Berlin,
February 17, 1939
For the seventh time, I have the pleasure of
opening an exhibition which affords us insight not only into the workings of
one of the most important branches of industry in our country, but also of a
large part of the world.
Within the framework of the Four-Year Plan, we sought to free motorization
in Germany from dependence on factors abroad and to establish our own
independent raw material base. After only a few years, the results of this
effort may today already be called gigantic. In part, they have led to
overwhelming new inventions whose superiority renders it unnecessary to use raw
materials formerly [involved in the production process], even should they be
abundantly available once more in the future.
In an overview of these facts, which in themselves reveal to us the
greatness of the results attained, we note the striking evidence of the
gigantic increase in production, the extraordinary rise in exports, the
lowering of prices for certain models of automobiles and motorcycles, and above
all, the excellent work in detail. I open an exhibition today which will
splendidly demonstrate these achievements. In spite of this, along with a few
smaller tasks and current problems, there remain great tasks yet to be
accomplished:
1. It was understandable that, in times of grave concern for sales, each
individual firm, more or less nervously, tried to scan the market and its
requirements. Hence, as I already pointed out in my last speech, each firm
seized that model which apparently held the greatest promise, without
considering how many other factories were already involved with this particular
model, or the potential size of the series already in production at any one
factory. The resulting competition precluded a potential decrease in prices for
certain models. Furthermore, it was understandable that, under the
circumstances, a relentless competition for customers ensued which led to an exaggeration
of the mechanical element. This meant the incorporation of any type of
innovation in the car, no matter how insignificant its practical application,
simply because of the belief that one had to oblige a highly selective
customer.
The conditions which led to this technically and economically undesirable
phenomenon no longer exist today. It is less the task of today’s German
automobile industry to seek potential customers than to satisfy the demands of
existing customers. The demand for automobiles is overwhelming. The following
are necessary in order to satisfy this demand:
a) Lower prices. This is possible in the long run only if one instills
order in the types of models produced. This means that individual firms must
achieve a consensus on the type of models to be produced and restrict the
overall number of models. Indeed, there must be a simplification of the
production program to very few models. It is crucial to augment the total
production of automobiles instead of increasing the number of models offered.
The multitude of these would ultimately lead to a splintering off into an
infinity of models, encumbering the production process and possibly lowering
total output.
b) Justice can be done to this call for lower prices only if the weight of
cars, particularly of those in mass production, is significantly lowered. Every
kilogram of steel needlessly tacked onto an automobile not only raises its
costs and its retail price, but also maintenance expenditures. This in turn
leads to more gas being used up, tires wearing out more quickly, and street
surfaces needing more frequent replacement. Moreover, a 3,000-kilogram
automobile performs no better than one in a 2,000-kilogram category, but
needlessly taxes the raw materials at our disposal. Two cars in such a heavy
weight class simply rob us of the materials needed to produce a third one.
I do understand that, in the end, the industry was not capable of arriving
at such an ordering of its production on its own. Therefore, I appointed
Colonel von Schell as plenipotentiary to see to
these tasks being carried out. He is presently issuing binding directives to
all appropriate offices within the framework of the Four-Year Plan. His
activities have already resulted in exceptional results and hold great promise.
He will be in a position to account for his activities for the first time at
the 1940 exhibition. The resulting further decline
in prices for our automobile industry will undoubtedly have a positive effect
on exports.
2. Let the new Volkswagen represent an enormous, real avowal of these
principles. All those concerned are called on to devote the greatest energy to
press forward the construction of its factory. I sincerely rejoice in being
able to afford you a glance at the car for the first time in this exhibition.
The Volkswagen’s ingenious designer has bestowed an object of extraordinary
value on the German Volk and the German economy. It is up to us now to
persevere in our efforts to shortly begin mass production of this car.
3. The pending increase in the flow of motorized traffic, due to the
Volkswagen and the introduction of a series of low-price trucks, now forces us
to take steps necessary to ensure traffic safety. In a period of six years, the
German Volk sacrifices nearly as many men to automobile-related accidents as it
did in the Franco-Prussian War of 1870–71. This cannot be tolerated. Though the
beneficial cooperation of State and Party offices, and the deployment of
traffic police and NSKK patrols has already brought some relief, these results
can neither be regarded as satisfactory nor can the situation be regarded as
tolerable.
Above all, there are certain principles and duties all those who
participate in traffic on German roads must be aware of: When someone causes an
accident today, whether he be the engineer or the switchman, then the
responsible party will be regarded as an unscrupulous criminal who is
indifferent to the life of his contemporaries, and he will be punished
accordingly. The driver of a private vehicle bears similar responsibility not
only regarding his own life, to which he may be indifferent or which may be of
little value, but for that of other participants in traffic.
Whoever nonchalantly endangers these lives acts in a criminal manner and
without any scruples.
Those who cause the nation to lose 7,000 men annually, in addition to
imparting to it the care of 30,000 to 40,000 injured, are parasites on the
Volk.
They act irresponsibly. They shall be punished as a matter of course,
provided they do not escape the Volksgemeinschaft’s wrath by dying themselves.
It is truly not an art to drive fast and to endanger the lives of others.
Rather it is a great art to drive safely, i.e. carefully. Lack of caution
coupled with high speed is the most common cause of automobile crashes. And it
is discouraging to realize that the majority of those driving could easily
spare the extra ten, twenty, or even thirty minutes which, at best, they can
hope to save by their insane reckless driving (Wahnsinnsraserei), even
on long stretches.
This constitutes a call for all those involved in the training of our
drivers.
One should point out that the new roads in Germany, especially the
Autobahn, distinguish themselves in allowing for a high average speed, although
peak speeds may well be relatively low. The Reichsautobahnen were not built, as
many mistakenly believe, for a speed of 120 to 140 kilometers per hour, but
rather for an average, let us say, of eighty kilometers. This is easily
obtained by driving at a near-constant speed. In the end, this speed over long
distances far exceeds that of even our most rapid trains.
Speaking on a matter of principle, it is indeed un-National-Socialist
behavior to be inconsiderate towards other Volksgenossen. At this point, I
would like to say today that I expect, in particular of representatives of
National Socialist institutions, that, in this realm as well, what otherwise
would be mere lip service to the Volksgemeinschaft, will become a matter of
course for them. Besides, in the context of our national supply of raw
materials, it is absolutely senseless to drive at speeds which increase the
rate at which tires need replacement twice or even three or four times.
Naturally, these speeds also cause an uneconomical fuel consumption. In general,
our race cars and their drivers set speeds and records for performance, as do
others who promote motorization. They do not need the support of more or less
talented amateur drivers. Consideration for one’s fellow man should have
priority for all those on our streets; otherwise they cannot expect the
Volksgemeinschaft or the state to show consideration to them. All of us should
unite to make our country not only the one with the greatest traffic density,
but also the one where traffic is the safest. In the interest of maintaining
this traffic safety, the state stands determined to mercilessly destroy and
exterminate those criminal elements which set up road traps and rob taxi
drivers, and commit murder.
I wish to take advantage of today’s occasion to thank all those who have
not only contributed to the domestic significance of the German automobile and
motorcycle industry, but also to its renown worldwide: the businessmen for
their enterprising spirit; inventors, engineers, and technicians for their ingenuity;
and masters of their trade and laborers for their astounding achievements. The
German Volk today can justly be proud of the marvels of an industry which once
took its first, gingerly steps toward practical application in this country.
In this spirit, I hereby declare the 1939 International Automobile and
Motorcycle Exhibition in Berlin open to the public.
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