CZECHOSLOVAK ELBE-ODER NAVIGATION COMPANY (CSPLO) AND CONDITIONS AFFECTING OPERATIONS ON THE ELBE RIVER

• Document Type: FOIA
• Collection: FOIA Collection
• Document Number (FOIA) /ESDN (CREST): 02716563
• Release Decision: RIPPUB
• Original Classification: U
• Document Page Count: 15
• Document Creation Date: March 8, 2023
• Document Release Date: October 4, 2019
• Case Number: F-2018-01373
• Publication Date: October 3, 1955

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CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
This material contains informAtion affecting the Na-
tional Defense of the United States within the mean-
ing of the Sepionage Laws, Title le, 17.11.0. Sew, 793
and 7941 the transmission or revelation of Which in
any manner to an unauthorised paean is prohibited
bylaw
COUNTRY
SUBJECT
st?hce;Cvakia/bermany
Czeohoolovak Elbe-Oder Navigation
Company (CSPLO) and Conditions
Affecting Operations on the Elbe Plver
REPORT NO.
DATE DISTR.
NO, OP PAGES
REQUIREMENT NO.
REFERENCES
RD
3 October
1
THI ROM, IVALIJATIONS IN THIS RIPORT AUDIFINITIVI,
TN! APPRAISAL OP CONTINT IS TINTATIVI,
(POR RV III RIVIIISC
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report on the Czeohoslovak
Elbe-Oder Navigation Company(CSPWTanton condition' +irritating operations
on the Elbe River, The information on the CSPLO is subdivided under the
following topics' organization� oommunications, main OSPLO station' on
the Elbe route, and types of vessels in operation,,
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STATE
ARMY
NAVY
11:--1: A
AEC
(NOTF. Wash;ngton distribution indicated by "X", Field distribution by "40")
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SUBJECT: The Czech Elbe�Oder Navigation Company and Conditions
Affecting Operations on the Elbe River
CONTENTS
I. Introduction
II. Organization
General Management
Operations Department
Commerce Department
Cadre Department
Technical Department
Accident Department
Planning Department
III. Communications
IV. Main CSPLO Stations on the Elbe Route
Prague�Holes ovice
Melnik
Usti nad Labem
Decin
Customs Procedures and CSR/DDR Border Stations
Inspectorate Dresden
Magdeburg
DDR/West German Border Stations
Hamburg
V. Types of Vessels in Operation
VI. Elbe River Conditions Affecting Operations
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SUBJECT: The Czech Elbe-Oder Navigation Company and Conditions Affecting
Operations on the Elbe River
I. Introduction
Until 1948 the Czechoslovenska Plavba Labe-Odra (CSPLO), Czech Elbe
Oder Navigation Company, was organized along decentralized lines, with
qualified experts in top positions. Every department had full authority
and commensurate responsibility for its own activities. The various stations
of the company within the CSR and also outside the CSR were self sufficient
in almost all activities.
After 1948 most of the qualified executives were slowly removed fron
their positions and replaced by ESC members. The structure of the CSPLO
was changed to a highly centralized instead of decentralized organizatjon
following Russian patterns. Political schools were founded and selected
employees attended one year courses in preparation to take over leading
positions within the firm. Traveling employees were assigned to boardinE
schools and given political instruction in addition to being screened for
political reliability. Many employees were thereafter restricted to duty
within the CSR and some were discharged outright. Later many German crew
members were released without grounds, for the most part Sudeten-Germans
who had been employed with the firm for many years.
A deficiency of working power, firemen, deck sailors especially, ten
existed which finally forced the company to set aside its Czech Nationalism
and re-employ German crew members, but only residents of the DDR. However,
in order to assure an eventual pure Czech hierarchy with orientation towards
the Communist regime, schools for young prospective crew members were set up
in the CSR. In these schools, selected young individuals were educated arid
after two years were assigned to duty on board CSPLO vessels. This plan met
with little success, for after completion of schooling, SOME of the stu4ents
were found to be politically unreliable and were not allowed to leave the CSR.
Others were allowed to leave the CSR but not the DDR.
The Magdeburg Station was assigned the task of re-employing East atrmal,
crew members; prior to employment the Station was charged with examination
of applicants for political reliability. Later in 1952 a Cadre Section was
founded in Magdeburg which was given responsibility for conducting a review
of the political reliability of current East German employees and in addition
to assume responsibility for screening all new applicants. At the end cf 1953
and beginning 1954 the CSPLO again released a large number of East German
employees and the number of East German employees fell from 300 to about 210.
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Also in 1954 another security review was conducted prior to issuance of a new
ships book for traveling crew members ; the actual issuance of the ships bock
was reportedly to be handled by the Deutsche Shiffahrt und Umschlagbetrieb (DM),
East German inland waterway enterprise.
II. Organization
The administration of the company is broken dawn into the following main
departments:
General Management. A central director (Hauptdirektor) leads the entire
enterprise and is assisted by a chief engineer. The central director suplosedly
concerns himself only with matters of prime importance, but it generally happened
that both he and the chief engineer busied themselves with less important details,
even reprimanding their subordinates for not bringing all matters to their atten-
tion. The department itself is broken down into sections charged with responsi-
bility for seeing that the firm ftlfills assigned norms. A daily conference is
held by the General Management during -which current operations and problems are
discussed. These daily conferences are also attended by a representative of the
KSC. In addition to daily conferences, larger conferences are held when need
arises which are attended by representatives of the Prague-Holesovice, Melnik,
Usti, and Decin Stations. Representatives of the Magdeburg and Hamburg Stations
are not present. A representative of the Hlavni Spava Ministerstva Dopravv 05
(Department 05 of the Central Administration of the Czech Ministry of Interior)
attends the larger conferences.
Bookkeeping Department. The Bookkeeping Department is subordinate only to
the General Management. As in the Soviet System, this department is extremely
powerful and it directly controls the bookkeeping sections in all CSPLO Stations.
The central bookkeeper of the firm acts for the central director in his absence
and he also carries out spot audits of books of the various CSPLO Stations.
Operations Department. The Operations Department is headed by a central
director or so-called ffcentral dispatcher's. The Operations Department was
initially located in Prague, but was transferTed to Decin so that closer contact
with the main CSPLO harbor in the CSR could be effected. After one year the
Department was again moved back to Prague. The main responsibility of the Depart-
ment is to control the entire CSPLO fleet, to approve movement of ships, to reserve
barge space, to allot towing vessels, to control repairs, to conduct liaison with
harbor officials, to fulfill set norms, to supervise competitions among areas,
and to issue daily reports by telephone and teletype of ships positions. Three
times weekly the Department issues a general report covering the firm's activities
and submits disposition reports of CSPLO shipping to all sections concerned. The
Department notifies dispatchers at CSPLO Stations in advance of arrival of company
vessels and controls the dispatch of railroad cars.
Commerce Department. The Commerce Department arranges for contracts with
shipping agents. Shipping agents for the firm for West Germany is the uMetranso
firm with its sections being responsible for handling goods via Hamburg with
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West German contractors. The export and import sections of each station are
subordinate to the Commerce Department. The head of the Department is in constant
touch with the "central dispatcher" of the Operations Department to coordinate the
reserving of barge space and other matters. The Department also receives so-
called card indexes (Kartierungen) and is responsible for their control. Ale card
indexes are computed capacities for each shipping unit. The Department is also in
touch with the stations directly with regard to barge space and other business
matters, In Magdeburg, the Department was responsible for conducting liaison with
the DSU.
Cadre Department
The Cadre Department succeeds the former Personnel Department. The Department
is broken down into two sections, one for traveling employees and one for station
employees. The "cadre leader" (Kaderleiter) heads the Department and is resoonsi-
ble for both sections. The section for station employees is secondary to the
section for traveling employees. The Department is charged with the screening of
every CSPLO employee. The screening consists of completion of five copies or a
thirty-question biographical statement by the applicant, submission of good conduct
certificates from the Nistni Nardni Vybor (AV), district national committee, and
the Okresni Narodni Vybor (ONV), local national committee, and through five signed
character references for inland duty, ten signed character references for duty
outside the CSR. The StB conducts a background check on applicants and once they
are employed, they are evaluated for political reliability by political instructors.
Once an employee passes the above screening, he is presented with his blue ships
book by the Cadre Department and the Department sees that necessary visas are
obtained through the Ministerstvo Zahrancni, Czech Foreign Ministry. The visas
for the Elbe River routes are limited by time and to travel to the DDR and West
Germany only. Visas for travel to the DDR were not necessary, but visas for one
trip to West Germany and return were issued by the Allied High Commission Travel
Office in Prague. For travel into the DDR a crew list (Iannschaftsrolle or
Spisok Ekipaza) was drawn up in blank for each crew by the Traffic Ministry. These
crew lists were distributed to the Decin, Magdeburg, and Hamburg stations in blank
and were made out by the stations themselves. The stations were required to turn
in the used crew lists upon requesting new ones. The lists were valid for border
crossings in Hrensko, Schmilka, and Kummlosen, were made out in Russian and Czech,
and carried official stamps.
The Cadre Department effects promotion of personnel according to recommendations
made by the KSC, by the central director, the central dispatcher, the station
dispatchers, and also according to its own judgment. In this way, technical
ability is not recognized and promotions are based for the most part on political
orientation. A connection between the StB and the intelligence section of -Lie
Cadre Department exists and is not known to everyone, but persons in leading
positions knew of the liaison in addition to the persons directly concerned.
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In addition to StB efforts, the Cadre Department is known to utilize its own
informants. These informants are assigned to each vessel and each station. In
order to attempt to assume political reliability among personnel, the Department
assigns a political leader to each station and to each large towing vessel; these
political leaders act as assistants to the station chiefs or crew captains and
have a great deal of power. The chief of the Department personally visits stations
along the Elbe more often than executives of other departments.
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Technical Department.
The Technical Department is separated into two sections, one for motor vessels
and one for steam vessels. The Department has supervision over all new construction,
Ship building yards, repairs, and technical questions covering the entire Elbe
and Moldau river routes. The Department itself initiates new construction programs
according to the budget assigned for such purposes. Stations themselves cannot
initiate new programs on their awn without approval of the Department. Repairs
to CSPLO vessels are undertaken in the CSR; however, large scale repairs are carried
out in the DDR. Previously repair work was also undertaken in West Germany, but
this no longer occurs because of the lack of foreign exchange. Suggestions for
improvement of CSPLO procedures and techniques are approved by the Department.
Accident Department.
The Accident Department concerns itself with the none too seldom accidents of
CSPLO vessels. The company allegedly cannot afford to insure its shipping because
of the extremely high premium rate assigned it. An accident specialist is assigned
to every station and he handles investigations, being responsible for reporting
accidents to the Department. Every accident and all property damage must be reported
with each station numbering its accident reports consecutively. The station dispatch-
er must make a report of all accidents wherein damage exceeds a specified amount.
In the DDR the amount is DM W 50.00. The majority of accidents can directly be tied
to unqualified personnel and a large number to drunkenness. Officials Of the firm,
looking for scapegoats, have unsuccessfully tried for some time to blame sabotage
for the high accident rate, but they have so far been unsuccessful in their attempts.
Planning Department
The Planning Department draws up performance norms for every shipping unit and
compiles on graphs the work accomplished by each vessel during the year. These
graphs are regularly given to the ship captains so that the responsibility falls
on them if they do not fulfill their yearly ton-kilometer norms. The Department
also plans so that provisions are purchased one year in advance. When the materials
are used, no more can be delivered. The measures to be taken by CSPLO station
officials after their yearly allotment of materials has been used are never planned
by the Department, and station officials are at times forced to borrow fuels and
other materials to keep in operation. The Department also has a hand in budgeting
for employee salaries, and stations are authorized in advance the over-all amount
they may expend for salaries.
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III. Communications
In general, with the exception of the cadre leader, leading officials of
the firm came to Germany very seldom. Letter reports are exchanged with stations
by normal post and by delivery via fast or "express" ships. Telephone and tele-
type contact is maintained. Top station officials are sometimes called for
personal conference to the CSR, and representatives of the CSPLO stations within
the CSR are, as reported above, called to conferences with the General Management.
IV, Main CSPLO Stations on the Elbe Route
The main CSPLO stations on the Elbe route and Elbe border control points
are described below, beginning with the "Berg" (Mountain), or upper parts of the
Elbe and ending with the "Thin (Valley), or lower parts of the Elbe:
Prague-Holesovice. The Prague-Holesovica harbor serves as a trans-shipment
point for goods entering and leaving the city of Prague. Imported goods consist
of ores, grains, machinery, logs, and packaged materials. Exports consist of sugar,
lumber, and light industrial goods, with construction materials and sand making up
the backbone of harbor activity. The harbor itself does not have the capacity it
had before the war, and it actually is used mostly as a substitute harbor when other
CSR harbors are overloaded with material for trans-shipment. Operations in the
harbor usually run from the middle of March to the middle of December. The harbor
is closed during the rest of the year due to the retracting of the flood gates on
the canalized Moldau River to prevent ice damage to them in the minter. dhen the
water level in the Moldau is high enough without presence of the flood gates, river
traffic does take place without the flood gates; this is, however, seldom the ease.
The harbor is equipped with old style cranes, some warehouses, and a modern ware-
house and refrigeration plant. A central harbor bureau and a small shipyard make
up the rest of the harbor, which is under the control of the station itself. The
personnel consist of a station chief, dispatcher, loading supervisor, some adminis-
trative employees, and some harbor workers. The harbor area is fenced and indus-
trial police control the documents of persons entering and leaving it. Regular
operation of the harbor will never reach its pre-war peak due to lack of demand
and lack of export materials.
Outside of the harbor in the city suburb of Liben a shipyard is now in operation
which does not belong to the firm. Another harbor in Smichov is no longer in
operation. Within the Holesovice harbor itself, sand is unloaded directly on
the banks of the Moldau and is then loaded into open sand barges mhich never leave
the CSR. The barges are manned by Czech crews who were not deemed politically
reliable enough for duty outside the CSR. The harbor is usually serviced by
small barges of no more than 700 tons since the larger barges have difficulty
passing through the Moldau River locks. The Hclesovice station is required to
submit reports as are the larger CSPLO stations.
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Melnik. Below the point where the Moldau River flows into the Elbe stands
the port of Melnik. The harbor is equipped with one warehouse and two cranes of
modern construction. The imports in Melnik are the same as for Prague-Holesovioe,
and Melnik shares sugar export with Prague-Holesovice. The station offices are
maintained outside of the harbor and are operated by a station chief, dispatcher,
loading supervisor, and administrative personnel. Trans-shipment of material
takes place in the harbor and also an the banks of the Elbe. Large towing vessels
and barges can reach Melnik, but only when water conditions are favorable. iiver
traffic also comes to a standstill in Melnik with the advent of the icy period
and the removal of the flood gates. The petroleum harbor of Hnevice near aelnik
also is under the jurisdiction of the Melnik station, but the harbor itself is
not staffed by personnel of the Melnik station. In the area near Hnevice the
German Government constructed large underground petroleum storage tanks during
the war; these tanks are still in use, being serviced by CSPLO tank ships.
Usti nad Labem. The Usti Station is located on the left bank of the Elbe
beneath the canalized portions of the river. Three offices are located within
a building direct on the banks of the river. Storage rooms, the trans-shipment
area in Usti, the old and the new harbor, the trans-shipment area in Nestemice, and
the salt trans-shipment area of the former �Solvaywerken chemical factory are
under the jurisdiction of the Usti station. On the right bank of the Elbe in Usti
stands the Usti Shipyard, which does not belong to the firm. Personnel of the
station include a station chief, dispatcher, some loading supervisors, some ware-
house supervisors, administrative personnel, and a number of harbor laborers. The
entire harbor area is fenced and is under guard by industrial police. The trans-
shipment area in Usti is the second most important in the CSR inasmuch as Usti lies
on the free river and river traffic is not hindered by antiquated locks. Thn )ast
lock on the Elbe is located above Usti; this last lock is of modern construction
and is operable with the exception of low water and ice. The harbor is equipped
with both new and old style cranes capable of handling all types of materials such
as ore, chemical raw materials, grain, and packaged goods. Export goods consist
of sugar, cement, 1111800, machinery, and packaged goods. For the most part,
fully loaded barges entering the CSR are allotted to either Decin or Usti during
their journey, not knowing their destination until arrival at Decin. Salt is
unloaded always at the Nestemicetrans-shipment point or in Usti. The trans-
shipment area of the former nSchichtmerken in Usti is utilized for liquid fats.
and oils. Below Usti a shipyard is located in Valtire which does not belong ta
the firm. A full year round scheduled traffic cannot be conducted to Usti with
the exception of fast ships. At times when the water level of the Elbe is too law,
it is purposefully elevated by release of water from flood gates above Usti so that
CSPLO.shipping can ride on the high wave of water to Usti from Decin. Nhen such
a rise in water level cannot be technically effected, the ships must remain in Decin.
Decin. The most important installation af the CSPLO in the CSR is the trans-
shipment area in Decin. The trans-shipment takes place in the harbor of Rozbelegy
in Decin and in Loubi. The Loubi area is undergoing modernization and will become
the most efficient harbor in the CSR. On the right bank of the river about 300 meters
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below the Decin bridge stand the office rooms of the station. The personnel of
the station is comprised of one chief, two dispatchers, a number of loading
supervisors, administrative employees, warehouse supervisors, and harbor workers.
All CSPLO shipping entering the CSR from the DDR stop and report in at Deoin, to
receive further orders, money for crew salaries, provisions, and drinking water.
One part of each barge train usually remains in Decin while the other part is
taken on to Usti, Melnik, or Prague-Holesovice. For the most part, the large tow-
ing vessels remain in Decin; with very favorable water conditions they do at times
go as far as Usti. River traffic in the direction of the "Tal" (with the current,
or toward Magdeburg and Hamburg) seldom remains in Decin because of poor anchorage
there.
The harbor handles about the same imports and exports as does the Usti harbor.
The entire trans-shipment area is antiquated and it is in the process of being
modernized. The harbor area is fenced and is under heavy guard by industrial
police. In addition, toll and customs police carry out period checks in the
harbor. The Czech labor union ROH regularly calls political conferences here and
political courses are conducted both during and after working hours. "Culture"
clubs exist for the ships crews and activities such as chess, photography, and
sports are sponsored. The station has a house for the traveling employees, complete
with a cantine and sleeping facilities, in the neighborhood of the station. The
cantine is equipped with a small movie projector. The entertainment program is
designed to keep the East German bargemen in the harbor so that they do not come
in contact with the "outside world" while in the CSR. A state operated seaman's
school is located in the city which is attended by young Czechs taking two year
courses. The Czechs are sent on Aa practical training runs with JSPLO barges and
towing vessels to Hamburg and return. Small repairs are conducted on all types of
shipping in the harbor, but large repairs including drydocking are carried out in
Kresice.
Customs Procedures and COIDDR Border Stations. Toll officials review the
toll papers prepared for each cargo before the loading of a CSPLO vessel is begun.
The officials inspect the empty vessel for contraband, and if the vessel is found in
order, they allow the loading to begin. One ton official is always present during
the entire loading process, and after completion of the loading he affixes his seal
to the compartments. In the event loading is not completed by, the end of the work-
ing day, the compartment is sealed by the toll official for the night. Upon com-
pletion of loading a toll certificate is prepared and the ship's captain takes the
certificate together with 'his manifest to the harbor toll office for official
stamping. These papers accompany the cargo to the destination and must be shown
at each border control point.
Upon unloading the procedure is generally the same. Practically speaking
the ships crews cannot enter the storage compartments because of the seals: but
in the past some crew members were able surreptitiously to enter the compartments.
After some irregularities were discovered, hard penaltiesmere imposed for such
activities and they have supposedly ceased. The only occasion for breakage of a
toll seal is in case of accident. In this event the seal can be broken only by
the ship captain and he is obligated to report his action to the nearest tell station.
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Near the CSR/DDR border on the CSR side the CSPLO has set Up a branch �trice
in Hrensko which assists CSPLO shipping through customs controls, Ships arriving
in Hrensko are controlled both by customs police and border police. The captains
of vessels proceeding out of the CSR must present the blue ships books of his crew
for inspection. If the ship is scheduled to enter West Germany, each shies book
must contain the required Allied High Commission visa. If it later becomes necessary
for a vessel previously scheduled only for the DDR to enter West Germany, the permits
can be obtained within the DDR. For travel into the DDR only, the crew list, or
nSpisok Ekipazan must be presented. During the control, the entire crew must come
on deck and the border police check the ship for stowaways. After this Pass control,
the toll officials inspect the toll papers and the seals previously placed on the
cargoes.
On the DDR side of the border the vessels undergo the same general check by
DDR and Soviet occupation authorities at Schmilka. On the return journey to the
CSR the ships again undergo controls at Schmilka in the same manner. There has
never been good will between the Czech crews and the DDR border and customs police.
On the one hand the Czechs accuse the DDR officials of theft and on the other the
DDR officials accuse the Czech crews of smuggling. After passing the DDR/';SR
border, the ships again undergo control by Czech authorities at Hrensko.
Inspectorate Dresden. Before the war Dresden was classed as a CSPLO station,
but after the war it was made into an inspectorate subordinate to the Magdeburg
station. The inspectorate submits all reports through Magdeburg. The perioanel
of the inspectorate include a dispatcher and assistant dispatcher. All CS?L0
shipping passing through Dresden must report in with the dispatcher. The _serge
trains proceeding against the current, or toward the CSR are not broken down.
Usually the shipping stays overnight here and the crews are very glad to tAke shore
leave for shopping, drinking, and to see women friends. Alth the advent of the low
water period the ships are for the most part lightened in Dresden. Part 02 the
cargoes are transferred into empty barges to lessen the draft of the vessels. The
transfer takes place either in the harbor or on the free current of the Elbe. A
toll official must be present at the transfer. In the event the towing vessel has
too great a draft, the vessel is replaced with a vessel of less draft. The Dresden
water guage (Dresdener Pagel) is maintained by the inspect orate and reports issued
by the inspectorate are of the most importance on the Elbe.
Magdeburg. The Magdeburg station is located above the Magdeburg-Berlin railroad
bridge on the left bank of the Elbe. The station consists of old warehouses and
wooden office buildings. In addition there is a coal storage area with an old style
crane. The station is the central point for all river traffic on the Elbe since it
is connected with the canal systems of East and lest. The Elbe is narroweo in this
area by cliffs and especially in the low water period the first rapids on the river
cause a great danger to river traffic. The river is thus used for traffic in one
direction only from above to below Magdeburg and a signal system is in use for this
purpose. Station personnel consist of a chief, dispatcher, and heads of the book-
keeping, cadre department (for German employees), accident, technical, and trans-
shipping departments. The primary responsibilities of the station are to facilitate
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movement of traffic to and from Nest Germany, trans-shipment of salt, pacgaged
goods and bulk material,liaison with the DSUI and employment and discharge of
German employees. The station has only old equipment in operation and often
equipment must be borrowed from the DSU in order to continue operations.
Shipping from Hamburg, the Oder River, and the CSR come together in liagdeburg.
In the event of unfavorable water conditions and due to lack of towing vessels,
the accumulation of over one hundred ships in Magdeburg becomes unavoidable at
times. In periods of low water, heavily loaded barges are also lightened here
and at times are completely unloaded. For this purpose, warehouse space nd empty
barges have to be kept available. In addition, 180,000 tons of salt ate supposed
to be trans-shipped through Magdeburg yearly; this goal has never been reached due
to lack of storage and shipping space, lack of cranes in the CSR and in the MR,
and lack of railroad cars. The company was able to trans-ship a yearly total of
not more than 150,000 tons to the CSR by using DSU barges in addition to GSPLO craft.
To accomplish even this total, the barges, for the most part over aged, must be
loaded to the greatest poSSible draft and for this reason the accident rate becomes
greater.
The advance arrival of every CSPLO ship is received by the Magdeburg station
and, as stated above, the station is responsible to see that the vessels are pro-
cessed through Magdeburg as rapidly as possible. Before arrival of a barge train,
the station must see that towing vessels are available to assist the train through
the one-way area, since the rapid current and presence of bridges makes it necessary
for the trains to be broken down. In the event that no towing vessels are available,
the ship towing the barge train must make return trips to bring its own barges
through the area. The German and Czech crews are in no hurry to see their ships
process through Magdeburg and often are able to delay the process. Most of the
German crew members live in or near Magdeburg and take this time to see their
families, The Czechs take their time in ord.?r to shop in the city and to see
women friends there. In addition to the procurement of towing vessels to assist
the barge trains through Magdeburg, additional towing ships have to be obtained
for CSR bound trains since the trains cannot be as long above Magdeburg as they
can below Magdeburg due to official regulations and obstacles in the river itself.
The fast ships usually tow one barge from Hamburg to Magdeburg, leaving the barge
to be picked up by other towing vessels for the trip above Magdeburg; this proce-
dure also necessitates that towing vessels be on hand in Magdeburg for the journey
into the CSR.
Barges traveling in the direction of Hamburg, or with the current, also must be
towed through the one-way area. Tugboats can be used for this purpose. Tugboats
of the CSPIO are used on the -lagdeburg to Hamburg route a great part of the time and
thus are not available for this duty; DSU tugs are then borrowed for the pur-gose.
In addition to Magdeburg, trans-shipment takes place in Wittenberge, Tangermuende,
Schoenebeck, Aken, Dessau, Lutherstadt, Wittenberg, and some canal stations between
Magdeburg and Berlin. .:OSPLO Elbe aiver ships seldom are sent to Ostsee ports.
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Most of the cargoes destined for Magdeburg are consigned to the DSU, butAloes
occur that material of the CSPLO is trans-shipped in Magdeburg. The jurisdiction
of the station reaches from Lutherstadt, Wittenberg to Schnackenburg on the left
side of the river and to Boitzenburg on the right side.
The station cadre section is charged with hiring and firing of German
personnel, but has very little authority, being closely directed by the Cadre
Department in Prague. Political schooling for Czech employees is carried out by
the bookkeeping section. In addition, work conferences are called and various
employees give lectures about their specific positions. When river traffic is
at a standstill, technical courses are conducted. The station has a movie pro-
jector and shows German culture films.
It is planned that a modernization of the station will take place involving
construction of new offices, living quarters, conference rooms, and cantine.
DDR/West German Border Stations. River traffic is checked into and out of
the DDR on the Elbe at the small village of Luetkenw isch and also at Kthalosen.
Traffic is controlled at Schnackenburg on the West German side and again on a spot
basis at Lauenburg, since the DDR/Nest German border splits the Elbe from Schnacken-
burg to Lauenburg. Pass and customs controls are carried out in generally the same
manner as at the DDR/CSR border.
Hamburg. Generally speaking, the end point for all CSPLO shipping on the
Elbe is Hamburg. Once in a great while, however, vessels are sent to ports below
Hamburg. The central offices of the firm are located in a two story building in
Peute Harbor. Living quarters for some employees are located on the top floor.
A part of the harbor itself is used as a docking area, but no trans-shipment Is
effected here. Across the Elbe from Peute harbor stands the Entenwerder Toll
Station, where CSPLO shipping is checked in and out of Hamburg Harbor with the
assistance of the firm "Meyer and Company", toll declarants. The Entenwerder pier
also is utilized as the headquarters for the CSPLO harbor tug fleet. Small -enairs
are effected in Moldau harbor, which also serves as a CSPLO docking area and trans-
shipment area for goods being transferred from one barge to another. The firm has
equipped a former barge as an entertainment ship, has named it the "Kulturaill, and has
docked it in Moldau harbor. The firm also utilizes Saab e harbor, which is located
next to Moldau harbor. Saale harbor serves as a docking area for tugs, coca barges,
and vessels of all classes. Material is transferred in this harbor from harbor
barges to CSPLO ships, and the harbor is directly connected with "Segelschiff"
harbor, where CSPLO-leased warehouse number /41 is located. "Segelschiff" harbor
can be utilized by seagoing friighters, and barges of the firm are loaded and un-
loaded in the harbor. Railroad cars are also loaded from CSPLO barges, as are they
unloaded into barges of the firm. Inasmuch as such trans-shipping requires steve-
doring, the firm uses their own sailors for harbor work to save paying wages in
West German marks. CSPLO WAREHOUSE 41 is used solely for package& goods. aulk
goods are loaded directly from ship to ship if the total weight of the material to
be transferred exceeds twenty-five tons.
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Personnel of the station consists of a chief, dispatcher and two assistant
dispatchers, bookkeeper, supervisors of the export and import and accident
departments, warehouse supervisor, harbor tug supervisor, and various adminis-
trative employees. The station is in telephone contact with higher headquarters
and a teletype is reportedly to be installed.
V. Types of Vessels in Operation, The firm operates various types of river
vessels, each constructed for a particular purpose and thus not usually inter-
changeable with other type vessels. The CSPLO fleet is partly very old and
partly modern. Some barges in operation are over fifty and sixty years old, and
'towing vessels are in the large part antiquated. The motor vessels are newer but
some have been in operation over thirty years.Types of vessels in current use are
as follows:
Small passenger motor boats for harbor use only.
Tugboats for harbor use only.
Tugboats for the entire Elbe route.
Open barges for harbor use only.
Open sand barges for use in the CSR only.
Tow barges for the entire Elbe route.
Fast steamships for the entire Elbe route.
Fast motor ships for the entire Elbe route.
Steam towing vessels for the entire Elbe route.
Motor towing vessels for the entire Elbe route.
Tank Motorships for the entire Elbe route.
The Elbe tow barges are of various size and are broken down into the following
categories:
Finnowmaas. The dimensions are not known. The barge can carry from 150
to 200 tons. The CSPLO has none in operation.
Saalemaas. The dimensions are not known. The barge can carry from 300 to
350 tons. The CSPIO has none in operation.
-Odermaas. The barge is from 7 to 8 meters wide and 55 to 60 meters long. It
carries from 500 to 600 tons and is in use by the firm.
Plauermaas. The barge is 8 meters wide and 67 meters long. It is the only
type of barge currently being constructed by the firm and
carries from 680 to 750 tons.
Elbemaas. The barge is 10 meters wide and 70 meters long. It carries from
950 to 1100 tons and is in use by the firm.
The fast steam and motor ships usually tow one barge with them from Hamburg
to Magdeburg, leaving the barge in Magdeburg to proceed further upstream alone.
The tank motor ships carry only petroleum and fuels when these are availlAble, but
when they are not the ships are put to use as towing vessels, usually between
Magdeburg and Hamburg. All motor vessels proceeding with the current from the CSR
to the DUR and lest Germany tow barges, and only in unusual cases do they proceed
downstream alone. Loaded barges can proceed alone downstream from the t()
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Magdeburg, but on occasion they are forced to anchor because of headwinds. Lone
barges seldom proceed downstream from Magdeburg to Hamburg, then only if water
conditions are very favorable. Towing vessels travel on orders received at their
destinations, and personnel on board never know beforehand where they will be
proceeding next. On occasion towing vessels are exchanged in the open river. Each
towing ship captain is given a travel plan together with the orders he receives.
The travel plan is broken down into hourly time units with the expected time of
arrival at destination. A daily log is maintained by the ship captain and is
forwarded to the General Management by the station chiefs.
VI. Elbe River Conditions Affection erations. The entire CSPLO :life route
is 770 kilometers long. The route begins in Prague-Holesovice on the canalized
Moldau river. The Moldau is controlled by five flood gates from Prague to the next
CSPLO station in Melnik. Four of the flood gates are removable during ice eeriods
and the fifth is so constructed that it cannot be utilized during high water
periods. At Melnik the iv:oldau joins the Elbe and the Elbe itself is canalized to
Kolin, being controlled by five flood gates which allow navigation of this part of
the river during medium to medium-high water periods. The last lock of the Elbe in
Strekov near Usti is one of the most modern locks in Europe. Two more Elbe locks
are planned between the Strekov lock and the CSR/DDR border. Smaller towing vessels
are used to traverse the Elbe locks and these ships usually tow three barges; the
ships themselves usually never leave the CSR. In addition to DDR and West German
traffic, the Elbe locks are used for shipping within the CSR, e.g., for barges
carrying sugar beets, sand, and coal.
Below the last Elbe lock at Strekov the Elbe is a free stream subject to water
and weather conditions. The river runs fast and deposits little sediment. At
Dresden in the DDR the water level fluctuates and is irregular. The shipping draft
level averages from 100 to 110 centimeters, which is about one-third of the carrying
capacity of the barges. From Dresden to Torgau the current runs a little slower,
but in low water periods rapids appear which provide obstacles for river traffic.
The river deposits sand in small amounts, but the draft becomes better, reaching
from 110 to 120 centimeters. From Torgau to just above Magdeburg the water level
does not fluctuate, some sandbanks appear which do not hinder traffic, the current
is slower, and river shipping is active. The draft usually averages from 110 to
130 centimeters.
In Magdeburg the Elbe is narrowed by cliffs and rapids are formed, forcing
river shipping to be controlled into one-way traffic. The draft remains the same
as in Torgau, averaging 110 to 120 centimeters, but is at times raised by favorable
water conditions on the Seale river. Below Magdeburg as far as lIttenber,ee the
river becomes an ideal stretch of water. The current is slower, the water level
does not fluctuate, and the draft stands on the average between 130 and 150 centi-
meters. From Wittenberge to Hamburg a large amount of sand is deposited by the river
because of slow current and sand banks are formed. The sand banks are actually not
a danger, but a good knowledge of the channel is required. The average water level
is from 140 to 150 centimeters.
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The water levels on the Elbe are broadcast daily from Budejovice, CSR to
Lauenburg, West Germany, and ships are loaded on the basis of these reports.
Traffic on affected parts of the river is halted when the level falls below
80 centimeters or when it rises above 450 centimeters in Dresden, 500 centimeters
in Magdeburg, and 450 centimeters in Usti. River traffic is not discontinued all
at once during low water periods. It is discontinued first on the upper oarts to
Dresden, Torgau, and has at times reached Magdeburg. Traffic has been stopi3ed
due to low-water levels as far domn the Elbe as Lauenburg on occasion.
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After a heavy winter the shipping season begins on the Elbe about the middle
of March with a considerable but not high water level. The water level falls
slightly thereafter until the beginning of May when the flood gates are installed
in the CSR. The installation of the flood gates causes a lowering of the water
level, but shipping may still be loaded to an average draft of 130 centimeters.
Traffic is generally unimpeded until the middle of June or the middle of truly,
depending upon the amount or rain in the upper regions of the Elbe. From the
middle of June until the middle of July or end of August, a low-water period
generally sets in causing discontinuance of river shipping. During the first
part of September the water conditions usually improve through rain or through
manipulation of the flood gates within the CSR, and traffic resumes. In mid-
October the south Bohemian reservoirs are emptied causing a further improvement
in the water level. Traffic can generally continue until the middle or end of
December, depending upon ice conditions. From the end of October to the end of
November the presence of fog makes travel more difficult. Usually before the end
of December ice forces the removal of the flood gates in the CSR, and river traffic
proceeds no further up the Elbe than Usti unless very favorable water conditions
allow travel to Melnik without them. From the first of January traffic is usually
discontinued due to at least fifty per cent freezing of the river, and all vessels
are docked in minter harbors. Generally speaking, CSPLO ships navigate the Elbe
from the middle of March until the middle of July and from the middle of August
until the end of December, a total of seven and one-half months per year.
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