OPERATIONS OF THE INLAND WATER FLEET OF THE USSR

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• Collection: General CIA Records
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• Document Page Count: 46
• Document Creation Date: December 27, 2016
• Document Release Date: May 16, 2013
• Sequence Number: 1
• Publication Date: July 1, 1960
• Content Type: REPORT

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ECONOMIC INTELLIGENCE REPORT
N? 1
OPERATIONS OF THE INLAND WATER FLEET
OF THE USSR
CIA/RR ER 60-17
July 1960
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
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WARNING
This material contains information affecting
the National Defense of the United States
within the meaning of the espionage laws,
Title 18, USC, Secs. 793 and 794, the trans-
mission or revelation of which in any manner
to an unauthorized person is prohibited by law.
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ECONOMIC INTELLIGENCE REPORT
OPERATIONS OF THE INLAND WATER FLEET
OF THE USSR
CIA/RR ER 60-17
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
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FOREWORD
The purpose of this report is to record major developments since
World War II that have affected the organizational apparatus, traffic
operations, and fleet characteristics of river transport in the USSR
and thus to establish a base against which developments projected
through the Seven Year Plan (1959-65) may be evaluated as they occur.
The figures used in most of the tables are based on river transport
operations in 1955, the latest year for which complete information
is available. No changes are believed to have occurred since that
time that would influence significantly the interpretation of the fig-
ures used, but significant data on activities of a later date have
been incorporated when available.
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CONTENTS
Summary and Conclusions
Page
1
I. Introduction 3
. II. Performance 3
A. Distribution of Traffic 7
III.
1. By Republic
2. By Major River Basin and River System
3. Distribution by Type of Cargo
Estimated Growth and Size of the Inland Water Fleet ? ?
7
7
12
19
A.
Post-World War II
20
B.
Fourth Five Year Plan (1946-50)
20
C.
Fifth Five Year Plan (1951-55)
20
D.
Original Sixth Five Year Plan (1956-60)
21
E.
Seven Year Plan (1959-65)
21
IV.
Financial Operations
22
A.
Operating Profits, Costs, and Revenue
22
B.
Rates
24
C.
Average Costs in Different Basins
25
1. Central Basin
25
2. Northwestern and Northern Basins
25
3. Eastern Basin
26
D.
Average Costs for Principal Commodities
26
Appendixes
Appendix A. Organization of the Inland Water Fleet of the
USSR 29
Appendix B. Methodology 33
Appendix C. Source References 35
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Tables
Page
1. Traffic Hauled by Inland Water Transport of the USSR,
by Type of Traffic, Selected Years, 1940-58, and
1965 Plan 5
2. Cargo Hauled by All Types of Common Carriers in the USSR,
Selected Years, 1940-58 6
3. Rate of Growth of Cargo Hauled by Inland Water Transport ,
of the USSR, Selected Years, 1940-58, and 1965 Plan . . 7
4. Traffic Hauled by Inland Water Transport of the USSR,
by Union Republic, 1955 8
5. Cargo Hauled by Inland Water Transport of the USSR,
by River Basin, 1955 9
6. Petroleum and Petroleum Products Hauled, by Selected
Types of Common Carriers in the USSR, 1955 13
7. Timber Hauled by Inland Water Transport of the RSFSR,
by River Basin, 1958 and 1965 Plan 16
8. Major Dry Cargoes Hauled by Inland Water Transport of
the USSR, 1955, 1958, and 1965 Plan . . . . ..... 17
Comparison of Total Cargo Hauled with Dry Cargo Hauled
by Inland Water Transport of the USSR, Selected Years,
1940-58, and 1965 Plan
10. Estimated. Inventory of the Inland Water Fleet of the
USSR, Selected Years, 1940-58
11. Operating Profits, Costs, and Revenue of Inland Water
Transport of the USSR, Selected Years, 1940-59, and
1965 Plan
19
23
12. Average Operating Costs of Selected Steamship Agencies
in Inland Water Transport of the USSR, 1956 25
13. Comparison of Average Operating Costs of Inland Water
Transport with Average Operating Costs on the Volga and
Lena Rivers, 1955
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Page
14. Major River Steamship Agencies in Inland Water
Transport of the USSR 30
15. Principal Rivers and Canals of the USSR ? ? ? ? 31
Charts
Following Page
Figure 1. USSR: Performance of Steamship Agencies
of the Central River Basin, 1955 . . . . 8
Figure 2. USSR: Performance of Steamship Agencies
of the Northwestern and Northern River
Basins, 1955 10
Figure 3. USSR: Performance of Steamship Agencies
of the Eastern River Basin, 1955 . . . . 12
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OPERATIONS OF THE INLAND WATER FLEET OF THE USSR*
Summary and Conclusions
At the present time the inland water fleet of the USSR is esti-
mated to consist of units totaling 1.8 million horsepower (hp), of
which approximately 1.0 million hp is steam driven. The non-self-
propelled fleet is estimated at 8.6 million deadweight tons (DWT)**
of which 4.o million DWT are of wooden construction. Formerly, most
of the self-propelled ships were powered by steam, and most of the
non-self-propelled fleet consisted of wooden barges. Beginning in
1959, the use of steam engines and wooden hulls in new construction
was eliminated. A large increase planned in self-propelled cargo
ships should provide a substantial improvement in service on the
waterways by 1965. The addition of motor ships is essential if the
increasing volume of dry cargo available is to be handled efficiently
and economically.
The volume of cargo hauled by the inland water fleet of the USSR
in 1958 was 178.3 million tons,*** an increase of 387 percent above
the 36.6 million tons hauled in 1945. By 1965 this traffic should
increase to about 268 million tons.
At the end of World War II, when rapid economic rehabilitation of
the USSR was essential, the inland water fleet, badly damaged and de-
pleted by war losses, was in no condition to provide adequate trans-
portation. Consequently, proportionately greater amounts of capital
investment and applied technology were allocated to the other more
efficient and reliable types of transportation.
An additional problem and a major threat to the growth of river
transport in the USSR arose in the 1950's as the construction of a
series of power dams began to convert the river systems into a chain
of lakes and reservoirs. Although the alterations to the waterways
created ideal conditions for long, productive hauls, the inland water
transport system lacked a fleet suitable for deep water operations.
* The estimates and conclusions in this report represent the best
judgment of this Office as of 1 June 1960.
** Deadweight tonnage is the carrying capacity of a ship in metric
tons -- that is, the difference between the displacement light and the
displacement loaded.
xxx Unless otherwise indicated, tonnages are given in metric tons
throughout this report.
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The long trains of non-self-propelled wooden barges and timber rafts,
which had been adequate conveyors of cargo on the inland waterways,
became unsatisfactory or impossible to use on the lakes and reservoirs.
Reduced currents not only slowed the downstream movement of the non-
self-propelled traffic but also increased demands for power, consumption
of fuel, and operating costs of the low-powered, low-speed tug fleet.
Earlier freezing and later thawing of the reservoirs also shortened the
navigation periods and introduced a requirement for river icebreakers.
Thus the net effect of the construction of dams has been economically
adverse to the inland water transport system and its equipment.
During 1945-58 the unprofitable operations in the eastern regions.
of the USSR were heavily subsidized by the profitable shipment of
petroleum and petroleum products on the Volga River and by the ship-
ment of timber in the western regions. Moreover, there has been an
increase in the volume of unprofitable dry cargo shipped on all rivers
throughout the USSR. These trends are expected to continue through
1965, except that an increased supply of self-propelled ships may help
to reduce high operating costs. Because of the high operating costs
and the low rates necessary to attract freight, inland water transport
must be subsidized by the central and republic budgets. Between 1950
and 1958 the average cost of inland water transport decreased from
4.13 kopecks* to 3.15 kopecks per traffic-kilometer, but the operating
ratio** during the same period probably never dropped below 94. To
meet additional nonoperating expenses, the operating ratio must de-
crease to about 85, and to make inland water transport financially
self-sufficient, a further decrease to 57 would be necessary. If
tariffs remain the same and operating costs continue to decline, it
may be possible to achieve an operating ratio of 85 by 1965.
* All values in this report are given in current rubles (100 kopecks
per ruble) and may be converted to dollars at the official rate of
exchange of 4 rubles to US $1. This conversion rate should be used
with caution, however, inasmuch as it is arbitrarily established and
probably bears little relation to the actual dollar value of transpor-
tation services.
** The operating ratio is an index used to express a quick, although
crude, indication of the financial position of a transportation system.
A ratio higher than 100 indicates that the current operating expenses
are higher than earned operating revenue.
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I. Introduction
The inland waterways of the USSR are distributed among four impor-
tant basins: the Central, the Northwestern, the Northern, and the
Eastern.* These basins are distinguished from each other principally
by climatic and topographic differences that determine the duration
of the navigation season and the controlling depths of the waterways.
Certain sections of individual river systems and the operations of
their respective steamship agencies overlap into other basins.
In 1955 the length of the river and canal system in the USSR was
approximately 500,000 kilometers (km), of which 131,900 km were
navigable and 117,700 km were eopipped with aids to navigation. 1/**
The rivers in the eastern regions, the longest in the USSR, handle
only a small volume of traffic. The most important river, the Volga,
handles more than one-half of the total inland water freight. Canal
systems in the European USSR constitute vital links between major
waterways. The combined length of the most important of these canals
is approximately 2,100 km.
II. Performance
Inland water transport in the USSR generally is characterized by
low charges to the shipper, but it is slower and less reliable than
the other types of transport and is used primarily for the delivery of
low-priority bulk commodities.
Inadequate port facilities and a lack of appropriate ships have
held down the efficiency of inland water transport. Moreover, the
inland water carrier network as a whole is not endowed with natural
conditions conducive to high freight density. The navigation seasons
vary among the systems from as little as 3 months to almost never
longer than 8 months. Except on the Volga, the riverbeds are seldom
suitable for long hauls in deep-draft ships. In 1955 the average
freight density of all inland water transport was 0.8 million ton-
kilometers (tkm) per kilometer of route. Only on the Volga, with a
density of 9.6 million tkm per kilometer of route, does the density
of traffic compare favorably with the average achieved on the rail-
roads. The freight density on the Volga Railroad System, which has
branch lines paralleling the river between Vol'sk and Astrakhan, was
6.3 million tkm per kilometer of route in 1955. 2/
* The designations of river basins used in this report were chosen
because their delineation conforms best to the individual problems
and considerations peculiar to river transport. In some Soviet pub-
lications the river basins are classified according to the ocean or
sea into which the rivers flow.
** For serially numbered source references, see Appendix C.
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In the eastern regions of the USSR, where increasing industria?
development requires north-south movement of freight and where there
are no parallel rail lines, the traffic density of the Ob' and Lena
Rivers in 1955 was only 0.3 million tkm per kilometer of route and on
the Yenisey River was less than 0.7 million tkm per kilometer of route.
The limitations to inland water transport outlined above have led
to a reduction in the share of such transport in the total cargo turn-
over of the USSR from 7.4 percent in 1940 to 5.8 percent in 1955.
Likewise the share of inland waterways in the total tonnage hauled
has declined from 4.7 percent in 1940 to 2.7 percent in 1955. The per-
formance of inland water transport and the total cargo hauled by all
types of transport are shown in Tables 1 and 2, respectively.*
In 1955, performance of inland water transport in the USSR had
increased to 88 percent in ton-kilometers and to 91 percent in tons-
hauled above that in 1940. In 1958 these increases had grown to 138
percent and 145 percent, respectively. The growth of inland water
transport during 1956-58 was impressive in spite of recently developed
hindrances to inland water transport in the areas where power dams
are being constructed -- the average annual increase in ton-kilometers
was 8.3 percent and of tons-hauled 8.6 percent. During the Seven Year
Plan (1959-65) the scheduled increases indicate an average annual growth
of less than that achieved during 1956-58, as shown.in Table 3.**
The rate of growth in the performance of inland water transport in
the USSR during 1956-58 reflects the more efficient use of the growing
fleet of self-propelled ships, which increased its share of total in-
land water traffic from 7.5 percent in 1955 to about 18 percent in
1958. The declining rate of growth planned for inland water traffic
through 1965 is the result of the expected absolute decrease in rafted
timber and the relative decrease in petroleum traffic in the Volga
area that will not be offset by the absolute increases in traffic
planned for the eastern regions. Another factor tending to inhibit
the rate of growth of inland water traffic is the reconversion of the
fleet that is being forced by the extensive program for construction
of hydroelectric dams now underway in the USSR.***
* Tables 1 and 2 follow on pp. 5 and 6, respectively.
** Table 3 follows on p. 7.
*** For a discussion of the organization of the river fleet of the
USSR, see Appendix A.
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Table 1
Traffic Hauled by Inland Water Transport of the USSR, by Type of Traffic
Selected Years, 1940-58, and 1965 Plan
Inland Water Traffic
1940 2/
1945
1950 2/
1955 L,/
1958 IV
1965
Plan 2.i
Total cargo
Turnover (billion metric ton-kilometers)
35.9
18.6
45.y
67.4
85.5 1/
140.0 2/
Hauled (million metric tons)
72.9
776
91.5
139.1
17 2/
T67752/
Average length of haul (kilometers)
493.0
509.0
502.0
484.c
523.3
Percentage of total river cargoes hauled
100.0
100.0
100.0
100.0
100.0
100.0
Petroleum and petroleum products
Turnover (billion metric ton-kilometers)
12.1
6.3
12.0
14.3
15.3
23.0
Hauled (million metric tons)
9.7
5.5
11.9
14.4
16.2
24.5
Average length of haul (kilometers)
1,259.0
1,164.0
1,018.0
1,000.0
944.4
938.7
Percentage of total river cargoes hauled
13.3
15.0
.13.0
10.4
9.1
9.2
Timber rafted
Turnover (billion metric ton-kilometers)
11.7
5.1
17.2
23.9
30.0
30.0
Hauled (million metric tons)
32.8
15.9
42.4
56.2
68.4
78.5
Average length of haul (kilometers)
357.0
320.0
406.0
425.0
438.5
382.1
Percentage of total river cargoes hauled
45.o
43.5
46.3
40.4
38.4
29.3
Dry cargo
Turnover (billion metric ton-kilometers)
12.1
7.2
16.7
29.2
40.2
87.0
Hauled (million metric tons)
30.4
15.2
37.2
68.5
93.7
164.5
Average length of haul (kilometers)
398.0
472.0
448.0
426.0
429.0
528.9
Percentage of total river cargoes hauled
41.7
41.5
40.7
49.2
52.5
61.5
Passengers
Turnover (billion passenger-kilometers)
3.8
2.3
2.7
3.6
4.0 1/
5.5
Hauled (million passengers)
73.0
31175
577
87
102.2 2/
140.0
Average length of haul (kilometers)
52.o
Tor5
50.0
T(T)
39.1
39.3
a. 1/
b. Unless otherwise indicated, data are from source Individual breakdowns are based on percentage increases above 1955 and have been adjusted
to figures for total cargo turnover and total tons hauled, which are absolutes.
c. Unless otherwise indicated, data are from source 2/. Individual breakdowns are based on percentage increases above 1958 for which absolute
figures have not been published. Figures have been adjusted to correspond with increases scheduled for total cargo turnover and total tons hauled.
d. g
e. Based on percentage increases above 1958.
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Table 2
Cargo Hauled by All Types of Common Carriers in the USSR 2/
Selected Years, 1940-58
Cargo Turnover
(Billion Metric Ton-Kilometers)
Cargo Hauled
(Million Metric Tons)
Type of Transport
1940 12/
194512/
1950 b/
1955 b/
1958 I/
194012/
194512/
1950 12/
195512/
1958 s/
Total transport
487.4
374.6
713.1
1,i6.7
l,60.5
1,563.2
877.6
223.L2
5,241.5
8,435.3
Rail
415.0
314.0
602.3
970.9
1,302.0
592.6
395.2
834.3
1,267.0
1,616.9
Maritime
23.8
34.2
39.7
68.9
106.4
31.2
20.2
33.7
53.7
70.8
Inland water
35.9
18.6
45.9
67.4
85.5
72.9
36.6
91.5
139.1
178.3
Motor vehicle d/
8.9
5.0
20.1
42.5
76.8
858.6
420.0
1,859.2
3,730.0
6,474.4
Pipeline
3.8
2.7
4.9
14.7
33.8
7.9
5.6
15.3
51.7
94.9
a. Totals are derived from unrounded data and may not agree with the sum of their rounded components.
c.
d. Including noncommon carriers. For a definition of noncommon carrier, see the first footnote on p; 29,
below.
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Table 3
Rate of Growth of Cargo Hauled by Inland Water Transport of the USSR
Selected Years, 1940-58, and 1965 Plan
Cargo Turnover Cargo Hauled
Year
Billion Metric
Ton-
Kilometers 27
Average
Annual Increase
(Percent)
Million
Metric Tons 2/
Average
Annual Increase
(Percent)
1940
35.9
72.9
4.3
4.4
1955
67.4
139.1
8.3
8.6
1958
85.5
178.3
1965
7.3
6.0
Plan
140.0
267.5
a. 1.0/
A. Distribution of Traffic
1. By Republic
Approximately 93 percent of the ton-kilometers and 89 per-
cent of the tons hauled by inland water transport in the USSR are carried
by thesteamship agencies in the RSFSR. In the remainder of the USSR,
only the Ukrainian and Belorussian SSR's handle significant amounts of
traffic, principally on the Dnepr' River, as shown in Table 4.*
2. By Major River Basin and River System
The distribution of inland water traffic in the four major
river basins of the USSR in 1955 is shown in Table 5.** The pattern
of traffic in each of these basins varies greatly. Dependence on in-
land water shipping, with the exception of rafted timber, usually is
Inversely related to the accessibility of other carriers. Urgency of
receipt rather than competitively favorable rates appears to dictate
* Table 4 follows on p. 8.
** Table 5 follows on p. 9.
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Table 4
Traffic Hauled by Inland Water Transport of the USSR
by Union Republic 2/
1955
Area
Cargo 12/
Passenger
Turnover
(Billion Metric
Ton-Kilometers)
Hauled
Metric Tons)
Billion
Passenger
Kilometers
Million
Passengers
Total USSR
67.1
138.2
3.6
82.4
RSFSR
62.6
123.5
3.2
67.7
Ukrainian SSR
3.2
9.8
0.3
11.9
Belorussian SSR
0.8
1.5
0.04
1.1
Uzbek SSR
0.01
0.1
0.0001
0.0006
Kazakh SSR
0.3
1.1
0.04
0.1
Azerbaydzhan SSR
0.07
0.4
N.A.
N.A.
Lithuanian SSR
0.03
0.4
0.006
0.6
Moldavian SSR
0.007
0.1
o.005
0.3
Latvian SSR
0.04
1.1
0.008
0.6
Kirgiz SSR
0.02
0.1
0.0001
0.0008
Estonian SSR
0.005
0.07
0.003
0.1
a. 11/. Figures have been rounded to the first nonzero digit after the
decimal.
b. Totals do not include data for the Central Asian Steamship Agency and
therefore do not agree with similar totals in other tables.
the shipper's choice of transport service in the USSR. In large parts
of the eastern regions, however, inland water shipping is the only sys-
tem of bulk haulage available, and all types of cargoes are shipped by
river without regard to their suitability to water carriage.
a. Central Basin
The Central Basin is the most important in the USSR and
encompasses the areas served by the Volga, Kama, Belaya, Moscow, and Oka
Rivers and the Moscow-Volga and Volga-Don Canals, as shown in Figure 1.*
Traffic in this basin in 1955 accounted for about 60 percent (82.8 mil-
lion tons) of the total inland water traffic in the USSR, including
* Following p. 8.
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Figure 1
USSR: PERFORMANCE OF STEAMSHIP AGENCIES OF THE CENTRAL RIVER BASIN, 1955
30* 40?
50?
60?
?
....--
?
.
10t4S?(
64,
CI
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:----
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I
CARGO HAULEDMillion tons
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CNEBOKSART
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UGLI
VOLGA CONSOLIDATED 20.9
-.?
- IVAN'
VOLGA
TANKER 11.4
VOLGA-DON IIIMI3.3
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E N T R
-.. .
Ev?, '
KAMA 21.2
BELAYA 111.6
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ezecr,'"i 0
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BULG4RIA
c,
14,
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K
DIV
.......
o
MOSCOW 12.3
CARGO TURNOVER?Billion ton kilometers
VOLGA CONSOLIDATED I
119.7
VOLGA TANKER 12.5
0 ,
4,4,., A.
EMENCHUG 4. -
PRODZERZNINSK ' "'
, DNep";:t,os::.
SEA OF
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POWER DAMS
0 Operative
A Under Construction
0 Planned
100 200 300 Mites
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