NATIONAL INTELLIGENCE SURVEY 19; HUNGARY; TRANSPORTATION AND TELECOMMUNICATIONS

• Document Type: CREST
• Collection: NIS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP01-00707R000200110043-6
• Release Decision: RIF
• Original Classification: U
• Document Page Count: 36
• Document Creation Date: October 25, 2016
• Sequence Number: 43
• Content Type: REPORTS

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Page
D. Highways 7
Traffic statistics; extent and salient features of the
highway system and its administration; construc-
tion and maintenance operations and policies;
vehicle registrations and origins.
F. Inland waterways 12
Geographic pattern and general adequacy of sys-
tem; traffic statistics; traffic interruption factors;
equipment inventory; administration; develop-
ment plan.
F. Pipelines 15
Extent of the pipeline system; dependence on
CEMA; tabulation of selected and proposed pipe-
lines.
Fig. 1
Fig. 2
Fig. 3
Fig. 4
Fig. 5
Fig. 6
ii
Page
G. Merchant marina 18
Inventory and administration of the merchant
marine; traffic statistics; number of employees,
their recruitment, pay, and unionization.
H. Civil air 20
State ownership and control of system; aviation
training; participation in international organiza-
tions.
I. Airfields 21
?lumbers and characteristics of airfields; tabula-
tion of detai;s of most important airfields.
J. Telecommunications 22
Salient features of the network; source of equip-
ment; plans for modernization and expansion.
Glossary 25
Buses (photo)
Inland waterway craft photo)
Budapest Free Port photo)
Selected and planned pipelines (table)
Merchant ship characteristics (table)
Selected airfields (table)
Terrain and transportation
(map) follow:
Page
12
13
14
16
18
23
25
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FIGURES
Page
Cranes at Eperjeske photo)
4
Fig. 7
Prefabricated track sections photo)
6
Fig. 8
Highway bridge at Pecs photo)
9
Fig 9
Vehicle ferry (photo)
9
Fig. 10
Fig. 11
Interchange on Route M -7 photo)
10
Fig. 12
HUNGAROCAMION tractor and
Fig. 13
trailer photo)
11
Buses (photo)
Inland waterway craft photo)
Budapest Free Port photo)
Selected and planned pipelines (table)
Merchant ship characteristics (table)
Selected airfields (table)
Terrain and transportation
(map) follow:
Page
12
13
14
16
18
23
25
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Transportation and Telecommunications
A. Appraisal (S)
The transportation and teleconIit in" ications
(telecom) systems of Hungary are adequate for
economic needs and %votild meet moderate military
requirements, but all -out war conditions would
impose a severe strain on them. The strategic
importamce of transportation and telecommunications
is heightened by the fact that Hungary is a landlocked
buffer state between Western Europe and other
Warsaw Pact countries. Most major highways, rail
lines, waterways, and telecommunications radiate
from the capital, Budapest.
All transportation and telecom systems are state
owned and are administered by the Ministry of
Transportation and Postal Affairs. Railroads are the
most important means of transport; on a ton -mile
basis they account for about 705 of total traffic, while
highways account for 20 and inland waterways
IOcb. I lighsvays handle over 75% of the total freight
tonnage, lint most trips are for short distances. The
railroads, however, have not kept pace with the traffic
increase. As a result, they are overloaded and tillable
to meet manv requirements, which now must be met
by other modes.
Most international rail traffic moves in a westerly or
easterly direction, toward Austria or the U.S.S.R.,
respectively. Connections are made with the standard
gage systems of adjacent countries; differences in gage
and equipment necessitate transloading only between
Hungary and the U.S.S.R.
I lighways are used primarily for short hauls and in
areas not served by other modes of transport.
Concentration of roads is heaviest in the west and
lightest in the east; north -south routes are more
numerous than east -west routes. Connections are
rnati with all adjacent countries.
Inland waterways are of minor significance in the
national economy. The waterway system includes a
segment of the Danube, several smaller rivers and
canals, and Balaton lake. Waterways offer a
c-iisiderable potential for both domestic and foreign
trade, lint internal policies have worked against full
rt ulitalion of that potential. Budapest, the major
waterway port, has some significance in it country
without a seaport. Cargo destined for ocean shipping
is usualiv moved dawn the Danube and trtnsloaded at
Izmail, U.S.S.R.
Although crude oil pipelines adequately support the
current tegniremcnts of Hungarian refineries, both
chide oil and natural gas pipelines are being expanded
to meet the growing fuel demands of the country.
A small modern merchant fleet fulfills the shipping
needs on the Danube and carries seaborne cargo to
Black Sea and Mediterranean ports, und, in 1971,
shipping service was inaugurated to Bombay, India.
"The effectiveness of surface transportation and the
relatively small size of the country have made it
unnecessary for Hangar, to develop an extensive air
network. International services, however, are of
importance, and the state civil aviation enterprise
offers services from Budapest to a number of cities in
Europe and the Middle East.
The Fourth Five Year Plan (1971 -75) provides for
extensive improvements to the transportation and
telecom systems. Among the more significant current
and future projects are the following:
Railroads� Extension of electrification, track renovation,
modernization of yards and communication equipment,
and acquisition of new locomotives and rolling stock.
Highways Reconstruction of important roads, includ-
ing part of the Hungarian section of the trans- European
highway, and realignment, widening, and resurfacing
of sonic secondary roads.
Inland waterways Continued canalization work on the
major waterways and development of pusher barge
train units and self propelled barges.
Pirelines� Construction of other major long- distance
pipelines.
Merchant marine Acquisition of large oceangoing
ships; addition of three 12,700- d.w.t. ships by the end
of 1973.
Telecommunications Continued modernization and ex-
pansion of all telecom services, including provision of
the di.ect- dialing system, and color -TV transmissions.
B. Strategic mobility (S)
Tile, defense strategy and logistic nnohility of
Ilungary are determined largely by the differences in
terrain which divide the country into two military
geographic regions �the Northern Hills and the
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Iungarian Plains. Although there are marked
differences between the two regions, the characteristics
of each would have relatively uniform effects on
strategic mobility within the regions.
For each mode of surface transport and air
operations, the hilly to mountainous northern one
fifth of the country presents restrictions or limitations
and would make large -scale logistic support operations
extremely diffieu!t. The flat t.r rolling Hungarian
Plains are generally well suited for large -scale
conventional operations �rail and highway networks
are generally better able to handle cast -west
movements, while the north -south oriented Danube
and Tisza waterway systems can support north -south
logistical operations but present natural harriers to
rapid cross country movements. Seasonal climatic
conditions create restricting factors in both the plains
and in the rnoutains.
The railroad network, already capanle of supporting
large -scale movement of troops ;and supplies in
military operations, is continuing extensive mod-
ernization that will further increase transport capacity
and speed service between the U.S.S.R. and other
neighboring countries.
Alternate routes are usually available, and
although the network has been generally better able to
handle east -west rather than north -south movements
because many connecting lines have lower axleload
limits than the main radial lines, this condition is
being corrected.
Efforts to increase the railroads' capacity include
electrification, dieselization. installation of automatic
signals, and increasing axleload limits by strengthen-
ing track structure. Emphasis has been placed on lines
running eastward to the U.S.S.R. and to those making
international connections.
Neither topography nor weather present any serious
problems to railroad operations in Hungary.
The two major lines leading; northeastward from
Budapest to Zabony and the connection with the
U.S.S.R. rail network are of particular importance.
They provide cross country movement from the
U.S.S.R. to Czechoslovakia and Austria. Interdiction
of these lines or of the strategically significani Zahony-
Chop' transloading complex at the border would be a
critical blow to the network's military potential.
Improvements to secondary lines situated east of the
major Dehrecc n� Nyiregyhuzu� %atom} line and be-
tween it and the Romania and U.S.S.R. borders
have been eairied out since 1969 under the guise of
'For diacritics on place names see list of place names on the apron
of the Terrain and Transportation Map, Figure H, the map itself,
and mops in the test.
"periodic repairs." All these lines provide connections
to Zahony. Most of the tracks and facilities were
strengthened, thereby raising the status of the lines to
first category and allowing freight trains to travel at
speeds of 37 to 40 m.p.h. Passing tracks at stations
were lengthened to accommodate 100 -axle trains, and
improvements to security and signal systems arc�
scheduled through 1971 -72.
These improvements and modernization were
considered to have a purely military aim and have,
perhaps, been accomplished ;as part of various plans
developed by the military authorities for the
regulation of traffic and to assure direct connections
between the improved lines and the stations of
Mukachevo and Beregovo in the U.S.S.R. in the event
the Zahony area could not be used.
Hungary's highway system� particularly the cast
west network �on the whole is adequate to meet the
requirements of military movements and logistic
resupply. Military road transport would be restricted,
however, by a variety of traffic bottlenecks, including
sharp curves and steep grades, and the low capacity of
many secondary roads. In the plains, muddy ground
conditions in the spring present problems, and many
roads would require constant maintenance to sustain
heavy military traffic. In much of the northern hilis
region, numerous ragged slopes and dense forests
would preclude vehicular cross- country movements.
Highway logistic capabilities are being enhanced
gradually by expanding road reconstruction and
increasing ve.Jele inventories. Hungarian military
capacities will be greatly improved by the
completion� expected sometime in the late 1970's �of
the Balaton superhighway. This will enable personnel,
equipment, and supplies to move more efficiently to
the Hungarian People's Army (MN) and the Soviet
Southern Group of Forces stationed in Hungary. This
autobahn would provide greater access to Hungarian
border defense concentrations in the north, west, and
southwest and would afford a high speed, all weather
approach to the strategic Zagreb area of Yugoslavia,
which includes Rijeka, Yugoslavia's most important
Adriatic port.
Motor vehicles are of prime importance in
providing support as transportation carriers during
military operations. All privately owned vehicles as
wall as commercial trucks and buses are registered for
potential military requisitioning by the Mobilization
Group of the Ministry of Defense. Such vehicles are
maintained and repaired on a priority basis and are
inspected periodically by military authorities. Each
transport enterprise is required to keep 30% of its
vehicles ready for military use on 24- to 48 -hour
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notice. When vehicles are requisitioned, their drivers
generally are assigned to scree also. Commercial
vehicles are requisitioned to supplement military
inventories and provide adequate transportation to
meet militaary movement requirements until hostilities
are initiated. Thereafter, adequate transportation
depends on the ability of industry to replace losses and
provide stare parts. Increasing cargo containerization
is boosting the growth of Hungary's military
capability.
'rite Eungarian Danube, as an integral part of the
international Danube route, provides Warsaw Pact
forces high capacity access in the east -west movement
of military supplies and eq from southwestern
European U.S.S.R. to southeastern West Germany.
Within Hungary, the Danube and Tisza rivers, as
north -south aligned routes, could provide logistical
support to military forces traveling north or south.
Although the waterway route capability for military
supply resupply operations on the Danube in
Hungary is virtually unlimited, the through
movement of Warsaw Pact forces from the U.S.S.R. to
Nest Germany would he restricted to 352,000 short
tons per day based on the locking facilities at the Iron
Gate lock -and -darn installation on the Romanian-
Yugoslav sector of the river. The nine significant ports
have all estimated total military port capacity of
108,600 short tons per day, 50% of which is at
Budapest. 'Tactically, the waterways are natural
barriers to rapid overland movement. Most vulnerable
are lock and -darn installations, de: ',ruction of which
would completely close through traffic and cause
widespread flooding on the 'Tisza and flash flooding
with subsequent loss of water level control on the main
channel of the Danube �as well as complete closure of
the Danube anabranch on which two installations are
located. Serious interdiction could also be accom-
plished by destruction of ports, repair facilities, and
large bridges� especially those in Budapest.
Utilization of the Hungarian merchant marine for
military purposes would he limited to logistic support.
'The 18 dry cargo ships have it combined lift capability
of almost 38,000 tons of cargo. Since: there is only one
ship equipped with large hatches (Dunes, 1,502 d.w.t.,
has five 55 -font hatches) and only two ships (Rabe', and
Tisza, 1,749 d.w.t. each) have a heavy -lift capability
(50 -ton boom each), the merchant maripe is severely
restricted as to the type of military hardware which
might be transported. 'The lift capability could be
supplemented by units in the large inland waterway
fleet, which could transport about another 125,000
tons of cargo. Although Hungary has no oceangoing
tankers, there arc several tank barges which could
transport about 200,000 barrels of petroleum products.
'!'here are no oceangoing passenger ships, but there are
in service on the Danube River and Balaton lake it
considerable number of ferries, hydrofoils, motor
passenger craft, and paddle -wheel passenger steamers,
some of which are capable of transporting as many as
1,2 passengers. Under cnacrgeneN conditions, these
vessels would no doubt be used to transport armed
forces on a short -haul basis.
No formal mobilization plan with regard to the
Hungarian Airlines (MALEV) is known to exist.
ilowever, MALEV equipment and personnel could be
absorbed into the military with little difficulty, since
civil aviation is a state -owned enterprise. The close
relationship between the Hungarian military and
MALEV is demonstrated by the fact that all MALEV
personnel must undergo 30 clays' annual military
training. Military conversion during a national
emergency should be performed quickly and easily.
The major transport aircraft would be most valuable
for troop and cargo carrying, the light aircraft for a
variety of military functions including reconnaissance,
training, and medical evacuation.
Although adequate for present military require-
ments, the Hungarian air facilities network would
have some deficiencies if required for strategic military
usage with little or no advance warning. Most of the
reserve airfields are used seasonally in fair weather
months and are not provided upkeep on a year -round
basis. Moreover, there is a general shortage of mobile
support equipment for deployment to these reserve
facilities, particularly in the area of electronic
navigational and landing aids. 'These factors would
militate against immediate all -out usage of 1-1 ungary's
airfield system in a wartime environment; under such
circumstances, probably only about half of the 48
operational airfields over 2,000 feet in length could be
ready for sustained military use within several clays.
The telecom system, comprised of networks of open
wire lines, and radio -relay links, is reasonably
protected from sabotage. The main long distance
circuits are provided by underground cables, and
important telecom facilities are closely guarded by
security police or military personnel. Terrain and
weather cause: no unusual problems in maintenance of
telecom facilities.
The main switching center for both domestic and
international service is located in Budapest. Other
principal centers are Szckesfchervar and Veszprem.
Permanent radio contact is maintained with the
Ministry of Defense in Budapest front this station.
Budapest is the. headquarters of the Hungarian
People's Army and the Southern Group of Soviet
3
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Forces. The 5th ArmN Headquarters is located in
Szekesfehervar. A Corps headquarters of the 5th Army
is located in Cegled, and Nyiregyhaza is the location
of it 5th Army headquarters. Nl tilt iconductor
cabies are routed to each urban area where key
military installations arc located. 1udapest,
Nyiregyhaza, and Szekesfeheryar each have high
power radiobroadcast transmitters which could serve
the military in the event of an emergency.
C. Railroads (S)
The Hungarian railroad network, totaling 5,908
route stiles and all but 96 miles government owned, is
an important factor in the national economy. The
railroads have difficulty, however. handling the
rapidly gro%%ing freight traffic, and extensive
modernization measures are being undertaken to
increase their transport capacity.
Railroads serve both the agricultural and inanstrial
sectors of the lungarian economy. iV:ain lines, which
extend from Budapest in it radial pattern, arc linked
by numerous secondary lines to form it compact
network that is distributed evenly throughout the
nation. the lines generally traverse flat and gently
rolling plains which permit light grades and easy
curves; in the hilly and mountainous regions of the
northeast and west they follow gently sloping river
valleys.
The network comprises 5,094 miles of standard -gage
O'73r "l, 788 miles of narrow -gage (mostly 2'5' 11
and 22 miles of 5'0" broad -gage lines. Standard -gage
lines carry most of the traffic and make all
international connections; the narrow -gage lines arc
generally of only local significance. 'l'he 22 -mile
section of broad gage parallels the standard -gage line.
from Fenyeslitke and wives the Hungarian- U.S.S.R.
transloading complex around Zahony in the northeast.
The network is predominantly single track, but double
track is being extended gradually and currently
arnounts to 688 miles; all double track is on standard
gage lines, and timst of it radiates front Budapest.
Electrification, also being extended, at the beginning
of 1971 amounted to 581 route miles, all standard
gage.
Hungarian railroads make international connec-
tions with all neighboring countries. Standard -gaga
lines serve all these connections, except for those with
U.S.S.11- and Hungarian cclnipment can he
interchanged freely with that of all the other
neighboring countries. E(plipment e.whange with the
Soviet Union is limited to passenger cars in special
through service.. Soviet- Mingarian freight traffic is
trattsloaded at Chop in the U.S.S.?. and at 'Zahony,
Timer, Konturo, and Fenyeslitke in Hungary, which
are connected by dual -gage (5'0 4'4' tracks. The
transloading station at 'Zahony consists of separate
yards where general commodities, coal, coke, and
crude oil are transloaded. Grain and wood are
trutsloaded at Tuzser, cntde oil at Komori;, and
general commodities at Fenyeslitke. Mechanical
handling equipment available includes large derricks
and cranes. Another connection with the U.S.S.R. is
made by a line running from Tuz -ser through
Tiszahezded to Batevo railroad station near Uzlnvoye,
U.S.S.R. Although this 6 -mile single -track line is
probably broad gage now, it may he scheduled for
dual gage because it is planned as it bypass for the
Chop Zahony traffic.
Transloading facilities arc being expanded at
Zahony and installed at Eperjeske to help deal with
the increasing quantity of freight to he transloaded at
the Zahony complex. The Eperjeske installation has
been equipped with a covered loading ramp served by
broad- and standard -gage tracks, and six of the
planned 14 cratics have been installed (Fignrc I
About 70% of the railroad construction and
maintenance work is mechanized and compensates for
it steadily growing shortage of manpower. Insufficient
funds have always caused difficulty in completion of
Hungarian railroad construction plans, necessitating
that minor repairs frequently he made when more
extensive rebuilding was planned. Spring and surnmer
floods in low -lying areas near large rivers may
interrupt construction and nmintenarice work and
reduce roadbed stability. In the mountains of the
north and west, landslides may create it naitttenance
problem where lines Ito been built along steep slopes
and in deep cuts and valleys.
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FIGURE 1. Cranes at the Eperieske trans.
loading installation. Six of a planned 14
of these 5 -ton units are in place. (U/ :'J)

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Since the early 1950's few lines have been built, and
efforts have been directed mainly toward improving
the existing network. As a result of the priority given to
lines serving the needs of the U.S.S.R. during the post
World War 11 reconstruction and expansion, much of
which was accomplished with Soviet assistance, the
network is generally hater able to handle east -west
rather than north -south movement. However,
attention is now being given to improving some
important north -south routes.
The two principal connections between Budapest
arid the U.S.S.R. also serve the industrial aril
commercial centers of Miskolc, Cegled, Szolnok, aril
Debrecen, arid carry the densest traffic, which consists
of mechanical equipment, raw materials, and military
items. Other important lines serve international con-
nections and carry heavy international traffic. They
are the Budapest- Gvor- Hegyeshalorn connection
with Austria, the Budapest Vac -Szoh connection
with Czechoslovaka, the Budapest- Szolnok- Bekescsa-
ba- Lokoshaza connection with Romania, and the
Buda pest- Domhovar- Pecs- Magyarboly connection
with Yugoslavia. Principal commodities transported
are coal, coal briquettes, stone, crude oil, timber, iron
and manganese ores, rolled steel, and sugar beets.
The Fourth Five Year Plan (1971 -75r continues
sonic of the programs of previous plot,rs� further
electrification, track renovation, acquisition of new
motive power and rolling stock, and modernization of
yards arid signaling and corn inunications systems.
Elect r;fivotion of the Budapest- Cegled- Debrecen-
Nyiregyhaza route to Zahony was completed in
December 1970, thus permitting through electrified
operations from the Zahony transloading area at the
1lussia border to Budapest by two routes,' and on to
the Austria border by it single route. All but the 31
miles between Szerencs and Nviregyhaza on the
northern line are double track. Plans to double track
the Szerencs- Nyiregyhaza section have been dropped,
and installation of Centralized Traffic Control (CTC)
and 1,640 -foot passing sidings allow the line to handle
a volume of traffic equivalent to that of a double
track line with the old signal installations.
Electrification of the main north -south Szob -Buda-
pest- Lokoshaza line, begun in 1970, has been
completed between Szoh and Budapest, and a 20.5
million ruble (about US$22.5 million) loan from the
Council for Econornic Mutual Assistance (CEMA)
International Investment Bank should allow
completion of the project by December 1974.
Broad, long -range planning for the railroads is
aimed at improving the main network and reducing
Me second route is via Miscole and Halvam
the number of lines and stations. There are also plans
to increase the axleload limit throughout the network
to 25.3 short tons I;v 1980. Axleload limits are 24.2
short tons on a few especially important main -line
sections, 19.8 and 22 short tons on urost main lines,
and range dowri%ard on less important lines. Some
1,800 miles are scheduled for reconstruction and
strengthening to permit higher speeds. Di,continuance
of many secondary lines is in progress; service in those
areas is being diverted to highways.
Hungarian railroad structures include 14 tunnels
and about 6,200 bridges. All tunnels are on single
track lines, and most are located in the mountainous
northern part of the country. The longest tunnel on
the network, measuring 2,556 feet, is on a secondary
line at Pilisvorosvar, northwest of Badapesc.
Construction of a 1.2 -mile tunnel between Vasvar and
Pacsony has been planned. Most bridges span fairly
narrow watercourses arid are relatively short, but
several long structures of major significance� ranging
from 1,290 to 1,870 feet in length �span the Danube
and Tisza rivers. Most bridges 100 feet and over in
length are of steel cor_struction. Of particular
significance is the international bridge on the U.S.S.R.
border between Zahony and Chop, which can
accommodate both broad -gage and standard -gage
trains. however, since the rails are on a common
roadbed, trains of both gages cannot cross the bridge
at the same time.
Track structure, which is in poor condition because
Of intensive use and inadequate maintenance, is being
improved and strengthened in the modernization
programs. Rails in use are produced in Hungary arid
range in weight from 47.6 to 109.7 pounds per yard.
Most standard -gage main lines are laid with 97.4- and
89.3 -pound rail; however, R was decided in i970 to
r-se 109.7 -pound rail in modernization work on main
lines carrying the heaviest traffic. Increasing numbers
of long- welded rails are being laid. Wooden ties
impregnated with creosote are characteristic of the
track structure over most of the system. however, the
trend is to use locally produced reinforced concrete tics
for replacements and new track structure. A few light-
weight steel tics are used, primarily on industrial
sidings. Prefabricated 79 -foot track sections using
prestressed c mcrete ties are being procuced and used
in modernization work (Figure 2). Ballast is of crushed
stone on main lines, of crushed stone or slag on station
sidings and yards, arid of crushed stone, slag, or gravel
on secondary lines.
Hungarian railroads operate under both manual
and automatic block systems. Signals include
colorlights and semaphores. Plans to convert all main
lines to an automatic signal system have been in
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existence for several years, and work is progressing
toward this end. CI'C is being installed on a few
sections. Communications are by telegraph and a
railroad telephone network.
Coal continues to be a principal railroad fuel, but
the quantities consumed are decreasing as dieseliza-
tion and electrification expand. Because of the poor
quality of domestic supplies, it is necessary to import
coal, primarily from the U.S.S.R. Hungary's
production of petroleum is reh.tiveiy small, and
reliance will continue, to be placed on imports
obtained chiefly from the U.S.S.R. and Eastern
European Communist countries. Current for the
electrified lines is tapped from the national grid by
railroad substations that transform it and feed it to the
railroad overhead lines. Water supplies present no
major difficulties, but water must he treated with soda
for locomotive use.
Both freight and passenger traffic are important to
the railroads. In 1970 they transported 129.6 million
short tons of freight and 540.3 million passengers and
accomplished 13.5 billion ton -miles and 102 billion
passenger- miles. In that year the average gross weight
of freight trains was 1,125 short tons, the average
length of haul was 101.1 miles, and the average freight
car turnaround time was 3.7 days.
With containerization surging ahead in Western
Europe, the Soviet Union and countries of Eastern
Europe are planning to increase container movement
as quickly as possible. A coordinated container
transport system is being developed by the CEMA
countries to simplify intrabloe freight shipments; a
committee is plotting a network of the most effective
container routes and planning to adopt a standard
freight container in 1972. Container services are
already operating between East Gernany, the
6
U.S.S.R., arid Czechoslovakia, and early in 1972 a
new direct "freightliner operation using 1,000 -ton
trains began service between Budapest and Moscow.
The Hungarian State Railways (MAV) and the
railroads of the German Democratic Republic have
been in the forefront of container development in East
Europe; the first international container train service,
Budapest Prague �B: rlin, began in 1969. MAV was
also the first member of the Organization of Railroad
Cooperation (OSShD) to join the Intercontainer
Company on the Continent at its foundation in 1967.
At present, domestic container service operates
between Budapest and Miskolc. Hungary's first
container terminal was constructed at the port of
Budapest and operated by the Hungarian Shipping
Joint Stock Company (MAHART). Budapest is to be
MAV's main container center. Work has begun to
transform part of the largest freight depot, Jozsefvaros
Station, into a modern container terminal, and large
increases in container traffic are expected. Stations to
be be developed to handle containers include Gyor in
the west, Miskolc in the north, Debrecen in the east,
and Pecs in the south. A special project concerns
installation of a container terminal at Zahony.
Although International Organization for Stand-
ardization (ISO) units were shipped over ,VIAV lines
by other organizations and importers, until mid -1970
ViAV operated with only smal, containers ranging
from 1'/_ tons to the OSS,iD standard 5 -ton type. Of
the 10,000 containers caried by MAV in 1970, more
than two- thir:ls were of 5 tons or less. During the latter
part of 1970 a number of ISO 20- and 30 -ton
aluminum containers were acquired, and more have
been added since. Plans are to increase container
movement to more than 50,000 units in 1975 and to
over 150,000 in 1980.
Production of ISO containers has probably moved
faster in Hungary than in any other CEMA country;
some have been exported to Western Europe. Several
plants are involved in their production, including the
Hungarian Shipyard and Crane Factory, Budapest;
the Hungarian Wagon and Machine Works, Gyor;
and the Csepel Motor Truck Plant. Investment costs
during the 'first few years are likely to be high, but
amortization should lead to important economics for
the railroads and for industry generally starting in
1974.
Hungarian equipment is inadequate in quantity
and quality. Because of the shortage, equipment is
overused and repairs are not scheduled frequently
enough. Although electrification and dieselization
programs are in effect, and steam locomotive
production was stopped in 1959, many steam units are
Still in use oecause there are not enough diesci or
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FIGURE 2. Prefabricated track sections being used in
modernization work (U /OU)

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electric locomotives to replace them.; however, this
condition is being rectified. The use of steam
locomotives is to he discontinued on main lines by
1975 and on the entire network by 1980. A shortage of
freight cars makes it difficult to handle peak traffic at
harvest time in the autumn, and it shortage c�'
passenger equipment keeps the network from meeting
weekend and heavy summer vacation travel
requirements. Participation in the Freight Car Pool
(OPV) under CEMA, to which Hungary has
contributed 21,200 cars, has relieved the freight car
shortage to some extent.
Hungary produces diesel and electric locomotives,
train sets, and passenger cars, but most of this
vquipment is exported to the U.S.S.R. and other
Soviet oriented countries, making it necessary for
Hungary to import equipment. Diesels have been
acquired from Sweden and the U.S.S.R., and freight
cars from oth,.r European Communist countries.
The estimated equipment inventory as of January
1971 %vas as follows:
Locomotives:
MILLION FREIGHT
Steam
1,138
Diesel
576
Electric
232
Freight cars
64,836
Passenger cars
6,876
Most of this equipment was standard -gage.
Acquisition of new motive power and rolling stock has
been it major item in the last several 5 -ye,� ans and
will undoubtedly continue to he for some time.
Overage equipment is being retired as new units are
put into service, and the inventory reflects a decline in
the number of freight cars as well as steam
locomotives. Purchase orders were signed in 1971 for
�17 diesel and electric locomotives, 275 passenger cars,
and about 5,000 freight cars. Information on delivery
dates is not available. Major repairs are made at shops
in Budapest, Debrecen, Miskolc, izeged, and
Szekesfehervar; minor repairs are made at en-
ginehouses located throughout the network. New
repair facilities for diesel locomotives are being
installed at Szolnok and Szombathely, and for 4 -axle
cars at Dunakeszi.
All railroads in Hungary are government owned
ekcept for 96 miles of the Gyor- Sopron Ebenfurth
Railway (Gy. S.E.V.) in the northwest. The Gy.
S.F'.V., which also has 40 miles of lines in Austria, is
norninally an independent private corporation, but
the Hungarian Government holds it controlling
interest in its stock and operates the Hungarian
portion. Included in the Gy. S.E.V. mile ,ge are �10
miles of another private railroad, the Lake Ferto
Suburban Railroad (FHV), a secondary line that links
Celldomolk with Neusiedl, Austria, crossing the
border at Pamhagen. The MAV, under the Ministry of
Transportation and Postal Affairs, is responsible for
administering and operating the Hungarian railroads,
including the Gy. S.E.V. line.. in Hungary and the 73-
mile Budapest Suburban Railways (BHEV).
There were about 133,500 employees on the railroad
in 1969. There is, however, a shortage of skilled and
unskiCzd workers. The MAV has an apprentice system
and operates several technical schools.
D. Highways (S)
Highway transport in Hungary is used chiefly for
short -haul movement of freight and passengers and
provides a feeder and distribution service to other
modes of transport. Highway transport operations
both domestic and international �have been growing
rapidly and assuming an increasing significance for
the national economy, reflecting its growth during
recent years. The trend of passenger and freight traffic
indicates a continuing upswing and fuller utilization
of the economic and technical advantati-s of highway
transport. In 1968 Parliament appr;t%ed a new
transportation policy aimed at streamlining the
transport system. One of the important features of this
concept is the discontinuation of about 1,000 miles of
low volume, uneconomic railroad lines and shifting
their traffic to highways during the Fourth Five Year
Plan (1971 -75).
The following statistics denote the considerable
increase in highway transport volume within a recent
10 -year period:
The highway network is adequate for the normal
requirements of the economy; the major routes, some
of which have been modernized in recent vears, are
generally in good condition. Highways west of the
Danube are in the hest condition because of better
construction and the availability of materials.
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MILLION FREIGHT
BILLION
SHORT TONS
TON -MILES
1960
133.6
1.07
1966
254.6
1.85
1967
305.2
2.20
1969
411.0
3.41
1970
440.0
3.90
MILLION
BILLION
PASSENGERS
PASSENGER-I'AILES
1960
236.3
2.24
1966
373.4
3.32
1967
386.8
3.45
1969
445.8
4.08
1970
474.5
4.47
The highway network is adequate for the normal
requirements of the economy; the major routes, some
of which have been modernized in recent vears, are
generally in good condition. Highways west of the
Danube are in the hest condition because of better
construction and the availability of materials.
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I in the north northwest of the'risza river are
in good condition, whereas most highways in the
eastern portion of Hungary are in poor condition
because of the lack of construction or repair materials.
The highway network is adequately distributed; the
densest portions are in the rnor, heavily populated
areas west of the Danube and in the mountainous
northern portion east of the Danube. North -south
interconnecting roads are numerous and evenly
distributed, but only four cast -west through routes
traverse the couht!y, complemented locally by
numerous secondary roads serving local industrial,
commercial, and agricultural centers. The backbone
of the network consists of major routes radiating from
Budapest, thus giving the capital direct access to the
larger cities and neighboring countries. The network is
very dense near Budapest but is relatively sparse
elsewhere.
Main highways provide border connections with all
five adjacent countries. Several of the main highways
combine to form through routes cons' ituting segments
of the trans European network. The main highways,
which total nearly 3,800 mile:;, constitute only about
20% of the network but carry about 50% of the traffic.
On the basis of percentage of hard- surfaced roads, the
Hungarian network is superior to the networks of
Czechoslovakia, the U.S.S.R., Romania, and
Yugoslavia, and only slightly inferior to that of
Austria.
Art official government breakdowr of the
approximately 18,360 -mile Hungarian network is as
follows:
MILEAGE
First -class highways 1,360
Second -class highways 2,600
Secondary roads 14,400
An approximate breakdown by surface types, is as
follows:
PERCENT
MILEAGE OF TOTAL
Hard surfaced concrete, bituminous,
bituminous surface treatment, stone
block, cobblestone) 11,048 60.2
Macadamized gravel, crushed stone) 6,558 35.7
Earth graded and drained) 754 4.1
Information is not available on mileage represented by
motorahle tracks or by forest roads that are used by the
forestry industries and generally constructed by them.
Highway surface widths range from 12 to 36 feet.
"There are several divided highway sections that have
24 or 28 -Foot concrete surfaces on each roadway.
Predominant widths are 18 to 27 feet on the concrete,
bituminous, bituminous treated, and stone -block
8
surfaces, and 12 to 18 feet on others. base types
include crushed stone, gravel, and some concrete.
Shoulder types are earth, gravel, and some brick. Some
shoulders measure tip to 10 feet in width, but the
majority are from 2 to 3 feet wide. Sonic roads do not
have shoulders. Drainage facilities, at least on Inain
routes, are adequate. Except for roads tiaversing
mountainous terrain in the north central, northeash-
crn, and western regions, alignments are generally
good.
The network has an estimated 9,000 bridges 20 feet
and over in length. Most are constructed of steel or
reinforced concrete (Figure 3), but secondary roads
have a few old bridges of masonry construction and
sonic timber bridges. In general, bridges are in good
condition. No information is available on tl-,e
existence of tunnels or fords on the highway network.
Modern ferries operate between main highways on
either side of Balaton lake (Figure 4). Ferry crossings
are common on secondary routes; ferry craft capacities
range from 10 to 33 short tons.
Construction and maintenance operations are
hampered by economic difficulties, adverse terrain,
and climatic conditions. Shortages of mechanized
roadbuilding equipment and inadequate funds pose
the most serious problems. In accordance with a
contract recently concluded with Soviet foreign
trading companies, about 1,500 units of various types
of road construction equipment are to be imported
from the U.S.S.R. during the 1971 -75 period. Poor
natural drainage in the valleys of western Hungary
and in the plains cast of the Danube River sometimes
results in rapid deterioration of roadbeds and surfaces.
'rhis condition is especially severe during alternating
freeze and thaw periods in spring and fall. In the
Bakony mountain area, and in general in the entire
western part of the country, maintenance is necessary
to prevent snow blocking; snowdrifts occasionally
present difficulties. Good- quality sand and gravel are
available in varying amounts throughout most of the
country, but in sonic regions road construction
materials such as stone and timber are in short supply.
In areas close to the border, rock materials have been
imported from the U.S.S.R., Romania, and
Czechoslovakia. Most bituminous materials and steel
have to be imported. Although fairly large quantities
of portland cement are produced locally, the supply of
cement has been a matter of concern for some time.
Several cement plants have been modernized and new
plants built; nevertheless, the industry's growth has
not been able to keep pace with the steadily increasing
demands of road construction, and Hungary has to
resort to importing cement from other countries,
including Romania, Turkey, and Egypt.
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IIungary's road development planning, designed to
keep pace with the country's rapidly growing volume
of motor vehicle traffic, is aimed chiefly at
modernizing existing roads and, to it lesser extent,
exparcling the network. The Fourth Dive Year Plan
represe its the second phase of a 15- ycarstate highway
development program initiated by the highway
Research Institute in 1965. Although during this
period construction and modernization efforts will be
focused chiefly on the first -class network, numerous
highway reconstruction projects ,will involve
real4- fliMent, widening, and resurfacing of secondary
roads.
Construction efforts continue to be concentrated on
t-tungary's first divided- highway project, from
Budapest to Szekesfehervar (Figure 5). This operation
is given high priority because the area affected is
important for military logistics as well as for vital
industrial and tourist traffic- To date only part of this
special road renovation project �an approximately S-
mile segment from Budapest to Torokbalint �has
divided- highway characteristics; ultimately, however,
the limited access divided highway, to be called the
Balaton Autobahn, is scheduled to extend via Siofok
and Nagykanizsa to the Yugoslavia border. Work is
continuing between Tatabanya, Komarom, and Gyor.
This second projected divided highway artery is part
of the trans- European network of international
highways. For about 5 miles, leaving Budapest, the
two routes are it joint section having divided- highway
features. Eventuallv the second superhighway is to
extend to the Austria border, also providing easy
access to Czechoslovakia. Other important roads
undergoing reconstruction include the Budapest- I-lat-
van- Miskole stretch, scheduled to become part of
another superhighway; the Budapest- Szeged and
Debrecen Szeged highways; the road between
Balatonkeresztur and Bares, at the Yugoslavia border;
and the Pecs- Dravaszaholcs route, extending to the
Yugoslavia border and scheduled for conversion to a
three -lane superhighway. Wherever necessary,
construction plans generally include increasing the
width and load- bearing capacity of roads being
utilized by heavier traffic because of discontinued rail
lines. Significant bridge projects i.icludc reconstruc-
9
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FIGURE 3. Highway bridge at Pecs (U /OU)
FIGURE 4. Vehicle ferry that provides link
betwec;n main highways on opposite shores
of Balaton lake. (U /OU)

1 s 5"WA_ W�P W/ i
tion of the Drava River bridge at Dravaszabolcs, a
joint Hungarian- Yugoslav undertaking; construction
of a bridge over the Danube River at the border
crossing point between Gyor and Medvedov,
Czechoslovakia; and a new bridge ov.:r the Tisza river
at Algyo. Hungarian authcrities frequently hav to
yield to Soviet commands stationed in Hungary who
insist that priority be giv.,n to certain road projects;
those fulfill Soviet needs but do not necessarily serve
the Hungarian economy. In accordance with such a
request, a program of mad construction was initiated
in June i971 in various areas of northeastern Hungary.
The Hungarian C:,wernment has allotted funds for
these operations and has made available modern road
construction machinery and trucks. The Soviets are
providing road machinery, trucks, and paving
materials.
The most serious restrctions to traffic result from
seasonal weather conditions. Flooding in the Danube
and "Tisza river valleys occurs during spring thaws and
periods of extended heavy rains. In early spring and
late f ill alternating conditions of freeze and thaw are
especially destructive to roadway surfaces. In summer
heavy thunderstorms cause many unpaved roads to
become extremely muddy or impassable. During
extended dry spells, dust on unpaved roads reduces
visibility, and duststorms occasionally impede traffic
in the plains cast gaud south of Budapest. Snowfall
from December through February impedes traffic to a
l0
limited extent. Heavy fogs of 3 to 4 days' duration
occur from November through February, and early
morning and evening mists are common throughout
the winter. Physical bottlenecks include some sharp
curves and steep grades north of Budapest and in
mountainous. areas of the country, some narrow
bridges, a few low capacity bridges, sharp turns and
narrow streets in cities and towns, underpasses, and
many ferry crossings. Slow- moving animal -drawn
carts obstruct the normal flow of motor vehicular
traffic, especially along rural roads.
Highway transport operations are directed �under
the Ministry of Transportation and Postal Affairs
(KPM) �by the Main Department of Highway
Traffic and Motor Vehicles. Although theoretically
the de ?artment B in charge of all motor transport
activities, it exercises little or no control over truck
transport units operated by government agencies.
Subordinate to the department are six regional auto
transport directorates; in each of these directorates
motor transport enterprises (AKOV) provide common
carrier services to frlmost all parts of the country.
Responsibility for their operations recently was
assumed by the VOLAN Trust Transport Organiza-
tion. The VOLAN Trust has 78,000 employees and
15,000 trucks, 5,000 buses. 3,000 taxis, and various
other types of equipment. Most truck transport
involves two types of operations� deliveries that
complement rail transport and trucking operations
related to highway construction and maintenance.
The length of haul averages about 8 miles. To an
increasing extent, truck transports are servicing
industrial rather than agricultural markets. VOLAN
Trust is in charge of vehicle registration procedures
and has also assumed responsibility foi freight services
taken over from discontinued rail lines.
HUNGAROCAMION International Road Trans-
port Company, subordinate to the KPM, handles
Hungary's international road haulage service. It was
founded in 1966 and since then has been developing
at a rapid pace, more than tripling its vehicle
inventory. In 1970, HUNGAROCAMION's vehicle
fleet� mostly Mercedes and Volvo (Figure 6) trucks
and trailers� surpassed the 500 mark, including
tractor trailer combinations having load capacities
ranging from 17 to 40 tons and trailers having carrying
capacities of 160 to 180 tons and used for transporting
bulky and heavy freight. HUNGAROCAMION
carries freight to practically every European country
and also operates as far afield as Middle East and
Asian countries; it has been developing its container
transport capability, which has risen frem 240 in 1969
to about 3,000 in 1971. It employs about 1,500 drivers,
500 technicians, and 200 specialists of various types.
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FIGURE 5. Interchange on divided- highway
section of Route M -7 (U /OU)

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Highway construction and maintenance is under
the supervision of the KPM. The KPM controls 12
main departments, including the Main Department of
Highways and Bridges, which is responsible for all
highway and bridge construction and maintenance. In
each of the country's 19 administrative divisions the
department operates a regional office that controls
and guides all road construction and maintenance
activities within its administrative boundary. Two
other offices subordinate to the KPM and concerned
with construction and maintenance are the National
Planning Office, dealing with budgetary problenis,
and the Road and Railroad Construction Planning
Enterprise (UVATERV), in charge of preparing all
preliminary studies relating to highway projects, in
addition to redirecting discontinued rail traffic to road
transport.
The Viinistry of Construction and Urban
Development controls special mechanized enterprises
responsible for major highway construction.
Subordinate to the Ministry of Construction and
Urban Development is the Construction Main
Directorate, which has six regional construction trusts
under its supervision. Small work teams, responsible
for 3- to 5 -mile sections of road, perform routine road
maintenance under the control of these trusts. In some
areas extensive use of manual labor is �',ill necessary.
For the operation of major projects, the construction
and maintenance labor force is frequently supple-
mented by military personnel. For the past few years
engineer units of the Hungarian People's Army have
been engaged in highway and bridge construction and
niaiiitenarice as part of their training, under the
direction of the KPM. 'These units have at their
disposal special military equipment for road and
bridge construction. Members of the armv are usually
anxious to enlist for duty with the engineers because
road construction elements are given extra pay.
The principal types of cargo hauled by truck
include construction materials, livestock, agricultural
products, fuels, machinery, and other industrial
freight. Although highway traffic is growing rapidly,
the overall volume still fails to be on a par with that of
Western countries. Most traffic is concentrated in the
immediate vicinity of large population centers.
industrial complexes, and tl:a Balaton lake area.
Cargo containerization has been fostering major
changes in the transportation media, and Hungary's
geographic location favors the development of
extensive container transport traffic. Hungary is a
charter member of the 19- nation European
INTERCONTAINER (International Company for
"Transport by Transcontainers) whose, functions
include coordination of container traffic between the
road networks of the various members. The country's
containerized transport system is managed by the
Main Administration of "Transportation Policy within
the KPM. The members of the recently formed top
level government Committee for the Promotion of
Container 'Transport inr- -�de representatives of the
KPM. The share of truck traffic in Hungary's total
container utilization is expected to reach 25% to 30%
in the nee: ititure. The 1.5 -ton container stock of
VOLAN "Truk: ota s almost 7,000. By the end of 1970,
I-IUNGAROC /,MION, using 600 20 -ton transcon-
taioers, was participating in international freight
traffic. Several motor truck plants are producing ISO
containers, some of which are exported to East
Germany and countries in Western Europe. The
Csepel container terminal is engaged in transcontinen-
tal container transportation. Additional terminals are
scheduled to be established in industrial and transport
hulls such as Miskolc, Debrecen, Pecs, and Gyor.
Particular emphasis is being placed on the
development of the Zahony transfer station at the
U.S.S.R. border.
Bus services for the general public, until recently
operated m,�inly by the Autobus Service of the
Hungarian Siate Railway (MAVAUT), are now run
by th VOLAN Trust "Transportation Enterprises,
catering to passenger service for both local and
international travel. In 1971, VOLAN Trust
purchased almost 1,000 new buses and retired more
than 500 old vehicles. They are also producing a
number of ,articulated buses in their own wo ..,hop.
Adding 30 new stations to their long- distance bus
network, they now serve more than 3,000 urban u
11
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FIGURE 6. HUNGAROCAMION (International Road
Transport Co.) Volvo FB 88 -32 tractor and Fruehauf re-
frigerated trailer on a Danube quay in Budapest (U /OU)

rural communities. Intercity b ,sline routes, totaling
almost 1:5,0(X) rni!, -s, afford access to about 93% of till
lungarian localities. VOLAN Tetist is also continuing
the task of handling the passenger services of
discontinued railroad lines.
As of 1 January 1972, Hungary's vehicle
wgistrations totaled an estimated 330,000- 225,000
passenger cars, 96,(X)0 trucks, and 9,000 buses.
Motorcycles are widely used, and there are about
615,000 in Hungary. Capacities of most trucks range
from 3.5 to -1.5 short tons; bus seating capacities range
from 48 to more than 100 in articulated units (Figure
7). Age and condition of vehi�:ies vary considerably.
Some trucks are old arid in poor condition, while
others are new wuE in good condition. Passenger cars
and buses in general are of recent manufacture and in
good condition.
The country's motor vehicle industry until recently
was limited tO the production of buses and medium to
heavy trucks (up to 10 tons); in 1971, one plant started
production of heavy -duty trucks of over 10 tons. In
1969, production of Hungary's first double- decker
buses was initiated. Ilungary does not produce
passenger cars and, tit prese has no plans for their
manufacture in the ,ear futu, t�nstead of
12
manufacturing passenger cars, which could be
achieved only in small amounts, Hungary has chosen
to produce a limited assortment of auto parts and
accessories in large volume and to export these in
exchange for passenger cars. According to an
agreement running through 1975, Hungary will
supply the U.S.S.R. with spare parts in exchange for
passenger cars. Similar agreements have been
concluded with Poland, East Germany, and
Yugoslavia avd with Western countries, including
Italy, the United Kingdom, France, West Germany,
Austria, and Sweden. The AUTOKER Automobile
.nd Spare Parts Enterprise, subordinated to the Main
Department of Highway Traffic and Motor Vehicles
of the KPM, is the central distribution agency for
automotiv parts and is responsible for maintaining
stockpiles of spare parts for use in military
mobilization.
To meet the country's needs, all passenger cars and
most heavy -duty trucks have to he imported. By the
end of 1970, motor vehicle imports amounted to about
60,000 passenger cars and 31,000 trucks. Most of the
vehicles were obtained from the U.S.S.R.; some were
imported from East Germany, Czechoslovakia, and
Poland, and Western sources such as West Germany,
France, Italy, and Sweden.
During the last few years vehicle exports have
increased considerably. By the beginning of 1971,
almost 22,000 vehicles� trucks, dumpers, and buses
had been exported to the U.S.S.R.; other vehicle
exports, chiefly buses, were supplied to East Germany,
Czechoslovakia, Poland, and Bulgaria, as well as
Egypt and other Middle East nations. During the
period of the Fourth Five Year Plan Hungary is slated
to become one of Cie major European countries for the
production and export of buses.
E. Inland waterways (C)
The Danube and 'Tisza, the major navigable
waterways of Hungary, form two north south oriented
systems, both physically separated within the country
but connected at their confluence in Yugoslavia. The
waterways total 1,320 miles and supplement the
railroads and highways by affording basic industries
,uid tigriculture a low -cost means of hulk commodity
transportation. The international Danube provides
landlocked Hungary a connection to other riparian
countries in the western, central, and southeastern
parts of Europe and with dependable access to the
Black Sea via U.S.S.R. river /maritime ports. The Tisza
provides a lengthy north -south passage across eastern
Hungary, where most other lines of surface
communication are aligned cast -west.
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FIGURE 7. Articulated and standard buses
at the Szeged bus station (U /OU)

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The waterways and waterway facilities are
adequate in extent and condition for the demands
currently placed on them. The heavily trafficked
Danube remains the best developed and maintained
waterway in the country. Other waterways have
considerable potential for development into high
density routes.
In 1970 1-1ungarian vessels carried 11.2 million short
tons of freight and generated 1.9 billion ton -miles in
domestic and international commerce. Foreign -flag
vessels annua! :y carry an additional 5.5 million short
tons in transit and about 700,000 short tons in
H-ngarian import export trade on the Danube.
During 1970, long distance passenger traffic
amounted to 3.4 million passengers, generating 59.0
million passenger miles. The Hungarian Shipping
Joint Stock Company (MAHART) accounted for 31
of the freight carried in Hungarian vessels but
generated 94% of the ton -miles accomplished. The
remainder was carried by various enterprises owned
and operated by the Hungarian Government in short
haul domestic operations. Principal cargo shipments
are ores and scrap, POL (including crude) and other
liquids; coal and coke, and mineral building
materials. Items shipped in lesser quantity include
metals and metal goods, chemicals, timber, foodstuffs,
and general cargoes. The traffic pattern is primarily
one of continuous shipping on the Danube, with
upstream traffic exceeding downstream. The greatest
volume. and density are encountered below Budapest,
although at all times the traffic to, from, and through
the capital is heavy. Lesser volumes are shipped on the
"Tisza systenn and are accounted for mostly in seasonal
traffic below Szolnok.
Nine major wate form the two systems and
provide 1,134 route miles of primary navigation in and
bordering Hungary. Of the two systems, the Danube is
more important and accounts for slightly over half of
the route mileage. Both systems are about equal in
length, but their lack of an internal connection denies
the country an integrated network. The Danube
system serves key industrial manufacturing and tourist
sites in central and west central Hungary. The less
developed Tisza system serves the agriculturally
productive Great Alfold region of eastern Hungary.
Generally flat river -basin topography results in
waterways characterized !-.v slight current velocities
and gradients, moderate seasonal water -level
variations and flooding, and meandering courses
flanked by wide flood plains in shallow valleys.
Regulated and canalized streams account for about
50% of the primary navigation, improved streams
about 30 and land -cut canals and routes on Balaton
lake about 26%. The principal forms of regulation are
extensive levee, dike, and groinwork systems
supplemented locally by revetments, training walls,
and a sparse arrangement of weirs, flood gates, and
other water control facilities. To the north the Danube
forms part of the Hungary Czechoslovakia border and
provides access to West Germany through Austria. To
the south it intersects the Hungary- Yugoslavia border,
continuing eastward in or bordering parts of Romania,
Bulgaria, and the U.S.S. R. to the Black Sea. The Tisza
offers a direct connection south to the Yugoslav
waterways and access to points along the Czecho-
slovakia, Romania, and U.S.S.R. borders.
Hungarian waterway operations are performed
largely by tug Lowed dumb barges. Self propelled
barges mostly 400- to 700 -ton craft �haul a lesser
but increasing share of the yearly traffic. The Danube
River seagoing freighters (Figure 8) ply upstream to
Budapest but rarely beyond. -Most commonly
operating on the Danube are 650- to 1,000 -ton barges
towed by 600- to 1,200- horsepower tugs. Limited
pusher operations were inaugurated in the late 1960's.
Sufficient channel and clearance dimensions on the
Danube permit use of high- cc.pacity convoys and
flexibility in tow makeup, but at Gonyu most barge
FIGURE 8. River- seagoing vessels
and 700 -ton self propelled barges
at Budapest (U /OU; r~
Mll
e
_121`
13
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trains are reassembled because of differing navigation
conditions on the middle and upper river. On the
other major waterways tug and barge operations are
limited to smaller convoys of one or two units towed
astern in line -ahead formation. On the Danube
insufficient depth (luring the shipping season is a
major problem, requiring the light loading of 1,000
ton barges by 30% to 40% above Gonyu, and up to
20% below Gonyu. Operations on all waterways are
aided by shore -based and floating navigational aids,
traffic control signals at locks, and radio and
radiotelephone services. Although the entire
Hungarian Danube is equipped for 24 -hour operation,
night navigation is generally practiced only below
Budapest. A radar network is operational but
inadequate.
'fhe principal traffic interruption factor is ice. On
the Danube system ice is generally prevalent between
mid December and mid February, halting traffic for
30 to 35 days on the Danube, its branches, and Ferenc
Csatorna (Ferenc canal) between Baja, Hungary, and
Bezdan, Yugoslavia, and up to 60 days on Balaton
lake and the Sio, a canalized stream. On the Tisza
system ice normally halts traffic for an average of 55
days between late December and early March.
Normal low- and high -water conditions rarely halt
traffic, but severe floods can bring Danube and lower
Tisza traffic to a standstill for periods of 15 to 20 days.
Additional interruptions result from spring and
autumn fogs, which may suspend Danube navigation
for 2 or 3 days above Budapest; gatelike winds, which
may halt traffic for short periods, October through
February, on the Danube below Budapest and the
Tisza below Tokaj; and short, se,.-tional closures of the
Danube because of army river crossing exercises.
Frincipal structures include four locks each on the
Danube and Tisza systems, 142 known bridge
crossings, eight small- and medium -size regulatory
weirs, and a variety of channel and flood control
engineering works. The locks vary somewhat in size,
and all but the one at Baja can accommodate 1,000
ton barges. The locks are single chambered, and most
provide lifts of 13 to 15 feet, operate in 20- to 25-
minute cycles, and have electrically operated steel
miter gates. All but one of the river and canal bridge
crossings have fixed spans, but all have adequate
vertical and horizontal underbridge clearances for
craft normally operating on these waterways. Most
weirs are 2- or 3 -gate sluices bypassed via locks.
Engineering works include the lengthy system of
reinforced earthfill levees and dikes and stonefill or
masonry groins, offshore dikes, training walls, and
revetments.
With the exception of Budapest and Dunaujvaros,
both on the Danube, the inland ports are generally
small, lack equipment for mechanized transfers, .111,
have low yearly cargo turnovers. The major waterways
are serviced by seven other ports of lesser significance:
Almasfuzito�Szony, Baja, Gvor, Komarom, and
Mohacs on the ube and Szeged and Szolnok on
the Tisza. Budapest is the only port that has a variety
of fixed freight handling equipment and extensive
covered- storage facilities (Figure 9), but all ports have
ample open storage areas and direct or nearby
clearance by rail and /or road from iii: principal
wharves.
On 1 January 1970 the MAHART cargo fleet of
360 dumb barges and 41 self- propelled barges had an
aggregate carrying capacity of 282,000 short tons.
Total horsepower amounted to 52,000, 9�. furnished
FIGURE 9. Budapest Free Port (U /OU)
14
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by the 83 -unit tug fleet and the remainder by self
propelled barges. MAHART also operates 18
freighters, 16 of which are river seagoing types having
a tc tal deadweight tonnage of 32,550. The cosnpcny's
passenger fleet comprised 55 vessels having a seating
capacity of 16,000.
The combined fleet of the other government
en:-rprises has an estimated carrying capacity of
4,;,90 short tons and aggregate horsepower of 10,800.
About 10% of the MAHART barge capacity is in
dumb tankers exceeding a 700 -ton capacity. The
remaining 90% is for dry cargo, mostly in 400- to 750
ton craft or those of over 1,000 tons. Conventional
800- and 1,200 horsepower diesel tugs are greatest in
number and perform most of the long- distance
Danube. towing. Since 1967 a small number of pusher
units have become operational. About half of the
river- seagoing fleet comprises 1,300 -d. w. t. Hazam and
1,650- d.w.t. modified Hazam -class vessels built in
Budapest between 1961 and 1966. Some passenger
craft have capacities of more than 1,000, but the
majority are 200- to 600 -scat units. Five principal and
two minor shipyards are responsible for the supply and
maintenance of the MAIIART fleet. Fleet enlarge-
ment is slow because about 80% of the annual
shipyard production is exported largely to the
U. S. S. R.
The Ministry of Transportation and Postal Affairs
has jurisd!;Jion over inland waterway transport policy
and operations. Policy administration is delegated to
the ministry's Department of Shipping, and
department directives are implemented and exec -ited
by MAIiART. Waterway construction and main-
tenance is administered and coordinated by 12
regional directorates of the National Hydraulics
Directorate. International Danube regulation is
provided by the U.S. S.R. sponsored Danube
commission; all riparian countries except West
Germany have membership. Primary commission
functions are planning improvement projects,
coordinating river maintenance, establishing and
promulgating operating regulations, aril publishing
pilot charts and other navigational data.
A 30 -year development plan proposes full
canalization of the Danube and Tisza in and
bordering the country and interconnecting both by a
locked land -cut canal in central Hungary. The goal is
to establish an integrated system, navigable
throughout by fully loaded 1,350 -ton self propelled
barges. Canalization' works include five multipurpose
hydroelectric dams for each river, all to be bypassed
by locking facilities. Progress to date includes a
completed installation on the Tisza at Tiszalok and a
second under contruction downstream at Kiskore. A
target date of 1980 has been fixed for all Tisza works
and the projected 80 -mile Dan �t,e -Tisza Canal. The
year 2006 is the recommended completion date for all
proposed works on the Danube. A lock- and -dam
installation is under construction on the Sio Canal
near its confluence with the Danube. Intermediate
range plans include lock enlargements, reconstructing.
the extensive levee and dike systems, and augmenting
the Hungarian Danube radar network. A container
terminal in the final stages of construction at Budapest
is operational. Plans for fleet development and
modernization include augmentation by river
seagoing vessels and pusher barge- trains up to 10,000
ton capacity.
F. Pipelines (C)
Hungary has about 500 miles of crude oil pipelines,
180 miles of refined petroleum product pipelines, and
1,200 miles of main trunk natural gas pieplines in
operation or under construction. Construction of other
major long- distance product and natural gas pipelines
is planned.
More than half of Hungary's crude oil supply is
received from the U.S.S.R. via the CEMA I
"Friendship" pipeline, which enters Hungary at the
Czechoslovakia border near Dregelypalank and
extends 87 miles to Kapolnasnyek. Its capacity is
about 110,000 barrels per day. The imported Soviet
crude oil is processed in Hungarian refineries,
including the country's largest refinery at Szazhalom-
batta. A branch of this line from Kapolnasnyek serves
the refineries at Szony and Almasfuzito.
A second Hungarian branch of the CEMA system,
completed in September 1972, will aid in meeting
Hungary's growing requirements for crude oil. The
new pipeline enters the country from the U.S.S.R.
northeast of the town of Kisvarda and will serve the
refinery at Szazhalombatta and a petrochemical
complex at Tiszapalkonva. The capacity of this line is
expected to reach 200,000 barrels per day when fully
operational.
Domestic crude oil produced in the Szeged /Algyo
region in south central Hungary is conveyed by
pipeline to the Szazhalombatta refinery. A major
crude oil pipeline which was formerly used to
transport highly viscous crude from the Lovaszi and
Nagylengyel oilfields in southwestern Hungary to the
Szazhalombatta refinery has been used primarily to
transport natural gas in recent years.
Major natural gas trunklines include the converted
line from the Lovaszi /Nagylengyel region, two lines
15
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FIGURE 10. Selected and planned pipelines (C)
TERMINALS
From To
Czechoslovakia Ilungary border (near Kapolnasnyek............
Dregelypalank).
Kapolnasnyek Szony................... 44 12 ....do............
U.S.S.R.- Hungary border (near Tisza- Tiszapalkonya........... 68 22 ..do............
zentmarton).
Tiszapalkonya Szazhalombatta.......... 110 20 ....do............
Czechoslovakia-Hungary border (near Tiszapalkonya........... 50 no ..do............
Banreve).
Algyo
DIAJI- PRODUCTS
LENGTH
ETER TRANSPORTED
3files
Inches
S7
16 CrU 1C
Kapolnasnyek Szony................... 44 12 ....do............
U.S.S.R.- Hungary border (near Tisza- Tiszapalkonya........... 68 22 ..do............
zentmarton).
Tiszapalkonya Szazhalombatta.......... 110 20 ....do............
Czechoslovakia-Hungary border (near Tiszapalkonya........... 50 no ..do............
Banreve).
Algyo
Szazhalombatta..........
105
12
....do............
Nagylengyel
Deveeser................
38
10
....do............
Yugoslavia- Ilungary border (near Czechoslovakia Ilungary 150
Gyekenyes), border (near Rajka).
Szony Kapolnasnyek............ 44
Szazhalombatta Szolnok................. 76
Do............................. Pecs.................... 183
14 ....do............
6 Products..........
7 ....do............
8 ....do............
TRRouGH-
PUT
CAPACITY
REMARKS
110,000
Branch of CEMA 1 pipeline system completed
mid -1962. Pumping stations at Sahy, Czech-
oslovakia, and Retsag and Godollo. Serves
refinery at Szazhalombatta.
40,000
Branch of CEMA I pipeline system completed
mid -1970. Pumping station at Kapolnasnyek.
Serves Szony and Almasfuzito refineries.
200,000
Branch of CEMA 11 pipeline system Pumping
station at Fenyeslitke. Serves refinery in
Nyirbogdany and petrochemical complex in
Tiszapalkonya. Reported parallel pipeline is
to transport ethylene from Tiszapalkonya to
the U.S.S.R.
160,000
E �tension of preceding line; completed in late
1972. Pumping station at Tiszapalkonya.
Will serve refinery in Szazhalombatta.
na
Unconfirmed loop section from CEMA I line at
Safarikovo, Czechoslovakia, to CEMA 11
line at Tiszapalkonya. Reported as reserve or
standby line for emergency use only.
20,000
Completed 1971. Pumping station at Algyo.
Route via Varosfold, Keeskemet, Orkeny,
and Sari. Algyo terminal served by additional
90 to 100 miles of local collecting pipelines.
10,000
Completed 1957; operated intermittantly after
1966. Pumping station at Nagylengyel.
Planned extensions to Petfurdo and Szony
not realized.
40,000
Planned line from Adriatic Sea; to serve Yugo-
slavia, Ilungary, Czechoslovakia, and pos-
sibly Poland. Completion date 1975 or later.
12,800
Former crude oil line which pumped oil in
reverse direction. Parallels CENIA I crude
oil line.
na
Reported operational and used intermittantly
according to demand. Route via Sari and
Ccglcd.
20,000
Construction was to begin late 1071. Route to
b- via Szekesfehervar, Dombovar, and
Kaposvar. May include unconfirmed line
from Szazhalombatta to Lepseny.
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Do Szeged........ liii
Romania Hungary border (near Kazinebareika........... 101
C'senger).
lfajduszoboszlo Borsodnadasd............ 91
Vccses Salgotarjan.............. 55
lfajduszoboszlo Verses.................. 13
Do Debrecen................ 13
U.S.S.R.- Hungary border (near Flatvan 143
Beregdaroc).
Kardoskut Gyula................... 26
Do Adony.................. 89
A lgyo Vccses.................. 87
45
Orsrentinik los Budapest................ 9
Ujudvar ....do.................. 12:3
Dunaujvaros ....do.................. 43
Not pertinent.
Fat Data not available.
*Barrels per clay for crude oil; cubic meters per dicy for natural gas.
F'
Fitz ....do............
na Consiruction was to begin late 1971. Route to
be via Kiskunhalas, Cegled, Keeskemet,
Szajol, Szentes, and Szeged. May be only
extensions of Szazheijmbatta- Szolnok line.
12 Natural gas........
600,000 Transports imported gas from lioniania via
Tiszapalkonya. Short branches serve Nyi-
regyhaza and Misl )lc. Connects with follow-
ing lino at Miskolc and Kazinebarcika.
16 .."a............
1,900,0110 Route via Tiszapalkonya, Miskolc, Kazule-
bareika, and Ozd. Capacity beyond Tiszapal-
konya is 950,000 cubic meters per day.
16 -28 do............
na Planned completion in 1973. 28 -in. pipe to
Aszod; 16 -in. pipe Aszod to Salgotarjan.
Fla ....do............
na Route via Nadudvar and Szajol. Short branches
serve Kumnadaras, Kareag, Szolnok, and
Szandaszollos.
ua ..dn............
37,000 Two parallel lines under construction in 1971;
capacity 165,000 cubic meters per day.
25.5 fo............
2,740,000 Planned. Scheduled for completion late 1974.
Route to be via Vasarosnameny, Nyiregy-
haza, Tiszavasvari, Polgar, Tiszapalkonya,
and 1Ieves. Will probably connect with
Verses- Salgotarjan line at tlatvan.
Fla ....do............
180,000 Route via Pusztafoldvar and Bekesesaba. Two
parallel 5 -mile branches from Kardoskut to
Oroshaza. Branch planned from Bekescsaba
to Mezobereny via Bekes for 1971.
12 ....do............
1,090,000 Route via Szentes, Csongrad, and Varosfold.
10 -mile branch from Adony to Dunaujvaros.
2.1 do............
3,500,000 Under construction 1971. Route via Varosfold,
Keeskemet, and Orkeny.
18 ..do............
1,900,000 Budapest Gas Ring; encircles city; main termi-
nal at Veeses. Branch to Csepel.
12 ..do............
na Double line originating at gas production and
underground storage facility.
8 ..do............
90,000 Formerly transported both crude oil and natu-
ral gas; presently used only for gas. Route
via B.latonboglar, Lepseny, and Kapol-
nasnyek.
12 Manufactured gas..
420,000 Possibly also transports natural gas.
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from the SzegcdJAlgyo region, and a line from the
Hajduszoboszlo gasfields, all of which terminate in the
Budapest area. A pipeline from Romania and anckher
which connects in Czechoslovakia with the
BRATSTVO (Brotherhood) line from the U.S.S.R.
serve the northeastern part of Hungary. An additional
natural gas pipeline is planned for completion in late
1974. It is to enter Hungary from the U.S.S.R. and
serve both the Budapest and northeastern industrial
areas.
Details of selected and planned pipelines are given
in Figure 10.
G. Merchant marine (C)
The Hungarian merchant marine consists of 18 dry
cargo ships, 1,000 gross register tons (g.r.t.) and over,
totaling 33,061 g.r.t. and 45,038 deadweight tons
(d.w.t.). All units of the fleet, with the eYccption of
three built in the early 1950's, were built between 1961
and 1968. Five ships were built in foreign shipyards;
three of the five are secondhand purchases from West
Germane, and two are Sofia -class dry cargo ships built
to Hungarian order in Bulgaria. Deadweight tonnages
of the 13 Hungarian -built ships are under 2,000 d.w.t.
The largest ships in the fleet are the two Bulgarian
built ships at 4,452 g.r.t. and 6,225 d.w.t. each. All of
the ships are diesel powered and have speeds ranging
from 9.5 to 14 knots. Only one ship, Duna (4,502
d.w.t. has large hatches (50 feet or longer), and two
ships, Raba and Tisza (4,749 d.w.t. each), have a
heavy -lift capability (40 tons or more). Characteristics
of the Fleet are given in Figure 11.
The state -owned merchant marine is controlled by
the Shipping Department of the Ministry of
Transportation and Postal Affairs and is managed by
the Hungarian Shipping joint Stock Company
(MAHART), Budapest.
On 10 June 1970 Hungary became a member of the
Intergovernmental Maritime Consultative Organiza-
tion (IMCO), a specialized agency of the United
Nations concerned with international maritime
matters. Hungary alsr has agreed to comply with the
General Agreement on Tariffs and Trade (GATT), a
multilateral treaty which lays down a common code of
conduct in international irade.
FIGURE 1 1. Hungarian merchant ship characteristics (C)
(AII are dry-cargo units and are diesel powerec!)
BUILT
NASIE
G.R.T.
BoBSoo
1,207
BunAPCST
4,452
t'EGLED
1,409
D F. IIR I. C I, N
1,199
DuNA
2,350
DU NA U JVAIt OS.
1,214
HAJDUSZOBOSZLO.......
1,262
11EREND
1,199
Ft EVIZ
1,199
II I N G A It I A
4,452
RABA"
2,696
So+ux:w
1,259
S'ZF.GED
1,208
SZEKFSFF.BEIt AR.......
1,403
T AT A
1,199
TnI AN
1,207
TISZA
2,741
LJ P EST
1,405
'Has large hutches 55 ft. long.
*Has heavy -lift capability
of 50 tons.
*Abbreviations:
68
HU Hungary
HAAM
BU Bulgaria
f {U
WG West Germany
12.0
D.W.T.
In
Year
SPEED
CALL SIGN
Knots
1,188
If
62
12.0
HAAR
6,225
BU
67
13.0
HAAQ
1,460
IIU
66
12.0
HAAL
1,694
HU
65
12.0
HAAO
4.502
WG
51
13.0
HAAH
1,179
IIU
63
12.0
HAAB
1,460
IIU
68
12.0
HAAM
1,694
f {U
65
12.0
HAAI
1,460
IIU
65
12.0
HAM
6,225
BU
68
13.0
HAAP
4,749
WG
51
14.0
HAAY
1,733
HU
f7
12.0
HAAN
1,202
IIU
63
12.0
HAAT
1,300
IIU
64
12.0
IIAAU
1,694
IIU
65
10.8
HARD
1,224
IIU
61
9.5
HAAH
4,749
WG
52
14.0
HAAX
1,300
H
64
11.0
HAAV
18
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Hungarian authorities have expressed a desire to
participate in the International Monetary Fund but
feel that it would be presumptuous on their part to
join before the U.S.S.R.
In 1970, Hungary's seaborne foreign trade
amounted to 1.5 million metric tons, 406,000 metric
tons (27 of which were carried by Hungarian ships.
To insure movement of this trade, Hungary chartered
11 non Communist ships. In 1970, charter agree-
ments, all on a voyage charter basis, were negotiated
with shipping companies in Greece (four), Liberia
(two), Norway (two), Finland (one), Spain (one), and
Tanzania (one).
Hungarian seagoing cargo had until 1971 been
shipped largely by rail to the Polish ports of Szczecin
(Stettin), Gdynia, and Gdansk for transshipment. In
1970, over 886,000 metric tons of Hungarian cargo
passed through these ports. Lesser amounts were
shipped from Hamburg, West Germany, and the Last
German ports of Rostock, Wismar, and Sassnitz. East
German port facilities have been greatly expanded in
recent years. Under a 1971 transportation agreement
with East Germany, Hungary was :inured of a 50%
increase in available transshipment and cargo
loading /unloading facilities.
Hungary's principal trading partners are Commu-
nist countries, one -third of the trade going to the
U.S.S.R., one -third to the other Communist countries,
and one -third to the non Communist world. India
occupies first place in Hungary's trade with the
developing countries. Exports, which increased 19% in
the first 11 months of 1971, include industrial and
consumer goods, iron and steel products, chemicals,
pharmaceuticals, medical instruments and installa-
tions, wood products, portal and floating cranes,
containers, and seagoing ships. Imports include cotton
and synthetic textiles arid fabrics, crude oil,
machini- y, vehicles, metals, minerals, and consumer
products.
Hungarian ships sail mainly between ports in the'
Black arid Mediterranean Seas. Only two ships,
Budapest and 11ungaria, are assigned to international
trade routes. In March 1971 Budapest became the first
Hungarian merchant ship to travel between Europe
and South Arnerica. A new shipping service to India
also was inaugurated in March 1971 when the
tlungaria arrived at Bombay loaded with steel.
It is expected that Hungary will benefit greatly from
the proposed Danube Tisza canal, scheduled to be
built between 1975 and 1980. Connection of the
Danube and "Tisza water systems will facilitate water
transportation of goods riot only through Hungary but
also through Europe.
With the charter market tightening and prices
increasing rapidly, MAHART has concluded that in
order to retain more convertible currency, the
merchant fleet will have to be expanded considerably.
Accordingly, the plan for 1971 -75 calls for the
acquisition of a sufficient number of large oceangoing
ships to raise the present transport capacity by 150
Currently on order from the U.S.S.R. are two dry
cargo ships, Poltava class (12,700 d.w.t.) both
scheduled for delivery sometime in 1973. In addition,
commission of sonic 23,000 d.w.t. ships is being
considered to transport increasing phosphate
shipments from the North African countries.
The merchant marine provides ernploy for
about 700 persons, about 450 of whom are assigned to
sea duty. The remaining personnel are assigned to
supervisory and administrative duties ashore. A
secretary of the Hungarian Communist party, a
secretary of the youth organization (KISz), and a trade
union representative are assigned to each ship, and
much literature from these organizations is provided
crew members. It is not mandatory to be a party
mem`)er or to read this material. However, it behooves
crew members to participate as much as possible, since
the captain is assisted by the party secretary in
preparing periodic crew evaluations.
Maritime personnel aye recruited through adver-
tisements in newspapers, on radio and television, and
in commercial schools. All applicants are required to
have completed military service prior to employment.
An exception to this requirement can he granted
provided the applicant has completed 8 years of
elementary school, 4 years of secondary school, and 3
years at the maritime officers academy. Such
personnel would receive only army reserve training.
The Ministry of Interior exercises close security control
over prospective maritime personnel, particularly
those with relatives in non Communist countries. Such
persons can be accepted for employment but cannot
be assigned to ships traveling to non Communist
areas. After passing a stringent medical examination,
and an examination on maritime theory, candidates
for ship's officer positions, including master, attend
the tninsnortation college. (Kozlekedesi foiskola) in
Budapest, learning to perform all shipboard positions
from deckhand to master. The curriculum is arranged
to permit the men to spend 1 or 2 summer months on
seagoing vessels. In 1971, about 10 Hungarians
graduated front the Soviet Marine Engineer Academy
and were assigned either to it Soviet or Hungarian
ship.
19
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As of August 1969, the following pay scale, in
forints (11.74 forints= U.S.$1.00), was in effect for
maritime personnel:
POSITION MOVMLY BASE PAY
Forints
Captain /Chief Engineer
2,700
First Officer
2,400
Second Officer
1,700
Third Officer
1,500
First Engineer
2,500
Second Engineer
2,000
Radio Officer /Purser
930
AB Seaman/Boatswain
1,400
Ordinay Seaman
1,000
Apprentice Seaman
800
Carpenter
1,200 to
1,400
Cook
1,500 includes much
overtime)
Under a new foreign currency allowance for use in
foreign ports, authorized in 1968, oceangoing
personnel receive additional wages, in U.S. dollar
equivalents, as follows:
Captain /Chief Engineer 60.00 per month
First Officer 1.80 per day
Employees with over 2 years' service 1.20 per day
Employees with less than 2 years'
service 0.80 per day
In addition, crew members receive a monthly bonus,
based on cargo tonnage and mileage covered by the
ship, as follows:
Officers 300 to 600 forints
Seaman 300 to 400 forints
The captain and chief engineer are authorized an
additional U.S.$15.00 to be used as "representation"
funds when dealing with foreign maritime personnel.
Maritime personnel also receive a yearend bonus
based on the shipping company's annual profit. The
amount is divided so that each employee is paid at the
rate of the. regular daily wage times the number of
days (Inc.
Membership in the Maritime Trade Union is
mandatory, and dues are based on monthly earnings
(approximately L65 In addition, employees are
assessed 3% monthly for social security and medical
coverage and 2% monthly for uniforms �each crew
member is issued one free uniform every 2 years. One
fringe benefit derived from union membership is an
allowance to cover all funeral expenses in connection
with the death of an immediate family member.
H. Civil air (C)
Civi! air transportation in Hungary is provided by a
state enterprise, llt.ngarian Airlines (MALEV), and
20
controlled by the Department of Civil Aviation, which
is subordinate to the Ministry of Transportation and
Postal Affairs. The ministry is solely responsible for the
administra: ion and control of civil aviation and
commercial air services. In addition to MALEV,
Hungary has a numberof lesseraviation organizations
assigned to other governmental agencies. All flight
activities, however, are under the technical control of
the ministry. There is no private aviation.
There have b,.::n no scheduled domestic air services
in Hungary since 1970. Prior to that time MALEV
operated a domestic route between Budapest and
Debrecen. The longest possible air route from
Budapest to another city within Hungary is about 200
miles. Air transportation on short routes is much more
expensive than .urface transport and is not
significantly faster. Internal services were discontinued
because there was little public demand for them, and
they were t-it,rofitable.
MALEV international services connect Budapest to
34 foreign cities. Year -round services are provided to
nine cities in Eastern Europe and the U.S.S.R.
(Moscow, Leningrad, Prague, East Berlin, Warsaw,
Belgrade, Sofiya, Tirane, and Bucharest), and five
additional cities (Erfurt, Dresden, Kiyev, Dubrovnik,
and Constanta) are served during the summer. A total
of 2v non Communist cities are included in MALEV's
international route network: Munich, Frankfurt,
Paris, London, Vien Zurich, Brussels, Madrid,
Milan, Rome, Col hagen, Stockholm, Oslo,
Helsinki, Athens, Cairo, Nicosia, Damascus, Istanbul,
and Beirut. MALEV also engages in nonscheduled
domestic and foreign services.
The carrier currently operates six Coo�r (I1 -18),
seven CILIATE (1144), and eight Cnus (Tu -134)
aircraft. MALEV assigns its II -18 and Tu -134
transports to international routes, and the II -14
aircraft are used for charter services and for relief of
overcrowded tourist flights in the summer. Long -range
plans envision the addition Of CARELESS (Tu -154)
transports to the MALEV fleet by 1973 and CLASSIC
(I1 -62) long -range jetliners in the future.
It is estimated that MALEV has 60 to 70 transport
pilots and about 110 other aircrew personnel among a
possible 1,350 employees. Within a 3 -week period
during August and September 1971, two MALEV
aircraft, one Coo and one Cnus�rY, were destroyed in
accidents, both resulting in Icavy loss of life.
Routine aircraft maintenance is performed by
MALEV in Budapest. Thecarrier has the capability to
overhaul CnATF, engines, but engine overhaul on
Cools and Cnu;s'rY's must be performed in the
U.S.S.R., which necessitates their return to the Soviet
Union, often for long periods of time. Routine
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maintenance is complicated further by long and costly
delays resulting from: the fact that all spare parts must
be shipped from the U.S.S.R.
Other agencies, such as aeroclubs (training and
sports flying), the Ministry of Health (ambulance and
rescue service), the Ministry of Agriculture and Food
(cropdusting, fertilizing, and ;,r)d the
Geodetic Survey Institute (aerial survey work) have a
total of about 100 aircraft. These are mostly single
engine light aircraft of Polish, Czechoslovak, and
Soviet manufacture.
Basic aviation training is accomplished through
aeroclubs associated with the Hungarian Sports
Federation for National Defense (MHS). The MHS
operates over 30 aeroclubs located in the vicinity of
the larger cites throughout the country. Advanced
pilot training for civil transport operations is
conducted by MALEV at Buda pest/ Ferihegy Airport.
The Ministry of Agriculture and Food operates its own
school for the training of a6.:.:ultural and forestry
pilots. Other technical aviation training is provided by
state technical schools in the Budapest area.
Hungary is signatory to the Convention for the
Unification of Certain Rules Relating to International
Carriage Ly Air (Warsaw Convention, 1929) and to
the 1955 Hague Protocol to the Warsaw Convention.
These international agreements govern the liability of
an air carrier in case of damage caused to passengers,
baggage, and cargo while engaged in international
flights. Hungary is also party to the Convention on
International Civil Aviation (Chicago Convention,
1944), .which is the principal multilateral aviation
convention regulating safe and orderly development
in international air services on the basis of equality of
opportunity. By virtue of adherence to the Chicago
Convention, Hungary is a member of the Interna-
tional Civil Aviation Organization 1,ICAO).
The Government of Hungary has formal or informal
civil air accords with at least 39 countries, including
all the East European Communist states, the U.S.S. R.,
the People's Republic of China, and North Vietnam.
MALEV, along with the air carriers of Czecho-
slovakia, East Germany, Poland, Romania, and
Bulgaria, is par'; to a multilateral agreement known
as the Six -PrA Agreement.
Under 'ac terms of these various agreements and
arrangements, regularly scheduled services to Hungary
arc provided by 15 foreign carriers. The following
carriers operatt! services to Budapest:
Aeroflot (U.S.S.R.)
Czechoslovak Airlines (CSA
TAROM (Romania)
Interflug (East Germany)
LOT (Poland)
BALKAN Bulgarian Airlines)
Royal Dutch Airlines (KLM
Beigian World Airlines (SABENA
Swissair
Finnair
Scandinavian Airlines System (SAS)
Lufthansa German Airlines
British European Airways (BEA
Air France
Austrian Airlines
I. Airfiel& (S)
Tiie Hungarian air facilities system consists of 48
operational airfields with lengths of 2,000 feet or
more. 'Twenty -two of the airfields are military, six are
jointly military and civil, and 20 are exclusively civil.
Of the 48 airfields, 28 are classed as major facilities
with runways in excess of 6,000 feet; 13 of these have
hard surfaced runways, and 15 have runways of
improved graded earth. One airfield is believed
capable of supporting jet heavy bombers on a
sustained basis, one probably can accommodate
turboprop heavy bombers, three can support regular
operations by jet medium bombers, eight can be used
by jet light bombers, and each of the major 28
facilities can accommodate sustained jet fighter
operations, assuming the use of mobile support
equipment in some instances.
T: c Soviet Air Force, Hungary (SAFH), controls six
military air bases, one joint usage airfield, and seven
dispersal facilities within Hungary. The Hungarian
Air Force has five military air bases and three dispersal
airfields under its arisdiction. Of the remaining six
major airfields, five are controlled by the Hungarian
Sports Federation for National Defense (MHS) and
are utilized in premilitary flight training, soaring, and
parachuting, and the other, Budapest /Ferihegy, is
Hungary's international airport under the control of
MALEV but also used frequently by Hungarian Air
Force transports in the movement of national
authorities. These civilian airfields, as well as some
others of military potential measuring less than 6,0(
feet, can be used by military aviation with little
advance preparation.
Except in the northern hills area where existing
airfields are rather sparse and limited in sire and
expansion capabilities, the Hungarian airfield
network is well distributed throughout the country in
locations suitable for both offensive and defensive
military operations.
The airfield system is adequate for present military
requirements. The 13 major airfields having hard-
'Detailed information on individual Hungarian airfields is
contained in Volume 15, Airfields and Seaplane Stations of the
World, published by the Defense Intelligence Agency.
21
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surfaces! runways are well maintained on a year -round
basis, as are the five Soviet graded earth primary
dispersal facilities. The two SAFH secondary and the
three Hungarian Air Force primary dispersal airfields
are less well maintained, being serviced only during
periods of use. Permanent caretaker cadres have been
assigned to each of the five Soviet primary dispersal
airfields, which have been provided son! c semiperma-
nent support equipment and facilities� including
housing, communications, fuel stores, runway and
taxiway lighting, snow and ice removal devices, and
ground maintenance equipment �to help assure their
operational capability 24 hours it day in all seasons.
Nonetheless, all dispersal airfields in Hungary are
dependent to some degree on the use of mobile
st.pport facilities, and particularly so with regard to
precision electronic navigational and landing aids.
Over the past few years significant improvements in
active and passive defenses have been made at air
bases in Hungary. At Hungarian Air Force bases
numerous dispersed reinforced aircraft revetments
have been constructed. Similar revetments also were
built at the SAFH bases, but these have been largely
replaced at four of them (Buda pest/ Tokol, Kiskunlac-
haza, Kunmadaras, and Sarmellek) by extensive
numbers of hardened aircr; ft hangarettes. There now
are a total of 184 hardened hangarettes at the five
SAFH bases, including is ne vly completed at
Debrecen. No hardened hangarettes have been noted
thus far at Hungarian Air Force bases, but their
appearance would seem to be only a matter of time
since such a construction program has been initiated
at national air bases in other Eastern European
countries. Each SAFH airfield to which a tactical unit
is assigned has been provided a surface -to -air missile
unit (SAM -3) to enhance defensive capabilities
against low flying aircraft, and antiaircraft artillery
(AAA) defenses are now located at most of the air
bases in Hungary.
There is evidence to indicate that the SAFH may
have initiated at its bases' in Hungary a general
program of "hardening" key operational and support
facilities such as command and control, communica-
tions, and air -to -air missile (AAM) storage installa-
tions, personnel shelters, and fuel distribution systems.
Such a project would be a logical follow -on to the
hardened aircraft hangarette program.
Details on the most important airfields are noted in
Figure 12.
J. Telecommunications (S)
Telecommunication (telecom) services in Hungary
are provided by a network of multiconductor cables,
open -wire lines, and radio facilities. Most government
22
and industrial needs are adequately met, but
telephones for use by the general public are limited.
Special- purpose telecom systems, using public
intercity circuits and separate landline and
radiocommunication networks, serve military, police,
railroad, government, and aeronautical organizations.
The government -owned railroad system operates one
of the largest telecom systems in the country. The
Soviet Southern Group of Forces operates its own
open -wire telephone system. Radiobroadcast service,
using two national network programs, covers about
90% of the country, and TV programs can be viewed
in 80% of the country. Wired broadcast has declined
considerably in recent years and is expected to be
discontinued in the near future. Among the Eastern
European Communist countries, the degree of
Hungarian telecom development slightly exceeds that
of Albania, Bulgaria, and Romania, but it is not quite
as advanced as those of West European countries.
All telecom facifities are owned by the government
and administered by the Ministry of Transportation
and Postal Affairs. Preparation of radio and TV
programs is a responsibility of the Ministry of Culture.
Hungary is a member of the International
Telecommunication Union, the International Radio
and Television Organization, and the Organization
for Telecommunication Cooperation.
The domestic wire systems provide telephone and
telegraph services and circuits for broadcast program
distribution. Local telephone facilities consist of both
automatic and manual exchanges; the largest facility
is located in Budapest. At the end of 1972 there were
873,194 telephones (about eight telephones per 100
persons) in use; nearly 100% of the telephones are
connected to automatic exchanges. The telegraph
system includes a network that provides interconnec-
tions between all major centers, many through the
switching center at Budapest. Connections to
international teleprinter facilities are available from
this network. Telegraph facilities usually are located in
post offices. Most telegrams are transmitted by
teleprinter, but small rural offices pass messages by
telephone to teleprinter equipped offices. The
national teletype network includes main centers at
Budapest, Debrecen, Gyor, Miskolc, Pecs, and
Szolnok. Facsimile service, available to 20 countries, is
utilized 90% by the Hungarian News Agency.
Networks of multiconductor cables and open -wire
lines interconnect all population centers. A few large
cities and some remote towns are interconnected by
radio -relay links. Open -wire lines generally connect
rural areas and small towns to the cable network, and
some of the lines also parallel cable routes. The main
switching ccn.er for both domestic and international
service is located in Budapest.
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FIGURE 12. Selected airfields (S)
LONGEST RUNWAY:
SURFACE, DIMENSIONS,
ELEVATION ABOVE SEA LARGEST AIRCRAFT
NAME AND LOCATION LEVEL NORMALLY SUPPORTED
F'okto
MP 33'N., 18�57'E.
Ixecskernet
46 19�45
Kiskunlachaza...........
17'11'N., 19 �05'E.
Kunmadaras
47 �23'N., 20'
Mezokovesd
47�49'N., 20
Papa....................
47 �22'N., 17'30'F..
Sarmellek
46'41 17 �10
'raszar
4V24 17 �55
Veszprem
47 �05 17 59 1 E.
Concrete
6,600 x 200
300
Concrete.
8,200 x 250
385
Concrete
8,200 x 240
320
Concrete.
8,200 x 230
310
Concrete
11,500 x 270
375
Concrete
7,900 x 280
440
Concrete
6,600 x 200
400
Concrete
8,200 x 230
500
Concrete.
6,600 x 240
93:i
MI -10 JIARKE)
REMARKS
Civil, air force. Main civil airfield. Probably
can support 'ru -95 (BEAR) and Tu -114
(CLEAT) aircraft. Also used in military air-
lift of national authorities.
Soviet air force. Major all- weather jet fighter
and transport base; depot maintenance. Can
support jet medium bombers.
Soviet air force, civil. Major all- weather jet
light bomber base. Can support jet medium
bombers. Also used as weather alternate for
Budapest/ Feri hegy.
Soviet air force. Major helicopter base, but also
can support jet fighters.
II -28 (BEAGLE) Air force. Major all- weather jet fighter base.
Can support jet light bombers.
....do Soviet air force. Major all weather jet fighter
base. Can support jet medium bombers.
....do Soviet air force. 'Major ground support base.
Nuclear weapons storage site. Can support
jet light bombers.
....do Soviet air force. Believed to have been built as
Warsaw Pact heavy bomber base.
....do Air force. Major nll- weather jet fighter base.
Can support jet light bombers.
....do Soviet air force. Major all- weather jet fighter
base.
do Air force. Major all- weather jet fighter base.
Can support jet light bombers.
II -14 (CRATE) Air force. Major helicopter and transport base.
Can support jet light bombers.
International telecom circuits are maintained with
most European countries and with Lebanon, Turkey,
and the People's Republic of China, mostly by means
of radio or rnultic:mductor cable. Open -wire lines
extend to all adjacent countries and provide the
principal circuits with Romania and Yugoslavia.
Radio -relay links are used to exchange international
TV programs. All international telephoac circuits are
now switched manually, but an automatic exchange
being installed will enable operators to dial long
distance calls. Two international radiocommunication
transmitting stations are located about 40 miles
southwest of Budapest, near Szekesfehervar. Both
stations are controlled from the telegraph center in the
Budapest Central Post Office. International radiocom-
munication receiving stations are located at
Rakosszentmihaly, a suburb of Budapest, and Tarnok,
about 10 miles southwest of Budapest.
Broadcast services are provided by AM, FM, and
TV stations and by a Oiminishing wired- broadcast
netwc;k. AM broadcast stations are located in 10 cities
and provide good coverage throughout the country.
FM broadcast service is provided by only four stations.
Most domestic and all international programs
originate at studios in Budapes;. In mid -1971 over 2.5
million radio receivers were licensed. In comparison
23
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Feel
Budapest/ Ferihe�;r.......
Concrete Tu -104 (CAMEL)
17 26'N., 19 �14'E.
9,900 x 200
440
Budapest /Tokol..........
Concrete Tu -16 (BADGER)
47'21'N., 18'59'E.
8,200 x 310
330
Debrecen
Concrete......:....... II -28 (BEAGLE)
47 �29'N., 21 3VE.
8,200 x 260
345
F'okto
MP 33'N., 18�57'E.
Ixecskernet
46 19�45
Kiskunlachaza...........
17'11'N., 19 �05'E.
Kunmadaras
47 �23'N., 20'
Mezokovesd
47�49'N., 20
Papa....................
47 �22'N., 17'30'F..
Sarmellek
46'41 17 �10
'raszar
4V24 17 �55
Veszprem
47 �05 17 59 1 E.
Concrete
6,600 x 200
300
Concrete.
8,200 x 250
385
Concrete
8,200 x 240
320
Concrete.
8,200 x 230
310
Concrete
11,500 x 270
375
Concrete
7,900 x 280
440
Concrete
6,600 x 200
400
Concrete
8,200 x 230
500
Concrete.
6,600 x 240
93:i
MI -10 JIARKE)
REMARKS
Civil, air force. Main civil airfield. Probably
can support 'ru -95 (BEAR) and Tu -114
(CLEAT) aircraft. Also used in military air-
lift of national authorities.
Soviet air force. Major all- weather jet fighter
and transport base; depot maintenance. Can
support jet medium bombers.
Soviet air force, civil. Major all- weather jet
light bomber base. Can support jet medium
bombers. Also used as weather alternate for
Budapest/ Feri hegy.
Soviet air force. Major helicopter base, but also
can support jet fighters.
II -28 (BEAGLE) Air force. Major all- weather jet fighter base.
Can support jet light bombers.
....do Soviet air force. Major all weather jet fighter
base. Can support jet medium bombers.
....do Soviet air force. 'Major ground support base.
Nuclear weapons storage site. Can support
jet light bombers.
....do Soviet air force. Believed to have been built as
Warsaw Pact heavy bomber base.
....do Air force. Major nll- weather jet fighter base.
Can support jet light bombers.
....do Soviet air force. Major all- weather jet fighter
base.
do Air force. Major all- weather jet fighter base.
Can support jet light bombers.
II -14 (CRATE) Air force. Major helicopter and transport base.
Can support jet light bombers.
International telecom circuits are maintained with
most European countries and with Lebanon, Turkey,
and the People's Republic of China, mostly by means
of radio or rnultic:mductor cable. Open -wire lines
extend to all adjacent countries and provide the
principal circuits with Romania and Yugoslavia.
Radio -relay links are used to exchange international
TV programs. All international telephoac circuits are
now switched manually, but an automatic exchange
being installed will enable operators to dial long
distance calls. Two international radiocommunication
transmitting stations are located about 40 miles
southwest of Budapest, near Szekesfehervar. Both
stations are controlled from the telegraph center in the
Budapest Central Post Office. International radiocom-
munication receiving stations are located at
Rakosszentmihaly, a suburb of Budapest, and Tarnok,
about 10 miles southwest of Budapest.
Broadcast services are provided by AM, FM, and
TV stations and by a Oiminishing wired- broadcast
netwc;k. AM broadcast stations are located in 10 cities
and provide good coverage throughout the country.
FM broadcast service is provided by only four stations.
Most domestic and all international programs
originate at studios in Budapes;. In mid -1971 over 2.5
million radio receivers were licensed. In comparison
23
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with other Communist nations, Hungary's interna-
tional broadcasting effort is quite limited, although
daily programs are directed to listeners in Europe, the
Middle East, the Far East, and to North and South
America. There are one main and 10 TV relay stations;
five are high -power stations at Budapest, Kabhegy
mountain, Kekes mountain, Szentes, and Tokaj. The
other six are low -power stations located to serve
specific urban areas or to fill gaps in the coverage of a
high -power station. Domestic TV programs originate
in the Budapest studios and are broadcast
simultaneously by all stations. In mid -1972 more than
1.9 million TV receivers were in use. International TV
programs are exchanged regularly with the Intervision
Network and occasionally with the Eurovision
Network.
The telecommunications equipment industry ranks
third among East European Communist countries in
volume of output. The industry consists of nine major
plants producing telephone, radio, and TV equipment
in quantities adequate to fill nearly all domestic needs
and to afford substantial exports. Exports, in some
years amounting to as much as 40% of output, include
telephone and microwave relay systems as well as
articles such as .elephone handsets and radio and TV
receivers.
Telecom censorship is carried out by various
agencies of the Ministry of Interior. Long distance
2 =1
telephone calls are ro monitored, and
international telegraph traffic also is tens^ red.
Security police or military personnel guard the most
important telecom facilities. Main long.discanec
circuits consist of underground cables, which are not
easily sabotaged. Most vulnerable are the numerous
repeater stations used on all sections of the wipe line
network.
Maintenance personnel are well organized and
capable of handling the ;r assignments. Periodic
refresher training is provided. Repair and supply
responsibilities are divided among six regional
directorates.
Terrain and weather present no unusual problems in
constructing or maintaining telecom facilities.
Plans provide for continued modernization and
expansion of all telecom services. Telex exchanges are
to be increased from 2,600 to 6,000, and more
automatic telephone exchanges are to be installed. In
1969, 14 cities were believed to have direct-distance-
dialing systems; by 1985, 90% of Hungary's phones
are scheduled to be on direct- distance dialing. Plans
also provide for expanding Hungary's TV relay system
to 70 stations and the first transmission of color TV
broadcasts. Color TV, using the SECAM system, was
originally scheduled for 1969, but it is believed to have
been delayed until 1973.
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GLOSSARY (U /OU)
ABBREVIATION
FOREIGN
ENGLISH
AKOV
Autokozlekedesi Vallalat
Motor transport enterprises
AUTOKER
Auto Keresekedelmi Vallalat
Automobile and Spare Parts
Enterprise
BHEV
Budapesti Helyierdeku Vasut
Budapest Suburban Railways
FHV
Fertovidaki Helyierdeku Vasut
Lake Fert6 Suburban Railroad
Gy. S.E.V.
Gyor- Sopron- Ebenfurti Vasut
Gyor- Sopron Ebenfurth Railway
HUNGAROCAMION
International Road Transport
Company
KIS
Kommunista Isjusagi Szovetwg
Communist Youth League
KPM
Kozlekedes es Postaugyi Minisz-
Ministry of Transportation and
terium
Postal Affairs
MAHART
Magyar Hajozasi Reszvenytarsasag
Hungarian Shipping Joint Stock
Company
MALEV
Magyar Legikozlekedesi Vallalat
Hungarian Airlines
MAV
Magyar Allamvasatak
Hungarian State Railways
MAVAUT
Magyar Allamvasatak Autobusz
Autobus Service of the Hun
Uzeme
garian State Railways
MN
Magyar Nephadsereg
Hungarian People's Army
MHS
Magyar Honvedelmi Sportszovetseg
Hungarian Sports Federation for
National Defense
SAFH
Soviet Air Force, Hungary
TAROM
Transporturi Aeriene Roman
Romanian Air Transport
UVATERV
Ut Vasut Teruezo Vallalat
Road and Railroad Construction
Planning Enterprise
VOLAN Trust
Autokozlekedesi Troszt Volan
VOLAN Trust Transport Orga-
nization
SEcpxr
25
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Places and Features Referred to in thir. General Survey (U/OU) 1B
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COOR OINATEa
'A 'B
COORDINATES
I COORDINATES
'A'� 'F..
I.
'N 'E
Ahaliget( rrsla)
46 09
18 05
Gy6ngy6soroszi
47 50
19 54
RAkhegy
47 17
1S 16
Adony
47 07
18 52
Gyo" r....
47 41
17 38
Rlikosszentmilhily (see of Budapest)
47 32
19 10
Adyliget (sec of Budapest)
47 33
18 56
Gyula...
46 39
21 17
Retsig..
47 56
19 03
InterOt{itl0nl
Ajka
47 06
17 34
H ajduszobosz l6.........................
47 27
21 24
Rijeka, Yugoslavia
45 21
14 24
Megye t/ou
Algy6
46 20
20 13
lialimba
47 02
17 32
R6szke..
46 11
20 03
National 61
Almisfuzito
47 43
18 16
Hamburg, W. Germany..................
53 33
10 00
Rudabdnyu
48 23
20 38
Plies Megye can
Alps ml s
46 25
10 00
Hatvan.....................
47 40
19 41
Rafirikovo, Czechoslovakia...............
48 25
20 20
Apafa (rr sta)
47 35
21 40
Hegyeshalom
47 55
17 10
Rahy, Czechoslovakia
48 04
18 58
Apaffija
47 35
21 40
Heves..................................
47 36
20 17
Saj6 stun
47 56
21 07
Arad, Romania
46 11
21 19
Hidasnemeti
48 30
21 14
Salg6utrjhin
48 07
19 49
Asz6d
47 39
19 30
116dmez5vAsirheIy
46 25
20 20
Sfiri.....
47 13
19 17
Bab6esa
46 02
17 22
Hortabigy (region)
47 35
21 05
Snrmell6k
46 43
I*. 10
Bibolna
48 37
17 59
Inota (see of I'drpalota)
47 12
18 11
Kirvhir..
47 15
16 56
Baia Marc, Romania.
47 40
23 -35
leskaaw nq lyurgy........................
47 14
IS 18
SA rviz( cana l)...........................
46 21
18 46
Baja
46 11
18 58
Iza -major (fnrmh........................
46 57
17 25
Sussnitz, E. Germany....................
54 31
13 39
Bakony ruts)
47 15
17 50
Izmail, U .S.S.R.........................
45 21
28 50
Si6.....
46 22
18 48
Balaton lake
46 50
17 45
Kabhegy (ml)
47 03
17 39
Sib (canalized strut)
46 20
18 53
Balatonbogbir
46 47
17 40
Kalush, U .S.S.R.........................
49 01
24 22
Si6f ok...
46 54
18 03
e
Balatonfiired
46 57
17 53
KApolnisnyek
47 14
18 41
Somogy.
46 07
18 19
Balatonkereszt6r
46 42
17 23
Kafosvi: r
46 22
17 48
Sopron..
47 41
16 36
O
Dalassagyarmat
48 05
19 18
Kurcng..
4" 19
20 56
Suboticu, Yugoslavia
46 06
19 40
C
BalatonszArsz6
46 50
17 50
Kardoskut
46 29
20 40
Szabads:ig -he6Y (hill)
47 30
18 59
Balkan %fountains (mis)
43 15
25 00
Kaz' I.Areika
48 15
20 38
Szajol...
47 11
20 18
46
Balkan Peninsula (peninsula)
44 00
23 00
K nm et
46 54
19 42
Szandasz5ll6s...........................
47 08
20 14
DAnreve
48 18
20 22
Kekes ml
47 52
20 OI
Szarvas.
48 52
20 33
Bari cska
47 17
18 48
Kiskiirc.
47 30
20 30
Szuzhalom batta.........................
47 20
l8 56
Bares.-.
45 58
17 28
Kiskunhalas
46 26
19 30
1.rOzczecin (Stettin), Poland................
53 25
14 35
Furth
Batevq, (rrsla)
48 22
22 23
Kiskunlach 'ira..........................
47 12
19 01
Szeged..
46 15
20.10
Wiener Netwe
.$.S.R.
Bnttonyu
46 17
21 01
Kisterenye
48 01
19 50
SzFkesfehervfir
47 12
.'18 25
Neustadt See
Bhizakerettye
46 32
16 44
Kisvfirda
48 13
22 05
Szentendre
47 40
19 05
BWtt
46 46
21 08
Komirom
47 44
18 07
Szentgotth6rd
46 57
16 17
Bekescsaba
46 41
21 06
Koml6..
46 12
18 16
Szentes..
46 39
20 18
Lel
Beregdar6c
48 12
22 32
Kom orb.
48 18
22 07
Szerencs.
48 10
21 12
r
Beregovo, U.S.S.R
48 13
22 39
Koppfiny (strut)
46 35
18 26
Szob....
17 49
18 52
Beremend..............................
45 47
18 26
K6rmend
47 01
48 42
16 36
21 15
Szolnok................................
Szombathely
47 11
47 14
20 12
16 37
A u S t
Beretty6 (slrm)
46 59
21 07
Kosice, Czechoslovakia
Beretty66jfalu
47 13
21 33
Kunmadaras
47 26
47 �14
18 10
Bezdan, Yugoslavia
45 51
18 56
Kunszentmhir ton........................
46 50
20 17
Tapi6 (st run
47 18
20 05
Biharkeresztes
47 08
21 43
Leninvfiros
47 56
21 05
Tard....
47 53
20 37
Bodajk
47 19
18 14
Lepseny..
47 00
IS 15
Tlirnok..
47 22
1S .51
Borsod (sec of Miskolc)
48 19
20 45
Liikii shiza
46 26
21 1.1
Taszir..
46 22
17 55
Borsodnfidnsd
48 07
20 15
Lovfiszi.
46 33
16 34
Tatabhinya
47 34
18 25
Bruck, A ustria
48 01
16 46
fagyarb6ly
45 50
IS 30
Tihany..
46 55
17 54
Buda (ace of Budapest)
47 30
19 02
Lirianosztra
47 52
IS 53
TirnO. Albania
41 20
19 50
Budapest
47 30
19 05
\lards (\lureyul, Romania) (strut)
46 15
20 12
Tisza (.st rut)............................
.17 30
20 40
Buick mts
48 05
20 :30
tartonvhisfir
1 47 19
18 47
Tiszabez6d
48 22
22 09
B( ikkhibniny
47 53
20 41
:.iihtra m is)
47 53
19 57
T iszal6k.
-I8 01
21 23
4
C�akovec, Yugoslavia
16 23
16 26
\leesek ml,)
46 10
18 18
Tis zapalkonya
47 53
21 04
Carpathian \fountains (mis)
47 00
25 .30
Medved'ov, Czechoslovakia...............
47 48
17 40
I� iszaszcntm6rton
48 23
22 14
Cegled
17 10
19 48
1ez61mrin v............................
411.19
21 02
Tiszavast� i tri
47 58
21 21
Celld6m61k
47 15
17 09
Iczo" kdvesd
47 49
20 35
T okaj...
48 07
21 25
FOrstenfeld,
Chop, U. S.S.R
48 26
22 12
Iez6szentgybrgy
17 00
18 17
T6ki1 l..
47 19
18 58
Csenger
47 50
22 41
Miskolc.
48 06
20 47
Tolna...
46 26
18 47
Csepel
47 25
19 05
Mobic
45 59
IS 42
Tiiriikbilint
47 26
18 5,5
12Abaf6z
ar
Csepelsziget(isl)
47 15
I8 57
\1 6r....
47 23
47 :i2
18 12
17 17
Tuzscr rr .sla)..........................
Udvar..
48 21
45 54
22 09
18 40
Sz
p
Csillebcre (sec of Budapest)
.17 29
18 57
%loson magyar6vir
C.S.S.R.....................
48 27
22 �13
jpcst..
47 34
19 05
Csongr, id
16 42
20 09
\fukachevo,
46 32
17 00
Csorna
47 37
17 15
Mura strut)
46 30
16 55
t' judvar.
2a
Danube sirm)
45 20
29 -10
M urakeresztilr
46 22
16 52
Uzlovoye, U.S.S.R.......................
48 22
22 2.1
DeAkipus zta
46 59
17 24
\lure *ul, Romania (strut)
46 15
20 12
Vic.....
47 47
19 08
Debrecen
47 32
21 39
Niducivar
47 25
21 10
Valealui \lihai, Romania................
47 31
22 09
Demjen
17 50
20 20
Nagycenk
47 36
16 42
Varnydin, Yugoslavia....................
46 18
16 20
Deveeser
47 06
17 26
Nagykanizsa
46 27
16 59
Virosriild
46 49
19 46
Di6sgy5r(see of Miskolc)
48 06
20 41
N agylengyel
46 47
16 46
\hir alota...............
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200110043 -6

A1=P1=PF20VEE3 FOR F2ELEASE= 2009/06/16: 1FZE31=P01 00707F20002001 10043-6
ungary
)oundary
Railroad
ary
Divided highway
al
Road
Airfield
Populated places
Over 500,000
O 100,000 to 500,000
Wn
eyrbisa
0 25,000 to loo,000
Under 25,000
V` iY.!
Spot elevations in feet
is 13w v 5 S
Scale 1.'1,250,000
670
CceclhosIbvakia
U. S. S. R
Uzhgorod
tom,
zs a o r
I4bmebre n
$ahy
y
Ra 9. r
Neusiedl 0 2 fa.
1 om N07 y o g t
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eazi t ihn
bop 0 t, l K a m -e d t
tt; r rataba
OroqWny
476 3 t k n a at: tr,
P AR
F
"i:" .1 Mart S r.,3 r 't,
Under
conayctio1` [stare dape
Y a S' 40 Mir
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e
e 1 1 A
w
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sl
OS 01 r
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200110043 -6
ti s� r tad k a a
s Z o, gQy kKar
I p-
-Y r Y fi rR i yy ff yy11 a 4` j K'r f -i".. y {C X
{nIf11111l1
i o'I' t x r 1 aY6rklvl +.sj'4; t y'Y H y yy c ,i,
9. y f7f OF h0 Lt
(u111n�) S 'uo(l
Romania
Wn
eyrbisa
rx
AWW
V` iY.!
Nylrbitor
is 13w v 5 S
670
k 1 rrltAny
r .e
S x a[
i
+t Y F Z'G �,u lava s fiQ x i rY 7`r` 54.E
j r N-
J
e,..s
Valea lui Mihai
ti s� r tad k a a
s Z o, gQy kKar
I p-
-Y r Y fi rR i yy ff yy11 a 4` j K'r f -i".. y {C X
{nIf11111l1
i o'I' t x r 1 aY6rklvl +.sj'4; t y'Y H y yy c ,i,
9. y f7f OF h0 Lt
(u111n�) S 'uo(l
Romania

APPROVEE3 FOR RELEASE= 2009/06/16: CIA �RE3PO1 0070TR0002001 1 0043 -6
Baja 46 11
18 58
Balcony mis)
47 15
17 50
Balaton (l ake)
46 50
17 45
Balatonboglir
46 47
17 40
Balatcnf tired
46 57
17 53
Balatonkereszt6r
46 42
17 23
Balassagyarmat
48 05
19 IS
B alatJnszirs z6
46 50
17 50
Bataan Mountains (mis)
43 15
25 00
Balkan Peninsula (peninsula)
44 00
23 00
Binreve
48 18
20 22
Baracaka
47 17
18 46
Bares
45 58
17 28
Bateva,_L1.S.S.R. (rr sla)
48 22
22 23
Battonya
46 17
21 01
Bizakerettye
46 32
16 44
13ekes
46 46
21 08
Bekesesaba
46 41
21 06
Beregdar6c
48 12
22 32
Beregovo, U.S.S.R.
48 13
22 39
Beremend
45 47
18 26
Beretty6 (slrm)
46 59
21 07
Beretty 66jfalu
47 13
21 33
Bezdan, Yugoslavia
45 51
18 :56
Biharkeresztes
47 08
21 43
Bodajk
47 19
18 14
Borsod (sec of Miskolc)
48 19
20 45
Borsodnidasd
48 07
20 15
Bruck, Austria
48 01
16 46
Buda (sec of Budapest)
47 30
19 02
Budapest
47 30
19 05
Bukk mix
48 05
20 :30
BukkA britny
47 53
20 41
Nkovec, Yugoslavia
46 23
16 26
Cf.rpathian %fountains (mix)
47 00
25 30
egled
47 10
19 48
Celldomolk
47 15
17 09
Chop. U. S.S.R
48 26
22 12
Csenger
17 50
22 41
Csepel
47 25
19 05
Csepelsziget (isl)
47 15
1S 57
Csillebcrc (sec of Budapeaq
47 29
18 57
Csongrid
46 42
20 09
Csorna
47 37
17 15
Damibe(slrm)
45 20
29 40
Deikipuszta
46 59
17 21
Debrecen
47 32
21 38
De:.. jen
47 50
20 20
Deveeser
47 06
17 26
Di6sgy6rr (see of Miskolc)
48 06
20 41
nomFxiybr..._,.,, .......T..
-46 23
�I8 07-
Don, U. S. S.R.(sirm)
47 04
39 19
Dorog
46 38
18 17
Drave stem
45 33
IS 55
Drit vaszabolcs
45 48
18 13
Dregelypalitnk
48 03
19 03
Dudar
47 18
17 57
Dunafoldvitr
46 48
18 56
Dunakeszi
47 38
19 08
Dunftntil (region)
47 00
18 00
Dumtitjviiros
.16 59
18 56
Ebenfurth, Austria
47 52
Ifi 22
1': cs ed
47 44
19 47
Eger
47 54
20 2:3
F.pprjes- hegyhiit (hill)
46 37
16 44
F. perjeske
48 21
22 13
Esztergom
47 48
IS 45
Fenvcslitke (rr Ala)
48 H
22 0
FonyW5
47 21
17 -16
Ferene Csatorna (canal)
46 11
18 56
Fokto
46 31
is
Fiirstenfeld, Austria
47 03
16 05
(l itnt
47 23
19 24
Gdaisk. Poland
54 21
IS 40
Gd Poland
54 30
18 33
God
47 42
19 08
Godisa rrsla
46 13
18 06
Go 16115
47 36
19 22
Gdnyti
47 4t
17 50
Great Alfold (plain)
47 00
20 00
G veld� noes
46 14
17 01
Gyongyos
47 47
19 56
Iza- major (farti
46 57
17 25
Izmail, U .S.S.R
45 21
28 50
Kabhegy (ml)
47 03
17 39
Kalush, U.S.S.R
49 01
24 22
Kipolnisnyek
47 14
18 41
Kaposviir
46 22
17 48
Karcag
47 19
20 56
Kardoskit
46 29
20 40
Kazinebareika
48 15
20 38
Kecskemet
46 54
19 42
Kekes(ml)
47 52
20 01
Kisk6re
47 30
20 30
Kiskunhalas
46 26
19 30
riskunlachitz .a
47 12
19 01
Kisterenye
48 01
19 50
Kisvirda
48 13
22 05
K om6rom
47 44
1S 07
Koml6
46 12
18 16
Komo a
48 18
22 07
Koppiny (siren)
46 35
18 26
Kormend
47 01
16 36
Kosice. Czechoslovakia
48 42
21 15
Kun madaras
47 26
20 48
K unszentmirton
46 50
20 17
eninvitros
47 :56
21 0:5
Lepseny
47 00
18 15
Lok6shiza
46 26
21 14
I. oviszi
46 33
16 34
lagyarb6ly
45 50
18 30
l: irianosztra
47 52
18 53
Maros (Mureyul. Romania) (sirm)
46 15
20 12
Martonviisiir
47 19
18 -17
\fitra mix
47 53
19 57
Meesek mis)
46 10
18 IS
Medved'ov, Czechoslovakia
47 48
17 40
Icz( ,biW-n
46 49
21 02
Iezbao. esd
47 49
20 35
MezSszentgyorgy
47 00
18 17
liskole I..............
48 06
20 47
k lohics
45 59
18 42
M 6r
47 23
18 12
Moson magyaniviir
47 52
17 17
llukachevo, U.S.S.R
48 27
22 43
Mum sl rm)
46 30
16 55
M urakere szt6r
46 22
16 52
Murequl, Romania (xirm)
46 15
20 12
Nidudvar
47 25
21 10
Nagycenk
47 36
16 42
Nagykanizsa
46 27
16 59
Nagy) engyel
46 47
16 46
Neustedl, Austria...........
47 56
16 50
N; inibniny
47 33
22 02
Nyinid
47 00
17 27
N yirbiitor
47 50
22 08
Nyirbogdiny
48 03
21 53
Nyiregyh: iza
47 57
21 4:3
O esa
47 18
19 14
Oradea, Romania
47 04
21 513
hrkeny
47 08
19 26
O rush: iza
40 :34
20 40
Oroszhiny
47 29
18 19
Orszentmiklbs
17 41
19 16
Osijek, Yugoslavia
.15 :3:3
18 42
Ozd
48 13
20 IS
PAcsony rrAla)
47 02
Ifi 51
Poks
16 :38
18 52
Painhagen ,:Austria
47 42
16 5:5
PA 1) a
47 20
17 28
Pecs
16 05
Is 11
Pecsv: irad
iii 09
18 2:5
Pest (ser of Budopexl)
17 :30
19 0:5
Pestlo rine (sec of Budapest)
47 213
19 12
Pctfurdo`
47 10
1S 07
Pilis rues
47 42
IS 37
Pilisv6r6sv sir
.17 37
18 55
Piszkes Teto "(ml)
47 55
19 5.1
Polgitr
47 52
21 07
Puspokladiny
47 19
21 0
PnsMitfoldvir
.16 32
20 48
Riiha sGm
47 41
17 38
Ribca (.x trrn
47 41
17 37
Rajkn
IS 00
17 12
Sassnitz, E. Germany
54 31
13 39
Sib
4622
18 48
Sib (canalised sirm)
46 20
18 53
Si6fok
46 54
18 03
Som ogy
46 07
18 19
Sopron
47 41
16 36
Subotica, Yugoslavia
46 06
19 40
Szabudsig- hegy(hill)
47 30
IS 59
Szajol
47 11
20 18
Szandasz5116s
47 08
20 14
Szarvas
46 52
20 33
Szuzhalom batta
47 20
18 56
Szczecin (Stettin), Poland
53 25
14 35
Szeged
46 15
20 10
Szekesfehervnr
47 12
18 25
Szentendre
47 40
19 05
Szentgotthird
46 57
15 17
Szentes
46 39
20 16
Szerenes
IS 10
21 12
Szob
47 49
18 52
Szolnok
47 11
20 12
Szombathely
47 14
16 37
Sz5ny
47 44
IS 10
Tapi6 s( rin
47 18
20 05
rard
47 53
20 37
Tiirnok
47 22
IS 51
Tasz: ir
46 22
17 55
Tatabinya
47 34
18 25
rihany
46 55
17 54
Tirane, Albania
41 20
19 50
'risza sirm I ..................1
47 30
20 4G
Tiszabezded
48 22
22 09
Tisz:tliik........... I
48 01
21 23
'riszapalkonyu
47 53
21 04
I' is zaszcntmirton
48 23
22 14
riszayasviri I.....
47 58
21 21
rokaj I
48 07
21 25
Tokid
47 19
18 58
rolnu
46 26
IS 47
Torokbilint
47 26
18 55
T wiser( rrAla)
48 21
22 09
I' dear
45 54
I8 40
tjpest
47 34
19 05
t' judvar
46 32
17 00
('zlovoye. U.S.S.R
48 22
22 24
1' i5c
47 47
19 08
Valea lui Mihai, Romania
47 31
22 09
VaraYdin, Yugoslavia
46 18
16 20
V: irosfold
46 49
19 46
Viirpalota
17 12
18 08
Vit s;i rosnamcny
48 08
22 19
Vasvir
47 03
16 �18
Vecscs
47 24
19 17
Velencei Te) (lake)
47 13
18 36
Vertes
47 23
21 52
Vi' rtes( hil ls)
4i 25
IS 20
Veszprem
47 06
17 55
Visonta
47 47
20 02
Voronezh, U.S.S.R
51 38
39 12
Wiener Neustadt, Austria
47 48
16 15
Wismar, E. Germany
53 54
11 28
Zagreb, Yugoslavia
45 48
16 00
7.agyva slrin
47 10
20 12
Ziihony
48 2:5
22 II
1. nlaegerszeg
46 50
16 51
Z sire
47 27
16 41
Zvolen, C zechoslovakia
48 35
19 08
Selected airfields
Iudapest Terihogy
47
26
19 Li
Budapest'Tokol
47
21
IS 59
Debrecen
47
29
21 37
Fokto
46
33
18 57
Kecskemet
46
55
19 45
Kiskunlachaza
47
11
19 05
Kunmadaras
17
23
20 �17
Ifezokovesd
47
49
20 38
iapa
47
22
17 :30
S,� mellek
46
41
17 10
raszar I
46
21
17 55
Veszpreni
47
05
17 58
to-0
Neus:
Se
l
501074 1.73
Central Intelligenc
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200110043 -6

APPROVEE3 FOR RELEASE= 2009/06/16: CIA �RE3P01 0O707R0002001 1 0043 -6
Spot eleve!lons in /eat LuCenec Y`w M r e G
Scale 1:1250,000 '.KazpearGk
r r
^Slatu45Md Ix
Miles G C
�h r' �a.
2 5
Kil
o meters Sal n �1 f:{ta 1 d� F
Sahy 1 t
Ba;assayarma.
lY Y y efSk 3 x'Sr v
K HE 5
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ie 26 are not necessarily authoritative
gency For Official Use Only Terrain and Transportation Figure 13
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200110043 -6

APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200110043 -6
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200110043 -6