Waggon and mechanical engineering Görlitz

The wagon and Maschinenbau AG Görlitz ( WUMAG ) was a manufacturer of heavy machinery and railway vehicles. The company existed until 1946. After that, there were several companies in the line of tradition, some of which continue to use the WUMAG name to this day. WUMAG looks back on more than 160 years of history and shaped the economic landscape in Görlitz , and later in Krefeld , like no other company. The history of WUMAG ranges from the initial coach building workshop to an independent, large company operating across Germany to today's metal construction company WUMAG texroll .

The years up to 1945

Beginnings

On June 5, 1828, Johann Christoph Lüders founded a saddler and varnishing workshop in Görlitz on the Obermarkt . In addition to the saddlery and painting work, he also manufactured all kinds of wagons. Just one year later, in April 1829, his company moved to the upper Langengasse, where he now traded as a saddler and wagon maker. But even these rooms were soon no longer sufficient due to his increasing reputation, so that he moved to Demianiplatz . At that time, the city of Görlitz announced the construction of two eight-axle railway wagons for transporting timber, as the city owned large forest areas in the Görlitzer Heide to the northeast . Lüders also took part in the tender together with master locksmith Conrad Schiedt. On October 19, 1849, the city council decided in favor of Lüders and Schiedt. This date is considered the hour of birth of Görlitz wagon construction. Conrad Schiedt supplied the necessary iron material from his factory for iron and machine goods in the Büttnergasse and helped build the wooden transport wagons. In 1849, Lüders moved production to Brunnenstrasse.

Lüders recognized the growing market for the development and construction of railway wagons. As early as 1852, his factory was delivering 81 wagons, which were manufactured by 205 employees from nine different trades. Now the increasing production demanded an expansion of the company again. For this purpose, Lüders acquired and built additional land on Brunnenstrasse in 1853 and equipped the factory with a steam engine and steam hammer. This was the start of industrial production.

In the following years, further steam engines and workshops as well as a steam-powered forge followed. The number of employees also increased further to 500 in 1862. Production increased from 300 railway wagons in 1856 to 426 in 1869, including military wagons for the Viceroy of Egypt. The most important buyers, however, besides the private railways, were the Prussian and Saxon state railways, which mainly had two-axle compartment cars built in the factory. At that time, the wagons were still transported by means of horse-drawn transport vehicles to the tracks at the train station, which is why Lüders first negotiated with the city in 1868 about the plant's own track connection via Hilgergasse and the Brautwiesen to the train station. However, the project could not be implemented.

Joint stock company for the manufacture of railway material to Görlitz / Waggonfabrik Görlitz Aktiengesellschaft

Seal of the Aktien-Gesellschaft for the manufacture of railway material in Görlitz

At the beginning of 1869, Lüders sold his railway carriage construction company to the Berlin merchant J. Mamroth for 600,000  thalers . He immediately pushed ahead with his plans to convert the company into a stock corporation . For this purpose, a founding committee was formed, which includes the royal Saxon finance council and director of the Saxon state railway Max Maria Freiherr von Weber , the royal government and building council and director of the Breslau-Schweidnitz-Freiburg railway Carl Vogt and the imperial-royal councilor and general director of the Kaiser Ferdinands-Nordbahn Wilhelm Eichler von Eichkron belonged. On February 3, 1869, advertisements were made in numerous newspapers and the participation in the joint stock company to be founded was advertised. On February 10, 1869, when the drawing was closed, 2 million thalers were drawn instead of the necessary 800,000 thalers. On May 26th of the same year, the company became the property of the stock corporation and was entered in the company register at the Royal District Court of Görlitz on June 21, 1869 . Christoph Lüders left the company at his own request, although he was offered the position of technical manager under the director Heinrich August Samann.

View of the wagon construction, Plant I, around 1900

The corporation founded its own company health insurance fund in 1871 , which guaranteed its members free medical treatment, free medicine or health resort and food, as well as sick pay in the event of disability and death benefit in the event of death. Furthermore, a pension fund was set up in 1883 , from which salaried civil servants and workers in the event of incapacity were financed a pension. There were also numerous other welfare institutions for the employees.

In the first half of 1869, the corporation was able to record orders from Germany and abroad worth over 615,000 thalers in its books. The majority of the orders went back to the time of Christoph Lüders. In order to meet the increasing demand, the joinery was increased, a new assembly shed with skylights was built and the cutting mill (sawmill) was expanded. However, they stayed on the traditional site on Brunnenstrasse. By 1872 the turnover rose to 1,551,918 thalers with 1,222 workers. Almost 2,000 cars were produced that year, most of them baggage and freight cars. Despite the high turnover, there were no profits in 1872 and the following year. The main reasons for this were rising raw material and semi-finished product prices, speculative transactions and numerous start-ups in rail vehicle construction. It was not until the business year 1874/1875 that a dividend of 4 percent was again distributed to the shareholders. The excess capacity built up due to the economic downturn, but the increasing number of wagon construction companies, kept profits low in the years that followed. In order to achieve price stability and better profits, eighteen wagon construction companies founded the Deutsche Wagenbauverein in 1877 .

The rail connection to the station, which had already been planned by Christoph Lüders, was also resumed, but the route was not approved by the city or the police. It was not until December 14, 1881 that an agreement was reached on the tracks over Hilgerstrasse, Leipziger Platz and today's Landskronstrasse across what would later become Brautwiesenplatz and further parallel to today's Brautwiesenstrasse. The wagons were handed over to the railway site via a turntable on today's Rauschwalder Strasse at the level of the Consum Association or the former coal trade. In 1882 the traffic on the feeder track was started, but until 1892 the wagons were pulled to the station by horses instead of locomotives.

The wood shelf in Plant II, in the center of the picture a steam storage locomotive, around 1900

Plant II of the Görlitz wagon construction, around 1900

In the 1880s, orders increased to such an extent that the factory premises had to be expanded again. In 1887 the board of directors decided on a gradual expansion that would take about 15 years. The spatial conditions were improved by renovations in the individual workshops and some workshops were created, such as B. the paint shop. The machine park also continued to grow and with it the required material. The storage spaces along the Hohe Straße were no longer sufficient, so that one had to look for other storage spaces. In 1896 the company acquired the 5.75-hectare Horschigschen Stadtgarten about 300 meters away on the other side of Pontestrasse. Plant II was later built on this area. At that time, wood, wheel sets and steel were still stored here. Furthermore, accommodations for coachmen and stables for the work horses were created on the site. Another two years later, the site was again expanded to include the 8.83 hectare area of ​​the Leontinenhof Vorwerk . Thus the property reached up to the Berlin-Görlitzer Railway and a direct, private connection to the state railway tracks became possible. However, the municipal magistrate still had to approve the 300 meter long section of track between Plant I and Plant II across Pontestrasse. This happened after a short time because the old connection via Landskronstrasse and the Brautwiesen was no longer necessary. From 1901 the first completed wagons, pulled by two of the company's own steam storage locomotives , rolled over the new siding to Görlitz station.

On July 12, 1903, on the occasion of the 100th birthday of Johann Christoph Lüders, a bronze monument commissioned at the expense of the stock corporation was unveiled on Christoph-Lüders-Platz (today: Burjan-Platz), which was named after him on June 28 of the same year. The monument showed Lüders on a stone pedestal from the waist up with a scale in one hand and a drawing in the other. A blacksmith with a hammer and anvil stood on a granite plinth in front of him as a sign of recognition for the factory workers.

In the following years, two eleven-meter-deep wells including a water tower were built on the site of Plant II (1906) to cover the increasing water requirements of the trades, as well as new or expanded workshops on the area of ​​Plant I on Hilgerstrasse. A schedule was also drawn up for further expansion of the plant. This included the new construction of the forge including a boiler house in Plant II, the new construction of a woodworking center in Plant II, the new construction and expansion of the iron processing also in Plant II and the conversion of the wheelwright and paint shop in Plant I. The conversion was carried out during the First World War completed, although numerous workers had been drafted for the war. The missing men were initially made up by women, later also by prisoners of war . Also due to the war and the related production of around 3,000 military vehicles, the 1917/18 financial year ended with record sales of around 23.5 million marks .

In 1914 the Verband Deutscher Waggonbaufabriken GmbH (from March 31, 1921: Verein Deutscher Waggonbaufabriken ) was founded, which, in addition to the Görlitzer Waggonbau, all companies from the previous German Wagenbauvereinigung joined. The most important novelty of this association was that it no longer interfered in the distribution of government contracts like its predecessor institution.

On October 22, 1919, at a general meeting, the company's name in Section 1 of the articles of association was changed from a joint-stock company for the manufacture of railway material to Görlitz to Waggonfabrik Görlitz Aktiengesellschaft . However, the new company only produced and sold for a short time.

Waggon- und Maschinenbau AG (WUMAG)

Share over RM 1000 in WUMAG

On January 6, 1921 , the Waggonfabrik Görlitz merged with Görlitzer Maschinenbau AG and Cottbusser Maschinenbau-Anstalt und Eisengießerei AG to form a new joint stock company, which was named Waggon- und Maschinenbau Aktiengesellschaft Görlitz (WUMAG) . The abbreviation was introduced as a registered trademark in September of the same year .

Wagon construction department

The economic downturn did not pass the wagon construction department either. As in previous years, the reasons for this were the overcapacity of the German wagon construction industry, but of course also generally the high inflation and the associated financial difficulties of the Deutsche Reichsbahn, founded in 1920 . In order to strengthen the cooperation between some wagon manufacturers, eight companies - including WUMAG - founded the Eisenbahn-Liefergemeinschaft GmbH (EISLIEG) . EISLIEG was a company that organized the sale of goods manufactured by the eight founding members and the purchase of raw materials and semi-finished products. The company also adopted uniform advertising for all companies and a division of labor between the factories. In 1925, however, it became apparent for WUMAG that the cooperation in EISLIEG would not pay off. WUMAG's exit from the delivery community in December 1925 was the logical consequence.

Hamburg S-Bahn car elT 1624

At the railway technology exhibition in Seddin from June to October 1924, WUMAG still appeared as part of the delivery group and showed, among other things, the new Bernau S-Bahn multiple units for Berlin and the later Reichsbahn series 1589a / b to 1645a / b on its exhibition space for the Hanseatic City of Hamburg, a four-axle 1st class express train car for Romania and Yugoslavia, a two-axle standard compartment car and numerous baggage and freight cars. A new generation of bogies developed by WUMAG - the Görlitz type bogies - was also presented. Bogies of the Görlitz design are still installed in passenger coaches under the same name, but in a more advanced form.

In addition to the production of railway wagons, WUMAG also built “Oekonom” large-area trucks in the 1920s based on the Thilo Kipping patent, as well as buses for the Reichspost . In cooperation with the Kaelble company , commercial road vehicles were developed, including road rolling vehicles for transporting wagons on the road.

The Deutsche Reichsbahn-Gesellschaft (DRG) developed its own plan in 1926 after the seven remaining companies of the Eisenbahn-Liefergemeinschaft GmbH (EISLIEG) tried to bring about a unified management in the wagon building industry in order to secure their sales and to overcome the competition among each other the award of their orders to suppliers. In the same year, the DRG and 30 wagon construction companies signed the Reichsbahn contract on the award of state contracts for five years with the option of extending the contract thereafter. The DRG committed itself to awarding around 90 percent of its wagon construction contracts to the 30 companies that had now merged to form the Deutsche Wagenbau-Vereinigung (DWV) . The distribution of orders among the members of the association was broken down according to a fixed percentage. In 1937, 19 companies still belonged to the association, which set a quota of 6.6% for Görlitz WUMAG. This put Görlitzer Waggonbau in fifth place in the distribution ranking after the United Westdeutsche Waggonbaufabriken AG in Cologne (20.076%), Linke-Hofmann Werke AG in Breslau (14.631%), Waggon- und Maschinenfabrik AG formerly Busch Bautzen (8.757%) and Orenstein & Koppel AG in Berlin (7.184%).

The Flying Hamburger (DR series 877)

In the 1920s and 1930s, the WUMAG wagon construction department focused on the further development of the Görlitz type bogies , the lightweight construction, especially for railcars, and the use of new joining techniques, such as B. the welding technology instead of riveted connections . Examples of the further development in lightweight construction were the model vehicle of a four-axle lightweight express train baggage car “Berlin” from 1941 and the numerous light railcars built in Görlitz. Probably the best-known railcar from Görlitz production is the VT 877 , better known under the name "Flying Hamburger" for city express traffic between Berlin and Hamburg. In addition to baggage, freight and tram cars as well as electric and diesel-powered multiple units, WUMAG designed and built modern double-decker cars for the push- pull train service between Hamburg and Lübeck for the Lübeck-Büchener Eisenbahn (LBE) for the first time in Germany in 1935 . The double-deck car concept was the basis for the development of the double-deck car in the later GDR era.

When the National Socialists came to power in 1933, the new government focused primarily on rearmament and the automobile. The Deutsche Reichsbahn also adjusted its vehicle procurement program in 1939 and from then on ordered more freight wagons for purposes important to the war effort. Shortly thereafter, calls were made to stop the production of passenger cars and to redirect production only to armaments and transport vehicles. But the Deutsche Wagenbau-Vereinigung successfully prevented this. However, the construction of passenger cars was further throttled in the following years. Some passenger cars were used without interior alignment and later as hospital cars. The production of locomotives and freight cars was controlled and directed by state commissions. The special committee for railway wagons was responsible for the construction of the wagons , and its seat moved to Görlitz after the heavy bombing of the Reich capital Berlin. Individual departments of the committee were also located in Bautzen and Niesky . In addition to the construction of new freight wagons, the committee also coordinated the repair work on wagons of all types. The special committee implemented numerous rationalization measures and intervened deeply in the company's production processes. For example, a production line was set up at WUMAG , which enabled 25 stake cars to be output every day .

WUMAG has also manufactured military vehicles since the early 1930s, including all-terrain trucks for the Wehrmacht . Furthermore, as part of the war program, sound measurement, radio, armored personnel carriers and machine gun vehicles, superstructures for ambulances, armored superstructures, special trailers, replacement field vehicles, medical sleds and dock levellers were built. From 1942 onwards, WUMAG built a one-piece road scooter with 12 wheels only on the outside on behalf of the Deutsche Reichsbahn . It had a total length of 8.84 meters and a payload of 40 tons. The wagon construction department was therefore also an important armaments company in the Third Reich.

On September 17, 1941, a fire broke out in the saddlery and paint shop in Plant I, which developed into a major fire. Although all the fire brigades in the city, the wagon construction department and the airfield moved out, depending on the source, between 15 and 17 workers could no longer be rescued from the flames. Another 27 to 33 employees were admitted to the city ​​hospital seriously injured . The cause of the fire could never be finally clarified. There was speculation that sparks from a dragging fan wheel could have ignited the paint mist. However, this could not be proven. A report by the Forensic Institute in Wroclaw at least determined that it could not have been arson. Nevertheless, a supposed culprit was quickly found. The painter Rudolf Hartmann was accused of arson and sentenced to death in the subsequent trial and executed in Breslau on October 21, 1942. The case files have now disappeared. A memorial plaque on the Karl-Marx-Klubhaus commemorated Rudolf Hartmann until its demolition. Today only the red facade on the corner of Teichstraße reminds of the fire. This part of the building was rebuilt after the fire in 1942. The facade broke through the otherwise uniformly red clinker brick facade and has been preserved to this day.

As a result of the Second World War , a large number of workers and employees were drafted into military service, so the jobs had to be increasingly filled with women, deported people from the occupied territories and prisoners of war . The number of German workers fell from 2322 to 1478 from October 1942 to February 1945. The number of forced laborers and prisoners of war rose from 1090 to 1974 in the same period. Initially, most of the prisoners of war from main camp VIII A south of what was then the Görlitz district of Moys were brought to work at the plant on a daily basis. Various sub-camps in the city area followed later. An external warehouse was also set up on the site of WUMAG's Plant II. This satellite camp consisted of seven barracks, in which mainly Soviet prisoners of war and foreign civilians were housed separately from each other. The camp inmates had to live and work under the most unworthy conditions. German employees were not allowed to have contact with the camp inmates.

On May 8, 1945, Soviet troops occupied the city and the factories located there. Colonel Morosow was used as the commandant for the WUMAG works. The German employees of the plants were banned from their workplaces. In Plant I, Soviet workers initially carried out galvanic work. In Plant II, however, tanks of the Soviet military were being repaired. The WUMAG plants were part of the German armaments industry and, according to Soviet orders, had to be dismantled as quickly as possible . The dismantled systems and machines fell under the reparation demands of the Soviet Union and were transported to the east. During the dismantling work there was a major fire in the wheelwright shop on the night of August 7th to 8th, 1945. The Görlitzer firefighters were missing after the war firefighters, but also the appropriate equipment and vehicles. Shortly before the end of the war, the comrades received the order to drive the vehicles to areas further away from the front. Thanks to the quick arrival of the remaining comrades from the city fire brigade, however, the flames could be prevented from spreading to the neighboring paint shop and joinery. The wheelwright's hall burned down completely.

Mechanical engineering department

Just two years after the merger, the company expanded through a further merger with the mechanical engineering establishment, iron foundry and steam boiler factory H. Pauksch AG in Landsberg an der Warthe and the Dresden machine factory and shipyard Uebigau AG.The five companies were now independent departments under the same roof of WUMAG, which from now on had a significantly larger portfolio . The company's program included the construction of ships, excavators , steam engines and turbines, boilers, diesel engines , presses, textile finishing machines, ice and cooling machines, distillery and drying systems as well as rolling stock for the rails. This diversity and sales problems in individual departments during the poor economic situation at the beginning of the 1920s meant that the Landsberg department was sold after the 1926 financial year, the Uebigau department was transferred to an independent stock corporation in 1927 and the Cottbus department was finally sold in 1928.

The low-order period of the global economic crisis from 1929 was consistently used to further develop the range of heat engines so that ultra-modern multi-stage steam turbines with an output of up to 150,000 kW were available. During the Second World War, production was reduced to less than ten pieces per year in favor of war material. A total of 791 stationary steam turbines, six reversible ship main propulsion condensing steam turbines and eleven ship exhaust steam turbines had been delivered by 1945. In addition to steam turbines, parts of the V2 and diesel engines were also manufactured, 500 of which were for German submarines. In addition, up to 49,000 grenades were produced per month.

New beginning after 1945

Spin-off of VEB Waggonbau Görlitz

Coordinates: 51 ° 9 ′ 25 ″  N , 14 ° 58 ′ 7 ″  E

VEB Waggonbau Görlitz - Entrance to Plant II, 1959

Since all board members of the company had left Görlitz, the city initially appointed Otto Schuhknecht and Willi Gerlach as trustees . The two employees, along with around 140 other wagon builders, responded to a request from the city in May, which called on all Görlitzers to report to their traditional businesses. On September 10, 1945, the Soviet command returned Plant I to the German administration. The returning workers began building carts , four-wheeled carts for agriculture, and buckets and coal shovels for local needs. Only at the end of October did work on the first repair orders for rail vehicles of the Reichsbahn begin. In November, the city appointed the previous trustees Schuhknecht and Gerlach as acting heads of wagon construction. Plant I employed 242 workers again in December 1945. Plant II was only handed over to the German administration on January 25 of the following year.

With the resumption of operations in Plant II, the number of employees rose again to 1,500 by the end of 1946. In 1946, mostly two- and four-axle freight cars, but also some passenger cars, were repaired. Furthermore, the Deutsche Post had the rail mail cars of the Oberpostdirektion Berlin repaired in the Görlitz plant. The most significant upheaval came on August 1, 1946, when the two plants were taken over by the Soviet joint-stock company for means of transport . The takeover enabled the provision of 820,000 Reichsmarks. A large part of the money went into new machines and systems. On February 24, 1947, the Soviet company handed over the state-owned company to the representative of the Saxon state government, Alex Horstmann . The Görlitz railway vehicle production in the GDR did not carry on the name and tradition of the old WUMAG. As Deutsche Waggonbau , the company is now part of the Bombardier Group .

→ Main article : Waggonbau Görlitz

Continuation in VEB (WUMAG) Görlitzer Maschinenbau

Permission to resume work

The WUMAG mechanical engineering department on Lutherstrasse was spun off from the company in May 1945 and has been operating independently since then. Permission to resume work in the dismantled plant was granted on November 13, 1945 by the Soviet Military Administration in Germany (SMAD). From around 1950 the company belonged to the newly founded VEB Bergmann-Borsig . The company was renamed GMB Görlitzer Maschinenbau in the 1970s . In addition to the steam turbines, gas turbines and generators were also produced. In a commemorative publication from the 1960s, the traditional line of the old WUMAG was referred to, but was continued as VEB Bergmann-Borsig / Maschinenbau Görlitz, Werk Görlitz from 1975 at the latest . This ended the history of WUMAG in Görlitz.

The Görlitz plant continued, however, and later concentrated on building turbines. It has belonged to Siemens since the fall of the Berlin Wall and is responsible for the construction of small steam turbines within the Siemens Sector Energy division.

WUMAG Hamburg re-founded

The general director of WUMAG, Conrad Geerling , founded a new Wumag in Hamburg after the war. The company was built up with a group of former Görlitz employees. The company's focus was on mechanical engineering. As early as 1953, the new WUMAG had to file for bankruptcy.

→ Main article : WUMAG Hamburg

Subsidiary WUMAG Niederrhein

1958 built rail bus for WUMAG Niederrhein

In 1946 Conrad Geerling met with the General Director of DUEWAG , Ernst Schroeder. It was agreed that his second oldest son, Günther Schroeder, should be brought into the company. After three months of training at WUMAG Hamburg, he took over the representation of the company in Krefeld . The spin-off as WUMAG Niederrhein, Waggon- und Maschinenbau GmbH soon followed . The company still exists today as WUMAG texroll . Mechanical engineering attracted other companies in the branch to Krefeld and had a lasting impact on the city.

The vehicle construction department later gave up the production of railway vehicles and concentrated under the name WUMAG elevant on the construction of truck-mounted aerial work platforms .

→ Main article : WUMAG Niederrhein

Extract from the product range (wagon construction department)

image	designation	annotation	Vehicle adjuster	Years of construction
	AT 3 Wittfeld accumulator railcars		Royal Prussian State Railway	1910-1914
	Tram motor car T24		Berlin tram	1925
	BVG series A		Berlin transport company	1924-1925
	ET 169 type Bernau		German State Railroad Company	1924-1925
	Tram motor car		Tram The Hague	1925
	ET 89 Rübezahl		German State Railroad Company	1926
	ET 168 type Oranienburg		German State Railroad Company	1926
	AT 585-588, AT 591-592		German State Railroad Company	1927
	Tram motor car		Tram Frankfurt (Oder)	1927
	HHA series A		Hamburger Hochbahn	1927–1928, 1940, 1943
	ET 165		German State Railroad Company	1927-1929
	VT 757 to 762		German State Railroad Company	1927-1929
	Tram motor car		Tram Goerlitz	1928
	SVT 877 Flying Hamburger		German State Railroad Company	1932
	VT 137 005–009 and VT 137 036–047 types Berlin, Erfurt, Hanover, Cologne and Wuppertal		German State Railroad Company	1933-1934
	SVT 137 149–152 and SVT 137 242–232 Hamburg type		German State Railroad Company	1935-1936
	Double-deck twin control car		Lübeck-Büchener Railway	1936-1937
	VT 137 288–295 type Ruhr		German Reichsbahn	1938
	VT 137 326–376 type Stettin		German Reichsbahn	1940-1941

literature

• Wolfgang Theurich: 160 years of wagon building in Görlitz . 2nd Edition. EK-Verlag, Freiburg 2009, ISBN 3-88255-564-5 .
• Wolfgang Theurich: Double-deck vehicles from Görlitz - double high, double good . EK-Verlag, Freiburg 2004, ISBN 3-88255-347-2 .
• Waggonbau Görlitz GmbH, Städtische Kunstsammlungen Görlitz (Hrsg.): Görlitz - traditional location for rail vehicle construction . Maxroi Graphics, Görlitz 1995.
• Wilfried Rettig: Görlitz railway junction . Bufe-Fachbuch-Verlag, Egglham 1994, ISBN 3-922138-53-5 , p. 208-215 .
• The German railway system of the present . Volume II. Verlag Reimer Hobbing, Berlin 1911, p. 217-222 .
• Waggon- und Maschinenbau-Gesellschaft mbH (publisher): 25 years of WUMAG Niederrhein . Düsseldorf-Buchdruck, Krefeld September 1973, p. 44 , col. 1 .

Web links

Commons : WUMAG  - collection of images, videos and audio files

• Homepage of Bombardier Transportation
• Further information on the Görlitz double-decker coaches
• Early documents and newspaper articles on wagon and mechanical engineering in Görlitz in the 20th century press kit of the ZBW - Leibniz Information Center for Economics .

Individual evidence

1. ↑ Dr. Ernst Kretzschmar: Johann Christoph Lüders. Biography. (No longer available online.) City of Görlitz, archived from the original on October 15, 2014 ; accessed on January 12, 2015 . 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.   
2. ^ Wolfgang Theurich: 160 years of wagon building in Görlitz . 2009, p. 8 .
3. ↑ ^{a b} The German railway system of the present . Volume II. Verlag Reimar Hobbing , Berlin 1911, p. 217 .
4. ^ Richard Jecht: History of the City of Görlitz, Volume 1, Half Volume 2 . 1st edition. Verlag des Magistrates der Stadt Görlitz, 1934, p. 373 .
5. ^ Ernst Heinz Lemper: Görlitz. A historical topography . 2nd Edition. Oettel-Verlag, Görlitz 2009, ISBN 3-932693-63-9 , p. 158 .
6. ^ Wolfgang Theurich: 160 years of wagon building in Görlitz . 2009, p. 8th f .
7. ^ Wolfgang Theurich: 160 years of wagon building in Görlitz . 2009, p. 9 ff .
8. ^ Wolfgang Theurich: 160 years of wagon building in Görlitz . 2009, p. 12 f .
9. ^ ^{A b} Wolfgang Theurich: 160 years of wagon construction in Görlitz . 2009, p. 13 f .
10. ↑ Rettig, Wilfried: Görlitz railway junction . Bufe-Fachbuch-Verlag, Egglham 1994, ISBN 3-922138-53-5 , p. 208 .
11. ↑ Magistrate zu Görlitz (ed.): Plan of the city u. of the urban district of Görlitz . Goerlitz 1891.
12. ^ ^{A b} Wolfgang Theurich: 160 years of wagon construction in Görlitz . 2009, p. 16 .
13. ^ Wolfgang Theurich: 160 years of wagon building in Görlitz . 2009, p. 20th ff .
14. ^ ^{A b} Wolfgang Theurich: 160 years of wagon construction in Görlitz . 2009, p. 22 .
15. ↑ ^{a b c} Wolfgang Theurich: 160 years of wagon construction in Görlitz . 2009, p. 96 .
16. ↑ ^{a b c} Wolfgang Theurich: 160 years of wagon construction in Görlitz . 2009, p. 98 .
17. ^ Wolfgang Theurich: 160 years of wagon building in Görlitz . 2009, p. 98 ff .
18. ^ Wolfgang Theurich: 160 years of wagon building in Görlitz . 2009, p. 112 ff .
19. ^ ^{A b} Wolfgang Theurich: 160 years of wagon construction in Görlitz . 2009, p. 100, 103 .
20. ^ ^{A b} Wolfgang Theurich: 160 years of wagon construction in Görlitz . 2009, p. 103 .
21. ↑ Ralph Schermann: A devastating fire raged in the wagon construction . In: Sächsische Zeitung - Görlitzer Nachrichten . September 17, 2011, p. 20 .
22. ^ ^{A b} Wolfgang Theurich: 160 years of wagon construction in Görlitz . 2009, p. 155 .
23. ↑ Ralph Schermann: Görlitz mechanical engineering was also an armaments factory . In: Saxon newspaper . February 22, 2006.
24. ^ Wolfgang Theurich: 160 years of wagon building in Görlitz . 2009, p. 157 .
25. ^ Wolfgang Theurich: 160 years of wagon building in Görlitz . 2009, p. 229 .
26. ↑ Gas turbines, steam turbines, generators, thermal water treatment systems . Bergmann-Borsig / Görlitzer Maschinenbau, Berlin / Görlitz 1976, p. 60 (sheets can be opened) .
27. ↑ Hans-Dieter Schwabe: Study on the necessary conditions for an effective use of screen units in the management of production at VEB Bergmann Borsig, Görlitzer Maschinenbau, Görlitz plant . Technical University, Faculty of Socialist Business Administration, Diss. A, Dresden 1975, p. 157 .
28. ↑ WUMAG texroll (1948: The foundation)
29. ↑ ^{a b} WUMAG texroll (1948–1958: The difficult beginning)
30. ↑ “Please click on an Elevanten”  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (PDF; 5.1 MB)