The Planning, Construction and Importance of the Reich Motor Roads
DR. TODT
Inspector-General of the German
Road and Highway System
In order
to form an adequate idea of what has actually been achieved by the National
Socialist Government in their vast road construction programme, it is necessary
to make a brief historical survey of the period following the War and bring some
light to bear on the general conditions prevailing then, and whence National
Socialism sprang into existence. For the construction of the Reich motor roads
must also be judged within the framework of certain other important
undertakings, and the whole idea is due to the personal initiative of Herr
Hitler.
The
general decline which set in as a consequence of the lost war was not confined
to political spheres, but had a really catastrophic effect upon all sections of
German life. Certain faults and weaknesses associated with the German people as
a result of their history were accentuated to an immeasurable extent when the
collapse came. The main contributory factor in this connection was the lack of
unity between the various provinces and parties. After the termination of the
Thirty Years' War which brought dire disaster to Germany, the development of the
German nation was at least 200 years behind that of other countries. Whereas in
England and in France a strong central power could develop, which brought these
nations all the advantages of firm resolution and thought, Germany could never
entirely succeed in making up for the lack of a clear-sighted and broad-minded
national policy, despite all her competency, industry and straightforwardness.
Nevertheless, the German people have always felt a deep longing for unity and
strength, and this desire existed even in difficult times. Finally, it needed a
Bismarck to forge the broken links closer together, and he succeeded in
adjusting the special dynastic interests of the individual States.
But the
influence of the smaller middle-class communities could not be eliminated in a
State which, up to 1918, comprised a number of petty States in which the
denominational cleavage had never ceased to exert its disastrous influence since
the Thirty Years' War. It is true that before the last War, Germany was closely
connected with events of international economic importance, thanks to the
industry of her population, her technical progress, and her scientific
ambitions. But the inner power and clarity of vision displayed by the political
leaders were not in conformity with the outward splendour of the second Reich.
Moreover, the sharp distinction which existed between urgent social problems,
economic liberalism, and the power of traditional conceptions was too great not
to threaten, sooner or later, the outward structure of the Reich.
The
Marxist treason of 1918 brought about the collapse of the State edifice. The
Army, which was the most vivid expression of German national power and unity,
was dismembered. Elements of alien origin were rampant in the political sphere.
The imitation of a democratic form of Government, which did not harmonise at all
with the sentiments and conceptions of the German people as to what a real
democracy is, put the finishing touch to the intellectual confusion, which
culminated in the splitting-up of the people into 40 parties. Particularism
blossomed forth once more and became so powerful that it undermined the last
pillars which held the Reich together.
The German
transportation system also presents a true picture of the nation's political
history. Its development and condition prove that the entire life of a people is
dependent on whether they are able to act in a clever and reasonable manner in
important matters where their destiny is at stake.
The
formation of the German Customs Union in 1833-4 was not only a preliminary step
towards the political unity of the Reich which followed under Bismarck, but also
prepared the way for the wonderful development of the Railway System in Germany.
The actual extension of the German railways went hand-in hand with the
establishment of the German Empire at Versailles in 1871, which brought in its
train a powerful economic revival.
The German
Postal System also owes its development to the Bismarck Government. The same
applies to the German Mercantile Fleet. The old German Hansa, mighty and
magnificent though it may have been at times in its history, had finally to
succumb to its competitors, for the limbs could not live without unity in the
entire body represented by the German nation.
Is it
therefore a matter for wonder that the German transportation system was heavily
hit after the War?
The
pressure from without through the Versailles Treaty, and the disintegration and
paralysing of all forces within, were bound to have an influence on
transportation. The mercantile fleet had to be surrendered, and the railways
were forced to assume heavy war charges. In the period following the World War
the century of the motor-car started, but in Germany, where this marvellous
invention originated, it was hardly noticeable that a new era in mechanical
transportation had commenced. Whereas other countries were able to benefit more
and more from the technical and economic progress of motorisation, Germany,
which had always been ahead in traffic arrangements, remained far behind.
The State
Administration was also unable, because of the number of individual States, to
launch out on an extensive programme for improving traffic conditions.
While in
other countries they had started to adapt the old high-road system to the
requirements of the most modern vehicle, the motor-car, things in Germany
remained much as they were before. Germany was ten years behind the United
States in adopting the modern technique of road construction. But there was no
sign whatever of the systematic extension of the prevailing system or of a
really modern road. Motorists could proceed for perhaps 20 kilometres on a
well-constructed road in some district or other, and when they wanted to reach a
place at some distance they found themselves suddenly on routes which seemed to
remind them of war territory, or which at best were suited for a mail-coach from
the good old times. The bureaucratically-minded governments of the individual
States offered no new ideas and proved quite incapable of pushing matters
forward in order to be in line with the requirements of the age and the
technical progress made. There were 700 Road Construction Offices which worked
side by side in this way, though in many cases it must be said that they worked
against each other. How could a modern road system, which could only meet half
the unceasing progress of the motor-car, emerge under such conditions?
At that
time it was hardly noticed in Germany how from year to year we got further and
further behind in comparison with the United States, Great Britain, France,
Italy, or other countries. The distress and the daily struggle for existence
were so great and the permanent state of uneasiness so pressing that one had
become almost accustomed to a continual drifting state of mind. Whereas in the
United States, Great Britain and France the motor-car factories were working at
top pressure and had thus gained a considerable technical and economic advance,
unemployment in Germany increased terribly.
The
possession of a motor-car was looked upon as a great luxury for rich people, and
Bolshevik class hatred took care that an increase in motorisation and in the
possession of motor-cars should not be looked upon as a natural advance on the
road of progress, but as an occasion for proletarian envy and the spread of
hatred. Such points of view had even managed to affect legislation and the
administration of justice, so that it could be said that there was a hostile
feeling towards the introduction of motor-cars in general.
There was
only one man who thought otherwise in these gloomy times. He was the man who by
day and night motored hundreds of thousands of kilometres along the German
highways. In his indefatigable struggle for Germany's freedom and honour, he
appeared in all parts of the country in order to gather his followers together.
That man was Adolf Hitler! Even in the midst of the most difficult political
conflicts, he found time to deal with all kinds of problems. Amongst these, that
concerning transportation was not the least important. Adolf Hitler was a friend
of the motor-car and thoroughly appreciated its various uses and advantages. No
other man was in a position to gain such practical experience concerning the
motor-car and the road. The distances which he covered by motor-car during the
ten years when he was engaged in his political struggle correspond at least to a
voyage ten times round the globe! With such knowledge of the matter, the idea
occurred to him long ago to launch out on the great schemes, the realisation of
which we have before us to-day in the vast road construction and motorisation
plan.
With the
introduction of railways, the importance of the road decreased from decade to
decade. The value of the high-roads became less and less, not only as a medium
for transportation but also from the military point of view. At the end of the
last century, however, when the motor-car came into its own, its progress was
greatly handicapped, as there were no roads which were even half equipped to
meet the new demands. This applied to the whole world, for nobody had foreseen
the incredible development of the motor-car. Road construction was limited to
very modest attempts, the main object of which seemed to be to keep the roads
more or less free from dust.
The Great
War did for motor traffic what it did for aircraft, and an unprecedented revival
set in. For the first time, the motorisation of transports and supplies was a
decisive factor. Indeed, the employment of masses of motorised columns in the
World War was the first step in practical motorisation. It is only natural,
therefore, that the experiences gained in the War were used for the technical
and economic development of a modern motor-car industry. The United States,
France, Great Britain, and Italy led the way. Only Germany, for the reasons
already given, remained far behind. The development in road construction
suffered the same fate, and only a few of the more progressive States and
municipalities managed to put their roads into good condition, whereas the
others left their roads in a state of sad neglect. The whole business was
characterised by one fundamental error: the lack of legal provisions authorising
the Reich to intervene in the question of road construction. Party strife and
the jealousy animating the various competent authorities made it impossible for
the Reich to pass such a law. Some private companies and associations attempted
in vain to propagate the necessity of modern road construction. The success of
their efforts was confined to narrow limits, and they achieved practically
nothing. Technical progress in road construction, as in the motor-car industry,
was severely handicapped. For the time being, German road construction had to be
restricted to piece-work. In the race between the technical development of motor
vehicles and modern road making, the latter was far behind.
This was
the state of affairs when the Third Reich Was founded in 1933. Immediate
intervention on the part of the State was indispensable if the German
transportation system was to be saved from permanent damage.
The Leader
himself at once took the personal initiative to put the whole system on a
fundamentally new basis. At the opening of the 1933 International Automobile
Exhibition in Berlin only 11 days after taking over the reins of Government, he
announced a reform in the taxes on motor vehicles. The second measure, and one
covering a far greater range, was the Motor Road Law issued on June 27th, 1933,
which the Chancellor, in spite of much opposition, announced in a memorable
speech delivered on May 1st, 1933. This law provided for the formation of an
undertaking known as the Reich Motor Roads, conferring on it the power to
construct and put into operation an efficient system of motor roads.
Simultaneously it was announced that an Inspector-General was to be put in
charge of the German Road System. A few days later, the Leader appointed the
author of this article to that position.
The
subsequent development proceeded at a pace such as has never been witnessed in
Germany before. All the people were extricated from their state of annihilation
and lethargy into which they seemed to have fallen since they lost the War. The
National Socialist revival was showing its effect and all forces were welded
together towards the common aim.
In the
first place, effective legislation was introduced in order to pave the way for
practical work and to eliminate all bureaucratic obstacles. Starting almost at
the bottom of the ladder, work was commenced with courage and fierce energy.
From June to September 1933, feverish preparations were made for the work in
hand. A motor-road system was drafted, with a total length of about 7,000
kilometres, spreading over the entire country and connecting all economic,
cultural and political centres.
As early
as September 23rd, 1933, the Leader in person inaugurated the constructional
work, and made the first cut with the spade at Frankfort-on-Main amid the
enthusiasm of the workmen.
The
planning and the legislation, but above all the rapid and decisive way in which
the construction work was started, caused great surprise in road construction
circles at home and abroad. The German people themselves were no less
astonished. The majority of the experts had imagined that first of all the
existing system of the old highways would have to be extended to comply with the
increasing requirements. The Leader, however, chose the opposite method, and
ordered the construction of a completely new road system. His reason for doing
so was that he foresaw the great traffic, as well as the economic and political
possibilities which such an undertaking would open up for Germany, and indeed
for the whole of Europe. The Leader knew that the construction of a motor-road
system was the most important preliminary for comprehensive motorisation. The
object he had in view was that Germany, which was so many years behind other
countries in this respect, should pursue a course which would make up for
arrears and should be pushed forward by all possible means so as to prepare for
any future development.
After four
years of work on the part of her great National Chancellor, Germany is indeed
the first country in the world where road construction is in advance of the
technical development of motor-vehicle construction. This gives an impulse to
the motor-vehicle industry and traffic development which will outlive the
present generation. It was an event of historical significance that at the
International Motor Show in Berlin in 1937, the Reich motor roads completely
dominated the whole exhibition, and that the whole motor-car industry had to
adapt itself to the achievements which the modern motor roads demand from the
cars. Who would have thought it possible a few years ago that Germany should
possess roads to-day which practically place no limits on the capacity of the
automobile? The relationship between road and car has changed fundamentally.
To-day the motorist in Germany has no cause to complain about the bad condition
of the roads; on the contrary, he is now asking the motor-car industry when it
will be possible to build the car that will be able to make full use of all the
advantages and possibilities which these magnificent roads offer. The great idea
represented by the Reich motor roads was everywhere apparent at the
International Motor-Car and Motor-Cycle Exhibitions of 1937 and 1938. It is
already the guiding principle which controls the constructional development of
the motor-car industry, and applies to vehicles of practically all kinds. This
factor will become more manifest from year to year, as the great Reich Motor
Road System will be extended from year to year and the entire Reich Road System
will be adapted to the ever-increasing motor traffic.
The
appointment of an Inspector-General for the German Road System put a rapid end
to the previous un systematic work of the Road Construction Authorities in the
various States and provinces. In a decree issued on November 30th, 1933, it was
announced that the Inspector-General would be directly under the Reich
Chancellor. By this act on the part of the Government, the roads have again come
under the sovereignty of the Reich, which had not been the case since the time
of the powerful mediaeval Emperors. The construction of the Reich motor roads
will only be fully appreciated when the road construction in the new Germany is
seen as part of the whole comprehensive programme dealing with motorisation,
road construction and the supplies of motor fuel. German motorisation was
preceded by a provision by which newly-manufactured passenger cars were exempted
from the motor-vehicle tax, whilst older vehicles were afforded tax facilities
and replacement parts were free of tax also. The success of this measure was
enormous. The number of licences granted to motor vehicles rose from 104,000 in
1932 to 475,000. The production of motor-cars increased from 51,000 in 1932 to
293,000, whereas the number of persons engaged in the motor industry went up
from 33,000 in 1932 to more than 100,000 in 1937. In the supply and accessory
industries, the number of people employed went up in at least equal proportion.
About the middle of 1932, there were nearly 400,000 passenger motor-cars on the
roads in Germany : now there are about 1,000,000 of them, so that there has been
an increase of 150 per cent. In 1932 there was one motor-car to every 100
inhabitants, whereas in 1936 every 54th inhabitant had his own car. The
following table shows the number of new passenger car licences each year:
1932
41,000
1933
93,000
1934
130,000
1935
185,000
1936
200,000
This means
that the number of licences granted is now five times as large as it was before
Herr Hitler came to power. The number of motor-vehicles of all kinds has long
since exceeded the 2,000,000 mark. The production and sale of motor-trucks also
show an impressive upward trend, the number having risen from about 7,000 in
1932 to roughly 40,000 in the year 1936. The same applies to motor-cycles, where
the number admitted to the roads has risen from 56,000 to 140,000.
Apart from
the administrative and tax measures carried out directly under the supervision
of the Reich Government, it was mainly the execution of the vast Road
Construction Programme which gave a fresh impulse to motorisation. Our road
construction is the best guarantor for our motorisation. In German motor-racing,
the same powerful initiative which is behind all progressive movements, resulted
in a whole series of astonishing international successes, such as had never
before been experienced in the history of German racing. On the motor-tracks
themselves a number of new world records were set up.
The
construction of Reich motor roads is an economic measure, the effect of which is
rarely properly appreciated. This vast undertaking can only be compared with the
construction of the railway system commenced a century ago, which introduced a
new era in traffic and international trade. It took about 70 years to develop
the railway system until it was completed in its main sections, whereas it is
reckoned that it will require about 10 years for the construction of the new
Reich motor roads and putting the entire German road system on a modern footing.
In view of
the vast amount of unemployment which prevailed in Germany before National
Socialism came into power, it goes without saying that the tackling of this
problem was a main consideration in the construction of Reich motor roads.
Through their construction, 130,000 men are directly kept at work on the
building sites. This is when the work is in full operation, which has been the
case since 1935. A further 130,000 men find additional work and their daily
bread in the supplying and consuming industries, that is to say in stone
quarries, cement works, ironmongery working shops, bridge-building plants,
building-machine factories, etc. The increased consumption of foodstuffs and
purchase of clothes by this host of workmen who are again able to earn their own
living is a factor which carries considerable weight. The prosperity of the
building industry largely depends on the season of the year, but in spite of
this the number of workers employed on the Reich motor roads was only cut down
for a period of a few weeks, when frost and ice rendered constructional work
difficult. But even during that short period, 50,000 workmen were kept
constantly employed. The building of the Reich motor roads made it possible for
the first time in Germany to carry out constructional work on a large scale
through the winter months.
In
addition to the construction of the 7,000 kilometres of new motor roads, a
comprehensive road-construction programme will be put into effect for
modernising the former long-distance roads of the various States and provinces,
i.e., the present Reich roads. About 40,000 kilometres of such roads have been
taken over by the Reich, and are either in course of reconstruction or
extension. About 150,000 additional men are directly or indirectly engaged on
this work, so that a grand total of more than 400,000 men who were previously
out of work are now living again under normal conditions. Within the framework
of other important measures undertaken by the National Socialist Government in
its fight against unemployment, the construction of new roads was the first and
foremost, and remains so up to the present day. Unskilled workers, amongst whom
the greatest distress was to be found, formed the majority of those who
re-entered the ranks of the employed thanks to the road-building scheme. About
15,000 of these are trained every year to become road building experts. Modern
road construction requires such workmen in increasing numbers, as the technical
aspect of road-building has continually improved. The consequence is that there
are practically no unemployed trained workers and building assistants, such as
are required for the construction of the Reich motor roads. Thus it happens, for
instance, that workers have to be fetched from the Saar territory for work to be
done in Wurttemberg, and from Saxony to carry out building undertakings in
Franconia. This, of course, means that the number of working camps on the Reich
motor roads, amounting at present to 140, has to be considerably increased.
Through
the measures adopted for the revival of the automobile industry new workers have
been engaged on an extensive scale. As against an approximate number of 60,000
employed in this capacity in 1932, there are now about 200,000 men directly or
indirectly engaged in the construction of motor-vehicles in Germany.
The motor
roads, as a means of providing work, have an essential advantage as compared
with the emergency measures adopted by previous Governments for providing
employment in as far as they do not represent work which is given to tide people
in distress over a certain period, but offer the possibility of regular and
continuous work for a long period.
Hence, the
economic effect of the undertaking is very considerable. A few figures will
serve to illustrate this point. Up to the present (1937) trade has benefited to
the tune of about 1,500,000,000 reichsmarks through the construction of the new
motor roads. It may be assumed that approximately 400,000,000 reichsmarks will
be spent annually on construction work. About 3,600 kilometres, or half the
length of the main system planned, are already in course of construction. The
first 1,000 kilometres were opened to traffic in the autumn of 1936 At the end
of September 1937, 1,553 kilometres were already in operation, and by the end of
this year a total of about 2,000 kilometres will be open to traffic as complete
motor roads. The following are the roads in question:
Hamburg - Bremen
Hamburg - Lübeck
Hanover - Berlin
Berlin - Stettin
Berlin -
Frankfort-on-Oder
Siegburg - Cologne-
Düsseldorf - Duisburg- Reckling-hausen
Giessen -
Frankfort-on-Main - Heidelberg - Karlsruhe
Stuttgart-UIm
Halle – Leipzig –
Bayreuth - Nuremberg
Dresden – Chemnitz -
Jena
Königsberg - Elbing
Breslau - Forst
Munich - Salzburg
(frontier)
As well as
a few smaller sections. With the completion of the Leipzig-Bayreuth-Nuremberg
section, more than one-third of the entire length of the future Reich motor road
from Berlin to Munich has been opened to traffic. Another very important piece
of work performed this year is the continuation of the Reich motor road from
Berlin to Stettin across the River Oder, thus effecting a connection with the
great Baltic main road.
In this
context the Berlin circular road which, when completed, will play a most
prominent part in the traffic system, is especially worthy of mention. A large
section of this highway was opened to traffic this year. That means a direct
connection in the East, via Erkner, between the Stettin section and the Reich
motor road from Berlin to Frankfort-on-Oder, and the development of the Southern
and South-Western portion of the Berlin circular motor road will also be
actively pushed ahead. At the present time, the section from Hanover to the
Western industrial territory, which is of great importance to the capital, is in
course of construction, and when this is completed the construction of the Reich
motor road from Cologne in a southern direction as far as Frankfort-on-Main will
be proceeded with. Further to be mentioned are the Hamburg-Hanover¬Kassel, and
above all the Dresden-Breslau roads as sections on which constructional work has
been started.
The
machinery equipment is more important than any used up to the present for such
an undertaking, and the following are in constant operation:
50,000
tipping waggons
3,000
building engines
1,000
modern building machines
3,000
kilometres of building tracks.
The amount
of soil which has to be moved in performing the work constitutes a record for
all time, and even now it exceeds by far that which was necessary for the
construction of the Panama Canal. The country has received important orders for
bridge and steel constructions, and through the construction of motor roads,
natural stone for the purpose of bridge building has once more come into its
own. We are again building many stone bridges, for experience has shown that
they last longer and are of more pleasing appearance. The Regensburg stone
bridge is 1,000 years old and still carries the heaviest traffic.
The roads
are laid in such a way as to offer the most perfect security from the
constructional and technical standpoints. There is no crossing, no traversing of
rails, no driving through towns or villages, and the departure and arrival
stopping-places are arranged in such a way that the cars gradually enter into
the moving traffic. The most important point of all, however, is that the Reich
motor roads consist of two separate tracks, so that the traffic can only move in
one direction. It is therefore impossible for two vehicles to meet. The only
possibility of contact is when one car overtakes another in the same direction.
This can only lead to an accident in the case of very careless driving, for the
total width of the Reich motor roads is 24 metres. They consist of two tracks,
each of which is 7.50 metres in width, a middle-strip 5 metres wide with trees
and grass, and side footpaths each of which is 2 metres in width. Thanks to the
care bestowed on the construction of the driving-tracks and the special
attention paid to the sub-soil of the road surface, the Reich motor roads have
proved themselves trustworthy in times of frost and when they are slippery.
Already in the winter of 1936-7 a regular service was introduced for strewing
the roads, which of course will be further developed in the coming years. This
will finally mean that every "road master" on the Reich motor roads will have a
sufficient number of motorised vehicles at his disposal to enable him to keep
the sections under his charge in order and free from snow and ice. Apart from
this, the system of signals introduced last winter as a warning against slippery
ice proved of excellent worth. The experience thus acquired will be used for the
further development and perfection of the winter service. Later on, this winter
or signalling service will operate in such a way that every pumping station on
the Reich motor roads and every road master of the Reich motor roads will be
able to tell every driver the exact condition of the section along which he
wishes to proceed. This will be of special use to heavy long-distance
motor-lorry traction.
The
importance of the Reich motor roads judged from the point of view of traffic
policy can best be gauged by considering the fact that out of 50,000 German
towns and villages, only 18,000 have direct railway connection. Despite the fact
that the German railway system is of great density, we have great possibilities
for cars and roads to use the space available and for house-to-house traffic,
which can only be effectively done by motor-car.
In the
whole development of the system, the sapping of energy and strength through an
exaggerated competitive struggle between railway and motor traffic will be
avoided in Germany. The development will be slow and gradual, and will be based
on sound organic principles. It was, therefore, for very good reasons that the
Reich Motor Road Corporation was founded as an affiliation of the German
National Railways. Moreover, since the Leader liberated the latter from the last
fetters of the Versailles Treaty, they are again in full operation in the
service of the Reich and can fulfil their great political and economic tasks
without fear of being checked in their initiative, as is often the case with
private railway companies.
In order
to arrive at a proper adjustment of the German transportation policy, a special
law governing long-distance goods traffic was issued, whereby the overland
motor-lorry services are combined in a special Reich organisation. The
independence of each undertaking is fully protected by the Association. German
traffic policy strives in principle towards the systematic distribution of
traffic between the railway, shipping, motor transport and aircraft, and this in
such a manner that each of these traffic organisations shall discharge the
duties which are best adapted to its special sphere and technical development.
In other words, instead of senseless competition against each other, an
equitable division will be effected, so that each will render of its best. This
policy, which by no means excludes healthy competition, will best serve the
interests of political economy. Within the sphere of these fundamental
principles, a wide field will be open in future for motor transportation in
Germany. For instance, all the possibilities of closer traffic relationship
between the various Works have by no means been exhausted. In this connection,
the erection of new and large industrial production workshops under the
Four-Year Plan is an important factor. The home production of motor fuel from
coal, the erection of important staple fibre factories, the opening-up of
important ore and mineral deposits, and the development of the country's own
food supplies are all measures of far-reaching consequence which would be
unthinkable without a corresponding road construction policy.
Traffic
statistics available up to the present point to the fact that the entire
long-distance traffic on the roads is going over to the Reich motor roads. Their
advantages do not only consist in a saving of time, but also less wear and tear
and a lower consumption of motor fuel. This is of great economic importance, and
apt to be overlooked.
In the
huge undertaking represented by the Reich motor roads, many steps have been
taken towards a solution of the social problem. These measures were symbolic and
were adopted by the entire building trade for its motto. They are, moreover,
entirely in conformity with the conceptions of a National Socialist State.
The motor
road workmen are paid according to tariff, and also receive bonuses formerly
unknown. For those who, on account of the long distance of the building sites
from their dwellings, could not be properly accommodated, lodging-camps were
erected. In addition to clean sleeping-barracks, these camps have special
canteens, with kitchens. The storage rooms are fitted with the most up-to-date
refrigerator apparatus. Hot baths with shower-rooms, steam-heating, etc., are
provided everywhere. To ensure smooth co-operation and cleanliness in these
camps, there are special leaders with a staff of their own. On an average, each
camp accommodates 200 men. The National Socialist Culture and Kraft durch
Freude (Strength through Joy) organisations see to it that the workmen get
plenty of change and entertainment. There are a stage of strolling players with
good artists and an excellent programme, touring cinemas, sports requisites,
libraries, newspapers and games for every camp. The price of meals is kept at
the lowest level, and the workman gets everything he wants at cost price. Those
who are injured by accident are sent to the best and most up-to-date hospital in
Germany, at Hohenlychen.
The State
and the building contractors work hand in hand, and it is a point of honour with
them to make the lives of the Reich motor road workers better and more
beautiful. Married workers get a free railway pass in order to go home for
week-ends, and the wife of the worker has the assurance that part of her
husband's wages will be placed to her account or directly remitted to her. This
is a much better arrangement than the previous ones, when it frequently
happened, especially in the building-trade, that the man spent his entire weekly
wages on drink, leaving his wife without a penny. In any event, constant efforts
are being made to render the life of a building labourer, which is a hard one,
easier and more comfortable. Unemployment is no longer a factor as far as the
motor road organisation is concerned. Indeed, it can be said that unemployment
in Germany to all intents and purposes has been eliminated. "Where can we be
sure of finding the necessary workmen for building the motor roads?" That is the
question now asked.
In the
drafting of the scheme, the motor road authorities attached the greatest
importance to the fact that the roads should be absolutely adapted to the German
landscape. It is to their everlasting credit that they are pioneers in the Third
Reich in as far as they have built not only useful motor-car roads, but above
all beautiful ones. Their endeavour, in the construction of this gigantic road
system, to perform something of real value, has made us recognise that beautiful
roads are not more expensive than unattractive ones, and that a perfectly and
beautifully built road is at the same time really the best and most serviceable.
The lay-out of the roads, which absolutely fits in with the surrounding
landscape, is the best, and a beautiful highway attracts traffic like a magnet.
It is a
fundamental error to imagine that the roads present the appearance of endless
dreary racing-tracks. In all parts of our German homeland where work is being
done on the roads, efforts are being made to avoid the errors committed in the
last century, when the construction of railways was planned without paying due
consideration to other factors. From the very outset the aim has been to build
this huge network of roads not only with the mathematical instruments of the
real builder, but also with artistic feeling and a love of Nature and her
soothing influence.
The deeper
and spiritual movement of the National Socialist revolution, which signifies a
psychic and cultural renovation of the German citizen, is plainly detectable in
this undertaking. The white ribbons of the motor roads are carefully embedded in
the landscape, and their lay-out is harmoniously adapted to them. Wherever large
viaducts or similar structures are necessary, the same zeal has been shown to
combine what is technically serviceable with the special features of the German
landscape. These efforts to make out of Nature and technique one perfect unit
characterise the work of the Reich motor roads as one of great importance and
one which covers the greatest range. Technique and art, nature and life are to
take on a new form as a result of this creative spirit. This is a task the
immensity of which can only be appreciated by those who understand what the
harmony of these things means to our people, and indeed to the whole world.
We can
state with pride that the adaptability of the Reich motor roads to the German
landscape has already been achieved on a large scale, and is tending more and
more in this direction. The roads rank not only among the most modern, but also
among the most beautiful
ones in
the world.
The new
roads lend a new character to the German landscape. The open stretched lines
which pass through the landscape force the eye to follow their direction and the
starting-place and destination are more clearly marked. German men and women
will see these roads and the vastness of the scene will help them to think on
broader lines than was heretofore possible. This is a matter of extreme
importance, and the roads built by Herr Hitler represent the most vivid
expression of the unshakable unity of the Reich.
The great
importance of the Reich motor roads has long since been recognised in foreign
countries. The great achievements and efforts made by the Third Reich in the
sphere of road construction were fully appreciated at the VIIth International
Road Congress (1934) held in Munich and Berlin, and at the IInd International
Congress for Bridges and Overground Structures (1936) held in Berlin. An
official resolution of the Road Congress stated that the construction and
planning of the German motor roads is exemplary and the press of all large
countries has nothing but praise for the work accomplished. Numerous foreign
visitors have come to Germany for the express purpose of inspecting the motor
roads, and the number of foreign cars in Germany is continually on the increase.
Road
construction in Europe means closer and more rapid communications. The building
of modern roads for the purpose of rapid transport is being discussed in nearly
all countries, and in some cases Germany is taken as an example. Even in
countries where such is not the case, as for instance in France, they are
adopting the German word autobahn (motor-track) for similar projects. New
road-construction plans are considered in Denmark, Belgium, Holland, Austria and
Poland. Germany has made an agreement with Italy to establish motor road
connection between Berlin and Rome. We may safely say that the German initiative
in road construction has caused quite a lively sensation everywhere.
In
September 1937, a special British delegation ("German Roads Delegation") paid a
visit to this country to study our new motor highway system. We are sincerely
glad to see that our efforts met with the approval of our visitors; and the
farewell speech delivered by Lord Wolmer in the Gürzenich building, Cologne,
will always be remembered by us with much pleasure. The German suggestion, he
said, that Germany's road system should be studied by British experts had been
received with great interest. He referred to the delegation headed by him as the
most representative unofficial body of Englishmen that has ever visited Germany.
It consisted of 225 members of Parliament and representatives of the British
road-making and motor-car industries. Although British traffic problems are
different from the German ones, the members of the delegation have been able,
Lord Wolmer said, to collect many valuable impressions and suggestions. These
have meanwhile been summarised in a comprehensive report. We are proud of the
complimentary remarks it contains on the safety of the traffic on our motor
high-roads and are highly gratified to see that the adoption of the German
system by Great Britain is recommended. ("We recommend that the principle of the
motor-way system be adopted in Great Britain".) The advantages of our system are
considered so great that it is described as desirable to make an immediate start
with its introduction. (" ... an immediate beginning should be made with those
lengths of the national plan which are urgently required to relieve the pressure
of traffic on the existing roads, and to reduce the risk of accidents.") Since
then it has been possible further to strengthen the relations so happily
inaugurated between German and British road experts. Future visits have already
been arranged, including one by Professor elements, who occupies the chair for
road-making in the University of London, and who intends to visit us with his
students in the summer of 1938. Before concluding this article, I wish to
express my cordial thanks for the welcome which was accorded to the delegation
of road experts headed by me when we visited Great Britain in November 1937. The
German road system is certain to derive great benefit from the opportunities we
had of studying London's traffic problems and from the talks I had with British
experts, notably with Dr. Burgin, the Minister of Transport.
Germany will be very happy if the construction of her motor roads is viewed in
the light of what it really represents, that is to say as an achievement in the
domain of European civilization. If all Europe could become engaged in such
peaceful work, there would be enough to do for 20 or 50 years. Literally and
figuratively speaking, it would bring the nations closer together, and that
would be the greatest achievement which technical progress could claim in the
twentieth century.
