssing-NAG 2300
Total 8,040
Stettin Stoewer Passenger Cars 5,300
Cottbus MWC Half-tracks 16,100
Breslau FAMO 3,440
Tractors 4,760
Total 8,200
Nesseldorf Ringhoffer Tatra Passenger Cars ?
Zittau Phanomen Trucks 14,850
Brand-Erblsdorf O.D. Werke 7,400
Hainichen Framo 17,490
Chemnitz Auto-Union Motorcycles 44,910 (Werke Zschapou)
Passenger Cars 201,500 (Werke Zwickau)
4,680 (Werke Siegmar)
Total 293,210
Plauen Vomag Trucks 5,390
Eisenach BMW Passenger Cars 35,600
Kassel Henschel & Sohn Trucks 9,410
Wetter Demag Half-tracks 13,700
Essen Krupp Trucks 20,330
Kцln Ford Passenger Cars 83,000
Trucks 131,300
Klцckner Tractors 10,684
Total 224,984
Rьsselsheim Opel Passenger Cars 391,000
Frankfurt Adler 73,300
Mannheim Daimler-Benz Trucks 18,800
Lanz Tractors 32,000
Neckarsulm NSU Motorcycles 29,900
Gaggenau Daimler-Benz Trucks 60,600
Stuttgart Daimler-Benz Zentrale Passenger Cars 99,700
Kaelble Tractors 1,450
Standard Motorcycles 2,755
Trucks 5,380
Total 109,285
Ulm Klцckner Trucks 31,010
Friedrichshaven Maybach Trucks 1,100
Mьnchen BMW Motorcycles 9,510
Krauss-Maffei Tractors 270
Half-tracks 9,170
Total 18,950
Nьrnberg MAN Trucks 10,700
Faun 4,050
Tractors 86
Ardie Motorcycles 8,410
Hercules 1,230
Triumph 9,510
Victoria 11,610
Zundapp 18,220
Total 63,816
Steyr Steyr-Daimler-Puch Passenger Cars 20,200
Graz Motorcycles 4445
Wien Fross-Bьssing Trucks ?
Grat & Stiff
O.A.F.
Osterr-Saurer

Exhibit B
Map of Motor Vehicle Plants in Greater Germany, 1944

This is virtually illegible in my copy and has been omitted.

Exhibit C
Planned and Actual Production - Trucks


1944 1945

1943 1944 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb
* 1-ton Trucks Planned 7518 6933 680 700 820 570 590 590 590 590 450 450 450 453 350 350
Actual 5955 5357 333 463 594 625 730 423 603 519 350 375 150 192 164 258
*1.5-ton Trucks Planned 17974 18955 1653 1315 1031 600 1025 1555 1735 1930 2030 2035 2035 2016 2010 2010
Actual 15711 17026 1645 1456 719 872 913 1425 1640 1849 1656 1517 1778 1556 1112 732
3-ton Trucks (excl "Mules") Planned 70070 54683 3865 5275 5760 5246 6090 6510 5850 3817 2270 2700 3200 4100 2900 3650
Actual 48477 36728 3984 4653 4742 4043 4150 4867 4691 1782 1706 1040 760 310 800 540
3-ton "Mules" Planned 12220 6200 1000 1000 1000 1000 700 500 500 500






Actual 12771 6224 903 1027 1018 878 749 436 497 520 166

30


Total 3-ton Trucks Planned 82290 60883 4865 6275 6760 6246 6790 7010 6350 4317 2270 2700 3200 4100 2900 3650
Actual 61248 42952 4887 5680 5760 4921 4899 5303 5188 2302 1872 1040 760 340 800 540
4.5-ton Trucks Planned 13456 12130 1101 1100 1125 983 1110 1187 1316 1300 523 670 765 950 950 950
Actual 11455 9253 837 744 799 779 915 992 905 1131 678 482 501 490 505 322
4.5-ton "Mules" Planned 700 886 206 200 200 115 115 50








Actual 594 886 206 200 200 200 115 79 86







Total 4.5-ton Trucks Planned 14156 13016 1307 1300 1325 1098 1225 1237 1316 1300 523 670 765 950 950 950
Actual 12049 10139 1043 944 999 979 1030 1071 991 1131 678 482 501 490 505 322
*2.5-ton Trucks Planned 67 880 70 10 80 80 80 80 80 80 80 80 80 80 80

Actual 112 572 39 24 17 85 65 10 30 108 46 10 87 51 40

RS0 (Full Caterpillar 1.5-ton Truck) Planned 14566 13044 1054 1035 841 899 859 1156 1200 1200 1200 1200 1200 1200 1200 1200
Actual 14010 11942 1047 1080 1005 788 1027 1162 1206 1067 700 1206 1090 564 258 606
Grand Total Planned 136571 113711 9629 10635 10857 9493 10569 11628 11271 9417 6553 7135 7730 8799 7490 8160
Actual 109085 87988 8994 9647 9094 8270 8664 9394 9658 6976 5302 4630 4366 3193 2879 2458

* Editor's Note: Figures indicated by asterisks were illegible in the original report and are therefore subject to correction.

Exhibit D
Planned and Actual Production - Half-tracks


1944 1945

1943 1944 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb
* 1-ton Half-tracks Planned 5745 2630 210 210 215 215 220 225 225 225 225 220 220 220 220 220
Actual 5755 2527 210 195 225 215 212 218 212 211 220 243 253 113 50

* 3-ton Half-tracks Planned 7604 10295 860 890 890 910 920 940 995 995 995 600 600 700 790 910
Actual 6731 9280 796 880 745 790 855 880 924 925 728 539 624 594 555

* 5-ton Half-tracks Planned 558















Actual 564
















Planned 217 992 5 7 35 55 75 95 115 130 150 105 110 110 135 135

Actual 5 746 17 10 27 49 46 84 95 87 90 112 92 37 23

* 8-ton Half-tracks Planned 3800 4055 340 340 340 340 340 365 410 420 420 250 225 265 305 325
Actual 3320 3355 279 318 281 316 334 344 330 330 315 146 216 146 99

* 12-ton Half-tracks Planned 890 890 70 70 75 85 85 95 125 125 135 25

40 80
Actual 401 600 48 60 92 58 1 109 111 60 40 21




* 18-ton Half-tracks Planned 632 1065 70 70 80 80 80 90 100 120 135 60 80 100 100 110
Actual 659 923 80 80 80 80 80 85 92 50 53 63 80 101 85

Special Equipment

Planned
800








50 250 500 500 500

Actual
187









74 113 50

Steel Armored Vehicle cylinder Tatra Planned
150








50 50 50 60 60
Actual
118








35 47 36 44

Grand Total Planned 19446 19927 1555 1587 1635 1685 1720 1810 1970 2015 2060 1260 1235 1395 1590 1780
Actual 17435 17431 1430 1543 1450 1508 1528 1720 1764 1663 1446 1124 1265 991 812 0

* Editor's Note: Half-track sizes were illegible in the original report and are therefore subject to correction.

Exhibit E
War Production - Occupied Countries

Type Plant 1943 1944
Planned Actual Planned Actual
France
2-ton Trucks Citroen 70 73


Renault 1000 704


Peugeot 4200 2451


Total 2-ton Trucks 5270 3228


3.5-ton Trucks Citroen 5100 3027 5150 1536
Renault 7000 1730 9860 2138
Total 3.5-ton Trucks 12,100 4757 15,010 3674
4.5-ton Trucks Berliot 1180 862 1830 400
Saurer 590 512 1095 384
Total 4.5-ton Trucks 1770 1374 2925 784
Total Trucks 19,140 9359 17,935 4458
Italy
3-ton Trucks Fiat

3115 4251
O.M.

1420 2151
4.5-ton Trucks Lancia

810 646
Total Trucks

5345 6048
Tractors Vender

145 95
Savigliano

52 77
Total Tractors

197 172
Czechoslovakia Protectorate
3-ton Trucks Asap 1500 971 2200 1920
Praga 607 405


Total Trucks 2107 1376 2200 1920
Automobiles Asap 880 1019


Aero 480 242


Total Automobiles 1360 1261


Tractors Asap 50



Motorcycles Bohemische Waffenfabrik 400 60


Jawa 785 438


Total Motorcycles 1185 498



Exhibit F
Correlation of Actual Production July 1944 Through February 1945 with Pre-July Average to Determine Production Loss

I. Light Truck Production
a. Producers

Vidal & Son Hamburg
Borgward Bremen
Phanomen Zittau
Steyr Steyr, Austria
Auto-Union Zwickau

b. Production Loss

Month Total Production Loss or *Gain Remarks
** Pre-July Monthly Average 2,210

July 1944 2,243 *33

August 2,368 *158

September 2,006 204 Bombing of Borgward 30/8 & 26/9/44 ending all production
October 1,892 318 Bombing of Steyr 16/10/44 stopped production for 2 mos. Light bombing of Auto-Union 7/10/44
November 1,928 282

December 1,748 462 General deterioration in addition to the effects of plant raids
January 1945 1,276 934

February 990 1,220

Total 14,451 3,611


** This includes an allowance of 3,000 trucks for the 6 months period January-June 1944 to compensate for the loss due to bombing the Steyr Plant in February and March 1944.

II. Medium Truck Production
a. Producers

Adam Opel Brandenburg
Ford Cologne and other assembly plants
Daimler-Benz Mannheim
Borgward Bremen

b. Production Loss

Month Total Production Loss or *Gain Remarks
** Pre-July Monthly Average 5,240

July 1944 5,188 52

August 2,302 2,938 Destruction of Opel 6/8/44. End of French Ford production
September 1,872 3,368 Raids on Borgward 30/8 & 26/9/44
October 1,040 4,200

November 760 4,480 Virtual end of Ford production as a result of heavy area destruction to Cologne
December 340 4,900

January 1945 800 4,400

February 540 4,700

Total 12,842 29,078


III. Heavy Truck Production
a. Producers

Bussing-NAG Brunswick
Daimler-Benz Gaggenau
Saurer Vienna, Austria
4 small producers


b. Production Loss

Month Total Production Loss or *Gain Remarks
** Pre-July Monthly Average 1,030

July 1944 935 95

August 1,239 *209 Bombing of Bussing NAG 5/8/44
September 724 306 Almost complete destruction of Gaggenau 10/9 & 3/10/44
October 492 538 Bombing of Bussing NAH 22/10/44. Raids on two small producers
November 588 442

December 541 489

January 1945 545 485

February 322 708

Total 5,386 3,272


IV. RSO Production
a. Producers

Klockner-Humboldt-Deutz Ulm
Graf & Stift Vienna, Austria

b. Production Loss

Month Total Production Loss or *Gain Remarks
** Pre-July Monthly Average 1,020

July 1944 1,206 *186

August 1,067 *47

September 700 320 Light attack on Klockner 12/9/44
October 1,206 *186

November 1,090 *70

December 564 456 Heavy area raid on Ulm 17-18/12/44, disrupting the city and damaging Klockner
January 1945 258 762

February 606 414

Total 6,967 2,441


Exhibit G-1
Distribution of Motor Vehicles in Graphic Format


Exhibit G-2
Distribution of Motor Vehicles

Year Type Percent to Army Percent to Economy Percent to Export
1934 Motorcycles 4.0 93.2 2.8
Passenger Cars 2.7 89.6 7.7
Trucks 6.2 85.9 7.9
1935 Motorcycles 5.3 90.0 4.7
Passenger Cars 4.5 85.7 9.8
Trucks 15.6 75.3 9.1
1936 Motorcycles 5.1 86.7 8.2
Passenger Cars 3.9 83.7 12.4
Trucks 10.4 80.1 9.5
1937 Motorcycles 5.5 86.7 8.2
Passenger Cars 2.1 76.3 21.6
Trucks 16.1 66.1 17.8
1938 Motorcycles 7.2 75.6 17.2
Passenger Cars 4.7 73.1 22.2
Trucks 26.0 58.3 15.7
1939 Motorcycles 14.8 69.5 16.5
Passenger Cars 8.0 66.7 25.3
Trucks 32.0 52.0 16.0
1940 Motorcycles 46.9 41.5 11.6
Passenger Cars 42.2 38.5 19.3
Trucks 60.7 24.6 14.7
1941 Motorcycles 56.6 31.8 11.6
Passenger Cars 77.0 9.1 13.9
Trucks 59.3 25.2 15.5
1942 Motorcycles 62.7 18.5 18.8
Passenger Cars 87.3 4.6 8.1
Trucks 72.1 21.2 6.7
1943 Motorcycles 82.5 11.5 6.0
Passenger Cars 94.9 2.9 2.2
Trucks 79.8 15.9 4.3
1944 Motorcycles 72.3 5.7 22.0
Passenger Cars 97.1 2.5 0.4
Trucks 87.3 9.8 2.9

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От	Васин Александр
К	Алексей Елисеенко (19.10.2006 09:40:56)
Дата	19.10.2006 09:50:58

БОЛЬШОЕ СПАСИБО! (-)

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