Transportation Capabilities in Northwest France
Cited in "Third US Army, vol. II, Staff Section Reports, After Action Reports 1 August 1944 to 9 May 1945".
This report is part of the Allied pre-invasion intelligence work.
Area |
Description |
Road |
Railway |
Waterway |
Cross-country |
1 |
SW and west Coastal strip of Brittany |
Good |
Good |
Poor |
Difficult |
2 |
North Coastal strip of Brittany |
Good |
Good |
Poor |
Difficult |
3 |
Central Highlands of Breton Peninsula |
Good |
Good |
Poor |
Fair |
4 |
Cotentin Peninsula |
Excellent |
Excellent |
Poor |
Fair |
5 |
Rennes Basin |
Excellent |
Excellent |
Poor |
Good |
6 |
Norman Bocage |
|
|
|
|
7 |
Hilly country South of Rennes Basin |
Excellent |
Excellent |
Good |
Good |
8 |
Loire River Basin |
Excellent |
Excellent |
Good |
Good |
9 |
Paris Basin |
Excellent |
Excellent |
Good |
Excellent |
1. GENERAL.
The German defense system in France consists of a strongly defended coastal crust supported by mobile divisions disposed, at fairly regular intervals some twenty miles inland, around centers of communication. In the event of threat to a particular area, one or more of these reserve divisions could be quickly employed. Wherever possible, known German plans call for mobile reinforcements to use road nets, on some of which it is known the Germans have high maintenance priorities. But for tracked vehicles at distances greater than 120 miles, German plans provide for rail movement and for this purpose they have developed an elaborate railway program.
2. GERMAN TROOP MOVEMENTS BY RAIL.
a. Types of Troop Trains.
German troop movements by rail are generally made in standard trains whose compositions rarely vary. Enemy regulations prescribe that troop trains should not exceed 550 meters in length or 850 tons in weight. There are two basic types of standard German military trains:
"I" train (INFANTERIEZUG), designed to carry two infantry companies or their equivalent.
"K" train (KANONENZUG), designed to carry two artillery batteries (mechanized), a tank company or the equivalent.
In addition to the standard types, the Germans sometimes set up trains to meet special requirements. These are known by the letter "S.' (SONDERZUG). But, recently, even the "S" train has tended to have a fixed composition. This has taken two main forms, designated by the letters "Spl" and "Sps." The former is intended to carry exceptionally wide vehicles (e.g. Tiger tanks), and the latter exceptionally long vehicles. Owing to the particularly heavy loads these trains carry their total length is considerably shorter than that of the "I" or "K" trains, in order to conform to the maximum lead regulations.
The standard composition for German troop trains is as follows:
KTR | ITR | *SP. TR. | |
Caboose | 1 | 1 | 1 |
Flatcars | 40 | 23 | 26 |
Flak cars | 2 | 2 | 1 |
Covered cars | 8 | 28 | 4 |
High sided boxcar | 0 | 0 | 1 |
Total | 51 | 54 | 33 |
*Sp. - Special (Medium) Tank Train.
Generally it is estimated that between 70 and 90 trains are required to carry a fully equipped German infantry, motorized or armored division. This figure, however, varies directly with the T/O & E of the unit being moved, and is probably slightly high in view of the reduced strength of the present-day German division. More definite figures can be given for the requirements of units in the West (France, Belgium. Holland). A six battalion division requires 40 to 50 trains, e mobile reserve division 20 to 50, and a single infantry regiment of three battalions from 11 to 14 trains.
It is significant that the number of empty German standard troop trains kept in reserve in France has steadily risen during the lost four months. From May to November,1943, the number held in reserve remained fairly steady at around 270 trains. In December the number rose to 300; January to 310; February to 360, and in March to 380. An interesting fact is that the reserves of empty troop trains, as listed in the daily French Railway Situation Reports, do not appear to vary appreciably during the course of large German troop movements. This cou1d indicate that there is an immediate replacement of troop trains, and that their number is never allowed to fall below a certain level. The most recent average (1 April l9~I) of 360 trains could carry approximately six nine-battalion divisions.
c. Movement Timetables.
A study of the available data of known German troop movements and from what is known of German preparations for emergency movements, suggests the following conclusions on the probable rates and timings of rail movements in an emergency:
Time to collect trains from receipt of the order to move | 6 hrs minimum. |
Loading time | 4 hrs maximum. |
Unloading time | 3 hours. |
Speed | 20 MPH. |
Maximum rate per 24 hrs per main line | 48 trains. |
Note: Source for above is Third US Army, vol. II, Staff Section Reports, After Action Reports 1 August, 1944 to 9 May. 1945, G-2 Section, pg 13,14