PROVISIOnAL IRTELLIOSKCE REPORT
TflE VOLUME AND NATURE OF INLAND WATER TRAFFIC IR TEE USSR
CIA/RRORR3
CIA HISTORICAL RB/iEV/ PROGRAM RELEASE AS8
HQTICE
The data and con:luaiona contained In this report do not necessary represent the final position of ORR and should ba regarded as provisional only end subject to revision. Additional data or comments which may be available to the user are solicited.
WARNING
T3IS DOCUMENT CONTAINS INFORMATION AFFECTING TBE NATIONAL DEFENSE OF TflE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE LAW,SC,, THE TRANS-KlSSIOtf OR REVELATION OF WHICH IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
DOCUMENTNO.
CENTRAL INTELLIGENCE AGENCY NO CHANGESS.
OCCLASSIFlCi
Office of Research end
date: fcgaewevft
I.
II. Capabilities of the Soviet Inland Water Fleet
and Quality. .
Quality
a. Physical Condition. .
Regional Capacities of Fleet and Port
Fleet
Probable
a.
lj13
*
b.
III. Soviet lalsnd Shipping.
end.
Routes and Systems.
Onoga System (Central European
(White Sea) Canal (Wortbarn European
Marilnekiy System (Northern European
Basin)
h. northern Dvina River System (northern European
Western Dvina Rlvor (northern European
Volga-Okn-Kaics-MOEkva River System (Central
European
Dnestr River System (Southern European
Dnepr River and Dnepr-Bus Canal System
(Southern European Basin)
River (Southern European
Dar'ya River-Lake Aral Syatem
(Eastern European Basin)
River System
(Eastern (Siberia) Basin)
River Syetea
(Eastern (Siberia) Basin)
ena Biver System (Eastern (Siberia)a. Kolyma River System (Eastern (Siberia) Ban
River System
(Eastern (Siberia) Basin)
I. Lenin Volga-Don Ship Canal (Southern
European
River (Southern European.
IV. Significance of Inland Water Traffic to the Economy
of the USSR
9
19
22
4
5
8 2Q
29
0
Appendix A. Soviet River Traffic: Principal Cargoes in Selected
Porta
B.
C.
in Intelligence
D.
and Evaluation of Sourcea
1. Volume Of Soviet Inland Water Transport (including Towed
k
a. Site of tba Soviet Inland Water Fleet, Selected Tears,
5
3. Distribution of the Soviet Inland Water Fleet Capacity
by Booi'i Fourth Five Tear Plan, 9
Ii. Estimate* Dally Cargo Capacityiver Ports in the USSR,
11
of Covlet Inland Water Traffic, Selected3
to 12
Of Soviet Inland Water Traffic by Basin,
0 16
Commodities Transported by the Soviet Inland Water
0 17
Transfer Points for Soviet Inland Water 33
CIA/4tR PK-36
(ORR)
THE VOLUME ATP HATUKK OF IFLAflD WATER TRAFFIC IB THE USSR*
Summary
The Soviet inland water fleet is estimated to compriseelf-propelled vessels (passenger ships, freighters, and tugs) totalingillion horsepower0 non-self-propelled vessels (barges and lighters)otal capacityetric tons. The severe losses of World War II have been more than overcome, and the fleet is considerably larger than it was before the war. Reparations from the Satellites, especially from Bast Germany, and an extensive domesticprogram are largely responsible for the rapid recovery of the fleet.
The Soviet inland water fleet is estimated to be in fair condition. Although barges in the fleet generally range from small craft ofetric tons, units up0 metric tone are reported to be in use on some of tbe large rivers. Tugs used range uporsepower on the large waterways and fromorsepower on smaller routes. Technical developments in ship construction, including serial construction and the use of steel rather than wood for construction, have contributed to Increased fleet efficiency. Considerable attention is being given to improving communications for vessel dispatching and control, which appear to be very inefficient.
The Soviet inland water fleet is expected to continue to increase in size and quality during the next few years, but the increase will be fairly slow. The self-propelled fleet is expected to expand at the rate ofercent,00 horsepower, annually. Barge capacity is expected to increase fromoercent, oretric tons, annually.
The performance of the Soviet inland water fleet is apparently very poor. For example,hips of the Volga Freight Ship Line were8 percent of the time. Poor work organization and poor oaru'^emont at ports and wharves appear to be major factors in theoperations of the inland water fleet.
fhls report contains information available as of
Toe area from the Polish border east througti the Volga system bccouoU for tbe bulk of tbe Soviet inland water fleet. The planned distribution0 allocated to that areaercent of the horsepower of the self-propelled fleet andercent of toe tonnage capacity of tbe nco-self-prcpclled fleet. Within that area the largest single concentration is found lo the Central European Basin.*
The USSR possesses an excellent network of inland water ports. There are at leastorts whose sice, location, or traffic classify them ss of significance to Soviet Inland water traffic. Ports of major importance arc scattered throughout the USSR, but thereoncentration in the area west of Astrakhan'. Despite the fact that this area comprloea leas thanercent of all Soviet territory,f the major ports are went of Astrakhan'. About one-fourth of all the important ports are located on tho Volga system (the Moscow Ccnal and the Volga, the Oka, the Kama, and the Moskva rivers).
0 the ports In the Central European Basin accounted forof all1 craters of traffic handled by the Soviet inlandthe Horthorn European Basin accounted forercent;(Siberia) Basin, coaprlolng the are* east of tbe Orals andthird ia capacity, accounted for2 percent; andBircaeai; Basin, which lo mostly around the Black Sea, withcapacity of ell, accounted forercent. Data oncapacity of individual ports are not available, but tbetoe Rivsr Fleet (Olmwcdput') has statediveretric tons of cargo, that 26
etric tono, and thatorts handleoctrlc tcr>9.
It le eetimated that the volume of traffic carried by the Soviet inland water system1illion metric tooo, orillion ton-kilometers. Traffic? van expected to totalillion metric tons, or aboutillion ton-kilooetera.
Soviet inland water traffic coooloto primarily of bulk cargoes. The major item of traffic ia lumber, which lo usually towed in rafte but which alsoarge portion of barge traffic. Other important barge cargoes ore building materials, petroleum, grain, coal, and salt. Although rjv-re arc numerous inland water routes and oyoteme In tbe USSB, onlyre of ma.or importance.
erm used to describe an area drainedroup of rlveroontiguous geographic area.
A significant measure of the value of inland water transport to the USSR lies In the great emphasis which the Soviet government itself presently places on river traffic, as seen fromtent of restoration and construction programs.
X. Introduction.
i
Inland water transport is of considerable importance in the USSR today and was even more so ln the days of the Tsarist regime. Before the advent of railroads, the rivers, seas, and lakes were virtually the sole Inland transport routes for domestic traffic and, at the same time, furnished routes to ocean ports for export cargoes.
The advent and expansion of the railroads changed this almost total dependence on water transport. The shift was fairly gradual, however, end3 inland water traffic7 million metric tons and still accounted for the transportation of nearlyercent) of all domestic freight.
* Footnote references in arable nuasrolo are to sources listed in Appendix v.
ollows.
The Russian Revolution, with its widespreed destruction of the inland water fleet and the Soviet policy of moving industry into the interior 'largely deficient in riverecelerated the participation of water transport in Soviet domestic traffic. 8 the share of inland water transport in domestic traffic declined5 percent and27 percent and on downward, soresent Inland watercarries onlyoercent of all domestic freight. (This trend in the volume of inland water traffic le shown in
Tabic 1
Volune of'titer Transport (including Itowsd
6
2
Tons (Mllllone.)
Ton-Kiloaetcrc (BIIHnnB)
/
/
6 W
on the basis of data alioun.
from Soviet rail data andaul reported from river transport. XhJ
ton-kllcmctors0 divided byof haul in river transport planned
II Capabilities of the Soviet Inland Water Fleet. A- Size and Quality. 1. Size.
There is little reliable or detailed information on theof the Soviet inland water fleet. The USSR boo issued nofleet atatiaticflumber of years, and estimates must necessarily depend upon Western interpretations of deliberately vague Soviet data. resents the best available statistics on the size of the Soviet inland water fleet. The two types of vessels considered are (e) self-propelled vessels (passenger ships, freighters, and tugs) end (b) non-self-propelled vessels (barges and lighters). The number of self-propelled barges in the USSR is negligible.
Table 2
Size of the Soviet Inland Hater Fleet Selected32
Vessels
Vessels
9?
/
/
Eorscpower
/
fluuber
ii2/
Capacity (Metric Tons)
/
OQJ
r estimate,
R estimate, based on data given-
B estimate, on basis of Soviet6 metric tons)
for overage barge capacity. 2kJ
It is apparent fromhat the losses of World War II have been recouped. The number of self-propelled vessels is double thatnd tbe horsepower of the self-propelled fleet Isore than The number of non-self-propelled vessels Is nearly one-fifth greater than Carrying capacity Is, however, slightly less thanrobably because of the lossarge number of bargee on the Volga system during the war-
The progress toward rehabilitation and expansion of tbe Soviet inland water fleet Is all the more remarkable In view of the devastation suffered during the war. The exact extent of such destruction has never been ascertained, but the Ministry of the River Fleet (Glawodpuf) has stated that the USSRelf-propelled vesselson-self-propelled vessels.It should be noted, however, that the rapid recovery of the fleet inventory has been brought about as much byfrom the Satellites, especially from East Germany, and by an extensive domestic salvaging program as it has by postwar construction in Soviet
2. Quality.
a- Physical.Condition.
Soviet Inland water fleet is considered to be in fair condition. Although many units are In poor condition, considerable effort has been made since the end of World War II to Improve both the fleet and its operating efficiency. Information Is available on the general characteristics of the two main types of river craft, barges and tugo. It is known that most Volga River barges, tankers aa well as dry-cargo barges, rangeetric tons. Although someon) tankers are in use,-on barges are commonly used on the large rivers, most barges range frometric tons and have an average drafteters. Tugs used on the large waterways rense uporsepower and are either screw-propelled or poddle-wheel-prcpelled. On other waterways, tugs range fromorsepower and are mostly peddle-wheel-propelled. hallow-draft, twin-screw type is being developed.) Most freight and passenger boats used on Sovieterend many are
The age of the Soviet Inland water fleetajor factor contributing to its present unsatisfactory status. or example,ercent of aU tugs were overears old. Barges are also well beyond the point of operating efficiency. 0 percent of allhe Soviet Far Bast were overears old, and those in Siberia were undoubtedly much
Since the end of World War II, considerable effort hoe been expended to coderolze the fleet and to Improve its operations. Soviet sources report numerous technical developments in recent years which cut costs in all aspects of river transport. Technical developments in construction hove greatly increased bargo carrying capacities. One technical development is the trend toward the use of steel Instead of the more commonly used wood construction methods. Serial construction of single types of veseels has resulted in uppercent reductions in costs of construction. Oreater cost reductions are forecastesult of the expansion of modern continuous-production methods. Electric welding has resulted-percent saving 'of metal in tbe construction of steel vessels as compared with old-style riveted/ Thereduced weight end bulk of vessels has mcde it possible to convertrapidly from paddel wheels to acrvw propuliica. with toe result thai al percent of allvessels built during the lestears have screw propellers. Paddle-wheel units are, however, extensively used, especially in shallow waters. The new,orsepcwer paddle-wheel tugs are claimed to exceed the beat European and Soviet types byoercent in cargo
The Increasing use of Internal-cceibuatioo engines hasin considerable savings in operating costs;ercent of the total number of vessels are reported to bo of this type. These compact engines have made possible special fleets of small vessels which are suitable for shallow rivers.
The use of modern dlesels in place of oil-burning steam engines has resulted in uppercent reductions in fuel consumption-On lines where steam engines are employed, the useew type of unit with higher pressure, with water-tube hollers, and with more up-to-date auxiliary mechanisms has also made it possible to reduce fuel consumption considerably.
It appears that considerable attention is being given to Improved ccmmunlcation between vessels and dispatching and control points, aa well as between individual vessels. Ships In the Western regions are being equipped with two-way radios. Complaints of poor operations, however. Indicate that equipment is not being used very Until recently there was no organized training of radio operator specialists, and many ships' radio stations were idle becauseack of trained in some cases, ship linos have given short training courses to radio operators, but these courses ore not at all adequate. Ship-to-ohore communications arc in the experimental otnge and are carried out very According to the schedule approved by the Main Admlnlotratlm
of Ccamunlcatlooshoro radio stations on the Volga and Kama rivers work on different schedules. For example, at Astrakhan' the radio: hours daily, but the station up the Volga at Saratov is active only four times dally for periodsour. At Kuybyshev the station is open all during the day but for onlyinutes an hour at night. All shore stations operate on different wave lengths, and each has its own operating procedures and methods of radio traffic.
Part of the reason for confusion in radio communications Is that operating procedures are decided by individual ship lines according to their own interests. For example, each ship line setsadiowithin tho area of its activity to satisfy its own requirements without coordinating He work with the needs of other
b. Operations.
The performance of the Soviet Inland water fleet la apparently very poor. For example, during0 season, the Main Administration ofver Fleet of the Central Basins (Olavtsentroflot) did not organise operations properly, and tbe layover time of the freight-carrying diesel ships was said to hove reached enormous proportions. In the Volga Freight Ship Line, ships were8 percent of the time, and In the Moscow-Volga Canal Ship Line the figure5
Freight vos delivered on schedule0 by only W5 percent of the freighters of tbe Volga Freight Ship Line,ercent of the freighters of the Rorthweetern Ship Line,ercent of the freighters of the Lower Irtyah Ship Line, andercent of the freighters of the Yenisey Ship Line. In the Moscow-Volga Canal Ship Line, overercent of the freighters, and ln the Volga Freight and Passenger Ship Line,ercent of the freighters Dade late deliveries.
Vessels are frequently held up because of poor work organization and poor raanagemont at the ports and wharves. Time spent0 ln londlng and unloading operations In tne river portsthe established norms byercent in the Ministry of the River Fleethole,ercent in the Volga Freight Ship Line,n the Kama Ship
Clnvtoentroflot evaluated this aspect of the fleet's operations andirective on ik1 which provided for the organization ofhipf which were to go to Moscow. This change probably represents reorganization of existing facilities. Self-
. a
propollcd freighters were distributed among these Hoes. The directivereight shipment timetable, and to assure the shipment of non-scheduled freight,dditional dieeel chips were assigned to work on route traffic.
B. Over-All end Regional Capacities of Fleet and Port Facilities.
1- Fleet Distribution.
Administratively and geographically the Soviet inland water syatem is divided Into four basins: Co) the Northern European Basin, (b) tho Central European Basin, (e) the Southern European Basin, and (d) the Eastern (Siberia) Basin. The area from the Polish border east through the Volga systea,which comprises the first three basins, contains the hulk of the Soviet inland water fleet. The planned distribution0 allocatedercent of tbe self-propelled horsepower andercent of the non-self-propelled tonnage capacity to that area.
Tbe high degree of concentration of both tugs and barges in tho Central European Basin indicates clearly that the cargo transport capacity of the Soviet inland water fleet is focused upon the Volga system (ihe Moscow Canal and the Volga, the Oka tho Kerne, and tie Moskvaistribution of the Soviet inland water fleet capacity, by basin, is shown in Table 3-
Table 3
Distribution of the Soviet Inland Hater Fleet Capacity by Basin Fourth Five Year0
According to the Fourth Five Yearhe Korthern European Bacln and the Eastern (Siberia) Basin are about equal in over-all cargo transport capacity- The Eastern Basin has store capacity In self-propelled vessels, but the Northern European Basin leads ln barge capacity. The smallest portion of both tug horsepower and birge cargo-carrying capacity le found in the Southern European Basin around the northern end the western shores of the Black Sea. This apparent anomaly -low water' transport capacity ln an area of industrial activity Is explained by the facts that (a) rivers in the Southern European Basin are generally poor routes for traffic because of floods and droughts and that (b) many cargoes which mlgat normally travel by water go instead by rail.
2. Ports.
The USSK possesses en excellent network of inland water ports. In the preparation of thisrimary list oforts was examined. These are situated throughout the USSR and vary ln size from such major Installations as Hoscov and Astrakhan', whose cargo capacity0 metric tons dally, to small ports of primarily local Importance. There are, however,orts wnooe size, location, or traffic classify them as being of real significance to Soviet Inland water transport. (For the names, locations, and principal cargoes of these ports eee
Ports of najox importance are scattered throughout the USSR, Jut thereoncentration in the area west of Astrakhan'otely Despite the fact tnat this area comprises lass tusnercent of all Soviet territory,orts) of theajor ports are in the area west of Astrakhan'. There Isoticeable north-south concentration, end few major ports are north of Leningrad or south of Astrakhan'. In the area of roughly fromtoare locatedf theajor ports. Although it is obvious that geographic factors have something to do with the concentration of inland ports Into aemail area, the decided geographic concentration of economic activity is directly reflected la the location of the river ports.
0 the ports in the Central European Basin eccounUid6 percent of all ton-kllometera performed by the Soviet Inland water The Northern European Basin is believed to be next in inland port capacity. Init accounted3 percent of all ton-kiloaetsr The Eastern (Siberia) Basin,the area east of the Urals, is probably third In port capacity. Despite the paucity of large river ports, the Eastern (Siberia) Basin has numerous smaller ports, which enabled It to account2 percent
of all tou-kllonetera performed in tbe Soviet river system0 JQj The porta lo the Southern European Basin, roughly around toe Black Sea, have the omalleet capacity. 0 they accounted for onlyercent of the total ton-kilometer performance of the inland water
Data on cargo capacity for Individual river ports axe not ovoilable, but there are several ports of major caliber by Western standards and many whose cargo capacity lo at least several thousand metricay- The Ministry of the River Fleet aes stated tuat annually coca of 1ft river ports handleetric tons of cargo, thatorts needleetric tons, and toatorts handleetric tons, jg/ Even after allowance fo: propaganda andhe feet that timber cargoesarge part of such traffio (about half of all river-bornet is apparent that ttereumber of ports of mejO: Importance for general cargo traffic.
On the basis of tie statement of the Ministry of tie River Fleet and sucn fragmentary data aa ore available, it is possible to make extremely tentative conclusions as to toe capacity of Soviet river ports. roupingiver ports according to general cargo capacity might bo approximately as given in Table fa-
Table fa
Estimated Daily Cargo Capacityiver Ports in the USSR a/
Daily
(Metric Tons) Bumbor ofTons)
500
Total
a"! ORR' 'estimate.
lumber in ships and rafts
basisay operation annually.
Although it should be emphasized that Table ft gives toe barest sort of estimate, it looks fairly reasonable. It is estimated that,umber transported In inland voter ships and rafts totaled aboutillion metric tone8 and that toe total of all trafficillion metric tons, leaving aboutillion metric tons of other traffic. (For traffic data, see The close conformity of toe estimated cargo capacity with the estimated traffic and continuingof efforts to achieve maximum operations lend credibility to the estimate given in Table ft.
3. Probable Trends.
a. Fleet.
(1) Size.
The Soviet Inland water fleet will continue to increase in size during tbe next few years. The increment in both self-propelled vessels end barges will, in all likelihood, be considerably retarded by scrapping, particularly In tbe case of bargee. Toe extent of such scrapping will be directly affected, however, by such factors as toe availability of steel, propulsion equipment, production facilities, and labor.
lan for lumber transport, which was not quite reached, called for the transport6 million metric tone. ** ollows
Mature of Soviet Inland Water Trafficelected35
Materlalo
Cargoes
8
15
Million
Total
of Total
.
Million MT
2.9
4 aj
9*
Percent of Total
/
t/
Caspian"Sea traffic.
data. '
conotruetionand grain
Judging, by the rote of increase since World War II, however, the iocreaoo will be fairly slow, The self-propelled fleet will expand at the rate ofercent, an increment of00 borcopover annually. Barge capacity Is expected to Increase at about the same rate, orittle more, on tbe orderretric tons annually.
*
gast-
It is probable that the quality of the Sovietwater fleet will improve In the next few years. The authorities recognize the contributions which iniiv< vater transport can make and are anxious to achieve higher standards. For example, the Deputy Minister of the River Fleet stated last year that special ships are needed which must be able to navigate under ordinary river conditions, ln shallow vater, and in tbe "high waves" which will be the "characteristic feature" of the great water reservoirs kl/ (the reservoirs are not Idsntlfled). This official said that Soviet scientists.and builders have carried out research work to find out what ships should be built for tbe new waterways, especially for the Volga. It was stated that builders will have to construct ships with double bottoms; increase the steadiness of the river ships so they con be navlguted without tipping, even under high waves; and diminish rolling of the ships, better maneuverability and higher speeds ore another goal. It was said that research carried on by Soviet scientists has proved that better design will increase snips' speed Ljimoa without necessitating an increase ln the power of tbe snips' engines. Tbe official also spoke of building the first diesel electric river ship (dlexsl'-elektrokhodi for the Moecow-Hootov express line. The engine of tne snip willorsepower, be stated,and, capable of aboutnots, will be the fanteathefle**t.
Shipbuilders are elso improving the performance
of icebreaker* for the river fleet- 5Vo new types of icebreaker (the Don and the Volga) have powerful diesel engines, can travel at aboutnots through Iceentimeters thick, and reportedly will be able to break ice up toentimeters thick.
Soviet builders are also working on special types of ships for special uses. Among them will be pusher tugs, electric trawlers which will use electric power supplies from shore (probably for river fishingnd special cutters with water-Jet-propelled engines WodQfnstn^ reaktivnyy dytgatel) which will navigate on Irrigation canals and" other" nhaltors.
To* efficiency of the Soviet river ports will douatiessoe future, although not sc much as in Uie pact few ycara. Physical laprovenents should taperv Mat wax damage na* beenepaired in toe essential areas. There &eould belackening of toe trend toward mechcnlzsiloo wnich took piece in tbe pest decade. 0n- mechanization of loading and unloading operations in river ports increasedercent. {The total number of cranes usedimes; the number of floatingimes.) ercent of loading and unloading operations were rxcruinized as compared vl (It iu not known whether these percentages apply to tonnage handled, to number of facilities at ports, or to nuaber of ports.) Labor requirements have droppedercent since Average production per yorker hasercent, and productivity of loading and unloading operations hasimes in this period. UhJ It Is apparent that this rate of Increase Is too high to bo maintained.
There will be increased construction of facilities, since ports and wharves are not keeping up with the additional burdens Imposed on them by traffic for such major customers ca the new hydroelectric and Irrigation construction projects. 0ns of the reasons for this Is tost port construction is lagging be.ilnd shipbuilding. Fleets have grown steadily, but wharf areas were not extended very much. JtS/ One result of ir--wteou9te port and wharf facilities has been extended ship layovers. Inships vere lying Idleercent of the operating time Inorta and ko percent of the operating tin- in Dnepr
III. Soviet Inland Snipping
A. Vglume and Nature.
1 . Volume.
It is estimated that the voviee of traffic carried by thenland water fleetillion metric tensei* totaledillion. Vfl/ Traffic2 was expected to totalillion metric tons, or aboutillione Table
Detailed intelligence is not available on the geographicof the volume of river traffic. Certainowever, are apparent aa to the broad distribution Of traffic . The Central European baaia. comprising the Volga system accounts for ty far the major scare of
traffic. 0 flan provided5 percent of all ton-kilometer
perrotwance would bo provided inystem- The Northern European Basin,Hariinskiy Canal and thP Western pvina. the fto; them Dvina, the Sukaons, and the Pechora rivers^ is next Is volume of traffic. 0 the Plan provided tint thic systen would account forercent of all ton-kilometer performance. Theiberia) Basin, the area east of the Urals, wee scheduled to account6 percent of all ton-kilometers performed. The economically Important Southern European Basin (comprising the Dnestr, the Pripet-Bug system, the Dnepr, the Don-Kuban, and theespite potential capacity for traffic, was scheduled to account forercent of all inland water traffic under0 Plan. (For the distribution of Soviet inland water traffic by basin0 and according to0 Plan, see1
2. nature.
The traffic of tbe Soviet inland water fleet consists primarily of bulk cargoes and river transport of products such asproducts and other finished goods, being important primarily in cress where other transport is lacking (for example, in Siberia) . The major item of traffic is lumber, largely toved In rafts butarge portion of barge traffic. The nature and relative importance of the majorcarried by the Inland water fleet are shown in
Table 6
Distribution of Soviet Inland Water Traffic by00 Plan
lan
Central European Rorthorn European Southern European astern {Siberia) &
Total
Billion Ton-Kilometera ?/
.0
of_Total
i.?
5-9
ilometers
5-2
^1*
of Total
6
ata"re"revl8ed"upvard slightly to coo lorn to" ORB estimates.
b. All of the area cast Ot the Urals.
Major Ocemcditles Transported by toe Soviet Inland. Water0 Plan
Cargo
Metric Tons
of Total
Ton-Kilometers
of Total
lo Baft3
nips
Materials
Products
Although the actual performance of the Soviet inland water fleet0 ia estimated to have boon somewhat lover than indicated in2 million metric tons2 billionhe Plan clearly indicates the major Items of traffic and their order ofin Inland water transport cargoes. (For principal cargoes in selected porta, aee
B. Major Routes and Systems.
AltoougQ. there are numerouser routes and systems in the USSR, those of significaxce to the present study number {Those of purely lecal importance, such as tne Kuban, sre not Included lo thla survey.)
Since this section deals primarily with tnend nature Ofhe inland waterways, only enough route information le presented to place each waterway in Its geographic setting, and port descriptions are keptinlaiam. Physical date, on route* ere available in other surveys dealing vith those Available descriptive dsis on river port facilities, other than those available to Wenteru-fl&fi oeeiui shipping, ore so poor ai to make their inclusion of little value.
a-3vir*-lakfl Ouaaa routehe link betweenporta, Leningrad, teaoast ofthe north-
vest inter lor. It li passable far all typos of riversod is lapertastmjme traffia route from Leningrad to toe Berth. The adatfaasj depth of tbo root*eet.
The Neva RlYeraillLon short tone of cargond traffic has probably increased greatly sloce that time- Traffic is largelyercent of traffic; the remainder is oede up of building materials, graLn, and petroleum. (Petroleumnail but probably essential part of total traffic.) 5 the Ileva ranked first In traffic density In the USSR,nort tons per mile downstream; upstream traffic totaledbort tons.
Leningrad, at the mcuth of the Ceva River, is tow enly port or ccououcnos ca tbo rcate. Itajor river port la the USSR as well asojor seaport.
Traffic on the Svirlike that on tha Bevm, ia largely lumber, grata, petroleum, and building oatcrlele. Total cargo trans-ported ca the Svir1bort Orralopacnt of tbo Mar'laakly system leading southward will undoubtedly increase tho values off cargo on tho Svir',reoabl* significant increase in petroleum products.
(White Baa? Canal (florgherD European Baslnj.
Tha Stalin Canal le not of pcrtl^'Tarly great importanceeacetime coamerclal route, although itinimum depth of abouteet. It Is used prlnarlly for tbe transport of lcabar ln rafts.
ByaUm 'gorthern European Basing.
Tha terilnua. aystern of rivers, lakes, and canals (the Morianal; tbe Vytegra, Ka-rsha, end Sheksna rivers; Lake Belojs; and the Rybinsk fleservlor between Lake Onega and the Volga) connects the northern European Basin With the Corjtral European sad Southern European basin of the USSR. Since the controlling depth iseet, through traffic is coafloed to email vesaeals.
A great amount of traif ic passes up the Shaksna River but does not continue beyond, Indicating the limitations of the section north of take Beloyo. The latest reliable) show that
short tens ware carried ca the Vytegra River,bort tons traversed tbe Sbeksoe, of which tbe larger proportion waa carried upatream. Timber ia too greatest item of traffic on both routes, bat grain, minerals, and building materials are also important.
Cherepovets la tbe leading part alecs the route. Located on the Rybinsk Reservoir, It has railroad con nee ti ops and la accessible to large river ormf&.
k. ina Riverer tbern Eurtgcaa Basing.
The northern Dvina River end tbe northern Dvina Canal connect the port of Archangel on the White Sea with the Shsksna River and toe south. Sthallow routeontrolling depthoeet and is mainly important for tho transport of lumber from the valley of tbe Bukhrsaa and northern Dvina rivers and as on alternate route for the Stalin Cecal. boutercent of all traffic on thla system waa timber.
5- Western Dvina River (northern European Jjaslg^.
The western Dvina River rises west of Moscow and flows into the Self of Riga. It la navigable foriles and, despite very shallow stretches (channel depths ares an important route. Upstream traffic carries basic materiala such as cool and cement, and down-stream traffic carriea manufactured goods for export through Riga, lto main port. Other important ports are Ogre, Daugavpils, and Vitebsk, which lo altuated at the upper limit of navigation.
6. Jolgs-Oka-Kema-Woskva River System (Central European Basin) .
The Volga RWer is the backbone of the inland waterway syatem of the epth which songoseet at Bsfcaveet near Stalingrad, it is navigable for river ships ell the way from the Caspian Seasbev,iataneeiles.
'foe preeminence of tho Volga end Its tributaries is evident from Soviet statistics, which show that the Volga, the Oka, and the Kama riversercent of all rlver-borna commerce. The Volga sicca ecccunto forercent of the total, the section from Astrakhan1 to Stalingrad acccuetlng feeercent of this sswunt. Tbe Volga cerriaaimes rs much as any other Soviet river, acd toe Kaam carries the next largest tmount. Despite its great length, therefore, the Volga rank* high narag Gswiet rivera in toou carried per mile of routs.
About half of all cargo carried on the Volga le petroleum from tbe Baku fields moving upstream from tha Caspian Sea. 0 Plan provided for tho movement4 all Hon metric tons of petroleum on tbe Volga eystea outotelillion aetrlc tons of petroleum moving in river Grain la another major cargo on tha Volga. 0 Plan provided for the carriage9 million metric tons of grain on tha system. Salt aloneill Ion metric toss ln
Tbo actual volume of traffic on the Volga system Is not known, but according to the Fourth Five Yearhe system vas scheduled to raise its turnoverercent over thato. The Kama alone vaar to beercent acre than The Plan has not been aompletely fulfllledj but there has been an increase ln traffic on the routes of tha Volga system. Inauguration of tha Volga-Don Canal probably will increase trafficonsiderable extant.
5 the total cargo on the Oka River far exceeded that on its tributary the Mkekva River illion shortspecially Ln bulkcductB, Indicating that the Moskva was navigable only for small boats and that much traffic sent up tha Oka bad to be transshipped by rail to Moscow. Since tbe opening of the Moakva-Volga Canal, however, much of this traffic new uses the canal and thus avoids transshipment.
Ports on the Volga are too numerous to mention ln detail. At leastro of major importance. These are listed below, starting at the mouth of too river.
Astrakhan' is the leading river port in the USSR. Itajor port for tha transferring of petroleum, lumber, cotton, and flab frcct tha Caspian road stead float to river vessels and has major facilities for storing petroleum. The pert is reported to have been largely rebuilt andercent mechanised (To what base this percentage figure applies ia not known.) The port baa railelephone station for river navigation control, and ablp repair facilities. It le accessible to tho largest river barges but not to large Caspian Sea vessels.
VLedlairovkaajor port for petroleum and salt (the portbort tons of salt cargo It isajor transfer point for cargo to be transferred frcm tha Caspianfleet to river vessels.
Stalingrad is the major point on the lover Volga for transshipping lumbar and petroleum. 6 the port was reported to beercent mechanized and to have been rebuilt. gj/ Tbo port has rail
onnoctions and shipyards, ana tneccenfcibie to Uw largest rim oarges. The porthort tons of cargo
Saratov ia ofitaoceort for lumber, grain, coal, fiab, and petroleum. It la especially usefulransfer point for petroleum and groin hound for the weatern areas of the USSR. It Is acceaalble to bargesapacityetric tons-Above Saratov, Volsk la the next Important port. It la usefulort for cement, petroleum, and lumber. Itailroad connection and Is accessible to bargesapacityetric
Betrail Is coe of the lesser known Volga ports, important for the traffic of petroleum, coal, and salt. The port has facilities for the direct transsnipping of petroleum between rail linea and large vesaela. The port handhort tons of cargoJ9/
Kuybyshevey port for Volga traffic Bear thepoint of the river, it la important for the traffic of lumber,construction materials, grain, salt, end fish. Itailroad connection and boatyarda and Is ecceoaible to large barges. Kuybyshevhort tons of cargo
northwest of Kuybyshev, Oor'kly Is important for the traffic of petroleum, grain, cement, salt, machine tools, and finished Industrial products. Oor'klybort tons of cargo- Largely mechanized, the port is reported to have beenajor passenger port is also reported to be under cocotruetion at Oor'kly.
Sbeberbakov is the last major port on the Volga.eading port for petroleum, grain, and building materials. It is accessible to large barges from the Mcskva-Volgo Conal, as well ason barges from the middle Volga.
Moscow, although not actuallyhe Volga, is the lergeot port necessiblrt to the route. It is one of the largest river ports In the USSR, and its functionort plays an important part In its economy- The portajor transshipment center. Located on the Moskva River, it is connected with the Volga by the Koekva-Volga Canal, whichriver vessels to proceed frcm Moscow to the Caspian. Projectedto the syatem, to unite It with toe Oulf of Finland and the Baltic by sMi of large barges, will further increase Its value.
There are three main freight ports in Moscow:: the northern, the Western, and the Southern, of which the Southern Forthe major one. There are, in addition,undred minor cargo-handling areas. Port facilities include piers, stationary cranes, launchee and floating crones. The port in equipped with excellent machinery to handle freight. Since the war, traffic ie reported to have increased so much thatonth the Southern Port now handles as much freight as it formerly handled in the entire navigation eesaon.
Cargoes moving up toward Moscow consist mainly ofgrain, timber, and raw materials, shipped there from the lower reaches of the Volga, from the Baltic republics, from the Kama River, and from the White Sea. Finished manufactured products from the Moscow area bulk largest in traffic moving down toward the Volga. Moscow ships such products as trucks and passenger cars, fabrics, ball bearings, sugar, machine tools, and motors.
7- Dnestr River System {Southern European Basin).
The Dnestrllea in length, risesoside of the Carpathian Mountains and flows into tbe Black Sen southwest of Odessa. Shallow water [the maximum depth Is abouteet; baa in the past made the Dnostr of little consequence except for short-haul trafficocal neture. Since the end of World War II, however, the USSR has devoted considerable effort, to improving navigation, and the river io now of some valueoute for grain and timber moving southward to Odessa.
Khotin, Yampol', and Tiraspol are the leading ports on the route, but none of these is of great importance.
" Dnepr River and Dnepr-Bug Canal System (Southernj.
The Dnepr River, flowing through tbe Ukraine, Ib the largest river west of the Volgauldajor route. Variation 'c depthoowever, limits its use. Its connection with the Baltic, vis the Drepr-Bug Canal, was completely destroyed duringr oud has only recently been reconstructed. The actual status ofof the canal Is not known, Cut it has been reported ac fully restored and improved (its prewar controlling deptheet*.
Tho Dnepr River sysloia ranked fourth In Inland water trafflcercent of nil ccrgooe. The principalg carried are building Batorlclo. Though grain could be carried on the river in large amount, actual traffic in grain is relatively can! I. becauee the large grain markets ore located to the north and to theaway from voter routes. Most of the grain, therefore, io moved by roll. rain accountedOO short tons outotal traffic loadillion short tone;Plan provided for the river transportetric tone of Timber shipments or, the Dnepr ore rn-cbobly increasing. 0 Plan provided forinion metric tons of lumber in the Dnepr Basin, of vhich much vas to come from Uie Karelian Tbe Dnepr River system, furthermore, van scheduled to0 metric tons of Soviet press reports offer further indications that the Dnepr ic to be expandedoute for traffic. eport by on official of the Dnepr Shipping Fleet stated early2 that freight turnover2 was ocbedulod to exceed that1 byoercent and that the volume of freight betvaon Kiev and Dnepropetrovsk vas echeduled toercent over1/
Kiev Is tha major Dnepr port andrade center for tbe Ukraine. Restoration of extensive uar dosage and overhauling of port facilities were to hove been completed The river depth is abouteet ia the Kiev harbor. Kievhort tons of cargo Dnepropetrovsk ic another major grainport on the river. ributary of the Dnepr,umber transfer point. Dnepropetrovsk end Zaporzoxh'yo, be lov Dnepropctrovok, are major grain, ports. The harbor installations of Zaporzozh'ye vere designed for annual transchipmentillion
metric tons, but they could be expanded toillion metric tons. The port is reported to have been rebuilt end modernized. The river depth off harbor lo maintained ateet. The port0 short tons of cargo KreiRcncliug, between I'lcv cuid Dnepropetrovsk, ir, of lees importancerain port but is en important port for generaltraffic.
Tho Dnepr-Bug Canal, provides the only connection between the Block Sea and tbe Baltic Sea. Itimited, hovavc-r, to small craft; its prewar limiting deptheet, proveiueats on this conal proboMy have not been pushed, because of itc proximity to the border and thaf destruction in case of war.
9* yer 'ScuOirrc. European
Toe Don River leilea long, and ita dep'b rangesoeet. Despite ita potential value, tbe Don at the present tuns lo of primary Importance for grelri transport. Grain Is normally about bO percent of all Don traffic, and coal and ore ore second. Petroleua ranked third In traffic
Completion of the Volga-Don Canal will greatly enhance the value of the Donoute for traffic. When the Don ia connected with the Volga, grain shipmentsarge volume will move to the cltioa on the Volga and reduce the etraln on railroads in that area. The downstream movement of petroleum may also be Important, although Baku petroleum destined for ebipment from the Black Sea is usually piped across the Caucasus tc to Bntusi.
Toe leading Don porto arc Rostov, Kalsch, and Svoboda. Rostoviver port and seaport of major Importance at present, andof the Volga-Don Canal will enhance the value of the Don to Soviet water transport. Soviet sources report that the river port of Rostov is being reequipped. Raw buildings for passenger traffic are being erected, ao well ao freight warehouses. Mobile cranes produced in the Kracoyy flot works at Rostov will be installed at the
jig Par'ya River-Lake Aral Syoten (Eastern European Basin. .
The Amu Dar'ya River rising in Central Asia and flowing into Lake Aral, is navigableiles to Termeze at present of little importance except for local traffic. Shallow throughout ita course i3 toeet Int Is mainly Importantource for irrlgstion o* the desert area through which it flows. Tbe riverajor factor In Soviet plane for further irrigation of that desert area.
There are several ports cf local consequence, but Aral'sk on the north coast of the lake lo the main port. According to Sovietleading and unloading work at the port of Aral'sk la going oniv. Powerful cranes and conveyer systems unload bsr-ec with Central Asian co*.ton, and freight from the railroad la loaded Into ships bound for the Amu Dar'ya River. Much of tbe freight is destined for the construction of the Main Turkmen lor. Canal and other Central Asiatic6jJ oviet preoe report stated that water transport of building materials to these projects during the firstmonths? exceeded byhe total freight transported oc the route Allowing
for son* exaggeration, it is apparent that completion of the main Turkmen!an Canal, which willavigable route frost tbe Amu Dar'ya to the Caspian Sea and the inland water syeteus of the western USSH, will greatly increase the present Importance of the Am Dar'yo to Soviet inland water operations.
11. Ob' -Irtysh-Tobol-Ton1 River Systemiberia) Basin' .
The Ob' River; Its chief tributary, the IrtysQ River; and the latter's tributary, the Tobol River,aterway route in western Siberia oxtending from the Chinese border to the Arctic Ocean. Theynnln5 million square nilce, the fifth largeat river basin io the world. The Ob'otal lengthiles from the mouth of Obskaya Bay to the aource of the Katun. Measured from the origin of the Irtysh, the two riversengthiles. The Ob' is navigable nearly to its source by vessels whicheet, as well as by larger craft over most of the course.
These water routes are among the busiest of Aalatic USSR -Moat of the traffic is concentrated In the middle and upper reachee of the rivers. The principal product* of freight In the approximate order of volume ere lumber, grain, petroleum, fish, industrial products and machinery, and mineral building materials. Detailed traffic lata are not available, but before World War II the Ob'-Irtysh syatem carried moreillion metric tons of traffic annually.
Novosibirsk is the major port on the Ob'. It la about the fourth or fifth largest city In the USSR andenter of industry. Reported to be completely mechanised, aovcsibirsfceadingpout for traffic between the Altai region and the Trana-Siberian Railroad. The port la accessible to shipsther important ports are, from south to north, Biysk, Barnaul, Kolpashev, Sugut, Saraarovo, Berezovo, and Salekhard.
The Irtyah River lo navigableiloa. Although It Iseet deep in its upper couroeo, it ioeet deep where It Joins the Ob' . It rises in the southwestern slopes of tbe Mongolian Altai Mountains and flowa Into Lake Zaysan, and thenceeneral northwesterly direction toward ita Junction with the Ob'. The main stream emptiesinto the Ob', which gives access to Arctic waters and also affords on avenue of cosmunlcatlcas to the east. To the west there are connections with the northern and central Urala.
Toe Irtysh la a, vary important coaoool of ceaaualeatloo is waetara Siberia. Xt baa connectlces La eaay directicca aal lator the transport of varied eargrwa of grain, lumber, aalt,lauai, and betiding noterial p.
Yobol'ak, at too Jsastlce cJT aba Irtysh with the Trbol, ii aero iaporteat for traffic on tho Itrtyato than fer traffic on the fobal. QnakBemlpelltlask are aleo important. Omsk la an iapsrtent pert fer Irtyah traffic la coal, grain, petroleua, rare, and food protetta. Xt ia reported to be mademly equipped and acceoelble to veoaela vltb abeut adraft.
The Kttocd mast important tributary id* thea too Toa',ilescrthweo"-crly diroctlon to eenffluercc with the Ob'. Although the Tom0 la navigable from ita month to the village ofistanceiles, depths la the .caper reaches are probably onlyeat (date on oentrcilice depths are not avail
Traffic on the Toa*f the ooal and minerals, which are seat from the JOtiaeta Basin fcr. the main industrial centers. Trio Toa, laoute of supply for grain, aalt, flab, coal, mineral Frcdacta, and ooalor the workers of the Kusnete Basin.
The major port on the Tom' ia the Industrial center of TOask. Xthipping point for the Euzncta Basin, accessible to|lai bargcaater draft). Other large city ports on the Tom' are Kescrrvo and Btalinak.
iver Bye tea (Eastern {aioarla)
Tne Yenlsey River flcwaenerally northerly direction into tbe Kara Sea from tbe Mountains ofR (Tanna Tuva). It la navigableilea, and Its minimum deptheat. Havingtributaries, it la one of the longest rivers in the world. Za its lower reaches the river forms theiles long and fromoalios wide, ranging In depth0 feet. Of the maw reus tributaries of the Yenlsey, the Angara Blver la the moat important. (The Selenga River flows Into Lake Baikal from the south and la often not Included In the Yen lacy system. :
ine Ysalaey aarvaaajorroute la western Siberia. Tho river la navigable as for aaistanceilea. Traffichat stretch of the
river la small in volume, however, becauee of auift currents and many shallows between Oznachennoye and Minusinsk, navigation La beat in the election downstream from Krasnoyarsk, where tbe riveridth of moreiles and la at leaateet deep. The Kraanoyarek-Yenlseysk segment Is the section beat equipped with waterway installations and carriea the greatest volume of freight.
The main port on the Yenlsey is Igarka, whichajor center for northbound lumber shipments over the Horthern Sea Route. Large ocean-going ships can goiles to Igarka. Timber la handled ashore by modern gasoline and diesel aasels and Is loaded by ships1 gear. The berths nt Igarka are wooden, built only for the seaaon, and they are invariably washed away in the spring/ Other major Yenlaey ports are Minusinsk, Yeaiseysk, Ust'-Port, Dudinka, and Krasnoyerak. Dudinkaew port, growing in importance because of the coal which la being mined near there. It has bertha for two large ships, and four or five ships can anchor offshore end discharge into lightere. Theremall river-craft repair ytrd et Krasnoyarskrain, lumber, and cool port. It has rail connectionsoatyard and laassenger traffic center. At full water levele, the port is accessible to boatsmeter draft.
Lumber is the major nortnbound cargo in the Yenlsey. Furs and fish ore also an Important part of the northbound traffic on tbe river. Passenger traffic on tho river lo comparatively largeof the lack of other means of travel. Building supplies andmakeajor proportion of Incoming products.
Tre Angara River, the major tributary of the Yenlsey, rises In Lake Baikal and Isiles in length. River depths rangeoot toeet. The Angara is important principally be-
csi-se iteed line to Irkutsk, theindustrial center of tbe Lake Baikal region. The major products transported on the river are coal, iron ore, grain, and lumber.
The major ports on the Angara are Irkutsk, Brntok, and Boguehsny. Of those, Irkutsk Is by far the most important. The port, on Industrial center, handles grain and coal. It Is on the Bovoalblrsk-viadivootoh rail line.
The Selenga River la relatively short and Is navigable for0 alien from above Its scarce into Lake Baikal. Though abaUowoeet int le important because Itater route for traffic between Mongolia and the Trans-Siberian Railroad at
Ulan-Ude. Although Ulan-Ude does not ran* among the largest Inland vater porta ln the USSR (it* tile tonstawith the rail line makes it of great strategic value. Ulan-Ude
ia an important port for grain and petroleum. The port is accessible to
ships drawing upeter at mean vater.
13- Lena Riverastern (Siberia) Basin) .
East Central Siberia depends for its freight transportation almost entirely upon the Lena River and Its major tributaries, the Aldan, Vitlm, Olekma, and Vllyuy rivers. At the upper reaches (betveen Knchug and Ust'-Kut) the depthinimum ofnches, and between Uat'-Kut and Kirenek the limiting minimum deptheet. Belov Kirensk, hovever, tbe river is navigable to its mouth for river steamers, the sballoveat sectioneet betveen Kirenak and Vitus. Belov the Vltlm the dopta runoeet, vith an average of fromoeat.
Although traffic on tha Lena is comparatively light, the river is of importanceear supply route for the Lake Baikal area andonnection to the Northern Sea Route. Moat traffic la carried on the upper reaches of the river. verercent of all Inland shipping in the Soviet Far East vas concentrated in the upper and middle courses of the Lena.
The normal annual freight traffic on the Lena runsetric tons, of whichercent is lumber,ercent grain,ercent coal mined near the Vllyuy River. The remainder la mads up ofsugar, machinery, metal goods, fura, and gold from numerous fields ln the area.
The major porthe Lena la Yakutsk, which ia tae supply center for the vfaole area of northeastern Siberia and la being developed extensively. It exports lumber andariety of industrial Although Yakutsk handledetric tons of cargovolume is expected toillion aetric tens annually. ]kj Tiksi, situated near the Lena River delta,ajor port of the northern Sea Route and also actsransshipment point for cargo to and from Yakutsk.
Kolyma River System (Eastern {Siberia) BaaIn).
The Kolyma River, formed byfluenee of the Kulu and Ayon-Yuryahb rivers, lies in the northeantern section of Siberia. The river flowsortherly and northeasterly direction to the Eaet* Siberian
Sea and is navigable froci Its couthlotsnccllea- Tt leoot deep In Its lower course, fallingeet toward its source-
The Kolyma Is of najor importance in the inland water aysten of tho USSR aa the primary means of transport from tha golJ fields and coal nines in the Kolyma Basin - The river Is the only means ofheavy machinery and exporting bulky ores to and from Seymchan, and It hasital role ln this exploitation. (An automobilefrom Magadan on the Sea of Okhotsk to Seymchan is used mslnly for winter transport in thla area.)
Ambarchik, one of the main ports of the northern Sea Route, is located close to the delta of tbe Kolyma and is tbe transshipment point for goods and supplies which travel up and down the river. Tbe majorport at the upper end of the river Is Seymchan. Other ports are Zyryanka, Verkhne-Xolymsk, and Nizbne-Xolymsk.
15- Amur-Uanurl-Sungarl River Syatea (Easternasing.
The Amur Riverery important economic position in the Far Eastern USSR. It is navigable for ocean-going vessels from its mouth up to Khabarovsk (up to kO feet inistancellea. It le open to vesselsoot draftiles further, where the controlling depth rangesoeet, statisticshowillion metric tons were carried on the Amur, and the increasing development of this sector has placed an even greater load on the river, jpj Lumber, grain, and industrial goods are the main commodltiea of traffic. Sakhalin petroleum moving over the Amur to be refined at Khabarovskaboutercent of the total traffic. Komsomol'sk is the moot important Amur port, followed by Rikolayevsk and Khabarovsk, which has large facilities for storing petroleum.
The Usaurl and Sungarl rivera, tributaries of the Amur, are of slight value to Soviet river transport capabilities, despite the fact that they are relatively long and flow northward from Manchuria. They are rather shallow, and their navigability is generally poor.
16. V. I. Lenin Volga-Don Ship Canal (Southern Bur opean Basin;.
Despite tho fact that It vas recently put in operation, the V. I. Lenin Volga-Don Ship Canal (Volga-Don Canal)f such significance to Soviet inland vater capabilities that ito role must be coasid-red In any study of Soviet inland water traffic. mile route, connecting the Don with the Volga belov Stalingrad, Will be of thenoml^
and strategic importance to tbe USSR. It willoute for modtum-Iraft (abouteet) ahipB from tite Black Sea to the Caspian Sea and to the heart of the USSR.
Traffic vlll coosiet largely of bulk cargoes' sucn ao grain, coal, end timber, and, according to one technical source, timberercent of all traffic on "he Volga-Don Canal for.tbe
In addition to the port', of Rostov-on-Don and Stalingrad on tho Volga which vlll be beneficially affected by tbe operation of the Volga-Don Canal, throe other porta will serve the Volga-Don traffic. Ust-Donets will handle cargoes of coal aid pit props. Soviet sources say that new mechanisms vlll permit the loadingon vesselev bourn. Tsimlyanak, which vas to enter services toransshipping center of timber from vater to rail en route for Stavropol' and nearby areas. The port Is to be equijped vith portal and floating cranes, fork-lifts, and wood-hauling machnea. KalaeD willort for grain, chemical fertilisers, and petroler; traffic transshipped from ssall craft plying on the Upper Don to large V'dga barges. Hew vharvea and handling equipment are being Lnatailed. jQ/
Danube River (Southern Ecropean Basin).
The Danube River is the only river which the USSR shares to any Important degree with another cam try (the participation of Afghanistan ln traffic on the Amu Darya is negligible, and Soviet-flag operations on routes such as the Deep-Bug Canal and the Sungarl River in Manchuria are believed to be unimportant).
hen the USSR forced from Rumania the cession of territory along the north bank of 'he river, the Danube did not flow through Soviet territory. Acquisition of part of tbe river, however, made tbeanube riparianosit'.on which It has actively.
River traffic operations ere tarried cut by the Soviet Daaublen State Steamship Company (Sovetekoye runayakoyc Gosudarstvennoye Parokhodsto) . The company vas organized af tei World War II to exploit river traffic witt the Satellites; it also engiges in ocean-going traffic. 7QJ The rivur-bnrae trade movesmall fleet of ships, aioetly tugo for towing barge cargoes of grain, orearoleum down the river to railhipment points, as well as direct'y to Soviet port* on the
Black Sea. Soviet trade on tne Danube fleettoed for the USSR le carried primarily In Soviet vessels, and tne Satellite fleets participate onlylight degree- For example, Rumanian end Hungarian tankers seldomto Soviet ports, but instead discharge their cargoes into Soviet tug-barge units for transport to the
The only Soviet Danube ports of Importance ore Reni, Izmail, and Klllya Hova. The port Of Kiliya Nova isilometers upstream from the mouth of the Kiliya arm of the Danube, on tbe left bank of the river across from the Rumanian town of Kills Vecae. Klllya Sovahips' landing stage in abouteet ofnd has emergency winter facilitiea. The port facilities are chiefly used for handling grain. There Ismall shore-based Soviet Naval Command. The port of Reni io becoming an important nub of commerce between the Balkan Satellites end tne USSR. Petroleum from Ploesti comes to Reni by barge and io then brought to the Ukraine by railroad. etroleum pipeline from Ploesti to Reni is presently reported to be under construction but not yet Petroleum from Ploesti is also brought byas far as the Rumanian port of Giurgiu, where it Is loaded into barges and sent to Reni.
The Reni facilities for receiving petroleum consistmall pontoon dock of two old barges on which thereump. One source reports that this dock can handle two tankers oimultaneously, each tanker unloading
Port facilities at Reni consist of railroads served by four large stationary cranes; two mobile, tracked cranes; and twobelts, ahich are served by too cranes and extend from the water's edge to tbe railroad tracks. Cement, machinery, and iron ore from Hungary, Rumania, and Czechoslovakia are sent from Reni to the USSR. Part ofre is reported to be covered with large stocks of bauxite from Hungary awaiting transshipment to tho USSR, as well as pyrites from tho USSR awaiting shipment to the Satellite countries. There isarge grain elevator for Rumanian wheat awaiting shipment to Czechoslovakia in payment for Czechoslovak machinery delivered to the USSR,
Izmeil ia above Reni. The chief river traffic of Izmail is the importation of bauxite and the exportation of pyrites. Some grain also arrives there from Rumania and Hungary. Petroleum traffic appears to be slight. Bauxite and pyrites are uelosdod frcra bs.rgee by aeons of crones into railroad Tbe quay at Izmail, which le In the center of the
port area, io built of stoneaved surface and iseters long. Along the quay there are several types of cranes ranging from nine electrically operated cranes which runrack parallel to the quay ty> various types of mobile cronee mounted on caterpillar treads, lbs
electric cranesca capacity, and one which -as constructed in the Gens Work* at. Budapest Is brand new. There are aboutaterpillar cranes, varying in capacityetric tons, and there are
c wanted on iviaiv-j .ti ticn. biisre are jjiiou iu the Ganzteam-operatedo tor-operated, whose capacity is believed to beetric tone. Barges tie up broadside to tbe quay, sometimes two and three abreast, and the electric cranes are used to unload them into the first line of railroad care on the track earest the quay. Tha mobile cranes ere used for the other tracks. The port has atervice tugsorsepower used for noving cargo about in the port.
IV. Significance of Inland Water Traffic to the Economy of tbe USSR.
The Soviet economy is geared to rail transport, but the vitalof water transport in some aspects of the economy is apparent. Soviet inland water transport amounts torercent of total ton-kilometer performance, in contrast to aboutercent ln the US. The Volga, for example, carries about three-fourths of the load transported by the Ohio River and its tributsriee.
Inland water transport of heavy freight is of critical importance in several strategic regions such as northern Siberia, which, for all practical purposes, depends on water transport, particularly river Freight movement in tbe regions adjacent to the Okhotsk Sea end tbe Bering Sea le almost exclusively by water. Cargoes move Into Siberia from European USSR by means of the Trans-Siberian Railroad to Junctions such as Omsk, Novosibirsk, and Krasnoyarsk, where they are reloadediver boats at the Junctions of the railroad with the rivers moving north or south.
The river routes also make an important and often overlookedto the Soviet position in foreign trade. Orain and lumber exports are the chief eourceo of Soviet foreign exchange, and withoutwater routes the large-scale movement of these cargoes to seapcrta for transport abroad would be greatly handicapped.
Soviet waterways must also be evaluated on the basis of the commodities which they move. Although tberrv their greatest loads in timber and mineral con struct Ion materials, which are of considerable economic value but of little strategic importance, they also move each oil and grain, which are ci great economic and strategic importance to the USSR,,
linlead water routes also aretot in Joint baala to relieve roil liana. By Joint hauling, inlandelieve too rail linesarge part of toe burden of haul tag aany balk earroa their point of origin to their ultimate destination. Saeh Joint natal lag la cf special iaportaaoe Lo the traaaport of tlabor, buildingatrolavBi, grain, acd ccal, which account for by far the largest part Of all inland water traffic. Xa sobs rates th* water rentemail part cf the total distaste* which aaea ear goes Bust travel, oat la others (th* petroleum traffic on the Volga,mple) the water haul constitutes tho major portion of the distance froa origin to. The extent to which rlvor traffic relic vas rail lines of long haula of bulk aeoaa le Illustrated lo Table B-
Table 6
Typical Traxsfer Ffclate forinland Hater
Point
Stalingrad Saratov
Dnepr Basic West- Dvina Scmel'-
rtoov Znlrjblrj
Donet*to Ball
Hnrtbto Rail
to Rail
fcs River
Karaganda. Central Asia Kttsneto Basin
River to Rail River to Rail River to Rail River to Rail
econd Bate")
ami, Odessa. DneprVolga Satrakl
aratov CentralRg^ai
pel ire -Sea-River River 4as Rail RiverRoil
River te Rail RiverRail River to Rail
Typical Transfer Pointa fornn* Water
(Continued)
of Origin
Grain
Kazakhstan
Ccal
Vorkuta Donets Bar in
TracGfer Point
Saratov
Kotlas
Kroenoaroeyck Dnepropetrovnk
of Transfer
Upper Volga River to Rail
to River
Upper Volfln Roll to River Dnepr Benin Rail to River
Another olcnificont naosure of tbe value of Inland water transport le the great emphasis which the Soviet grwrnccnt it re If presently lays on river truffle ao ceen fron tho extent of tho restoration and construction proeroHs, ac veil ae fron the propaganda campaign waged for the ponuiarl-zatioa of water transportation to relieve the burden on rail lines'. Aaonr tne firet rwcoetruetlon projecta of the USSt woe tho rootoratlon of the Baltic-White Sea Canal, who as locks had been destoyed In World War II ktheir exact status la not known). Tiilo cectlon Is ell the moresince the route la Important primarily for the ucvemont of lumber; it hoe great strategic Importance, however, ex on Inland route for tho movement of naval vecoals. The oront emphasis laid upon the Volga-Don Canal and the furor over its(it is probably not yet In full operation)nother instance of Soviet effortc to expand the owratlon of Inland water tronnport.
SOVIET BlVffi
IR SELECTED PORTS =*
Port
Achinsk Anadyr' c/ Archangel c/ Astrakhan' cj Barnaul Batrakl Belomorsk c/ Blagoveshchensk Bryansk
Dnepropetrovsk Dudlnka
Gomfll*
Gor'kly Our'yev c/ Igarka c/ Irkutsk" Kaliningrad cj Kazan'
Khabarovsk c/
Knar'kov
Kherson cj Kiev
Kaaypeda e/ Kolomna
Komsomol'sk c/
Footnotes follow
Coordinate r> (Degrees)
Port
RouteJi/
lumber, grain
Dvlna
oil
pulpvood
grain
cj
pulpvood
tools, tex-
chemicals.
cj
Dvlna
pulpvood
equipment,
grain
cj
Bug
cotton, sugar,
ore
cj
oil
cj
textiles,
cj
lumber, oil,
coal
cj
tropavlovskoye
eh In
neat, leather
Onega
industrial
oak
paper, fish
cj
on
lumber, grain
cj
Dvlna
grain, machinery.
cj
machinery,
grain, textiles,
mine equlpmoui;
rbakOY
lumber
salts, cool
grain, machinery
list Is not Intended to comprise all ports and alltraffic. Ports are selected on the basis of their size,of traffic, and other factors. Cargo data are illustrative ofc email ties handled In port.
some instances the route ahevn is an affluentain system.
accessible to other water routes.
lenoDOLO^y
Tbe Intelligence processes involved in the preparation of this report were threefold:
Comparison for Inconsistencies.
Comparison with apparently unrelated data. 3- Cowparison with US experience.
The first of these involved simply the collationarge body of reports on the same topic. Those that appeared the most often in tbe most reliable sources were generally chosen.
The second proceaa was somewhat more difficult and occasionally called Intonowledge of factors other than transportation. For example, in the preparation of tho estimated sections of volume data, it was necessary to inquire into the reasonable ness of estimating increasing traffic In given years in the face of other confirmed reporta of sharp declines in general economic activity. rime example is the forecast in the report that petroleum traffic will Increase along the Kama River, made on the basis of confirmed reports of great activity In the Bashkir fields in that region.
The third processcomparing Soviet performance statements with known US performanceavoided several instances where apparentlySoviet data from technical journals simply did not stand up when Judged by US experience.
AWKSDIX C
GAPS IB nrELLICEICfc
There are several serious gaps ln intelligence on the nature and vcluas of Soviet Inland water traffic - In the order Is which the toplCB are discussed in this report, there are serious gaps ln available in-formation on tha size of the Soviet inland water fleet, its distribution, and the capacity of fleets and ports. Soviet sources report fleet statistics only ic terms of horsepower and tonnage capacity, omitting reference to the actual number of vessels. Although estimates have been prepared on tbe number of vessels in tho fleet, such estimates are necessarily based upon estimates drawn from Soviet date and are open to question. Intelligence as to tbe distribution of the fleet has the same weeknese as that for tbe over-all size of the float. It is impossible to allocate the actual capacity of tbe fleet by basin on the basis of Ucn-cepower and tonnage. It is necessary to hav* data on tug speeds and vessel aires by categories before that can be done- The greatest gaps exist in intelligence on port capacities. In contrast to fairly good data, on the most importanthere ore few reliable data available an the cargo capacity of Soviet inland ports c
There are other important gaps, but they are rendered lessby the possession of apparently reliable knowledge about various aspects of these gaps. For example, precise data are not available from Soviet sources on the volume of traffic, but reasonably adequateseries have been prepared using apparently reliable Soviet figures as base points and check points.
Intelligence on the nature of traffic is adequate for over-allbut weak with regard to information on the nature of cargoes cut-side the broad categories of bulk goads such as lumber, grain, and ores. Detailed Information on the extent to which inland water routes ore used for the transport of high-value, low-weight cargoes on their origin and on their destination wouldseful indicator of tha value of Inland water for the transport of other than bulk cargoes.
In contrast to tbe excellent data available on tbe capacity of Soviet ocean porta, there is little organized information on the cargo capacities of tbe inland ports, and there is little opportunity for surveillance, since there is little or no foreign-flag traffic oc Soviet inland Security restrictions are severe In the river porta and are especially so around tho eargo-hnndlleg installations In those areas. The
most useful data available on Soviet inland port capacities are those based upon Soviet statements or statistics on the volume of traffic handled in certain ports. Although such date are clearly Inadequate a? measures of capacity, since they are measures of actual cargo-handling, they do furnish minimum data on potential capacity.
APPKHDBC D
SOURCES AMD EVALUATION OF SOURCES
1. Eveduatlon of Sources.
Intelligence on virtually all aspects of Soviet inland wateris almost entirely derived from published Soviet sources. This fact at once places all such Intelligenceuspect category, since official Soviet transport data have been proved on many occasions to be of questionable accuracy. Certain gradations as to the accuracy of Soviet published data, however, can probably be made with reasonable assurance. Technical or statistical data of obvious economic or military Intelligence value are generally omitted from publications or are obscured inby reference to some unstated norms or percentages of Plan fulfillment where Plan figures are not given. (The annual statements of Planare excellent Instances of such techniques.)
In some cases, data are published In spparently reliable sources such ac technical journals and trade publications which can be proved to be completely or almost certainly false. One excellent instance of this technique was found in the preparation of thisn article in Rechnoy Transport (Riverechnicol journal, discussing tbe relative economy of river transport versus transport by raii enc pipeline, contained some apparently accurate information on tbe subject. Analysis of the figures, however, proved beyond question that tbe general conclusions reached (favorable to water transport) were not supported by the partial data given.
The Stateublication Soviet Rehabilitation Policies and Practices in Liberated Areas of the USSR contains an excellent survey of Soviet policies toward fleet restoration during the war and immediately
thereafter.
Informationeneral descriptive nature, however, is believed to be highly reliable. Examples of such data are newspaper reports on the nature of traffic, opening of new navigation routes, notcvorthy performance of ehi crows, and other such factual data which do not in themselves revee,', any significant intelligence.
2- ^ourcea.
Evaluations, following tbe classification entry and designatedave tbe following aignlflcenoe*,
3ource of
Completely reliable
Confirmed by other source
UDually reliable
Probably true
Fairly reliable
Poaalbly true
Hot usually reliable
Doubtful
Mot reliable
Probably false
Cannot be Judged
Cannot be Judged
not otherwise designated are those appearing on the cited document; those designated "Hit" are by the author of thle report. Bo "RR" evaluation la given when the author agrees with the evaluation of the cited document.
L. C Eval. RR 2.
etatlstlcheskly opravoohntk po <helesnodorothncmu, rechnomu
1 morskomuval. RR 2.
iver Transportation In the USSR, Partouth Manchurlan
hallway Conosny, U. Eval. RR 2.
CIA 'Transportation Economy, r. German intelligence
Study of bo-wt transport made by Verelnigte Stahlverke Aktlengesellschaft (United SteelworksfAl- C. Eval. RR. SotBlallstlcea'koye atroltel'stvo,,. R.
" Eval. RR 2.
Rechnoy Transport, Bo.- 6- Eval. RR 2.
Khachntvrov Osaovy, p. U. Eval- RP. 2.
8. Vodnyy Transport, No.. 3- U. Eval. RR 2-
9- gotalallotlceo'koyc atroltel'atvo SSSR, No.> U. Swal. R* 2
V. Kochetov, Zbcleznod'oroztuiayK statlstlka, IpAS edition. U.
Eval. RR 2.
Oreat Soviet Sval. RR 2.
Derivedna statements on river traffic In lOko
, cited lo B. A.enikiy, The Mar Economy of tne USSR In _the period of thQ_Patrlotle War,* V. U. Eval. RRli. Rjrchnoy ^Transport, U. Eval. RR 2. .
Ik. CIA,R estimateR soviet, rollnd average length
of haul reported for rivers cited in ^
Y.I. Koldooasov, FundaceatalB of the Planning of C. Eval- RR 2-
ORR estimate on basis- of Plan report by Gosplan, quoted In
Qudok, R- Eval. RR 2.
C. Eval. RR 2.
17- .
16. Gudok,- 2. Statement by Ministry of River Fleet0 traffic exceeded that0 byercent. Eval. RR 2.
Statement that freight hauling increased
ercent1val. RR 2.
Moscow, Cable1
American Embassy estimate based on Soviet official release data. S. Eval. RR 2.
Rechnoy Transport, Ho. R. Eval. RR 2.
, C. Eval. RR 2.
Surv y MlnJt-1 9w
ekonoinlkl zhelesnodorozhnogo trensporta,.
Eval. RR 3-
HA, Moscow, USSR River Transport in tho Mew Stalin Five Year
Plan, Chief of the Ministry of the River Fleet,,
R- Eval. RR 2.
Rehabilitation Policies end Practices in Liberated Areas of
tbe USSR, State, U. Eval. RR 2.
-t. C. Eval. RR 1.
Eval. RR 2.
USSR River Transport in the Hew Stalin Five Year Plan,cit.
Rechnoy Transport,ited in CIA QO-Hpi' C. Eval. RR 1
Ibid. Eval. RR
ited in CIA Eval. RR 2.
Transport,ited in CIA Eval. RR 2,
37-
38.
C. Eval. RR 2.
C. Eval. RR 2-
FBIS;. Ptoshniliov, Deputy Minister of the
River R- Eval. RR 3.
Transport,ited in CIA Eval. RR 1.
COWfWIlAl
. C- Eval. RR 3-
zvestlya,. Eval. RR. State, Moscow, Coble3. Rechnoy Transport, Bo. C-
'
C. Eval. RR 2.
, USSR and Satellites, Inland
C. Eval. RR 2.
Five Year Plan. S. Eval. RR 2.
C. Eval. RP 2.
Ibid.
Fourth Five Tear Plan. S; Eval. RR 2.
Ibid.
Ibid.
Ukrainy, Zh R. Eval. RR 2.
C. Eval. RR 2.
FBtS, Economic Abstracts, C. Eval. RR 2.
Pravda Vostoka, Tashkent,- Eval.ostoka, Tashkent, R- Eval. RR 2.
jp1 P F fir
71. CIA SO, S, U TF'
Eval. RR 2.
2o, Section 3i,j-u, c. Eval. RR l'.
C. Eval. RR 2.
7'*
g. clt.
Ibid.
Transport, Moscow,ited In JIB Summary of
Soviet Periodicals6 S. Eval. RR 3.
Eval. RR 2.
SO, S. Eval. lir 1.
SO, Eval. RP 1.
i. c. Eval. rr 1.
SFA, S. Eval. rr 2. Eval. RR 1.
SFA, c. Eval. RR 1.
Five Year Plan. S. .
he Volume and Chsragter_of^Soviet-Flag
GefffTDcTTfiAr
Original document.
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