German Locomotive Association

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The German Locomotive Association was an economic cartel of locomotive manufacturers in the German Reich .

Locomotive Association

On March 26, 1877 ten manufacturers of locomotives from the Association of German Iron and Steel Industries joined forces to represent interests, the Lokomotiv Verband . The first chairman of the association was Albert Borsig , after his death on April 10, 1878, his deputy Louis Schwartzkopff moved into this position. In 1889 the association dissolved because the price agreements were not effective. This locomotive association is described as one of the first approaches to cartel formation in the German mechanical engineering industry.

In addition to this first cartel, the three market leaders: Richard Hartmann ( Sächsische Maschinenfabrik ), August Borsig ( Borsig ) and Louis Schwartzkopff ( Berliner Maschinenbau ) formed a cartel.

On March 13, 1890, the association was founded as a quota cartel to agree on the award of contracts as a framework organization that was divided into a north German and a south German association. The North German Locomotive Association (LVB) in the Kingdom of Prussia ranked its companies as follows:

  1. Henschel & Sohn , Kassel
  2. Borsig , Berlin
  3. Hanomag , Linden before Hanover
  4. Berlin mechanical engineering , formerly Louis Schwartzkopff , Berlin
  5. Alsatian Mechanical Engineering Society Grafenstaden , Grafenstaden
  6. AG Vulcan Stettin , Stettin
  7. Union foundry Königsberg , Königsberg
  8. Hohenzollern public limited company for locomotive construction , Düsseldorf-Grafenberg

Outside the North German Locomotive Association were the plants of:

  1. Saxon machine factory in front of Richard Hartmann
  2. Schichau-Werke , Elbing
  3. Linke-Hofmann works , Breslau
  4. Maschinenbauanstalt Humboldt , Cologne-Kalk
  5. Orenstein & Koppel , Berlin
  6. Arnold Jung Lokomotivfabrik , Jungenthal near Kirchen (Sieg)

In the Süddeutscher Locomotiv-Verband (LVC) its companies ranked as follows:

  1. Joseph Anton von Maffei , Munich
  2. Georg Krauss (industrialist) , Munich
  3. Machine factory Esslingen , Esslingen
  4. Mechanical Engineering Society Karlsruhe , Karlsruhe.

The outsider was the Maschinenbau-Gesellschaft Heilbronn . The orders were distributed following the price setting at the joint conferences in Berlin, the headquarters of the associations. In 1913, the distribution quotas set out in the 1890 social contract were still in force.

In 1913, the Association of North German Locomotive Builders commissioned Henschel & Sohn to develop a test locomotive for the Berlin city, ring and suburban railways, which resulted in the Prussian T 14 (trial) .

1922–1927: General German Locomotive Association

The German Locomotive Association, which was newly founded in 1922 and includes all 19 locomotive factories, was unable to stop the decline in orders. When business declined, some of the factories closed completely or shut down the locomotive departments, switched to other products and ceded the quotas to other manufacturers.

In 1923 the Deutsche Reichsbahn decided to distribute locomotive production evenly across the German machine works. The German Locomotive Association was such a quota cartel without competitors from abroad.

In 1920 the state railways in the German Reich ordered 2,143 locomotives. In 1929 the Deutsche Reichsbahn ordered 26 locomotives. Twelve locomotive construction companies gave up locomotive construction and transferred their Reichsbahn delivery quotas to their parent companies. In 1931 there were nine companies in the German Reich that manufactured locomotives.

Unification office

In order to compare factory standards, the German locomotive factories founded the General Locomotive Standards Committee in February 1918, which in turn formed a working committee, the "Narrow Locomotive Standards Committee" ( ELNA ), in which the railway administrations were represented in addition to the locomotive construction companies. These committees were given the task of drawing up standards for the individual parts of the locomotive. This set up at the suggestion of the Reichsbahn in November 1922 standardization office in the maintenance of the General German Locomotive Association in Berlin-Tegel one that to standardization processes as the einheitsdampflokomotive was involved.

Individual evidence

  1. ^ Rudolf W. Stöhr: Management on new ways , 2013, p.459
  2. ↑ Sintje Guericke: "Skyscrapers, of all places ?": On the understanding of modernity, image and architecture using the example of Borsig in Berlin-Tegel , p. 125 [1]
  3. ↑ Kurt Martin: Die Deutsche Lokomotiv Bauindustrie , inaugurial dissertation at the Westfälische Wilhelms-Universität Münster , 1913, 140 S, p. 67.
  4. ↑ Sabine Meschkat-Peters , Railways and Railway Industry in Hanover 1835-1914, Hahnsche Buchhandlung, Hanover 2001, 616 p., P. 496 [2] [3]
  5. ↑ "The" Allgemeine Deutsche Lokomotivverband "(General German Locomotive Association) was founded in 1922, which developed from the German locomotive association, which was established during the crisis years in 1890 on the initiative of the general director of Hanomag, Stockhausen, and Henschel, and which in turn became the North German and South German Locomotive Association had disintegrated. This quota association, which was dissolved again in 1927, has developed a less than fruitful activity, as was already evident from the export organization. "Cf.: Crisis in locomotive construction in Germany : (Die, p. 66 )
  6. ^ Jürgen Bönig: The introduction of assembly line work in Germany until 1933, On the history of a social innovation , part 1, Münster, Hamburg 1993 p. 558
  7. ^ Ralf Rossberg: German Railway Vehicles from 1838 to Today , p. 450
  8. ^ Karl Ernst Maedel : The German steam locomotives yesterday and today , Berlin 1963 p. 211