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Truck tran<br />

begin to compete<br />

<strong>Rail</strong>way‘s monopoly in the land transport sector<br />

came to an end between the two World Wars.<br />

In 1931, Deutsche Reichsbahn responded by taking<br />

over <strong>Schenker</strong>, a deal which it kept secret.<br />

Between 1890 and 1925, transport<br />

performance by rail in Germany<br />

trebled from 22.2 to 70 billion tonne-kilometres<br />

(by comparison, in 2008 performance<br />

by <strong>DB</strong> <strong>Schenker</strong> <strong>Rail</strong> amounted to<br />

91.2 billion t-km). However, after the end of<br />

World War I, rail‘s monopoly in the land<br />

transport of freight, which had lasted almost<br />

a hundred years, was gradually drawing to<br />

an end. The invention of the truck was swiftly<br />

followed by innumerable further technical<br />

developments – such as the diesel engine<br />

in 1923 – which made road haulage faster and<br />

cheaper, and consequently a serious competitor<br />

for rail. Between 1925 and 32, the<br />

number of trucks in the German Empire<br />

rose eightfold.<br />

At that time, freight transport accounted<br />

for more than two thirds of the sales of Deutsche<br />

Reichsbahn-Gesellschaft (DRG). As<br />

historian Peter Borscheid comments, “<strong>Rail</strong><br />

was undeniably the main transport mode, a<br />

financially strong symbol of industrialisation<br />

with a comfortable monopoly, a giant that<br />

enjoyed state protection – and one beside<br />

which the individual carriers appeared tiny<br />

and insignificant.”<br />

But the new competition from road transport<br />

meant a noticeable drop in earnings for<br />

Deutsche Reichsbahn as from 1924. The new<br />

with<br />

trucks carried freight from door to door, creating<br />

fierce pressure for Reichsbahn. This<br />

was particularly true in the lucrative part<br />

load sector, which DRG used to cross-subsidise<br />

the transport of bulk goods such as coal,<br />

which had to be carried at low rates imposed<br />

by the government. When the situation became<br />

even worse during the Depression after<br />

1929, Deutsche Reichsbahn demanded<br />

that the government take action to limit<br />

truck transports in favour of rail – a move<br />

which was however initially unsuccessful.<br />

DRG, which had independent management<br />

powers, thereupon acted on its own<br />

initiative and, in February 1931, signed a<br />

36 railways

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