Lilpop, Rau i Loewenstein

from Wikipedia, the free encyclopedia
Information sheet on Lilpop, Rau i Loewenstein from around 1882 with details of representatives of the Warsaw company in Petersburg, Moscow and Kiev
Advertisement by Lilpop i Rau from 1860 (even before the partner Loewenstein was accepted)
Existing parts of the Warsaw factory at 65 ulica Bema
Share of Lilpop, Rau i Loewenstein
A Luxtorpeda from Fablok SA , which operated on the Krakow-Zakopane route
Armored vehicle Kubuś based on a Chevrolet 157

The Fabryka Towarzystwa Akcyjnego "Lilpop, Rau i Loewenstein" (also called Zaklady Mechaniczne "Lilpop, Rau i Loewenstein" , Towarzystwo Przemysłowe Zakładów Mechanicznych "Lilpop, Rau i Loewenstein" or industrial Société "Lilpop, Rau & Loewenstein" referred; German: Mechanical Works AG "Lilpop, Rau and Loewenstein" ) was the largest industrial company in Warsaw when the war broke out in 1939 and one of the largest and oldest in Poland. In addition to turbines, engines, steam engines and pumps, the machine factory also produced vehicles for railways and trams as well as buses, trucks, military vehicles and passenger cars of the brands Opel , Chevrolet and Buick .

history

In 1844 , Stanisław Lilpop , who came from a Lilpop family who immigrated from Austria, founded an agricultural machine production facility (the company traded under his son as Fabryka i Skład Maszyn i Narzędzi Rolniczych W. Lilpop and was based at 10 Swiętojerska Street in Warsaw ) . In 1865 - together with the banker Wilhelm Rau - the machine factory, which had been founded in 1818 by the English businessman Thomas Evans and the metal specialist Joseph Morris, was taken over by the four Evans brothers (Thomas, Andrew, Alfred and Douglas) after Morris left Bracia Evans ( Evans Brothers ) company . The company taken over initially traded as Warsztaty Budowy Wagonów "Lilpop i Rau" (referred to as the Lilpop, Rau & Comp. Wagon factory to German business partners ). After Seweryn Loewenstein , who came from Belgium, joined the company in 1866, the company was renamed AG Lilpop, Rau i Loewenstein . Soon the company employed 700 workers and employees.

From 1873 to 1875, the company built the Vistula Railway Bridge at the Warsaw Citadel . In the 1880s, some smaller producers in Russia were taken over to strengthen the presence in the local market. Branches were opened in St. Petersburg , Moscow , Kiev , Odessa , Tbilisi and Baku . From 1881 the company was located on Smolna Street in Warsaw's Powiśle district. In the years 1888 and 1890 GMA steam engines were purchased from Görlitzer Maschinenbauanstalt und Eisengießerei AG . At the end of the 19th century, around 1,300 workers were already employed -

The Warsaw factory building on Ulica Bema 65 was built around 1910. It was built from red brick - based on medieval architecture - and is an example of Warsaw industrial buildings of the time. Before the outbreak of the First World War , LRiL employed around 2000 people. In 1915 part of the production was outsourced to Ukraine. In 1939 LRiL employed 3900 people. The Warsaw factories - especially the wagon factory - were almost completely destroyed in the Second World War . Only parts of the buildings in Ulica Bema are still preserved today and serve as the headquarters of various companies in the service and art sector.

production

At Lilpop, Rau i Loewenstein , trams and trains were built for rail traffic. For the management of the Warsaw PKP was Hechtwagen and the drive carriage (Polish: Wagon Motorowy ) SBix No. 90090 mounted (including built in 1936). In addition, the tram cars Type C (1925, a replica of Type A ), Lilpop II (built in 1929, among others) and Lilpop III (built in 1939 among others) were built here.

The Luxtorpeda , co-produced by the company , was used between Łódź and Warsaw from 1934, between Krakow and Zakopane from 1936 and between Warsaw and Poznan from 1939 . In LRiL and Pullman cars were (Polish: Wagon Pulmanowski ) of Class I, II and III (built in 1929, among others) produces. In cooperation with the Poznan company Cegielski and the Zieliewski factories in Sanok and Kraków, LRiL constructed the EZT ( Elektryczny Zestaw Trakcyjny ), an electrically powered passenger train that was first used on December 15, 1936 on the route from Warsaw Central Station to Otwock .

Car production was also important. On June 23, 1936, the company received a concession from the Ministry of Industry and Trade ( Ministerstwo Przemysłu i Handlu ) for the production of Opel P4 vehicles (called Osiołek , German: Esel ), Opel Kadett types I and II, Olympia as well as for various car types from Chevrolet ( Master , Imperial and a Sedan Taxi) and Buick ( Buick 41 and Buick 90 ) under license. LRiL thus became a competitor of Państwowe Zakłady Inżynieryjne (PZInż) . Due to the existing tax incentives for buyers of domestically produced license vehicles and the inexpensive mass production, the prices of PZInż could often be undercut. The Chevrolet Master with a 3.5-liter engine cost 12,500 zloty in 1934, and in 1938 only 7,640 zloty - minus a 20% tax credit for private buyers. Around the same time (1935) a Polish Fiat 518 cost between 8900 and 12,500 zlotys and in 1938 only between 9200 and 9640 zlotys - also before private tax deduction. Despite instructions from Prime Minister Felicjan Sławoj Składkowski to government agencies to buy the Polish Fiat, the modern Chevrolet (with a 6-cylinder engine and independent suspension in the luxury version) prevailed. In 1937 PZInż produced 2,416 vehicles and LRiL already produced 3,700 units. In 1938 the difference was even greater - 4680 vehicles at LRiL and only 2920 at PZInż . In small amounts, was at LRiL also the Fiat 1500 built which, although more modern and sophisticated than the 518 of Polski Fiat was, but could not prevail because of the high price.

The license granted on June 23, 1936 also covered the production of Opel Blitz buses and trucks under license from GMC . In addition to the Chevrolet 183 bus (in cooperation with Zakłady Przemysłowe Bielany SA ), the Chevrolet 112 delivery van and the Chevrolet 121 , Chevrolet 131 and Chevrolet 157 trucks were also assembled between 1937 and 1939 . The armored personnel carrier known as Kubuś and based on the Chevrolet 157 was created during the war. It was made underground for the Polish units during the Warsaw Uprising . In Lublin began LRiL to build a factory truck. The construction, which was interrupted by the war, was continued later and served as an engine factory for Fabryka Samochodów Ciężarowych , which produced until the 2000s .

literature

  • Wojciech Surmasz: Haracz za Lilpopo. In: Forbes (Polska), Ringier Axel Springer Polska, ISSN  1733-7291 , edition 2/2012, Warsaw 2012, p. 56 f. (in Polish)

Web links

Commons : Lilpop, Rau & Loewenstein  - Collection of images, videos and audio files

Individual evidence

  1. ↑ a b c d acc. Information Zakłady Metalurgiczne Lilpop, Rau i Loewenstein SA at Made in Wola ( Madein.waw.pl , in Polish)
  2. ^ Wilhelm Ellis Rau (1825–1899), was a Polish entrepreneur and banker. In the 1860s he was a co-founder of Lilpop, Rau i Loewenstein and owner / builder of the Villa Rau, which was later named after him
  3. ^ Seweryn Jakub Henryk Loewenstein (1833–1895) was a Polish-Belgian entrepreneur and manufacturer of Jewish origin
  4. ↑ according to Jerzy Jan Lerski: Historical Dictionary of Poland, 966-1945. ISBN 0-313-26007-9 , Greenwood Publishing, Westport (CT) 1996 (in English)
  5. ↑ according to List of Société industrial, Lilpop, Rau & Loewenstein, Maschinenfabrik at Albert-gieseler.de (power and steam engines), accessed on May 1, 2012
  6. ↑ according to Julius A. Chroscicki and Andrzej Rottermund: Architectural Atlas of Warsaw. 1st edition, Arkady, Warsaw 1978, p. 52
  7. ↑ according to German Institute for Contemporary History, Its series, documentation on contemporary history. Volume 1 , Rütten & Loening, 1959
  8. ↑ a b according to Info The Bema 65 Gallery on the Warsaw City District Wola website (in English)
  9. ↑ according to Tramwaje Warszawskie website ( memento of the original from September 13, 2012 in the web archive archive.today ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (Warsaw Tramway Company), accessed May 1, 2012 @1@ 2Template: Webachiv / IABot / www.tw.waw.pl
  10. ↑ according to The Warsaw tram. 100 years of the electric tram at Strassenbahn-Europa.at (accessed on May 1, 2012)
  11. ↑ according to Information ( Memento of the original from December 15, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. on the website of the Muzeum Komunikacji Miejskiej MPK-Łódź with photos of the two types (in Polish) @1@ 2Template: Webachiv / IABot / muzeum.mpk.lodz.pl
  12. ↑ a b according to Jerzy Kossowski, Polski Fiat 518 - zwierciadło czasów (in Polish)
  13. ↑ The Państwowe Zakłady Inżynieryjne (State Engineering Works, PZInż) was an armaments company founded in 1928 which, in addition to military vehicles, also produced civilian vehicles. After the Warsaw Uprising , the manufacturing halls were demolished.
  14. ↑ according to Wojciech Osoś: Jak się ścigać, to Chevroletem ( Memento of the original from January 5, 2012 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. at Media.gm.com on May 11, 2011 (in Polish) @1@ 2Template: Webachiv / IABot / media.gm.com
  15. ↑ according to Information and photos about the Chevrolet 183 FS in an article by Marcin Stiasny and Jacek Pudło at Przegubowiec.com (bus catalog) from January 6, 2010 (in Polish)

Coordinates: 52 ° 13 ′ 28 ″  N , 20 ° 57 ′ 32.7 ″  E