NATIONAL INTELLIGENCE SURVEY 18; CZECHOSLOVAKIA; TRANSPORTATION AND TELECOMMUNICATIONS

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FIGURES
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Page
Page
Fig. 1
Road in mountainous eastern
Fig. 9
Selected inland waterway routes
Czechoslovakia (photo)
3
(table)
15
Fig. 2
Principal railroad lines table)
5
Fig. 10
Selected pipelines table)
17
Fig. 3
11 4 mahious surface photo)
8
Fig. 11
Ships of the merchant marine table)
20
Fig. 4
Concrete bridge photo)
8
Fig. 12
CSXs newest transport, the IL -62
Fig. 5
Expressway south of Prague photo)
9
photo)
21
Fig. 6
Principal highway routes table)
10
Fig. 13
Selected airtields table)
23
Fig. 7
Elbe river tows photos)
13
Fig. 14
Terrain and transportation
Fig. 8
Fitting out quay photo)
14
map) follows
28
ii
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TrUsportAlon and telecommunications
A. Appraisal (S)
Czechoslovakia has well developed transportation
and telecommunication (telecom) networks, and all
the state operated systems are adequate for current
economic needs The transportation and telecom
networks carry large amounts of traffic; there are good
rail, highway, airline, and waterway connections to
adjacent countries.
The western part of Czechoslovakia is heavily
populated and industrialized; Prague and seven
surrounding regions (the Czech lands) account for
more than two-thirds of the total population. The
eastern part is mountainous, sparsely populated, and
relatively inaccessible. Reflecting these factors,
transportation facilities in western Czechoslovakia are
far more extensive than those in the east. Except for
the high capacity heavily trafficked Cierna nad
Tisou'� Prague rail line, east -west transportation
facilities are limited.
Rail is the most significant mode of transportation.
Highways serve mainly as a short -haul supplement to
the railroads. Statistics for 1972 show that of the three
principal means of surface transport, rail accounted
for about 80 highways for some 15 and
waterways for about 5% of the total 51.5 billion ton
miles. In the same year, railroads carried about 24%,
highways slightly more than 75 and waterways less
than l o of the total tonnage moved. The contribution
of waterways to the national transport system,
although significant, is small, largely because of the
sparsity of routes and their lack of interconnection. An
extensive system of pipelines for moving oil and gas
provides an important complement to the surface
transport facilities; of major importance is the CEMA
(Friendship) international pipeline.
The rail, highway, and airline systems serve all the
important economic centers of the country. Although
the railroads have a freight -car shortage that prevents
them from meeting peak demands, the lines are rated
among the most efficient of those of the Eastern
European Communist nations, and the highways,
although inferior to those of most Western European
countries, compare favorably with those of other
'For diacritics on place names see the list of names on the apron
of the Terrain and Transportation map and the map itself.
European Communist countries. Domestic air carrier
services move only a small portion of the total
passenger and cargo traffic, but the government is
making every effort to encourage public use of air
transport services.
Direct exchange of rail equipment of the standard
gage (4'S 1 /2 Czechoslovak network is made with all
adjacent countries except the Soviet Union, which has
a 0" broad -gage system. The most important
I
acilities for transloading freight from Soviet to
Czechoslovak rolling stock are located at Ciema nad
Tisou, and supplementary facilities are at Vel'ke
Kapusany. A significant development in recent years is
the 57 -mile extension of a Soviet broad -gage line to
Kosice. Numerous highway connections are made
with East Germany, Poland, the U.S.S.R., Hungary,
Austria, and West Germany. International cun-
nections via inland waterways provide economical
means of transport for cargo moving between
Czechoslovakia and ports on the North, Baltic, and
Black Seas.
The international air -route network of Czecho-
slovakia is, among Communist air carriers and in
terms of points served and number of flights, second
only tr the international air -route network of the
U.S.S.R. The Czechoslovak air carrier �CSA �links
Prague with key cities in Europe, West Africa, the
Middle East, South and Southeast Asia, Cuba, and
North America (Montreal and New York).
The government owns all transportation modes and
telecommunications. Control is vested in the Ministr
of Transportation. Railroads are operated by the
Czechoslovak State Railways. All highway transport
services are nationalized and are carried out from
motor transport centers in major cities. The
Czechoslovak Elbe-Oder Navigation Co. and the
Czechoslovak Danube Navigation Co. control all
inland- waterway operations. The ministry exercises
control of air transport and airwork services through
the Civil Aviation Administration.
Telecom facilities are among the best of the
Communist countries and include modern telephone,
telegraph, telex (teleprinter subscriber exchange),
facsimile, radiobroadcast, and TV services.
Czechoslovakia, although landlocked, transports a
significant amount of its foreign trade by sea,
principally through foreign ports on the Baltic, North,
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Black, and Adriatic Seas. The government depends
heavily on foreign flag ships to carry the country's
foreign trade; in 1972 Czechoslovak ships carried less
than 10 '/c of the 4.5 million tots of foreign seaborne
t rade.
Except for the merchant marine, for which there are
no expansion plans, improvement and expansion of
the transportation and telecom facilities are in various
stages of planning or implementation. As to the
railroads, main emphasis is being placed on
improvement of the existing lines rather than on
construct ;on of new ones; major projects underway
include .nc reconstruction and enlargement of rail
junction, in several key centers and electrification of
several lines between Prague and several main cities.
The highway modernization program rims to
eliminate serious bottlenecks, improve existing roads,
and establish an expressway system of cross- country
routes. A main objective is to have 80% of the national
roadnet paved by 1975; long -range plans call for
expressways from Prague to the borders of all adjacent
countries by 1990. Inland waterway transport
improvements underway or planned include
reconstruction of locks and dams, port modernization,
new container terminals, and fleet improvement and
expansion. Additional pipelines are under construction
or planned for the near future. There are no known
plans for expansion of the merchant fleet. Some
improvement of military airfields is underway,
particular emphasis being on construction and
improvement of defense. installations. Telec
projects seek to eliminate any obsolete intercity
systems and establish an automated long- distance
telephone service.
B. Strategic mobility (S)
Czechoslovakia's transportation systems would play
a strategic role in the event that Warsaw Pact Forces
were committed against Western Europe and the
NATO central front forces. However, the rail,
highway. and inland waterway systems do have
shortcomings and vulnerable points. Although
adequate for current economic needs, the well
developed rail system would he severely taxed to
su�Jain large -scale military movements. Major
military operations in and through the cinintry would
be seriously hampered by it lack of alternative east
west routes, too few north -south routes, and the
difference in gages between Czechoslovak and Soviet
rai I roads.
The most important rail route is the 593 -mile
douhle -track electrified line from the U.S.S.R. border
a
at Cierna nad Tisou to the East German border at
Dolni Zleb. It provides the only east -west rail route
through Czechoslovakia into East Germany for Soviet
military movements. Major interdiction points along
the route are the large classification yards at Cierna
nad Tisou, Kosice, Ceska Trebova, Prague, and Usti
nad Labem. Also vulnerable are the various large steel
and concrete bridges crossing the Poprad, Vah,
Morava, Elbe, and Vltava rivers. Special clearances on
this line permit the use of U.S.S.R. rolling stock after
Soviet -gage trucks are exchanged for standard -gage at
the border. Should the need arise, Soviets could move
more than 68,000 short tons of military supplies over
this line in a 24 -hour time period without dig- jption of
civilian traffic.
A strategic north -south route runs along the
Morava -Oder corridor from Ostrava, at the Polish
border, to Bratislava, at the Hungarian border. This
164-mile double -track partly el ctrified line connects
two of the country's major industrial areas and carries
the greater share of international traffic from Poland
to Czechoslovakia, Hungary, and Yugoslavia.
Capacity of this route is over 79,000 short tons per 24
hours. Major interdiction point; on the route are: the
classification yards at Ostrava, Prerov, and Bratislava;
the 670 -foot concrete -arch bridge over the V_,drica
River at Bratislava; and the 380 -foot steel plate- girder
bridge over the Becva River at Prerov.
Another strategically important route is the 55 -mile
broad -gage line from the U.S.S.R. through Vel'ke
Kapusany to Haniska. This line, with a daily capacity
of 15,000 short tons, provides the Soviets with a second
high- capacity rail route into Czechoslovakia and
provides an alternate route for bypassing the highly
congested Chop (U.S.S.R.)�Cierna nad Tisou
transloading complex. However, because of its lack of
bypasses, the route is extremely vulnerable to military
action.
The highway network would provide a viable
transport alternative for strategic movement during
the initial phase of any major military operation.
Practically all of the major routes are paved, and
bypasses have been constructed around many urban�
areas. However, prolonged movement by tracked
vehicles and heavy trucks would seriously damage
most road surfaces. The road pattern throughout the
western and central parts of th� country provides
considerable flexibility for motorized forces, but
movement iu Slovakia, the eastern part of the country,
would be curtailed by the hack of north -south routes
and the generally mountainous terrain. Offroad
dispersal in that area would be difficult or virtually
impossible (Figure I Effective interdiction would he
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difficult to achieve along a wide front because of the
numerous alternate routes and bridges throughout
most of the country� excepting Slovakia.
Although the two major systems comprising the
inland waterways are not interconnected, each system
provides significant logistical support routes. Main
Elbe system routes connect the strategically unportant
areas of Kolin, Prague, Melnik, Usti nad Labem, and
Decin to the East German waterway system. thence to
the Fast German �West German border. The Danube
River provides Komarno and Bratislava access to the
Czechoslovakia� Austria border moving west, and to
Hungary, Yugoslavia, Bulgaria. Romania, and the
U.S.S.R. moving cast as well as providing access to the
lower Danubian river maritime ports. The waterways
lend themselves to Warsaw Pact logistical support of
extended military operations as they are capable of
moving large amounts of rations, POI. (petroleum, oil,
lubricants), ammunition, construction materials, and
equipment. Most vulnerable are the lock- and -dam
installations on the Elbe system, destru,-tion of y hic�h
would completely close through traffic by causing
flooding and restrictive low water le%els. Seriot.
interdietio:; could also be accomplished by destroying
the major pots on the Danube as well as those on the
Elbe.
Military support by the Czechoslovak merchant
fleet, based primarily at Polish ports, would be limited
to logistic support of Warsaw Pact nations only.
Of the 10 oceangoing ships, at least 6 dry -cargo
ships have a military lift and supply iransp ort
potential of 34,386 cargo deadweight tons for short
haul (48 hours steaming) nearseas operations. The four
bulk -cargo ships would have only limited usefulness
for logistic support; but, if accessible at the time of
emergency, would also be assured for military support.
Of the bulk -cargo ships, Praha, 32,240 d.w�.t., has a
heavy -lift capability with its 60-ton booms, and
Vitkorice, 41,208 d.w.t., is equipped with a long hatch
of it feet.
The lift capability could be auemented by an
indeterminate: number of smaller ships assigned to the
inland waterway shipping companies.
No formal mobilization plan in regard to CSA and
Slov -Air is known to exist. However, because of the
status of the civil airlines as state -owned enterprises,
civil aviation equipment and personnel could be
absorbed into the military with little difficulty. Since
most flight personnel are air force reservists, their
conveimon to the military during a national
emergency could be quickly and easily performed.
The 4.3 major transports would be of greatest value for
their troop and cargo airlift potentia,. The light
aircraft of Slov -Air could be used for a variety of
military oriented activities including reconnaissance,
training, and medical evacuation.
The Czechoslovak military makes considerable use
of the civil wire line facilities. Inasmuch as telecom
facilities are owned by the government, integration or
transfer of part or all of the networks from civil to
military would be easy. in wartime, telecom facilities
would come under complete control of the military.
C. Railroads (C)
The rail lines are owned and operated by the
government and are administered through the
Czechoslovak State Railways (CSD), an agency of the
government under the jurisdiction of the Ministry of
Transportation. The CSD is the principal carrier of
domestic long -haul freight and also carries a large
amount of international traffic. Because of the thickly
forested, rugged mountainous terrain, the pattern of
the railroad system has remained basically unchanged
since its development under the Austo-Hungarian
Empire. Since that time emphasis has been placed
primarily upon increased efficiency of the existing
lines rather than on new line construction. The main
developments have been improvement of cast -west
routes to provide for increased traffic with the U.S.S. R.
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FIGURE 1. Road in mountainous eastern Czedioslovakia.
Illustrated are terrain constraints on offroad move-
ment. (U /OU)

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and further improvement of north -south routes. These
developments include elimination of unprofitable
lines, rebuilding of trackage to increase axleload
limits, double tracking and electrificat;on of major
routes, and use of automation for greater efficiency.
The most recently completed projects include
reconstruction and double tracking of the main line
extending from Usti nad Labem to Most via Bilina
and electrification of the Cheb -Plzen -Ceske Bude-
jovice, Bmo- Bratislava Sturovo, and Novy Zamkv-
Komarno lines.
The 8,260 -route -mile network consists of 8,080
miles of standard -gage (4'8 1 /2") lines, 110 miles of
3 ^Tao and 2'6" narrow -gage lines, and 70 miles of
broad -gage lines; about 1,010 miles are double or
multiple track, and 1,560 miles are electrified. In the
1970 CSD budget the major portion of funds was
allocated for reconstruction and maintenance of
tracks, yards, junctions, and stations. Other plans
include installation of modern signaling; acquisition
of new rolling stock, including a substantial number of
four -axle cars; and procurement of additional diesel
and electric locomotives. Complete conversion to
electric and diesel traction was scheduled for 1970, but
the moderuization program has not progressed as
anticipated, and completion is now expected in 1975.
The most important rail route is a 593 -mile double
track electrified east -west line from the U.S.S.R.
border at Cierna nad Tisou to the East Germanv
birder at Dolai Zleb. This line, which connects many
of the major rail terminals, passes through the heart of
the country and carries most of the Soviet
Czechoslovak traffic as well as a large amount of
domestic freight. Special clearances on the Cierna nad
Tisou -Dolni Zleb line permit the use of the U.S.S.R.
rolling stock after Soviet -gage trucks are exchanged for
standard gage at the border. A strategic north -south
route runs along the Morava -Oder corridor from
Ostrava, at the Polish border, to Bratislava, at the
Hungarian border. This 164 -mile double -track partly
electrified line connects two of the country's major
industrial areas and carries the greater share of
international traffic from Poland to Czechoslovakia,
Hungary, and Yugoslavia. Another strategically
important route is the 55 -mile broad-gage line from
?he U.S.S.R. through Vel'ke Kapusany to the steel mill
at Haniska. This line, completed in May 1966,
provides an alternate route for bypassing the highly
congested Chop, U.S.S.R.�Cierna nad Tisou
transloading complex and is the deepest penetration of
a Soviet broad -gage line into an Eastern European
country.
Czechoslovakia has about 40 rail connections with
adjacent Poland, East Germany, West Germany,
Austria, Hungary, and the U.S.S.R. Equipment
exchange is possible with all the countries except the
U.S.S.R. The most important facilities for transloading
freight between the broad -gage Soviet system and the
standard -gage Czechoslovak system are at Cierna nad
Tisou, 12 miles from the U.S.S.R. border; other
facilities are at Vel'ke Kapusany.
Details on the principal railroad lines are given in
Figure 2.
Major projects underway include reconstruction
and enlargement of railroad junctions in Prague,
Ceska Trebova, Bratislava, Ostrava, and Novv Zamkv
and electrification of lines betweer. Prague and the
terminals in Usti nad Labem, Most, Plzen, and Ceske
Velenice. No new line construction is planned.
Principal lines of the system have axleload limits of
19.8 to 22 short tons per axle, and secondary lines have
limits of 11 to 17.6 short tons. In 1972, 65% of the lines
had axleloads of 20 or more tons. Bridges and tunnels
are well built and adequately maintained. About 75%
of the bridges are of steel, and the remainder are of
masonry. The longest rail bridge, completed in 1955, is
a 3,022 -foot reinforced concrete deck -arch bridge in
the southern suburbs of Prague. In the past few years
the CSD has been using some prefabricated reinforced
and prestressed concrete structures for both new and
replacement bridges. Most of the tunnels have
masonry linings and portals, are ventilated, and have
drainage systems. The longest tunnel (15,413 feet) is
about 5 miles east of Horna Stubna on a single -track
line that branches east from a junction with the
Vrutky -Horna Stubna line.
Rail is stardard T- section type and ranges in weight
from 50 to 100 pounds per yard. Increased use of
continuous welded rail is planned. All lines have
crushed -stone or rives- gravel ballast. Most of the ties
are of treated wood (oak, beech, or pine), but
increasing use is being made of concrete ties. Proper
track maintenance is becoming increasingly difficult
because of growing traffic, a shortage of qualified
personnel, and a lack of domestically produced repair
equipment. Centralized Traffic Control was installed
on the Cheb� Pl:.en line in 1967, but further
installations are not planned.
Sufficient domestic coal is available for railroad
requirements. Most fuel for diesel and oil -fired steam
locomotives originates in the U.S.S.R. Water, which is
abundant throughout the system, normally regHres
treatment before use.
In 1972 the CSD carried 284.9 million short tons of
freight and produced 41.2 billion ton miles. Principal
commodities carried are coal, building materials, ore,
metal products, petroleuin, industrial raw materials,
wood, grain, and produce. In 1971 the CSD carried
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FIGURE 2. Principal railroad lines (C)
(Standard gage-4'8!/2
LOCATION AND LENGTH
Dolni Zleb Kolin -Ceske Trebova
Prerov- Zilina- Kosice Slovenske Nove
Mesto- Cierna nad Tisou (593 miles).
Petrovice Prerov Breclav- Bratislava
(178 miles).
PHYSICAL CHARACrKRISTICS
Double track, electrified Decin- Cierna nad
Tisou (545 miles). Dual gage (4'8
5'0") Cierna -Chop, U.S.S.R. (12 miles).
Axleload limit, 22 short tons. Known
maximum grade direction unknown:
Usti nad Labem Hranice 1.0, Zilina-
Poprad 1.4, Poprad Spisska Nova Ves
1.5, Spisska Nova Ves- Cierna 1.0.
Double track, electrified Petrovice- Prerov
(66 miles), Breclav- Bratislava (51 miles).
Known maximum grade direction
unknown: Hra nice- Petrovice 1.0; Prerov
Otrakovice 0.9, Hodonin Breclav 1.0.
Axleload limit, 22 short tons.
Double track, electrified. Known maximum
grade, direction unknown, 0.5 Axle-
load limit, 22 short tons.
Double track, electrified. Known maximum
grade direction unknown: Brati-
slavu- Gulanta 0.9, Novy Zamkv Sturovo
0.7. Ax:, load limit, 22 short tons.
Single track, electrified. Known maximum
grade, direction unknown: 0.8 Axle-
load limit, 22 short tons.
OPGHATIONS
Only major E. -W. RR. route. Clearances
permit use of Soviet rolling stock after
exchange of trucks at border. Automatic
block operations.
Ostrava main terminal has vast facilities for
handling outbound (coal, coke, manu-
factured goods), and inbound traffic (ore,
limestone, other raw materials).
matic block operations.
REMARKS
Principal RR. line in Czechoslovakia. Ex-
tends across entire country. International
connections with East Germany at Dolni
Zleb, Hungary at Slovenske Nove Mesto,
U.S.S. R. at Cierna. Line car -ies major por-
tion of Soviet Czechoslovakia interna-
tional traffic. 21 major bridges, 235 -1,400
ft. long. 8 tunnels, 525- 11,188 ft. long.
5 major bridges, 328 -1,480 ft. long. No major
tunnels.
Petrovice Zilina (58 miles)
Bratislava -Nove Zamky- Hungary bor-
der (84 miles).
Nevy Zamky- Komarno (19 miles)
Pue ;lov Bratislava (93 miles)
Kohn Havlickuv Brod -Brno- Breclav
(loft miles).
Ceska Trebova -Brno (56 miles)
:.,1
Double track. Known maximum grade, di-
rection unknown, 1.1 �ib for entire line.
Maximum axleload (shcrt tons): Puchov--
Leopoldov 22; Leopoldov Trnava 20;
Trnava Bratislava 22.
Double track, electrified. Known maximum
grades Kutna flora-- Iavlickuv Brod
1.9; Havlickuv Brod -Brno 1.7. Axleload
limit, 22 short tons.
Double tram electrified Ceska Trebova
Svitavy. New concrete ties, conth uous
welded n-.' new ballast.
Maximum speed limit, 62 m.p.h. Automatic 4 bridges, 197 -390 ft. long. 1 tunnel, 1.969 ft.
block oper Lions. long.
Station at border handles major portion of
all freight between the 2 countries. btari-
mum speed limit, 74 m.p.h. Automatic
block operations.
Line used by through traffic from Komarno
port N. to Novy Zamky and to S. main
trunk lines between Bratislava and
Sturovo. Also used for international traffic
Czechoslovakia- Hungary. Automatic
block operations.
Maximum speed, 62 m.p.h.; braking dis-
tance, 2,300 ft. One of most important
lines in Slovakia, connecting Bratislava
with main E. -W. route.
5 major bridges, 361- -1,450 ft. long.
2 major bridges, 380 and 735 it. long. Line
to be double tracked by 1980.
4 major bridges, 250 -870 ft. long.
Automatic block operations 9 major bridges, 200 -900 ft. long. :3 tunnels,
1,740 -2,625 ft. long.
Maximum speed, 62 m.p.h. Maximum train
length, 60 cars; maximum train density,
96 trains each way. Line equipped with
semiautoma,ic block system; average
block distance, 1.8 miles.
13 major bridges, 173 -2,155 ft. long. 10 tun
;els, 242 -1,640 ft. long; 3 tunnels have
increased clearances for future electrifi-
cation.
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FIGURE 2. Principal railroad lines (C) (Continued)
LOCATIn.. AND LENGTH PHYSICAL CHAR AUGER ISTICS
Hrad -k cad Nisou- Turno Nymburk (73
miles).
Usti nad Labem- Prague -Kolin (106
miles).
Cheb Most -Usti nad Labem -Decin
DolniLleb (129 miles).
Single track. Maximum grade 1.7 Axle-
load limit, 22 short tons.
Double track Usti nad Labem- Prague (68
miles), multiple track Prague -Kolin (38
miles). Electrified Prague -Kolin (38
miles). Maximum grade, 1.0 Axleload
limit, 22 short tons.
Double track, electrified Cheb- Sokolov (17
miles); Most -Usti nad Labem (28 miles).
Maximum grade, direction unknown,
1.2 Axleload limit, 22 short tons.
Cheb -Plzec (66 miles)
Prague- -Plzen (68 miles)
Plzen -Ceske Budejovice -Ceske Velenice
(112 miles).
Prague Tabor Ceske Velenice (114
miles).
Plzen Ceska Kubice (42 miles)
Haniska- Vel'ke Kapusany (55 miles)
Portions double track S. of Cheb and W. of
Plzen. Entire line electrified. Maximum
grade, direction unknown, 1.0 Axle-
load limit, 22 short tons.
Double track, electrified Prague Beroun (25
miles). Maximum grade, direction un-
known, 1.0 Axleload limit, 22 short
tons.
Double track Nepomuk- Horazdovice (15
miles), electrified Plzen -Ceske Budejovice
(84 miles). Maximum grade, direction un-
known, 1.0 Axleload limit, 22 short
tons.
Double track, electrified Prague Benesov
(31 miles). Known minimum radius of
curvature, 1,246 ft. Axleload limit, 22
short tons.
Known maximum grade, direction unknown,
1.1 Axleload limit, 22 short tons.
5'0" broad -gage line U.S.S.R. -iron and
steel mill in Haniska. Known maximum
grad direction unknown, 1.7 Single
trac 1 passing tracks.
OPERATIONS REMARKS
Steam and diesel locomotives............
Automatic block train operation Prague
Kolin, line equipped with automatic loco-
motive braking system. Average train
speed, 62 m.p.h.
16 bridges, 105 -492 ft. long. 2 tunnels, 164
and 2,083 ft. long.
Work underway on electrification Prague
Usti nad Labem, to be completed by 1975.
22 bridges, 66- 1,46tc ft. long. 2 tunnels,
1,148 and 1,312 ft. long.
Automatic block operation Moat -Usti nad Line runs through industrial area of NW.
Labem (28 miles). Special clearances per- Bohemia, Cheb -Usti nad Labem, gen-
mit use of Soviet rolling stock. erally paralleling East Germany border. 19
bridges, 33 -984 ft. long. 3 tunnels, 196-
1,312 ft. long.
Centralized Traffic Control, installed in
1967, controlled by central dispatcher in
Plzen. Maximum speed, 56 m.p.h.; brak-
ing distance, ?,200 ft.
Automatic block operations planned. Maxi-
mum speed, 59 m.p.h.
16 bridges, 26 -984 ft. long. 3 tunnels, 328 -971
ft. long.
12 bridges, 98 -2,65G ft. long. 3 tunnels, 807-
3,567 ft. long.
Automatic block operations on electrified 9 bridges, 12 -104 ft. long.
section only. Trains speeds, 55 -62 m.p.h.
Automatic block operations Praguc- 6 bridges, 65 -557 ft. long. 1 tunnel, 3,667 ft.
Benesov. long.
Steam and diesel locomotives............ 3 bridges, 134 -197 ft. long.
Soviet type diesel locomotives used on line.
Iron ore only frc;ght traffic permitted.
Line has great military significance. Provides
Soviets with second high capacity line into
Czechoslovakia.
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543 million passengers and produced 11.4 billion
passenger miles.
The C:;D equipment pool is riot adequate in
quantity or quality. Equipment conditions arc critical
during Weak traffic periods in spring and autumn
when demands are greatest. Freight -car turnaround
time, it measure of operating efficiency, increased
from 3.8 (lays in 1967 to 4.0 days in 1971. Much of the
equipment is in poor condition and therefore places
great strain on the out -of -date repair facilities. Major
car aril engine repair shops are at Plzen, Vrutky,
Nymburk, Zvolen, Kolin, Ceska Trebova, Chomutov,
(Teske Velenice, Ostrava, Loony, Decin, Trnava,
Ceska Lipa, Krnov, and Sumperk. Maintenance
service is provided at principal yards and junctions.
In 1971 the CSD inventory consisted of 4,806
locomotives-1,803 steam, 2,000 diesel, and 1,006
electric. Replacement of the steam units by diesels and
electrics has been slow because the major portion of
domestic production of diesel switching locomotives
aril main line electric locomotives is delivered to the
U. S.S. R. In 1971 the freight -car inventory consisted of
130,:550 cars, most of which had two axles. Data on
the breakdown by type of equipment is not available.
Czechoslovakia is the largest producer of main line
electric locomotives and one of the larger producers of
freight cars in Eastern Europe. Main. line diesel
locomotives are imported from the U.S.S.R.; passenger
aril freight cars, from Yugoslavia and Hungary.
The Council for Economic Mutual Assistance
(CEMA) freight -car pool, designed to achieve more
efficient car utilization among the Eastern European
Communist countries, was established on July 1964,
with 92,7W cars. Czechoslovakia has contributed over
20,((X) cars to the pool, which now totals 236,000 and
has provided some relief from the existing car shortage.
In 1972 the CSD had 251WO employees. The
personnel sit"Ition of the system continues to be
critical because of employee shortages, insufficient
training, and lack of discipline. These problems have
greatly affected the mechanization and modernization
program. Recently the CSD introduced the 5 -dav
workweek, a piece -rate wage, and a new bonus rate in
attempts to recruit new employees and to improve
operations. Several railroad training schools are
situated throughout the country and at higher
educational facilities in Prague. Zilina, and Breclay.
D. Highways (S)
Highway transport is used primaril,v for short -haul
movement and local transportation. The highway
network h.s been meeting the minimal requirements
Of the national economy despite the continuing rise in
traffic volume and the marginal condition of many
roads. Almost all main aighways are paved, but
inadequate maintenance limits the effectiveness of the
road system as a means of cross country movement.
The highway network is adequately distributed; the
greatest concentrations are in the populous and
heavily industrialized western and central areas of the
country. The roads form radial patterns around the
cities of Prague and Plzen in the west and Brno in
central Czechoslovakia. Highway connections
between major regions are adequate. In eastern
Slovakia, however, there are only two main east -west
routes; these converge at Michalovee and continue as
a single route to the U.S.S.R. border near Uzhgorod.
International border connections are maintained with
all adjacent countries. The density of national
highways -0.92 mile per square mile �is relatively
high and compares favorably with most neighboring
counties. The overall quality of the road network is
steadily improving and in this respect is comparable to
the highway sys`t -ais of the adjacent countries.
The Czechoslovak highway network comprises an
estimated 45,500 mile:; of national routes and an
undetermined mileage of local roads and tracks. The
national road network comes under the jurisdiction of
the Ministry of Transportation and administratively is
classified as follows: primary (5,500 miles), secondary
(11,000 miles), and tertiary (29,000 miles). The
administrative classification does not signify a
particular type of road construction. Primary roads are
generally 18 to 30 feet wide and are paved and
adequately bridged; most secondary roads are
bituminous surfaced, 16 to 20 feet wide, and
adequately bridged; and many tertiary roads h:.ve
been widened and paved recently, but the majority
still remain narrow and gravel surfaced with low
capacity bridges.
A typical national route is generally bituminous
surfaced (Figure 3) with short sections of cobblestone,
stone sett, or concrete. This type of road constitutes
31,850 miles or about 70% of the national network;
the remaining portion of the network is crushed -stone
or gravel roads. The average thickness of new
bituminous surfacing is about 2 to 3 inches. Paved
road widths are generally 16 to 30 feet. Bases are
crushed stone, gravel, sand, or combinations thereof in
varying thickness up to 1 1 /2 feet for new concrete
highways. Shoulders are grass, earth, or gravel and are
mainly tip to 6 feet wide, though there are some that
measure up to 10 feet.
Details on principal highway routes are given in
Figure 6.
The estimated 26,7(0 highway bridges range from
old steel through -truss and masonry deck -arch types to
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FIGURE 3. Bituminous surfaced high-
way. This is the most common type
of pavement on primary high-
ways. (U /OU)
modern prestressed concrete- girder, concrete deck
arch (Figure 4), and steel -beam structures. Low-
capacity bridges (less than 10 short tons) still exist on
some roads, but most modern bridges are the
prestressed concrete -deck type and have load
capacities of 40 to 66 short tons. Minimum vertical
clearance has been set at 17 feet for through -truss
bridges and underpasses.
The highway network is virtualiy free of tunnels,
except for a few near Teplice in the mountainous area
of the northwest and one under construction near
Zilina in norther Slovakia. There are no ferries or
fords on national routes.
The Ministry of Transportation is responsible for
implementing the government's highway construction
policies and for providing guidance in any
construction, modernization, repair, and maintenance
work done on the road network. Work is performed by
local road construction enterprises. Progress is
hampered, though, by a shortage of qualified highway
engineers and a general lack of funds. Other problems
aria from the rugged terrain in much of the country
and the usual seasonal restrictions on road building.
Construction in the mountains requires heavy grading
and the building of numerous culverts and bridges.
Domestic production of bitumen, gravel, portiand
cement, and steel is adequate.
A highway modernization program underway aims
to eliminate serious bottlenecks, improve existing
roads, and construct an expressway system of cross
country routes. A major objective is to provide 80% of
the national road network with a bituminous or
concrete surface by 1975. Other goals include
widening all primary routes to 24 to 30 feet,
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FIGURE A. Concrete bridge over Vlotava river. A principal structure on the highway
system. (U /OU)

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FIGURE 5. Section of expressway
(now completed) south of Prague.
A system of divided highways such
as this has been scheduled for
completion by 1990. (U /OU)
constructing urban bypasses, realigning roads that
now have severe grades and curves, and upgrading
highway construction standards. The most ambitious
project is the r xpressway system; designed to conform
to internationl standards, it is to be comprised of 4- to
6 -lane divided highways (Figure 5). The initial
section, now tinder construction, is to extend southeast
from Prague to Bratislava via Jihlava and Buno. The
portion should be completed by 1975. Other
expressway routes connecting Pr: with the East
Germany, West Germany, Pol,nd, and U.S.S.R.
borders are scheduled to be finished by 1990.
Despite Czechoslovakia's concerted effort to
upgrade the road network, highway operations are still
impaired by physical bottlenecks as well as climatic
conditions. Travel is hampered quite often by grade
crossings; sharp turns and narrow streets slow traffic in
many urban areas; and narrow, low- capacity bridges
still remain on some roads. Travel through
mountainous areas is further aggravated by frequent
steep grades and sharp curves. Snow and ice are
common winter hazards throughout most of the
country between December and March; even on the
national routes, particularly along the border areas in
SI- vakia, winter extremes can snarl traffic for several
days. Snow removal is adequate only along major
routes; normally little mor: than cindering is done on
most roads. Considerable temporary damage to road
surfaces is caused by spring thaws. Subsequent repairs
are often rudimentary, and the pro!unged effect of this
neglect is reflected by the deteriorated condition of
many older roads that have riot yet undergone major
reconstruction.
The Czi,chosiovak State Auto Transport (CSAD)
carries about it third of the total highway tonnage;
factory -owned transport is responsible for the
remainder. All transport, however, is controlled by the
Ministry of Transportation. In recent years the CSAD
has encountered some difficulty in meeting its
requirements because of the marginal o jality of some
roads and a chronic shortage of vehicle spare parts.
Bus transportation is well developed and serves 90% of
the towns and villages through 10 CSAD enterprises.
In 1971 the nationalized public service buses
transported 1.7 billion passengers. In 1972 trucks
hauled some 901.4 million short tons of freight and
produced 8.1 billion short- ton miles. The average
length of haul was just over I1 miles. Among the
principal goods shipped by truck are construction
materials, machinery, foodstuffs, and light industrial
products. Highway traffic volume has been increasing
continually, and its composition is fairly evenly
distributed among trucks and buses, private cars, and
motorcycles. The primary road system bears the
burden of most of this traffic.
The Czechoslovak automotive industry is well
developed and capable of fulfilling the country's
motor transport equipment needs. A wide variety of
vehicles are produced, and many are exported
throughout West and East Europe, the Middle East,
Asia, and the U.S.S.R. Some foreign passenger cars
and light trucks are imported, mainly from other East
European countries, Western Europe, and the
U.S.S.R. Vehicle production is expected to become
more ceniralized throughout the CEMA as a result of
recent discussions. Greater emphasis will he placed on
Czechoslovakia's production of heavy trucks as a
result of this new program. Extensive plant expansion
has already been authorized for the Tatra truck works
in Koprivnice. Other major production centers are the
Skoda factories in Mlada Boleslav and the Avie plant
in Prague. As of January 1972, vehicle registrations
totaled 1,165,465 units: 938,203 automobiles, 207,131
trucks and 20,131 busses.
9
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S FIGURE 6. Principal highway routes (C)
LOCATION AND LR�'T- -TH PHY81CAL CHARACTERISTICS
West Germany border at Cheb- Poland
border at Cesky Tesin; 342 miles.
West Germany border W. of Plzen
U.S.S.R. border near Uzhgorod; 570
miles.
Most -West Germany border at Zelezna
Ruda; 117 miles.
East Germany border N. of Teplice-
Austria border S. of Ceske Budejovice;
184 miles.
Mostly bituminous surfaced, some stretches
of concrete, stone block; 16 -35 ft. wide;
earth and gravel shoulders, 0-6 ft. wide.
6 major bridges, 310 -1,350 ft.; 1 under-
pass, 1 limited clearance bridge.
Mostly bituminous surfaced, some stretches
of concrete stone block; 1S -25 ft. wide;
earth and gravel shoulders, 0-6 ft. wide.
11 major bridges, 285 -1,680 ft. No known
bottlenecks.
Mtuminous surfaced; 18 -24 ft. wide; earth
and gravel shoulders, 0 -3 ft. wide. 2
nnortant bridges, 360 and 935 ft.
Bottlenecks include sharp curves, 5
underpasses.
Bituminous surfaced, stretches of stone
block and concrete along N. half; 18 -23
ft. wide; earth shoulders, 0-6 ft. wide. 4
principal bridges, 265 -940 ft.; 1 limited
clearance bridge, 3 underpasses.
Plzen- Poland border NE. of Turnov;
132 miles.
East Ge. many border N W. of Chomutov-
Austria border S. of Znojmo; 209 miles.
Poland border at Nachod Havlickov
Brod; 87 m,'es.
Bituminous surfaced, short stretches of
stone block; 18 -22 ft. wide; earth and
gravel shoulders 0 -3 ft. wide. 4 major
bridges, 270 -560 ft. Bottlenecks include
intermittent steep grades, sharp curves
along N. third of route.
Bituminous surfaced, short stretches of
concrete; I8 -25 ft. wide; earth and gravel
shoulders, 0 -6 ft. wide. 3 important
bridges, 255 -660 ft.; 3 underpasses, sharp
curves W. of Prague.
Bituminous surfaced; 18 -23 ft. wide; earth
and gravel shoulders, 0 -3 ft. wide. I
important bridge, 470 ft.; no bottlenecks.
Svitavy Hungary border S. of Bratislava; Bituminous surfaced, concrete stretches;
130 miles. 18 -25 ft. wide; gravel shoulders, 0 -3 ft.
wide. 2 major bridges 1,530 and 290 ft.;
underpasses, 1 limited clearance bridge.
OPERATIONS
Important F. -W. route across populous N.
Czechoslovakia. Links Prague with other
industrial inters such as Karlovy Vary,
Hradec Kralove, Svitavy, Olomouc.
Route extends over country's le.tgth,
intersecting most N. -S. routes. Connects
most major cities in SW., central, NE.
Czechoslovakia, such as Tabor, Jihlava,
Brno, Trencin, Zilina, Presov, Kosice.
Important N. -S. route in westernmost
Czechoslovakia. Serves industrial center
of Plzen.
Primary N. -S. route in W. Czechoslovakia.
Links such prominent cities as Teplice,
Prague, Tabor, Ceske Budejovice.
Important link between W. Czechoslovakia,
Poland. Provides connection between
Plzen, Prague, Mlada Boleslay.
Alternate NW. -SE. route through W.
Czechoslovakia. Provides internal link
between Prague, Havlickuv Brod,
Jihlava.
Alternate route Poland- central Czecho-
slovakia. Links major industrial centers
such as Hradec Kralove, Pardubice,
Havlickov Brod.
Primary route connecting central Czecho-
slovakia with Hungary. Also provides
easy access to Austria at Bratislava.
Serves important urban areas such as
Svitavy, Brno, Br, Iav, Bratislava.
REMARKS
Generally flat to undulating terrain. Road
in good condition. E. of Prague, sizable
portion of route parallels section of the
projected expressway system.
Flat to undulating terrain on W. half; much
of remainder rather hilly. Most of route
Jihlava- -Brno to be part of projected
expressway system. Road condition varies
from good to fair in hilly E. section.
Generally undulating terrain, some hilly
areas. Road in good condition.
Undulating to hilly terrain, flat areas
around Prague, Tabor. 21 -mile section S.
from Prague is 4 -lane divided highway,
each roadway 25 -33 ft. wide with 8 -ft.
shoulders. Initial 14 miles from Prague
part of expressway system. Route in good
condition.
Flat to undulating terrain un':: foothills
near Poland border. Ron: in good
condition. Section Plzen- Prague will par-
allel proposed expressway system.
Generally flat terrain, intermittent areas
undulating or hilly. Road in good
condition.
Generally undulating terrain, some hilly
sections at either end. Road in good
condition. N. section Poland border
Ilradec Kralove will be Incorporated into
expressway system.
N. half traverses undulating to hilly terrain;
remainder cro -ses generally flat terrain.
Much of rout- S. from Brno is to be
included in expressway system. Some
sections nearing completion. Road in good
condition.
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E. Inland waterways (S)
The commercially navigable waterways comprise
two major systems, the Elbe and the Danube, in
addition to short sections of the Oder and Tisa rivers.
Totaling 517 miles, these waterways provide
navigability in and bordering the country and act as a
supplement to the highways and overburdened
railroads. The waterways are greatly underutilized in
relation to their potential; nevertheless, they are
nationally and internationally important as a suitable
means of low -cost short -to- long -haul movement of
bulk commodities. The major systems lack intercon-
nection and serve geographically distant portions of
the country. However, landlocked Czechoslovakia has
dependable river access north through East Germany
to West Germany and Polish maritime ports on the
North and Baltic Seas and southeast to Romanian and
U.S.S.R. Black Sea outlets on the lower Danube.
The major waterways and their facilities are
adequate for current shipping demands. The more
heavily trafficked routes are well developed and
maintained, and others have considerable potential
for multipurpose improvement as primary transport
arteries.
In 1972 the 9.5 million short tons of waterwav
freight, including 4.1 million tons of international
transit traffic, generated 2.5 billion ton miles.
Passenger traffic aver"ges 300,000 annually. Principal
shipments are coal, construction materials, scrap
metal, petroleum and petroleum products, and metal
products. Important items shipped in lesser quantity
include ores, grain and other foodstuffs, general cargo,
and a variety of small manufactured goods. The
Danube system supports the heavier volume (70ic) of
traffic due, in part, to the large amounts of transit
cargo moved over the Czechoslovak Danube, most of
which is moved upstream. On both the Elbe and
Danube systems domestic traffic exceeds import
export traffic by a ratio of 2:1. On the Danube,
import- export traffic is fairly balanced while on the
Elbe exports exceed imports. Exports are largely in
long -haul shipments moved either via East German
routes to Poland for transshipment at Szczecin, or
directly to H.,.-ahurg, West Germany, via the Elbe.
The Elbe system has :330 miles, including 126 miles
sectionally navigable because of lockless dams on the
Elbe between Pardubice and Jaromer aril on the
Vltava between Slapy dam and Ceske Budejovice. The
Danube system provides 159 miles of navigation
including 107 on the Danube, 16 on the Maly Dunaj
anabranch, and 34 on the Vat upstream to Sered.
Sections of the Oder and Tisa have a combined length
of 20 miles. The Elba system is mostly canalized, and a
12
substantial degree of stability is maintained by an
extensive system of regulatory dams and locks. Safe
drafts generally exceed 5.9 feet, and the controlling
channel width is about 165 feet on the major routes.
On the Danube the primary form of regulation is a
system of groins, dikes, revetments, and other training
works; partial regulation of the lower Maly Dunaj and
Vah derives from lockless dams on the latter above
Sered. Safe draft is 8.2 feet on the Danube, and the
controlling channel width is 265 feet.
Operations are performed largely by self- propelled
vessels and pusher trains, which are replacing the
conventional stern -haul dumb -barge tows (Figure 7).
On the Elbe 600 -ton self propelled units and 800 -ton
pusher barges are used most frequently; locks
generally limit barge trains to line -ahead formations of
two carriers and a towboat. In Danube operations the
standard 600 -ton self propelled and dumb -barge units
are being replaced by 1,000- to 1,:300 -ton pusher units
and river- seagoing vessels up to 2,500 -ton carrying
capacity. The !atter vessels can now operate out of
Bratislava most of the year. The structurally
unrestrictive Danube permits flexibility in barge -train
composition, especially below Gonyu, Hungary,
where wide channels, moderate currents, and greater
depths allow formations of conventional tug with two
rows of five 600 -ton barges fleeted abreast. Pusher
tows are generally limited to a towboat and two to
four barges. Operations on the major routes are
facilitated by floating and shore -based navigational
aids, and routes are equipped for night navigation.
Radiotelephone and radar facilities have been
installed on craft and at shore stations.
The principal traffic interruption factors are ice,
floods and prolonged high -water periods, and
excessive silting. Ice conditions can interrupt
navigation for 50 days between mid December and
early April on the Elbe system and for 35 dad, between
mid December and mid-February on the Danube
system and is the only principal interruption factor on
the major routes. Navigation may be suspended for a
week or more because of flooding, most frequently
following the spring thaw but also during midsummer
on he Danube system. Low- -water conditions rarely
halt shipping, but inadequate depths in late summer
and early winter can necessitate partial loading of the
larger Danube craft. Through navigation on parts of
the Elbe system is suspended during yearly
maintenance operations.
Structures on the waterways include locks, dams
and weirs, bridges, and a safety gate. The controlling
dimensions of the 35 locks on the major routes are as
follows: length, 2-0 feet; width, 36 feet; and depth
over sill, 8.2 feet. The locking cycles average 45
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Road junction E. of Brno Poland border
NE. of Opava; 103 miles.
Poland border at Cesky Tesin Zilina;
44 miles.
Trencin Austria border Mr. of Bratislava;
95 miles.
Poland border N. of Ruzomberok-
Hungary border at Sahy; 136 miles.
Trencin- Kosice; 221 miles............
Bituminous surfaced; 18 -25 ft. wide; earth
shoulders, 0 -3 ft. wide. No major bridges;
I underpass.
Bituminous surfaced; 20 -25 ft. wide; gravel
and earth shoulders, 0 -3 ft. wide. I
bridge, 400 ft.; no bottlenecks.
Bituminous surfaced, stretches of concrete;
20 -25 ft. wide; gravel shoulders, 0 -3 ft.
wide. 1 major bridge, 1,530 ft.; no
bottlenecks.
N. half mostly bituminous surfaced,
stretches of gravel; 15-20 ft. wide; earth
shoulders, 0-6 ft. wide. S. half bituminous
surfaced; 20 -30 ft. wide; gravel shoulders,
0-6 ft. wide. No major bridges or
bottlenecks.
Mostly bituminous surfaced, intermittent
sections of concrete, stone block, gravel;
1;�20 ft. wide; earth and gravel shoulders,
0 -3 ft. wide. Road widens to 40 -50 ft.
for 5 miles approaching Kosice. 2 major
b�'dges, 340 and 920 ft. No bottlenecks.
Mostly bituminous surfaced, stretches of
gravel; I5 -20 ft. widr earth shoulders,
0 -3 ft, wide. No major bridges or
bottlenecks.
Bituminous surfaced; 18 -30 ft. wide;
gravel shoulders, 0 -6 ft. wide. No
important bridges, bottlenecks.
Principal internal connection between
major industrial centers of central
Czechoslovakia, Opava, Olomouc, Brno.
Convenient access from Poland into W.
part cr Slovakia. Intersects main E. -U',
route through Slovakia at Zilina.
Main connection between Slovakia, Austria.
Provides internal link between Trencin,
Bratislava.
Most direct through route Poland -Buda-
pest. Intersects both major E. -W. routes
in Slovakia. Serves industrial centers of
Ruzomberok, Zvolen.
Important internal E. -W. link along SE.
Czechoslovakia. Intersects other main
E.-W. route through Slovakia at Trencin,
Kosice.
Generally hilly terrain. Road in good
condition.
Generally flat terrain; some hilly portions
along central section. Road in good
condition.
Generally flat terrain. Route scheduled to
be incorporated into expressway system.
Generally hilly terrain, particularly in N.
portion. Road conditions fair to good.
Poland border Presov; 52 miles........
Kosice- Hungary border; 16 miles.......
Generally hilly terrain; some areas of
relative flatness. Road condition fair to
good.
N. -S. connection between Polish area near Generally hilly terrain. Road in fair
Krosno and NE. Slovakia. condition.
Alternate access S. into Hungary; a link to
main E. -W. routes that converge at
Kosice.
Generally flat terrain. Road in good
condition.
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Modem pusher tow: 2, 3� -n.p. towboat pushing a 800 -ton dumb barge
FIGURE 7. Elbe river tows (U /OU)
minutes and the variation in lift is from 5.0 h: 26 feet.
On the Vltava and Lateralni Kanal most locks are
parallel and double chambered; there are no locks on
the Danube. Of the estimated 100 bridge crossings, all
are fixed -span structures. Most bridges are of steel
constriction, and none impose restrictive underbridge
horizontal or vertical clearances for craft normally
operating. A safety gate on the Lateralni K.mal
facilitates draining the route for yearly maintenance
and winter protection; it imposer: no horizontal or
depth restrictions. The waterways have six major ports
and about 65 smaller ports and landings. The major
ports are as follows: Decin, Usti nad Labem, and
Melnik on the Elbe, handling mostly coal and other
bulk materials; Prague on the Vltava, primarily a
general -cargo port, and Komarno and Bratislava on
the Danube, both handling large amounts of
construction materials, scrap, petroleum and
petroleum products, and manufactured items. The
major ports have extensive riverside and basin
wharfage adequately served by fixed and mobile
cargo transfer equipment, ample open- and covered
storage facilities, and good rail and road clearances.
The combined turnovers at the two Danubian ports
account for nearly 55% of th total turnover at the six
major ports: Komamo and 3ratislava each handle
approximately 2.8 million short tons annually. On the
other hand, the three major and four smaller
installations on the Elbe account for over 60% of the
total berthage available at the significant Czecho-
slovak inland ports.
The cargo fleet comprises an estimated :319 dumb
barges having a capacity of 285,000 short tons and
about 83 self propelled barges having a capacity of
.55,300 short tons and hn aggregate horsepower of
39,700. An estimated 80 tugs provide a total of about
49,300 horsepower. In addition, there are two river
seagoing vo.,sels, each 1,274 d.w.t., that are
inventoried by the Czechoslovak Danube Navigation
Co. (CSPD). One of these vessels, the Lednice, lies
in the blo ^ked -off Suez Canal as a result of the Arab
Israeli war in 1967; the second vessel, the Boffike, is
operaaing out of Bratislava. The total number of ;nits
and total horsepower are fairly evenly distributed
between the two nationalized shipping companies,
but about 55% of the barge capacity is inventoried by
the CSPD due to the introduction of 1,500 -ton pusher
units. The majority of dumb barges are 600- to 1,000
ton carriers, the most common carrier of the CSPD
being the 1,000 -ton unit while the 800 -ton unit is the
most common inventoried by the Elbe -Oder
Navigation Co. CSPLO).
Self propelled vessels in both fleets tend to be of the
same carrying capacity as the dumb barges, i.e. the
mast common unit in the CSPD is the 1,000 -ton vessel,
while most common ht the CSPLO is the 800 -ton
craft. Modern hydrofoils are employed in regular
international service on the Danube and in local
tourist service between Decin and Usti nad -Labem on
the Elbe. The passenger fleet has a total seating
capacity of about 2,500, fairly evenly distributed
between the Danube and the Elbe fleets. Czecho-
slovak shipyards are collectively a very prominent
builder of waterway craft (Figure 8) and special
equipment among the Eastern European countries,
but most of their production is exported.
13
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Conventional tow: 2,195 -h.p, tug pulling two 600 -ton barges

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r
Commercial w::terway transportation is controlled
by the Ministry of Transportation through its Main
Administration of Navigation, which administers and
directs the activities of the two nationalized shipping
companies. Within tineir respective operating areas
each company maintains its own fleet, administers
port activity, and is responsible for equipment and
personnel. Waterway construction and maintenance
are the responsibility of several regional national
committees and the Central Administration of Water
Economy. International navigation on the Danube is
regulated by the U.S.S.R.- sponsored Danube
Commission. All riparian states except West Germany
are full members.
Development of waterway transportation has been
slow. Current projects underway include reconst�uo-
Lion of lock and -dam installations on the Elbe and
Vltava and large -scale port expansion and modern-
ization at Usti- nad- Labem, Decin, and Bratislava;
container terminals are being constructed at Decin
and Bratislava. Fleet development is still being
directed toward the acquisition of new units,
particularly higher capacity self propelled barges and
pusher trains. Specifications for the long- discussed
CEMA project to interconnect the Danube, Oder, and
Elbe rivers by a combination of land -cut canals and
canalized tribi.taries were approved in June 1973.
Major construe; ion work is now programmed to begin
in 1974. Extensions of the Danube, Oder, and Elbe
would project north, southwest, and southeast,
respectively, to form a three-way junction near Prerov
in central Czechoslovakia. Preliminary work such as
dredging and bank reinforcement is underway on
another CEMA project, the large -scale hydroelectric
and navigation scheme on the Danube near
Gabeikovo. The scheme will include two large dams,
two hydroelectric plants, two sets of double
chambered locks, and a 26-kilometer shipping canal
exterding to Nagynaros, Ilungary.
14
FIGURE 8. Fitting -out quay at
the Slavak Shipyard at
Komamo (U /OU)
Selected principal inland waterway routes,
providing 251 route miles of primary navigation, are
described in detail in Figure 9. Representing slightly
more than 50% of the total navigability, the selected
waterways account for over 90% of the yearly
waterway tonnage. They include all of the important
high- capacity through routes between major
production and /or strategic areas and are routes that
make links to routes with significant international
connections.
F. Pipelines
Czechoslovakia has extensive pipeline systems for
handling crude oil, refined petroleum products, and
natural gas. More than 3,000 miles of trunk pipeline
are in operation, and more pipelines are under
construction or planned for the ne .r future.
The most import:.int crude oil pipelines are part of
the C:L:MA pipeline system, which extends westward
from Soviet oilfields near the Ural Mountains to
refineries in the western U.S.S.R., Poland East
Germany, Czechoslovakia, and Hungary. In
Czechoslovakia the CEMA system consists of parallel
21- and 2S-inch lines with a combined capacity of
approximately 400,000 barrels per day. These two
lines extend from Uzhgorod, U.S.S.R., to Tupa,
Czechoslovakia, neL r Sahy. From Tupa a 21 -inch line
with a capacity of 115,000 barrels a day extends to the
Slovnaft refinery near Bratislava, and a 12 -inch,
40,000 barrels per -day line extends to the Szazhalom-
batta refinery near Budapest, Hungary. From Tupa
the two main CEMA lines extend through Kolin to the
refinery at t..luzi. By 1975, Czechoslovakia, Hungary,
and Yugoslavia plan to build the "Adria Pipeline,"
which will transport Middle East crude oil from the
port of Bakar, Yugoslavia to refineries in the three
countries. The estimated capacity of this line is
240,000 barrels per day.
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FIGURE 9. Selected inland waterway routes (S)
LOCATION AND LENGTH PHYSICAL CHARACTERISTICS
Czechoslovakia/ East Germany border
Melnik; 71.5 route miles via Elbe.
Partially regulated stream; channel width,
165 -200 ft.; safe draft, 5.9 ft.; current
velocity slight to moderate; 7 bridges; 6
locks with controlling dimensions of: 469
ft. length, 72 -ft. width, 8.2 -ft. depth over
sill. High water I Mar. -1 Apr. Low water
mid- Aug.- mid Sept.; total water level
differential, 17 ft.
Melnik Kolin; 53.5 route miles via Elbe
Ntelnik- Prague; 29.5 route miles via
Laternalni Kanal and Vltava river.
r
Partially regulated stream; channel width,
165 -200 ft.; safe draft, 5.9 ft.; currant
velocity slight to moderate; 9 bridges; 15
locks with controlling iimensions of: 240
ft. length, 3'.5 -ft. width, 8.2 -ft. depth
over sill. High water, 1 Mar. -1 Apr.; low
water mid -Aug. and mid- Sept.; total
water level differential, 17 ft.
Partially regulated stream; channel width,
165 -200 ft.; safe draft, 5.9 ft.; current
velocity slight to moderate; 2 bridges; 14
locks with controlling dimensions of: 440
ft. length, 36 -ft. width, 8.2 -ft. depth over
sill; high water 1 Nlar. -1 Apr.; low water
mid -Aug.- mid- Sept.; total water level
differential, 17 ft.
OPERATIONS
Navigation season early Apr. -mid -Dec. lee
mid Dec. -late Mar. Up to 50 days interrup-
tion. Icebreakers /tugs attempt to keep chan-
nel cpen. Spring flooding and summer low
orate.- can create delays but rarely halt traf-
fic. Morning and evening fog in spring and
fall may curtail operating day. Normal
operating day 24 hours with 2 -way channel
operations. Most common carriers: 600 -ton
self- propelled barge and pusher trains of
1,200 h.p. towboat and two 800 -ton barges.
Largest craft that can be accommodated,
1,000 -ton self- propelled barge. Traffic me-
dium to heavy. Principal cargos coal, ore,
small manufactures.
Navigation seasons, early Apr.- mid -Dec. Ice
mid Dec. -late Mar. with up to 50 days in-
terruption. Spring flooding, summer low
water can create delays but rarely halt
traffic. Morning and evening fog in spring
and fall may curtail operating day. Normal
operating day 24 hours with 2 -way channel
operations. Most common carriers: 600 -ton
self- propelled barge, pusher trains of 1,200
h.p. towboat with two 800 -ton barges.
Largest craft that can be accommodated,
1,000 -ton self propelled barge. Traffic me-
dium to heavy. Principal cargos coal, ore.
N:vigation season early Apr.- mid -Dec. Ice
mid Dec. -late Mar. with up to 50 days in-
terruption. Spring flooding and summer low
water can create delays but rarely halt traf-
fic. Morning and evening fog in spring and
fall may curtail operating day. Normal
operating day 24 hours with 2 -way channel
operations. Most common carriers: 600 -ton
self- propelled barge, pusher trains of 1,200
h.p. towboat with two 800 -ton barges.
Largest craft that can be accommodated,
1,000 -ton self- propelled barge. Traffic me-
dium to heavy. Principal cargo coal, ore,
manufactures.
REMARKS
Strategic E. -W. artery for movement to
East /West German border. Carries
heavy bulk supplies to Czech industry
and Czech manufae0rers for export.
Principal ports: Decin, Usti- nad- Labem,
Melnik. Small amounts of containerized
cargo currently being handled at tem-
porary container terminal at Decin.
Strategic E. -W. artery for movement to
East /West Germany border. Carries
bulk supplies to Czech industry. Prin-
cipal port is Kulin.
Route strategically important; 1st link n
route Prague East /West Germany bor-
der. Carries heavy, bulk supplies to
Czech industry and Czech manufac-
turers for export. Principal port, Prague
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o> FIGURE 9. Selected inland waterway routes (S) (Continued)
LOCATION AND LENGTH PHYSICAL CHARACTERISTIC'S OPERATIONS
Czechoslovakia/ Hungary border- Czecho- Partially regulated stream; channel width, Navigation season 1 Feb. -early Jan. Ice
slovakialAustrian border; 106.5 route 265 ft.; safe draft, 8.2 ft.; current velocity mid -Dec.- mid -Feb. can interrupt traffic for
miles via Danube. slight to moderate; 3 bridges; high water 35 days. Icebreakers /tugs attempt to keep
1 May -I June; low water mid- July -mid- channels open. Low water July, Aug. may
r Aug.; totr.l water level differential, 15 ft. require light loading and can create delays;
No locks. morning and evening fog in spring and fall
may curtail operating day. Normal operat-
ing day, 24 hours; 2 -way channel operations,
separate upstream and downstream channels
around large islands. Common carriers:
800 ton -1,500 -ton self- propelled barges and
pusher tr. 'ns of 2,000 -h.p. towboat with two
1,500 -ton L. -ges. River- seagoing vessels up
to 2,500 d.w.t. can be accommodated.
Principal cargos: coal, ore, petroleum, pe-
troleum products, manufactures.
REMARKS
Strategically important for E. -W. move-
ment of Warsaw Pact forces. Supplies
bulk materials and semi- finished prod-
ucts to Czech industries and carries
heavy manufactures to lower Danube
river- maritime ports for export. Princi-
pal ports: Komarno, Bratislava.
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FIGURE 10. Selected pipelines (C)
TERI!Ir' kLS
Pnonecr
From To LENGTH DIAMETER TRANSPORTED
Miles Inches
U.S.S.R. border.......... Tupa (Sahy area) 168 21 Crude...........
CAPACITY*
REMARKS
Tupa (Sahy area)
Bratislava
82
2!
....do..........
Do
Zaluci(via Most)
286
16
....do..........
Do
Czecho8lovakia- H ungary border...
15
12
....do......
U.S.S.R. border..........
Tupa (Sahy area)
168
28
....do..........
Bratislava
Klobouky area...................
*63
*24
....do..........
Kolin
Pardubice
26
12
....do..........
M alacky
Bratislava
21
*20
....do..........
Bakar, Yugoslavia........
...do
*320
no
....do..........
Zaluzi
Hnevice
35
8
Refined.........
Do.................
...do..........................
35
8
....do..........
Do
...do..........................
35
11
....do..........
Hnevice
Prague..
25
no
....do..........
Do
Brno
*:55
na
..do..........
Bratislava
Prague area......................
*200
no
....do..........
Plzen
Klatovy
25
*11
do..........
Kolin
Pardubice
25
12
....do..........
U.S.S.R. border..........
Zlate Moravec
159
27.55
Natural gas......
Haniska Strbske Pleso.................... 82 19.68 ....do..........
*180,000
CEMA I pipeline, completed early 1960'8.
Known pumping stations: Budkovice, Budulov,
Tomasova, Tupa.
*115,000
Branch of CEMA I line.
*65,000
Branch of CEMA I line. Known pumping
stations: Tupa, Klobouky, Velka Bites,
Havliekuv Brod, Caslay.
*40,000
Branch CEMA I line. Pumping station: Tupa.
*240,000
CEMA :i pipeline, completed 1970. Route and
pumping stations same as CEMA I.
no
Branch of CEMA system, connecting with
CEMA I line near Klobouky. Reported
pumping stations: Bratislava, Kuty.
no
Unconfirmed.
na
Constructed early 1950'x. Present status not
known.
240,000
Planned completion 1975.
*8, 220
Carries gasolineLaluzi refinery-underground
storage depot at Hnevice.
*8,220
Carries diesel fuel Zaluzi refinery underground
storage depot at Hnevice. Parallel to preceding
line.
na
Parallel to preceding lines.
no
Probable branch of preceding line.
na
Brandys nad Labem -Brno section unconfirmed.
*7,500
Unconfirmed line, reported completed 1967. May
be same as preceding line in parts.
na
Unconfirmed.
no
Do.
6,000,000
Bratstvo 1 line, operational 1967. Delivered
average of 4,577,250 cu. m. /day in 1969.
Route via Ruska, Hradistska Molva, Trebisov,
Slanec, Haniska, Cecejovice, Moldava nad
Bodvou, Silica, Coltovo, Safarikovo, Rimayska
Sobota, Lucenec, Vel'ke Zlievee, Sahy, Le ice,
Tlmace.
na
Route via Kosice, Presov, Poprad, Vysoke Tatry.
Presov- Strbske Pleso section 11.81 -in. pipe.
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ae FIGURE 10. Selected pipelines (C) (Continued)
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TERMINALS
To_�
PRODUCT
From
LENGTH
DIAMETER
TRANSPORTED
CAPACITY*
REMARKS
Miles
Inches
Zlate Moravec
Senec
Bratislava
61
19.68
Natural gas......
na
Route via Sal'a, Sladkovicovo, Senec.
Martin
118
11.81
....do..........
no
Route via Cifer, Trnava, Piestany, Nove M esto
nad Vaho m, Horne Srnie, Puchov, Povazska
Sladkovicovo
Bystrica, Zilina, Brutky.
Zilina
...do..........................
Doly area.......................
101
0 *40
11.81
....do..........
na
Route via Sered, Nitra, Topol'cany, Prievidza.
Bratislava
Brno........................
7.87
....do..........
na
Route via Cadca, Trinee, Cep' y Tesin.
Do
83
19.68
....do..........
na
Route via Zohor, Breclav, Zidlochovice.
Brno
...do..........................
Doly area.......................
83
11.81
....dc..........
na
Parallels preceding line.
106
19.68
....do..........
na
Route via Prostejov, Prerov, Lipnik nad Becou,
Hranice, Starojicka Lhata, Novy Jicin, Pribor,
U.S.S.R. border..........
Jablonica
Jablonica
199
48
....do..........
�'27,000,000
Mstetice.
Bratstvo II parallel to Bratstvo I.
Vysoka pri M orave...............
�*30
36
....do..........
0 16,000,000
To Austria, Italy.
Do
Zlonice
**195
36
zlonice
I.itvinov......................
0 *45
36
....do..........
....du..........
na
na
To East Germany.
Do
Rozvadov.......................
�*90
36
....do..........
na
To West Germany, compressor station at
Trpisty.
na Data not available.
�Barrels per day for crude oil and refined products; cubic meters per day for natural gas.
"Estimated.
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Two &inch pipelines and one 11 -inch pipeline carry
refined products eastward from the Zaluzi refinery :30
miles to an underground stowage facility in Hnevice.
near Roudnice nad Labem. A pipeline from the
Hnevice storage facility serves the Prague area. An
inch pipeline from Hnevice to Brno has been reported
under construction, and a line of unknown diameter
has been built from Bratislava to the Prague area.
Although reported as separate construction projects,
the later two lines may have a common section
between Brno and Prague and together constitute a
single line The total length of the refined product
pipelines about 0W miles.
The most significant natural gas pipeline system
consists of two trunklines, the Bratstvo (Brotherhood) I
and 11, which bring gas from the U.S.S. R. The 28 -inch
Bratstvo I extends from the U.S.S.R. border to
Bratislava. The Bratstvo II line has recently been
completed. The first segment, with a 4 &inch
diameter, parallels the Bratstvo I to Zlate Moravec
and then continues to Jablonica. At Jablonica the
pipeline divides into two 36 -inch lines. One branch
goes to Austria via Vysoka pri Morave and will
eventually be extended to Italy; the other branch goes
to Zlonice. From Zlonice a 36 -inch branch runs to
West Germany via Rozvadov; another Winch branch
extends from Zlonice to Fast Germany via Litvinov.
Figure 10 gives details on selected pipelines.
G. Merchant marine (C)
The small merchant fleet of landlocked Czecho-
slovakia uses maritime port facilities in Poland, East
Germany, West Germany, Yugoslavia, and Romania.
The merchant marine was established in 1902 because
of political pressures and it desire to reduce hard
currency expenditures through utilization of
Czechoslovak ships for seaborne trade.
As of :31 August 1973 the merchant fleet consisted of
12 (all cargo types) ships over 1010 gross register tons
(g.r.t.)� totaling 107,22.1 g.r.t. and 106,912 dead
weight tons (d.w.t.). Although the number of ships
remained the same, the fleet realized a 10% g.r.t. and
13% d.w.t. increase since 31 January 1971. The 1973
inventor� includes the dry -cargo river seagoing ship
Lednice, which has been blocked in the Suez Canal
since June 1967. More than 81 Se (127,428 &%v.t.) of
the fleet's deadweight tonnage is represented by five
ships, each of which is over 113,000 d.w.t.; the seven
other ships are in the 1,200`60M d.w.t. range. The
fleet is relatively new, no unit being over 10 years old.
All ships are diesel powered, and nine have speeds
which range from 10 to 18 knots; the other% have
speeds of 12 to 13 knots. All 12 ships were built in
foreign shipyards: 6 in Poland, 2 in Hungary, and 1
each in Bulgaria, East Germany, Japan, and the
United Kingdom. There are no known plans for
expansion of the fleet; details on the fleet are given in
Figure 11.
The government -owned merchant fleet is controlled
administratively by three ministries: the Ministry of
Transportation, which is responsible for the operation
of the Czechoslovak Danube Navigation Co. (CSPD),
i, Bratislava, and also the technical operation and
logistic support of the Czechoslovak Ocean Shipping
Co. COSCO), in Prague; the Ministry of Foreign
Trade, which administers COSCO in matters other
than those assigned the Ministry of Transportation;
and the Ministry cf Interior, which directs political
and personnel matters related to inland- waterway and
maritime shipping.
In addition to its membership in the Council of
Mutual Economic Assistance (CEMA) with main
offices in Moscow, and the International Shipowners
Association (INSA) with its secretariat in Gdynia;
Czechoslovakia is a member of the Inter- Governmen-
tal Maritime Consultative Orgar.;z,.tion (IMCO), a
specialized agency of the United Nations in London.
The Czechoslovaks also hold a broker membership in
the Baltic and International Nlaritime Conference
(BIMCO), whose headquarters is in Copenhagen.
Operational control of the merchant fleet is
exercised by two shipping companies: COSCO, which
operates 10 (104,364 d.w.t.) of the fleet's vessels; and
CSPD, which controls the remaining two vessels (2,048
d.w.t.), both river seagoing craft.
The fleet is used primarily in tramp operations,
being employed in international shipping to Cuba,
Canada, the United States, South America, northern
Europe, Africa, and the Mediterranean and Indian
Ocean areas.
Czechoslovakia is a party to two joint- service
shipping lines. One, the Cuban Baltic Shipping Co.
(CUBALCO), was established jointly by Czecho-
slovakia, East Germany, Poland, and Cuba in
November 1962. The second line, the Czechofracht-
Arab -Black Sea Joint Service Line, was established
around March of 1967; additional details on its
organization and operations are not available.
In 1972, Czechoslovak ships carried less than 10% of
the 4.0 million tons total foreign seaborne trade. Of
this total, almost 00% was shipped through Poland
Gdynia, Gdansk and Stettin; 20% through Hamburg,
West Germany; the remainder through t?c,stock, East
Germain Constants, Romania,; and Rijeka. Yugo-
slavia. An estimated 10% of this trade moved via
inland waterways to the maritime ports for further
shipment. Having insufficient tonnage under its own
19
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FIGURE 11. Ships of the Merchant Marine (C)
(All wins diesel powered)
G.R.T./ COUNTRY /YEAR CAM.
SHIP TYPE D.W.T. SPEED BUILT SIGN
BLANK...........
Dry eargo.......
5,517
15.2
Poland
nLGD
6,005
1967
BOJNICE
do..........
1,403
12.0
Hungary............
OLMA
1,274
1966
BRNO
Bulk cargo......
10,842
15.2
Poland..............
OLGM
14,067
1965
JISaRA............
Dry cargo.......
1,702
13.0
Bulgaria
OLGK
3,047
1963
KOSICE............
Bulk cargo......
16,760
16.1
Japan
OLGL
25,913
1963
KRIVAN...........
Dry cargo.......
5,313
16.3
Poland
OLGE
5,923
1970
LEDNICE
do..........
1,412
12.0
Hungary
na
1,274
1967
MIR
....do..........
9,651
18.0
East Germany.......
na
14,000
1973
PRAHA..
Bulk cargo......
19,677
15.0
Poland
OLG N
32,240
1972
RADHOST..........
Dry cargo.......
5,310
15.2
Poland
OLGC
5,961
1970
SrrNo
....do..........
5,310
15.2
Poland..............
OLGF
6,000
1970
VITKOVICE.........
Bulk cargo......
24,326
16.2
United Kingdom.....
OLGB
41,208
1966
na Data not available.
*River- seagoing craft. The Lednice has been blocked in Suez since 1967 Arab Israeli war.
registry. Czechoslovakia continues to depend heavily
on foreign -flag merchant ships to assure the movement
of its seaborne commerce; at least 10 Yugoslav -flag
and 42 western -flag ships were chartered in the first 8
months of 1973. These charter agreements were made
with foreign merchant ships under the flags of
Yugoslavia, Greece, Liberia, Cyprus, Panama, India,
Italy, Somalia, and Lebanon. All ships were chartered
on a voyage basis.
Most of the more than 400 officers and ratings
Nerving in the merchant marine are Czechoslovak
nationals. A few Russians, Poles, and Bulgarians,
usually of officer rank, have been listed as crew
members aboard Czechoslovak ships. About 200
additional persons are employed in the land -based
operations of COSCO. Historically not a maritime
nation, and having no navy from which to recruit
qualified seagoing personnel, the Czechoslovak
merchant marine suffers from a lack of senior
personnel, particularly ship masters. This condition
has been somewhat alleviated in recent years by Soviet
ai.d Polish assistance in training personnel for the
maritime fleet. Seamen receive shipboard training for
3 to 4 weeks and then must pass an examination given
by the Ministry of Transportation in Prague.
Membership in the Communist Party and the Central
Revolutionary Union, which is the maritime labor
union, is mandatory for all seamen except medical
officers.
H. Civil air (S)
Civil Aviation is fully government owned and
controlled. Air transportation and general aviation
services are provided by two state aviation enterprises,
Czechoslovak Airlines (Ceskoslovenske Aerolinie�
CSA) and Slov -Air. There is Po private aviation.
Responsibility for the administration, regulation, and
control of civil aviation is vAsted in the Civil Aviation
Division of the Federal Ministry of Transportation.
Civil aviation is viewed by the government both as a
means to further its economic and political aims and
as a service to the public.
CSA operates an extensive international route
network; among the Communist air carriers, only the
U.S.S. R.'s Aeroflot has service to more cities.
Scheduled flights originating in Prague and Bratislava
serve 49 cities in 40 countries. CSA routes reach into
20
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Western Europe, the Middle East, North and West
Africa, the Western Hemisphere. and South and
Southeast Asia, as well as the U. S.R. and all the
Communist E -Astern European countries except
Albania. Some of these services, notably the flights to
Montreal and New York, are operated more for
prestige purposes than economic gain. Other
international services, including those to Africa and
Southeast Asia, are designed to establish and
strengthen economic ties with developing areas and
new nations. In recent years, however, air traffic
potential and profitability have become the criteria for
establishing new routes, thus causing some low
vAumt routes to be cancelled. Although CSA's
inte :national services are used primarily by
government, diplomatic, antl technical personnel
traveling to foreign countries, tourist travel is claiming
an increasingly greater proportion of the passenger
traffic. Increased summer services to Kiev, Leningrad,
and resort areas in Yugoslavia and Romania have
become very profitable in recent years. In addition to
these regularly scheduled services, CSA charter flights
annually transport thousands of tourists to Yugoslavia
and the Black Sea resorts.
Domestic air services are highly developed; about
175 flights depart weekly from Prague to 10 other
points throughout the country. Bratislava and Brno
receive much of this traffic, being served each week by
about 50 and 25 flights, respectively. Cargo and
officials traveling on government business comprise
most of the weekday traffic, but passenger loads
increase considerably on weekends. Summer passenger
traffic is much heavier than winter, reflecting internal
tourist travel to the various recreation areas of the
country.
The CSA fleet is estimated to include 45 major
transport aircraft: 22 CnATE(Avia -14), 7 COOT (11-18),
4 CA\IEI. Ju--104), 2 COOKPOT (Tu -124), 6 CRUSTY
(Tu -134), and 4 CLASSIC (11-62) aircraft (Figui. 12). In
the future, CSA is considering the purchase of
CAl ELESS (Tu454) aircraft to replace its aging CAMEL
and COOT units. CSA's twin engine piston CRATE
aircraft are employed exclusively on domestic routes.
Turboprop COOT units are now used only on domestic
routes and as back -up aircraft for short-range
international flight COOKPOT tv iajets are no longer
used on scheduled routes an-1 may soon be retired from
service. The four engine CLASSIC jetliners ree service
prirr.arily on long -range international flights to
Southeast Asia and the Western Hemisphere, and
twinjet CAMEL and CRCsTY aircraft are the workhorses
of CSA's short- and medium -range international
routes. All of CSA's major transport aircraft are of
Soviet manufacture, except for the CRAT>; which is the
Czef-h -built version of the Soviet II-14.
CSA's scheduled domestic services are supple-
mented by air -taxi transportation and charter services
provided by the Bratislava -based enterprise, Slov -Air.
A fleet of 6 Lr410 and about 30 11200 (Morava)
aircraft are used for this purpose. The 17- passenger Lr
410 aircraft have also performed scheduled services to
Bratislava and other points in Slovakia. It is, however,
the aim of the government to reserve all scheduled
services for CSA and employ Slov -Air aircraft only on
charter, airtaxi, and general aviation missions. The
Czech -built four passenger Lr200's provide airtaxi
service to over 70 airfields in all areas of the country.
In addition to transporting passengers to the country's
smaller airfields, they are also used for emergency
medical missions, the transport of mail, and for sight-
seeing excursions.
Agricultural services are also performed by Slov -Air,
using a fleet of approximately 125 light aircraft and
helicopters. The Czech -Z-37 (Cmelak), a versatile
single- engine plane specifically designed for
agricultural work, is the primary aircraft of the fleet.
Also included are a few Soviet COLT (An-2) biplanes
and Soviet HARE (Nii -1) helicopters. Throughout the
country Slov -Air has about 65 stations, from which
planes are contracted out to local and central
FIGURE 12. CSA's newest transport, the Soviet It. -62 (U /OU)
21
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government agencies and collective farms for the
performance of a variety of tasks. Although these
aircraft are primarily used for agricultural purposes
spraying, dusting, fertilizing, and seeding �tbev are
also employed in other general aviation services such
as aerial advertising, construction, geological survey,
aerial photography, surveillance of powerline sys!ems,
provisioning of remote mountain settle. cents, and
emergency rescue work.
CSA's principal aircraft repair and maintenance
installation is at the Prague /Ruzyne airfield, and there
are subordinate installations at a few other fields.
With the exception of the CLASSIC and possibly the
CRUSTY, CSA repairs anc maintains its own fleet. It
also erforms inspection and overhaul on airframes
and on all turboprop and piston engines. Routine
maintenance on the CLASSIC is performed by Aeroflot
personnel under contract to CSA. This may also apply
to CSA's newest aircraft, the CRUSTY. Jet engines
(CAMEL, COOKPOT, CRUSTY, and CLASSIC) are returned
to the Soviet Union for overhaul.
CSA relies heavily on the Soviet Union for spare
parts for its major transport aircraft, since all are of
Soviet manufacture or design. Extra engines and an
adequate supply of �.+are parts are kept in reserve at
Ruzyne. Although there are no indications !hat CSA
has ever encountered any difficulty in obta;ning such
equipment, its near complete dependence on the
U.S.S.R. in this regard certainly gives the Soviets
important economic influence.
It is estimated that CSA has about 4,300 employees,
including a maximum strength of about 150 transport
pilots. Transport aircrews are recruited from among
trained air force reservists and are given transition and
on- the -job training in commercial aircraft by the CSA
operating staff. As new Soviet transport aircraft are
added to the fleet, crews are sent to the U.S.S.R. for
familiarization training. Upon completion of their
training, they return to Czechoslovakia and give
instruction to prospective crews of the new planes.
Technical personnel, most of whom are recruited from
aeroclubs, military workshops, and industry, receive a
3-year program of on- the -job training in the CSA
workshops.
About 120 pilots are assigned to Slov -Air on a
regular basis. Personnel from CSA's transport flight
crews frequently receive specialized training in
agricultural aviation and are assigned to Slov -Air.
Training for technical civil aviahoo positions with
CSA is accomplished within that organization. Other
aviation training may be obtained at the Civil Air
Control School at Tatry, which trains ground aviation
technicians, and the Transport School of Higher
Learning at Zilina, which offers a 5-vear residence
course in air transportation studies.
22
Most basic flight training is provided by the local
units of the Aeroclub of the Czechoslovak Republic
(ARCS). ARCS is apparently divided into separate
Czech and Slovak national organizations. Each
national organization has its -wn flight training
school; the Czech school is located at Vrehlabi and the
Slovak at Nitra. The aeroclubs have an estimated
1,000 light aircraft, helicopters, and gliders stationed
at about 90 airfields in all sections of the country.
Since World War I1 Czechoslovakia has actively
participated in the development and regulation of
international civil aviation. It is a member of the
International Civil Aviation Organization (ICAO)
and a contracting party to the major multilateral
conventions and agreements regulating the conduct of
international aviation. CSA holds membership in the
International Air Transport Association (IATA).
Czechoslovakia is also signtory to the multilateral
arrangement of 8 June 1957 with Bulgaria, East
Germany, Hungary, Poland, and Romania providing
for cooperation among the airlines of those nations.
This arrangement is commonly referred to as the Six
Pool Agreement..
Czechoslovakia has entered into formal bilateral air
transport agreement with 49 countries, including the
parties to the Six -Pool Agreement, the U.S.S.R., Cuba,
and Yugoslavia. There apparently is no formal
bilateral agreement between Czechoslovakia and
Albania, although CSA at one time provided
scheduled services to Tirane. No air transport
agreements have been made with the Asian
Communist countries.
A total of 41 non Communist countries have
c ntered into bilateral agreements with Czecho-
slovakia, IS in Western Europe, 8 in the Middle East,
and North Africa, 8 in Asia, 5 in West Africa, and 2 in
North America. CSA services to Kuwait, Libya, and
Iran are apparently conducted under special
arrangements with those governments; no formal
agreements are known to exist.
Under the terms of these agreements and
arrangements, CSA operates its international services
and in turn Czechoslovakia is served by 23 foreign
carriers. Among these are eight Communist airlines:
Aeroflot (U.S.S R.), Cubana (Cuba), Interflug (East
Germany), LOT (Poland), Balkan (Bulgaria), JAT
(Yugoslavia), MALEV (Hungary), and TAROM
(Romania). Fifteen airlines from non Communist
areas also conduct regularly scheduled services to
Prague: KLM �Royal Dutch Airlines, Scandinavian
Airlines System, BEA British Airways, Air France,
Finnair, SABENA Belgian World Airlines, Luft-
hansa German Airlines, Swissair, Austrian Airlines, Air
Algerie, Pan American World Airways, Air Canada,
Iraqi Airways, Syrian Arab Airlines, and Egyptair. The
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only cite other than Prague to receive service from a
foreign airline is Bratislava, into which Aeroflot and
Interflug fly.
1. Airfield S2 (S)
The air facilities system consists of 133 operational
airfields: 36 military, 13 joint civil and military, and
86 that normally are used only by civil aircraft. About
50% of all Czechoslovak airfields are small sod
surfaced fields used by aeroclub, airtari, agricultural,
and ambulance aircraft. Runways that are 6,000 feet
or more in i, ngth are found at W airfields: of this
group, 32 fields have hard surfaced runways and 24
natural- surfaced landing areas.
Airfield distribution follows the popuiatiot. and
industry pattern; the greater number is situated in or
west of the Morava -Oder Corridor. Of the airfields
'Detailed information un Czechoslos'ak airfields is contained in
Volume 14, Airfields and Seaplane Stations of the World, published
In the Defen.e Intellivence Agency.
FIGURE 13. Selected airfields (S)
supporting tactical aircraft, only Soviet occupied Sliae
lies east of the corridor.
The air facilities system is adequate for normal civil
requirements. During the 1960's the principal civil
airfields were greatly improved. Runways were
extended at Prague /Ruzyne and Bratislava/ Ivarka,
and new terminal buildings were added at these two
at.d at Brno /Turany. A concrete runway :vas added at
Poprad /Tatry in 1969 and extended to 8,500 feet in
1971.
Czechoslovakia has two multirunway airfields:
Prague /Ruzyne, which has four runways �the longest
10,700 feet; and Bratislava/ Iva nka, which has two
runways �the longer measuring 9,W) feet. The
longest runway in the entire air facilities system
11,500 feet �is at the Mosnov field, which probably
was built to meet Soviet specification for sustained
heavy bomber usage in accordance with a Warsaw
Pact agreement. The Mosnov runway is in a class with
the one at Gross Dolln, East Germany, and that of the
Powidz field in Poland. Figure 13 gives details on
selected airfields.
23
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LONGEST RUNWAY:
LARGEST
SURFACE. DIMENSIONS;
AIRCRAFT
ELEVATION ABOVE SEA
NORMALLY
NAME AND LOCATION
LEVEL.
SUPPORTED
REMARKS
Bechyne
Concrete............
BEAGLE...........
Military. CAF fighter base. POL capacity 450,000 gal.
49�16'N., 14�30'E.
6,600
1,440
Bratislava'Ivanka........
Concrete............
CAMEL
Civil. International airport. POL capacity 300,000
48 �10 17 �13'E.
9,500
gal. minimum.
430
CaslavlChotusice.........
Concrete............
BEAGLE...........
Military. CAF fighter base. POL capacity 1,450,000
49 �56 15 �23'E.
7,900
gal.
760
Ceske Budejovice.........
Concrete
....do............
Military. CAF fighter base. POL available; quantity
48 �57 11 �26'F,.
8,200
na.
1,310
Dobrany
Concrete............
....do............
Military. CAF fighter base. POL capacity 300,000 gal.
49 �40 13 �I6'E.
6,400
1,160
Hradec Kralove..........
Concrete
....do............
Military. CAF fighter base. Military aeronautical
50 �15 15 �51
7,900
academy. P01, capacity 250,000 gal.
780
Klecany /Vodochody....
Concrete............
FISaBF.D...........
Civil. Field for Praha aircraft plant "Vodochody
50 �13 W24'E.
8,200
Letov." POL available; quantity na.
910
Milovice
Concrete............
BEAGLE...........
Militai.. Soviet fighter base. POI, capacity 655,000
50 �14 14 1 55 1 F,.
8,200
gal,
640
Mimon
Concrete............
FtSnBED...........
Military. Soviet fighter base. POI, capacity 280,000
50 37'N., 14 55'E.
8,000
gal. minimum.
900
Mosnov
Concrete............
BADGER...........
Military. CAF fighter base. Longest runway in Czveho-
W42 l8 �07'E.
1! 500
Slovakia. POL capacity 2,145,000 gal.
820
23
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FIGURE 13. Selected airfields (S) (Continued)
LONGEST RUNWAY: LARGEST
SURFACE DIMENSIONS; A.RCRAIT
ELEVATION ABOVE SEA NORMALLY
NAME AND LOCATION LEVEL SUPPORTED REMARKS
Concrete............ FISRRED........... Military. CAF fighter base. POL capacity 250,000 gal.
Namest nad Oslavou......
49�10'N., 18�07'E.
Pardubice
50�01'N., 15 �44'E.
PopradlTatry............
49 �04'N., ZO �14'E.
PraguelRl:zyne........
50 �08'N.,14 �18'E.
49 �28'N., 17 �24'E.
48 �38'N., 19 �08'E.
na Data not available.
J. Telecommunications
BEAGLE........... Military. CAF fighter base. POL capacity 3,900,000
gal.
C OOKPOT.......... Civil. POL available; quantity no.
CAMEL............
BEAGLE...........
FIBNBCD...........
The relatively modern telecommunication (tele-
com) system in Czechoslovakia excels those of most
other Eastern European Communist countries. They
are used chiefly to support the diversified operations of
the government and industry; secondary consideration
is given to the needs of the general public.
The main industrial and large populated areas are
served by a network of hardened underground cables.
Open -wire and cable lines generally extend parallel to
main highways and railroads. An extensive radio-relay
network, providing channels for both domestic and
international service, supplements the landlines.
More than 4,800 telephone exchanges are
distributed throughout Czechoslovakia. Most have
capacities of 200 to 2,000 lines; those in large cities
have up to lO,Olx; !Eves. Most automatic exchanges use
Strowger step -by -step or roiary switches. However, the
latest equipment uses crossbar switches. Some 2.2
million telephones are in use, or about 15.4 per 100
populati about 95% are automatic. The domestic
telecom system is oriented toward a regional
administrative structure. The principal centers are the
regional capitals of Bansku Bystricu, Bratislava, Brno,
Ceske Budejovice, Hradec Kralove, Kosice, Ostrava,
Plzen, Prague, and Usti nad Labem. The principal
cables extend from the East Germany border in the
24
Civil. International airport. 4 runways. POL capacity
5,300,000 gal.
Joint. CAF fighter base. CSA scheduled service. POL
capacity 320,000 gal.
Joint. Soviet fighter base. CSA scheduled service.
POL capacity 1,419,000 gal.
Military. CAF fighter base. POL available; quantity
na.
northwest through Prague, the hub of the network, to
the borders of t!-,e U.S.S.R. and Hungary in the east
and southeast and the Poland border in the northeast.
The network is unse in the central and northern parts
of the Czech Socialist Republic. The wire facilities are
used mainly for telephone, telegraph, telex (teleprinter
exchange service), and radiobroadcast distribution
service. Radio-relay links are used principally for TV
program distribution.
The Committee for Posts and Telecommunications
(FVPT), a collective body of 10 members, formulates
the state policy for postal and telecom services and
supervises the respective telecom ministries in the
Czech and Slovak Socialist Republics. Cooperation
among the FVPT and the ministries of the two
Socialist Republics has resulted in steady expansion of
the entire system of postal services and telecom
throughout the country. Czechoslovakia participates
in international telecom activities through member-
ship in the International Telecommunications Union
(ITU), the Organization for Communication
Cooperation (Organizatsiya Sotrtrdrrichestoa Syoazi�
OSS), and the International Radiobroadcasting and
Television Organization (GIRT).
The independent government organizations,
Czechoslovak Radio and Czechoslovak Television, are
responsible for programming and studio operations for
radiobroadcast and television. Radiobnladcast service
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7,900
1,510
Concrete............
8,200
730
Concrete............
8,500
2,320
Concrete............
10,700
1,200
Concrete............
8,200
880
Concrete............
8,800
1,020
Zatec
Concrete............
50 13�35'E.
8,200
890
Namest nad Oslavou......
49�10'N., 18�07'E.
Pardubice
50�01'N., 15 �44'E.
PopradlTatry............
49 �04'N., ZO �14'E.
PraguelRl:zyne........
50 �08'N.,14 �18'E.
49 �28'N., 17 �24'E.
48 �38'N., 19 �08'E.
na Data not available.
J. Telecommunications
BEAGLE........... Military. CAF fighter base. POL capacity 3,900,000
gal.
C OOKPOT.......... Civil. POL available; quantity no.
CAMEL............
BEAGLE...........
FIBNBCD...........
The relatively modern telecommunication (tele-
com) system in Czechoslovakia excels those of most
other Eastern European Communist countries. They
are used chiefly to support the diversified operations of
the government and industry; secondary consideration
is given to the needs of the general public.
The main industrial and large populated areas are
served by a network of hardened underground cables.
Open -wire and cable lines generally extend parallel to
main highways and railroads. An extensive radio-relay
network, providing channels for both domestic and
international service, supplements the landlines.
More than 4,800 telephone exchanges are
distributed throughout Czechoslovakia. Most have
capacities of 200 to 2,000 lines; those in large cities
have up to lO,Olx; !Eves. Most automatic exchanges use
Strowger step -by -step or roiary switches. However, the
latest equipment uses crossbar switches. Some 2.2
million telephones are in use, or about 15.4 per 100
populati about 95% are automatic. The domestic
telecom system is oriented toward a regional
administrative structure. The principal centers are the
regional capitals of Bansku Bystricu, Bratislava, Brno,
Ceske Budejovice, Hradec Kralove, Kosice, Ostrava,
Plzen, Prague, and Usti nad Labem. The principal
cables extend from the East Germany border in the
24
Civil. International airport. 4 runways. POL capacity
5,300,000 gal.
Joint. CAF fighter base. CSA scheduled service. POL
capacity 320,000 gal.
Joint. Soviet fighter base. CSA scheduled service.
POL capacity 1,419,000 gal.
Military. CAF fighter base. POL available; quantity
na.
northwest through Prague, the hub of the network, to
the borders of t!-,e U.S.S.R. and Hungary in the east
and southeast and the Poland border in the northeast.
The network is unse in the central and northern parts
of the Czech Socialist Republic. The wire facilities are
used mainly for telephone, telegraph, telex (teleprinter
exchange service), and radiobroadcast distribution
service. Radio-relay links are used principally for TV
program distribution.
The Committee for Posts and Telecommunications
(FVPT), a collective body of 10 members, formulates
the state policy for postal and telecom services and
supervises the respective telecom ministries in the
Czech and Slovak Socialist Republics. Cooperation
among the FVPT and the ministries of the two
Socialist Republics has resulted in steady expansion of
the entire system of postal services and telecom
throughout the country. Czechoslovakia participates
in international telecom activities through member-
ship in the International Telecommunications Union
(ITU), the Organization for Communication
Cooperation (Organizatsiya Sotrtrdrrichestoa Syoazi�
OSS), and the International Radiobroadcasting and
Television Organization (GIRT).
The independent government organizations,
Czechoslovak Radio and Czechoslovak Television, are
responsible for programming and studio operations for
radiobroadcast and television. Radiobnladcast service
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is provided by 23 AM and 16 FM stations, and the TV
network comprises 10 major regional stations
supplemented by 300 low- powered rebroadcast
transmitters. Czechoslovakia has the best developed
and most extensive TV system in Eastern Europe,
offering a national prc:gram to more than 90% of the
population. At the end of 1972, there were 3.2 million
TV receivers arid :3.8 million registered radio receivers
in the country. TV programs are exchanged with the
Intervision and Eurvision networks. A high powered
TV transmitter capable of color transmissions in both
the PAL (West German) and SECAM (French)
systems h::s been completed at Krizava Hill, near
Prague; transmission commenced on 9 May 1973.
Wired broadcasting is still used extensively, and in
recent years the network has developed into a
significant countrywide facility. Programs are
transmitted to loudspeakers in schools and other
public places.
International telecom facilities which include
landlines, radio-relay links, arid radio communication
stations are interconnected with the domestic public
intercity networks. These facilities provide telecom
circuits to all neighboring countries and to many
principal cities of the world. t)irect automatic
exchange equipment are in use. The army telecom
system consists of military owned wire lines, leased
circuits, and radio facilities. The system provides
telegraph service between the main telecom center in
Prague and other centers at Brno, Ceske Budejovice,
Hradec Kralove, Karlovy Vary, Kbely, Kosice, Mlada
Boleslay, Olomouc, Plzen, Tabor, and Trencin. An
extensive radio-rclay system operated by the Ministry
of Defense provides communications down to the
division level for member countries of the Warsaw
Pact. More recently the links have been extended to
SAM sites and radar stations. The headquarters is
located at Petrin lull, and the control and operations
center is at Ruzvue.
The Communist Party has it private telegraph
service operating between headquarters in Prague and
10 group centers throughout the country. Circuits are
leased from the FVPT, arid teleprinters are used
throughout the systern.
In 1968 the Soviet Forces (Central Group of
Forces �CGF) est..Aished a permanent telecom link
to the Soviet Union and the Group of Soviet Forces
Germany (GSFG). Headquarters for the CGF is
located in Milovice. Czechoslovakia. A troposcatter
station at Jirice maintains a link between the Milovice
CGF headqu:: ers, the Northern Group Forces (NGF),
at Legnica, Poland, the GSFG Headquarters at
7,ossen, East Germany, and the Ministry of Defense,
Moscow.
Czechoslovakia ranks among the most important
producers of telecom equipment in Easik-rn Euro-e.
Currentiv, the industry consists of 11 major equipment
producers plus numerous facilities which make
components and subassemblies. Types of wire
equipment produced include telephone handsets,
semiautomatic and manual switchboards, carrier
equipment, teleprinters, and cathode -ray picture
tubes. Radio and TV receivers, and trammitters
including transistorized units, are produced in
sub:itantial quantities. Czechoslovakia is largely self
sufficient in meeting its requirements for most telecom
equipment; however, special items such as high -speed
data transmission systems suitable for use by new
agencies, VHF communication equipment, micro
wave relay equipment, and telecom components
including oscilloscopes and certain types of transistors,
are imported.
During winter months, high humidity and low
temperatures occasionally cause ice accumulation on
open -wire lines and antennas, and heavy snows are a
problem particularly in the higher elevations. These
climate conditions have also hampered the
construction of the transmitter network for the second
television program and radio -relay communications.
Telecom systems are reasonably secure from
disruption by sabotage. The basic intercity cables are
buried, and numerous alternate routes are available
between important areas. The heaviest concentration
of intercity telecom circuits is in the Prague area,
where the main terminal and switching centers are
located. Destruction of these facilities would disrupt
telecom service in most of the western half of the
country. Other important junction points where
telecom traffic could be disrupted are Bratislava, Brno,
Olomouc, Ostrava, Trencin, and Zilina.
A shortage of electronics eng and technicians
exists, but sufficient personnel are available to operate
and maintain telecom facilities. Universities in Prague
arid Bratislava have special schools for electronics
training.
The main task of the present Five Year Plan (1971-
75) is the elimination of obsolescence of inter -city
networks. High priority has been placed on the
automation of long distance telephone: service. New
coaxial to ik lines will be installed, mainly from
25
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.SECRET
Prague to the East. In the near future, satellite
communications will play an increasingly important
role.
Their integration within the Czechoslovak
communications network will probable occur in the
next Five Year Plan, initially in relaying international
television broadcasts and later in telephone
communications. A Telecom Center currently under
construction in Prague will serve as headquarters for
the intercity and interstate dial telephone systems, for
the telegraph service, and the telex system. It will rank
Czechoslovakia's communications system as the best
in Europe and will integrate the country into the main
European trunk line network.
glossary (s)
ABBREVIATION CZECHOSLOVAK
CSA..........
Ccakoslovenake Aerolinie
CSAD........
Ceskoglovenska Aulomobilove Doprava....
CSD..........
Ceakoslovengke Statni Draphy...........
CSPD........
Ceskoslovenska Plavba Dunsjska........
CSPLO.......
Ceskoslovenaka Plavba Labsko- Oderska...
OSS Organizalsiye Sotrudviehesiva Syvazi.....
26
ENGLISH
Czechoslovak Airlines
Czechoslovak State Auto Transport
Czechoslovak State Railways
Czechoslovak Danube Navigation Co.
Czechoslovak Elbe -Oder Navigation
Co.
Organization for Communications Co-
operation
SF.CRFT
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200110013 -9

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APPROVED FOR RELEASE: 2009/06/16: CIA-RDP01-00707R000200110013-9

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