THE INLAND TRANSPORTATION SYSTEM OF RUMANI

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• Collection: General CIA Records
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• Original Classification: S
• Document Page Count: 39
• Document Creation Date: December 27, 2016
• Document Release Date: July 29, 2013
• Sequence Number: 1
• Publication Date: August 1, 1961
• Content Type: REPORT

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SECRET
N? 33
Economic Intelligence Report
THE INLAND TRANSPORTATION SYSTEM
OF RUMANIA
CIA/RR ER 61-38
August 1961
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
SECRET
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SECRET
Economic Intelligence Report
THE INLAND TRANSPORTATION SYSTEM
OF RUMANIA
CIA/RR ER 61-38
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.
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
SECRET
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FOREWORD
This renort 50X1
is concerned only with the public tran50X1
portation services in Rumania that are operated and controlled by the
Ministry of Transportation and Communications. Quantitative data gener-
ally cover the years 1950-60, but some reference to historical develop-
ment and probable future development is made in the text.
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CONTENTS
Summary and Conclusions
Page
1
I.
Ministry of Transportation and Communications
3
II.
Routes
14.
A.
Railroad
4
B.
Highway
4
C.
Inland Waterway
5
D.
Pipeline
6
III.
Performance
6
A.
General
6
B.
Railroad
7
C.
Highway
8
D.
Inland Waterway
9
E.
Pipeline
9
IV.
Inventory of Equipment and Efficiency of Utilization . . .
10
A.
Railroad Locomotives and Rolling Stock
10
B.
Trucks
11
C.
Passenger Buses
12
D.
Inland Waterway Vessels
13
V.
Labor Productivity in Public Transportation
14
A.
General
14
B.
Railroad
15
C.
Highway
15
VI.
Investment in Public Transportation
16
VII.
Third (or Six Year) Plan (1960-65)
17
A.
General
17
B.
Requirements in 1965
17
C.
Cost of Planned Improvements
19
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Appendixes
Page
Appendix A. Statistical Tables 21
Appendix B. Methodology
29
Tables
1. Rumania: Number and Capacity of Inland Waterway Vessels,
1960 13
2. Rumania: Total Capital Investment in the Socialized
Sector and in Transportation and Telecommunications,
1950-59 16
18
3.
Rumania: Production of Selected Commodities in 1959 and
Plan for 1965
4. Rumania: Estimated Cost of Investment Projects in Trans-
portation Identified in the 1960-65 Plan 20
5. Rumania: Freight Traffic of Railroads, Highways, Inland
Waterways, and Pipelines, 1950-60 23
6. Rumania: Passenger Traffic of Railroads, Highways, and
Inland Waterways, 1950-60 24
7. Rumania: Freight Traffic on the Rumanian State Rail-
road, by Commodity, 1950-60 25
8. Rumania: Basic Data and Performance Factors of the
Rumanian State Railroad, 1955-60 26
9. Rumania: Estimated Length and Location of Petroleum
Pipelines, 1960 27
10. Rumania: Number of Persons Employed in All Modes of
Transport, 1950 and 1955-60 28
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Mays
Following Page
Figure 1. Rumania: Railroad Network, 1958 . ? ? ? 6
Figure 2. Rumania: National Highway Network,
1958 6
Figure 3. The Danube River in Rumania inside back.
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THE INLAND TRANSPORTATION SYSTEM OF RUMANIA*
Summary and Conclusions
Since 1950, freight performance of the Rumanian inland transportation
system has more than tripled. This growth has been accomplished without
overintensive exploitation of the transportation system, which has been
able to meet the demands placed on it. At present the system has some
unused capability in terms of current traffic requirements, and its
future investment programs are more than adequate to meet anticipated
traffic demands.
The Second Five Year Plan (1956-60) provided for an increase of 50 to
55 percent above 1955 in tons carried by all modes of transport, including
sea and air as well as inland surface transportation. A 51-percent in-
crease was achieved by the end of 1959, and the tonnage carried by inland
surface transportation alone was sufficient to overfulfill the original
goal for all modes of transport in 1960.
Although the original plan anticipated an increase of 35 percent in
railroad tonnage to be carried in 1960, the actual increase was about
31 percent. The failure of the railroad system to meet its planned out-
put was due principally to the underfulfillment of plan goals in agri-
culture, which failed, by a wide margin, to generate the volume of traf-
fic on which the railroad transport plan was based.
Passenger traffic on the railroads has actually declined in recent
years. Public acceptance of the recently instituted improvements in
highway transport services accounts for much of the decline in railroad
passenger traffic. There has been a steady but moderate increase in
railroad freight traffic, but the increase has been limited by shortfalls
in agricultural production as well as by a substantial increase in hiel-
way freight traffic.
The supply of locomotives and rolling stock is adequate. Domestic
production of steam locomotives is scheduled to terminate in 1961, and
the Rumanians will then concentrate on acquiring a competence in produc-
tion of electric and diesel-electric locomotives. The Rumanian industry
is capable of supplying the freight car requirements of the railroads,
and it has a surplus of domestic production for export. The capacity of
* The estimates and conclusions in this report represent the best judg-
ment of this Office as of 1 July 1961.
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the freight cars produced in Rumania is increasing and their utilization
has improved, so that fewer freight cars are required now than were re-
quired in 1950 in spite of the fact that freight traffic has more than
doubled.
Highway transport, which was of negligible importance in 1950, handled
about 40 percent of the tons carried by all modes of inland transportation
in 1960. Highway transport is predominantly a feeder service to and-from
the railroads, but it also provides some short-haul service to outlying
districts. Only 30 percent of the trucks in Rumania were engaged in
public transportation service (under the jurisdiction of and operated by
the Ministry of Transportation and Communications) until late in 1960.
The Rumanians appear to be fully aware of the potentialities of public
highway transport, however, and they recently issued a decree directing
that all trucks and buses, with minor exceptions, be placed under the
Ministry. It is probable, therefore, that public highway transport will
become even more important and will continue to divert increasing amounts
of short-haul traffic from the railroads, thereby enhancing the capability
of the railroads for long-haul, high-volume traffic. Rumania has recently
developed a motor vehicle production industry capable of supplying the re-
quirements of the public transportation system, and no shortage of trucks
or buses is evident.
Inland water transport has declined steadily in importance, although
traffic output by this mode of transport increased about 73 percent during
the past 10 years.
The pipeline transport system as presently constituted has been oper-
ating at almost full capacity, and the system probably was fully utilized
in 1960. There are no current plans to add to the capacity of the pipe-
line system.
During the Third (or Six Year) Plan period (1960-65), Rumania plans to
invest in transportation more than twice the amount invested during the
preceding 6 years. Electrification and dieselization of segments of the
railroad, acquisition of new railroad cars, a highway modernization pro-
gram, and the construction of 20 new maritime vessels will account for
about 42 percent of the total. The planned allocation of investment
funds appears to be sufficient for the attainment of the major invest-
ment goals.
The 1960-65 Plan provides for an increase of 80 percent in tons to
be carried by all modes of public transportation compared with 1959.
Railroad tonnage alone is to increase 40 percent. The impressive invest-
ment program planned for the future should provide a transportation plant
that is more than adequate for this purpose.
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I. Ministry of Transportation and Communications
All modes of public transportation in Rumania except urban passenger
transport and pipeline transport are operated under the jurisdiction of
the Ministry of Transportation and Communications. Urban passenger 50X1
transport is locally controlled. Pipeline transport is under the juris-
diction of the Ministry of the Petroleum and Chemical Industries. In
March 1957 the entire structure of the Rumanian Government was reorgan-
ized and the Ministry of Transportation and Communications, as presently
constituted, was established. The Ministry is divided into three depart-
ments -- the Department of Railroads; the Department of Roads, Water, and
Air Transport; and the Department of Post and Telecommunications. Each
of the departments is headed by a deputy minister.
The Rumanian railroad system functions under the policy and adminia-
trative direction of the Department of Railroads of the Ministry of Trans-
portation and Communications. Operational management, however, is vested
in the Railroad General Directorate with headquarters in Bucharest. The
General Directorate is composed of a number of staffs such as those con-
trolling operations, traffic, finance, construction, maintenance of way,
locomotives, freight cars, and signaling. The entire railroad system is
divided into six regional districts, or divisions, each of which is re-
sponsible for all operations and maintenance within its area. The six
division headquarters are at Bucharest, Craiova, Timisoara, Cluj, Orasul-
Stalin, and Iasi.
All public highway transport functions under the general direction
of the Department of Road, Water, and Air Transport. Operational manage-
ment is exercised by a General Directorate of Automobile Transport with
headquarters in Bucharest. Under the jurisdiction of the General Direc-
torate are 16 regional offices known as Regional Enterprises for Motor
Transport. Each regional office is responsible for the direction and
supervision of all state-owned public motor transport within its region.
Construction and maintenance of roads and bridges are under a separate
General Directorate of the Department of Roads, Water, and Air Transport.
The General Directorate is divided into sUbdirectorates controlling
planning, new construction, road maintenance, financial investments, and
political matters.
Inland water transport also functions under the direction of the De-
partment of Highway, Water, and Air Transport. The operating company for
inland water transport and sea transport is known as Rumanian Sea and
River Navigation (gavigatia Maritima Si Fluriala Romina NAVROM). Sta-
tistics pertaining to performance are published separately for inland
water traffic and sea traffic.
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II. Routes
A. Railroad
Before World War II the Rumanian railroad system comprised
11,400 kilometers (km) of standard* and narrow-gauge route** (see the
accompanying map, Figure 1***). More than 13 percent of this network
was lost as a result of territorial changes occasioned by World War II.
New construction since the war has increased the length of the network
to 10,981 km of standard and narrow-gauge route. 62/ This total consti-
tutes a density of 1 km of railroad route to 21. square kilometers of
land area in the country. t By comparison the route density is 1 to 10
in Czechoslovakia, 1 to 11 in Hungary, and about 1 to 30 in Bulgaria.
The narrow-gauge routes (totaling 742 km) are predominantly
forest or local special-purpose railroads which have no international
significance and very little domestic significance for public trans-
portation service.
The standard-gauge system radiates principally from Bucharest
and from Timisoara and is reasonably well developed in those areas. It
serves all important cities and towns and the sea and river ports.
Adequate international connections with the railroad systems of Bulgaria,
Yugoslavia, and Hungary are provided. Connections with the Soviet rail-
road system are provided at four points on the Rumanian-Soviet border,
but because of the difference in railroad gauge, transloading of cargo
is required. The principal east-west routes traverse either the Transyl-
vanian Alps or the Moldavian Carpathian Mountains and are characterized
by steep grades; sharp curves; and numerous bridges, tunnels, and cuts
in these areas.
The Rumanian railroad system is predominantly steam powered,
and only one unimportant narrow-gauge route of 60 km is electrified.
Sixteen main-line diesel-electric locomotives were acquired during
1959-60, and these locomotives have been observed operating on the
route between Orasul-Stalin and Bucharest. Some diesel-engine
passenger railroad cars are used for commuter traffic.
B. Highway
The Rumanian highway network includes 76,000 km of route, of which
about 40,000 km are state highways (see the accompanying map, Figure 2***).
The remainder are local roads which are almost exclusively dirt surfaced.
Standard gauge is 1.435 meters, or 4 feet 8-1/2 inches.
Narrow gauge is any gauge less than standard gauge.
Following p. 6.
The area of Rumania was 237,500 square kilometers in 1960.
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The state highway system consists of 10,000 km of national highways,*
10,000 km of regional highwaysl** and 20,000 km of raion roads.***
Only 4,600 km of the national highways are modernized or improved to
the extent that they are paved with asphalt or concrete. Some of the
national highways are classified as strategic highways -- strategic
highway No. 1, for example, enters Rumania at Sighet on the Rumanian-
Soviet border and terminates at Turnu near the Rumanian-Hungarian bor-
der. IV This strategic highway utilizes a number of Rumanian national
highways, all of which are paved and probably are capable of accommodat-
ing heavy military traffic. Other national and strategic highways are
so constructed that heavy military traffic could be accommodated for a
limited period of time. 2/
C. Inland Waterwayt
The inland waterways of Rumania consist mainly of the Danube
River (see the accompanying map, Figure 3tt) and its tributaries, the
Prut and the Siretul. Neither of these tributaries plays a significant
role in the inland transportation system, because low water in the sum-
mer months and ice conditions in the winter restrict their use to about
5 months of the year ond only during daylight hours. Both rivers are
used to float timber from their upper reaches to the Danube, making any
other navigation extremely hazardous.
The Danube River is the only waterway in Rumania that is worthy
of consideration as a medium of transport. About 1,075 km of the Danube
either flow through Rumania or serve as the international border between
Rumania and Bulgaria or Rumania and Yugoslavia. About 116 km serve as
the Rumanian-USSR border. Upstream from the Black Sea port of Sulina to
Braila (171 km) the river is navigable for all types of river craft and
for seagoing vessels of up to 10,000 tons."ttt This section of the river
is commonly referred to as the Maritime Danube. Continuing upstream from
Braila to Turnu-Severin (at kilometer post 930) the river is navigable
* National highways are those which connect Bucharest and the regional
capitals with one another and with the important economic or industrial
centers, ports, health resorts, and tourist centers of the country.
** Regional highways are those which connect the capital of each region
with neighboring region capitals, with the raion administration centers,
and with economic or industrial centers and health and tourist resorts
within the region.
*** Raion highways are those highways (other than national or regional
highways) which connect the raion centers with each other and with other
towns or centers of economic importance within the raion.
t g
ft Inside back cover.
ttt Unless otherwise indicated, tonnages are given in metric tons through-
out this report.
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for river craft of up to 1,500 tons. This section is referred to as the
Lower Danube. From Turnu-Severin upstream to Moldova (at kilometer post
1049) is the Iron Gates section of the river, which is the most difficult
for navigation. Nighttime navigation is not permitted in this section.
River craft of up to 1,500 tons can pass, but upstream traffic requires
towing facilities which are furnished by a locomotive on the Yugoslav
side of the river. The remaining 23 km to the point where the river
enters Yugoslavia are navigable for 1,500-ton craft. For the entire
Rumanian section of the river, interruption of navigation by ice aver-
ages about 40 days annually and generally occurs during January and
February. There are numerous ports along the Danube ranging in size
and importance from those with quays and basins, direct rail connections,
and mechanized handling equipment to small improvised installations using
the natural bank of the river.
D. Pipeline
Rumania is the only country in the European Satellites in which
pipeline transport plays a significant role in inland transportation.
It is estimated that in 1960 Rumania had about 760 km of petroleum
product pipelines. These lines are used to deliver petroleum products
to sea and river ports and to bulk storage areas for ultimate delivery
to consumers. Although these pipelines are under the jurisdiction of
the Ministry of the Petroleum and Chemical Industries, performance sta-
tistics are maintained and reported as an integral part of the perfor-
mance of the public transportation system. It is estimated that, in
addition, there are about 2,400 km Of gathering lines for crude oil in
Rumania with an estimated yearly capacity of about 12.3 million tons.
These lines originate in the oilfields and terminate at the various
refineries. They are not a part of the public transportation system,
and accurate statistics of performance are not available.
III. Performance
A. General
The inland transportation system of Rumania appears to be ade-
quate for the needs of the Rumanian economy in its present stage of
economic development. Although there are occasional complaints of
shortages of equipment and criticisms of the efficiency of the system,
it is probable that these complaints and criticisms, in some measure
at least, stem from the lack of cooperation by shippers in the use of
facilities and equipment rather than from a failure of transportation
management or a lack of transportation capability. The Second Five
Year Plan (1956-60) provided for an increase of 50 to 55 percent in
tonnage to be carried by all modes of transport in 1960 compared with
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RUMANIA National Highway Network-1958
2?
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RUMANIA
Railroad Network-1958
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1955.* This over-all goal was overfulfilled. Although the railroad
system did not achieve the increase which had been planned for 19600
there is no evidence that the system failed to respond to demands for
service. The failure to achieve the planned goal in railroad transport
probably stems from a failure on the part of industry and agriculture,
particularly the latter, to generate the amount of traffic on which the
railroad plan was based. In any event, the exceptional increase recorded
by highway transport was sufficient to more than offset the shortfall in
railroad transport.
Freight traffic on the various modes of inland transport in Rumania
during 1950-60 is shown in Table 5** and passenger traffic in Table 6.***
B. Railroad
In 1960 the railroad accounted for 30.6 billion traffic-
kilometersft reflecting a traffic density of 2.783 million traffic-
kilometers per kilometer of route. This is the lowest traffic density
of any of the European Satellite railroads except those of Albania and
Bulgaria.
The highest traffic density ever achieved in Rumania before 1960
was recorded in 1957, when the figure was 2.685 million traffic-kilometers
per kilometer of route. The fact that even this modest figure was not
achieved in 1958 and 1959 and was only barely exceeded in 1960 indicates
that the Rumanian railroad system has been able to operate at a relatively
leisurely pace compared with the railroads of other European Satellite
countries. The reduction in traffic density during 1958 and 1959 is at-
tributable principally to the sharp decline in passenger traffic as freight
traffic increased. Freight shipments on the Rumanian state railroad, by
commodity, are shown in Table 7.t1
During 1956-60, railroad passenger traffic in Rumania declined
significantly. The higbest performance in this traffic was recorded in
1957, when 265 million passengers were carried 13.3 billion passenger-
kilometers, but by 1960 it had declined about 19 percent below the level
of 1957. Some of the passenger traffic appears to have been diverted to
public highway transport, which recorded an increase of 95 percent in
passengers carried between 1957 and 1960. The diversion probably is the
result of a policy decision and a deliberate effort on the part of manage-
ment at the ministry level to release railroad personnel, locomotives,
* Including railroad, highway, inland waterway, sea, and air transport.
A total Of 70.132 million tons was carried in 1955.
** Appendix A, p. 23, below.
*** Appendix A, p. 24, below.
Ton-kilometers plus passenger-kilometers.
tt Appendix A, p. 25, below.
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route space, and other railroad facilities from passenger service for
the more economically important function of carrying freight traffic.
In any event, the diversion has created additional freight-carrying
capability in railroad transport.
C. Highway
The public sector of highway transport of freight and passengers
recorded a remarkable growth during 1950-60. Whereas highway transport
accounted for only 2.7 percent of the tons carried in 1950, it accounted
for about 4o percent in 1960. The original motor transport plan for
1956-60 provided for an increase in tonnage carried of 150 percent. The
actual increase in highway transport amounted to about 670 percent, but
in achieving this increase the average length of haul was reduced from
37 km to about 16.5 km. As a consequence, the ton-kilometer performance
increased only 244 percent during that period. This figure suggests
that a major portion of the tonnage hauled by highway transport may be
as a pickup and delivery service for railroad, sea, inland water, and
air transport and as a consequence is counted twice. There is little or
no evidence that highway transport of freight has yet become a signifi-
cant factor in over-the-road transportation between the original con-
signor and the consignee. It has been reported that freight can be
carried by truck at less cost than by rail for distances of up to 60 km.
There is no evidence, however, that the Ministry of Transportation and
Communications has issued any order which would force a diversion to the
less costly mode and at the same time create additional capability in
railroad transport.
Early in 1960 a policy decision of the Council of Ministers and
subsequent implementing decrees directed that by 31 December 1960 all
highway transport and maintenance facilities necessary to the national
economy be transferred to the jurisdiction and ownership of the Ministry
of Transportation and Communications. 2/ The only exceptions to the
order, according to the decrees, are urban bus and taxi services, local
freight service within the confines of certain cities and localities,
internal transportation of construction materials on a construction site,
and buses belonging to the National Office of Tourism. A limited number
of vehicles will be allocated to other ministries for internal use only
and under strict control of the Ministry of Transportation and Communica-
tions. 2',/ The effects of this change will not become clear until 1961,
but the recorded output of public highway transport undoubtedly will
show a phenomenal growth.
Rumania appears to have become increasingly aware of the potential
services to be derived from passenger transport by motor bus, as this mode
of transport recorded an increase of 273 percent from 1955 to 1960.
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There are a number of regularly scheduled bus routes which are
operated by the Ministry as public transportation facilities serving
the principal cities and intermediate points along the route. Some of
these routes serve as a continuation of the railroad service, and their
schedules are published in the railroad timetables. There are about
19,000 km of bus routes over which 72 million passengers were carried ?
in 1960. Although the Ministry operates an extensive network of medium
and long-distance passenger routes, the average distance traveled by a
bus passenger in 1960 was less than 20 km. 2/
On 8 June 1960 the Bucharest newspaper Agerpres reported an
agreement between the transportation ministries of Rumania and Bulgaria
by which a scheduled international bus service would be inaugurated in
August 1960. The route runs between Constanta in Rumania and Telbukhin
in Bulgaria, a distance of about 100 km. This is the first reported
international bus service in either country and suggests a growing aware-
ness of the potential benefits to be derived from highway transport.
D. Tnland Waterway
Statistical data on inland water transport in Rumania are mis-
leading in that they do not accurately reveal the contribution of this
mode of transport to the Rumanian economy. Rumania, like the other Euro-
pean Satellite countries, reports only the traffic carried by Rumanian
river vessels operated under the jurisdiction of the Ministry of Trans-
portation and Communications. Foreign river vessels of all the Danube
riparian countries carry goods from and to Rumania. Rumanian river ves-
sels operate upstream to Regensburg in West Germany and may on occasion
carry cargo which neither originates in nor is destined to Rumania. It
is also probable that some tonnage is carried by tankers that are owned
and operated by the petroleum industry and are not a part of the public
transportation system.
Public inland water transport on Rumanian vessels accounted for
1.9 million tons and about 865 million ton-kilometers in 1960. This is
the highest tonnage figure recorded by this mode of transport in the past
10 years.
E. Pipeline
About 5.6 million tons were carried by the petroleum products
pipeline system of Rumania in 1960. Data on the length and location of
the Rumanian pipelines in 1960 are shown in Table 9.*
* Appendix A, p. 27, below.
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IV. Inventory of Equipment and Efficiency of Utilization
A. Railroad Locomotives and Rolling Stock
The locomotive inventory of 1960 is estimated to have comprised
2,970 main-line steam locomotives, 16 main-line diesel-electric locomo-
tives, and 26 diesel switching locomotives. In addition, there are about
190 diesel engine railroad cars used for commuter and other short-distance
passenger service. A few electric locomotives are used on the 60 km of
electrified narrow-gauge route in Rumania.
The main-line diesel-electric locomotives are 21100-horsepower
units produced in Switzerland or under Swiss license in Rumania with
diesel engines and electric generators purchased from Switzerland. The
total inventory of main-line steam and diesel-electric locomotives re-
flects a ratio of 1 locomotive to 3.7 km of railroad route, which com-
pares favorably with Czechoslovakia, Hungary, and Poland.
Rumanian industry has produced steam locomotives for many years,
and it is believed that most, if not all, steam locomotives in use are
from domestic production. Since 1955 a rate of production of 66 locomo-
tives yearly represents a replacement factor of 2 percent, which is be-
lieved to be adequate to meet the needs of the railroad at present. Pro-
duction of steam locomotives is scheduled to terminate in 1961, when
Rumania will devote all its efforts to production of diesel-electric and
electric locomotives.
In May 1959, Rumania ordered six 2,100-horsepower diesel-electric
locomotives from Switzerland and obtained a license to construct 10 addi-
tional locomotives in Rumania using diesel engines and other components
to be supplied by Swiss industries. 12/ The exact date of delivery of
the Swiss locomotives is not known. However, in December 1960 the US
Legation in Bucharest reported that 10 locomotives had been produced in
Rumania and that 8 locomotives were being tested in regular operation on
the Bucharest - Orasul-Stalin route. The other eight locomotives were
reportedly not operational because of the malfunctioning of generators
produced by the Swiss industries and because of faulty traction motors
produced in Rumania. 11/
The freight car inventory of the Rumanian railroad system is esti-
mated to have consisted of 55)200 units in 1960. During 1955-59, Rumania
produced freight cars at an average rate of 2,760 cars per year. Produc-
tion in 1959 was 4,150, of which 2,350 were exported. An examination of
requirements for freight cars during the 5 years, 1956-60, indicates that
the fluctuation was negligible. Whereas 54,400 cars were required in
1956, a total of 55,200 cars was required in the peak season of 1960.
This figure represents an increase in requirements of only 800 cars during
the 5-year period. It is evident, therefore, that domestic production
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facilities are capable of producing the number of freight cars required
to carry the increased tonnage generated on the railroad system with a
substantial margin for replacement of obsolete equipment and, if desired,
a considerable number for export. If the Rumanian Government should de-
cide to discontinue exporting freight cars, the entire inventory could
be renewed within 13 years at the 1959 rate of production.*
The efficiency of utilization of freight cars has improved
rapidly since 1955 in that cars are more heavily loaded and are turned
around faster (see Table 8**). These improvements have made possible a
16-percent increase in the annual tonnage carried by a freight car. In
1960, each freight car carried about 1,700 tons -- a performance roughly
equivalent to that obtained in Czechoslovakia and Hungary. More than
50 percent of the cargo carried on the Rumanian railroad system consists
of petroleum, coal, quarry and ballast products, cereal grain, and con-
struction materials, all of which lend themselves to heavy loading weight.
It is probable, therefore, that the average load per car will improve as
newer, high-capacity freight cars become available in greater numbers.
B. Trucks
It is estimated that there were about 40,000 motor trucks in ci-
vilian use in Rumania in 1960. Rumanian industry produced almost 30,000
motor vehicles during 1955-59, most of which were trucks. All of the
trucks produced were of the 4-ton capacity class. 12/ More than 50 per-
cent of this production was allocated to the civilian economy either as
replacements for obsolete vehicles or as additions to the civilian truck
fleet.
In the absence of accurate statistics for tonnage handled by
other than public transportation, it is impractical to attempt an analy-
sis of utilization of the entire inventory. It is estimated that in 1960
not more than 40 percent of the total truck inventory, or about 16,000
trucks, was engaged in public transportation.*** The utilization of
these trucks can be related directly to the freight carried in public
transportation in 1960. Official statistics for the 10-year period
1950-59 reveal that on the average only 60 percent of the trucks avail-
able for use by the highway transport department of the Ministry of
Transportation and Communications were utilized. 11/ This information
implies either that a high percentage of the trucks were inoperable at
all times or that a large number were held in reserve for peak traffic
requirements and were not required for normal daily use. An examination
* In 1955 the UN reported that only 28 percent of the freight car in-
ventory in 12 European countries was in the age group of 5 to 15 years.
** Appendix A, p. 26, below.
*** The Rumanians reported only 30 percent in 1959.
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of the data available indicated that the latter was probably true and
that a similar situation prevailed through 1960. If only 9,600 trucks*
were actually used, each truck would have accounted for about 16.2 tons
and 267 ton-kilometers per day. Each truck reportedly traveled 140 km
per day.
The weight-carrying capacity of the trucks produced in Rumania
in recent years is about 4 tons. Mixed cargo, however, of the type
normally carried by truck transport in a short-haul operation, may con-
sist of some bulky articles such as furniture, and the loading space or
cubic measurement of a 4-ton truck would preclude loading to full weight
capacity. As a consequence, it is estimated that the average load per
truck in Rumania would not exceed 3.25 tons. At that rate of loading,
each truck would have made five trips under load at an average length
of haul of 16.5 km and would have performed 267 ton-kilometers per day.
In doing so, the truck would have operated 82.5 km under load and 57.5 km
without a load, for a loaded ratio of about 59 percent. These figures
clearly indicate that a substantial part of the total distance traveled
is without a load -- a situation which constitutes weakness in the high-
way transport system of Rumania, where a large portion of the trucks
are owned and operated by agencies other than the public transpor-
tation system. This system operates loaded trucks outbound from in-
dustrial centers and returns them empty, while trucks operated by the
Ministry of Agriculture, for example, may be loaded inbound to the mar-
kets and returned to the outlying districts empty. The regulations that
went into effect on 31 December 1960** should result in a reduction of
empty truck movement. For the present, however, it is evident that un-
used freight transport capability exists in significant quantity in Ruma-
nian highway transport.
C. Passenger Buses
It is estimated that there were about 2,500 passenger buses in
Rumania in 1960. As a result of new production and imports since 1955,
about 63 percent of the total bus fleet was not more than 5 years old at
the beginning of 1960.
About 500 of these buses are utilized in the urban transportation
of passengers in the principal cities and towns, and it is known that a
number of buses are operated by the National Office of Tourism 114/ and
are not subordinate to the Ministry of Transportation and Communications.
About 1,400 buses were reported to have been engaged in the public trans-
portation of passengers in Rumania in 1959. 12/
* This number represents 60 percent of the 16,000 trucks available.
** See III, C, p. 8, above.
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An analysis of official statistical data reveals that each bus
in daily use accounted for about 135 passengers daily during 1959. In
1960, about 72 million passengers were carried by bus, representing an
increase of 48 percent above 1959, or, in absolute terms, about 23.3
million passengers. At the rate of utilization of seating capacity
which prevailed through 1959, the requirement for buses amounted to
over 1,400 units in 1960. Presumably, some of the buses previously
operated by other agencies were transferred to the public transporta-
tion system in 1960. Considering the fact that the average bus pas-
senger journey is less than 20 km in length, it appears that the utili-
zation factor of 135 passengers per day per bus is low.
D. Inland Waterway Vessels
It is estimated that the inland waterway vessels engaged in pub-
lic freight transportation in Rumania during 1960 numbered about 290
barges (with a total capacity of about 187,400 tons) and 70 tugs. The
breakdown of this fleet by type is shown in Table 1.
Table 1
Rumania: Number and Capacity of Inland Waterway Vessels 2/
1960
Type of Vessel
Number
Total Capacity
(Metric Tons)
Self-propelled dry cargo barges
Self-propelled tank barges
5
5
2,250
3,200
Dumb barges (dry cargo)
235
152,350
Dumb barges (tank)
45
29,600
Total barges
290
187,11.00
Tugs 70
a.
A substantial number of these vessels are believed to be very old,
although many have been reconstructed since World War II. Rumanian ship-
yards are producing tugs and barges, and it is believed that most of the
newly constructed vessels are being used as replacements for the older
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obsolete vessels that were constructed before World War II. It is there-
fore probable that the number of vessels in use during 1960 was about the
same as in 1958.
The Ministry of Transportation and Communications reported that
79 percent of the dry cargo vessels and almost 92 percent of the tanker
vessels were utilized in 1959. This is the highest rate of utilization
obtained during the past 10, years. Rumanian reports indicate that about
78 percent of the inland waterway traffic consisted of dry cargo and the
balance was liquid cargo. If the utilization factor for 1959 was appli-
cable through 1960, each dry cargo vessel was loaded once every 30 days,
and each tank vessel was loaded once every 26 days. Because dry cargo
vessels can often be loaded in both directions, the utilization of the
dry cargo vessels in the fleet appears to be low. Moreover, because
51 vessels, or almost one-fourth of the fleet, appears to be an exces-
sively high number to be out of service for repairs, it is possible that
reserve capability exists in significant quantity in the dry cargo fleet.
In view of the facts that Rumanian tank vessels operate upstream
as far as Regensburg in West Germany and that a tank vessel would normally
be loaded in one direction only, a yearly average of 13.5 loaded trips
(or one loaded trip every 26 days) is relatively high, and it is doubtful
that any unused capability exists in the inland water tanker fleet.
V. Labor Productivity in Public Transportation
A. General
In 1960, 192,400 persons were in the transportation labor force
in Rumania. Of this total, 180,600 persons were engaged in public trans-
portation, as follows 12/:
Mode of Transport Persons Percent of Total
Railroad 138,000 76.5
Highway 31,300 17.3
River and maritime lol000 5.5
Civil air 1,300 0.7
Total
180,600 100.0
Presumably, some of the remaining 11,800 persons were engaged at the
ministerial level as administrative, planning, and supervisory personnel
for the construction of railroads, roads, bridges, and ports and were not
assigned to any specific directorate controlling a given mode of transport.
Some of these employees may have been engaged in transportation activities
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other than public transportation and therefore were outside the jurisdic-
tion of the Ministry of Transportation and Communications. The number of
persons employed in all modes of transport, 1950 and 1955-60, is shown
in Table 10.*
B. Railroad
The 138,000 persons engaged in railroad transport** in 1960 ac-
counted for 30.6 billion traffic-kilometers -- an average of 221,400
traffic-kilometers per employee. By comparison, railroad labor in
Czechoslovakia accounted for about 350,000 in 1960. The highest rate
of labor productivity in Rumania was achieved in 1957, when 131,800
employees accounted for 29.5 billion traffic-kilometers. In 1958 a
slight decrease in the number of employees coincided with a sharp de-
cline in traffic-kilometers, particularly its passenger component,
thereby resulting in a reduction of labor productivity. In 1959 the
number of persons employed increased by 1,800 persons, although traffic-
kilometers continued to decline. The net result was a further decline
in labor productivity compared with previous years. In 1960 an increase
in traffic-kilometers coincided with a 3.6 percent increase in the labor
force, and a slight upward trend in labor productivity occurred.
C. Highway
Public highway transport in Rumania employed 31,300 persons in
1960. It is estimated that the Highway Transport Department of the Min-
istry of Transportation and Communications had about 16,000 trucks and
1,400 buses under its jurisdiction during 1960. These figures indicate
about 1.8 employees for each vehicle, or barely enough personnel to
furnish drivers for the vehicles. It is probable, therefore, that per-
sonnel engaged in public highway transport perform only those func-
tions associated with the physical movement of freight and passengers
and have none of the functional responsibilities for the various admin-
istrative and clerical duties that are normally associated with a com-
mercial transport enterprise. It is also probable that all freight
handling is the responsibility of the consignees and the consignors and
that all freight delivered to or from the railroad is handled by rail-
road personnel. Therefore it is impractical to attempt an analysis of
labor productivity in highway transport or to compare it with labor pro-
ductivity in railroad transport.
* Appendix A, p. 28, below.
** This total includes executive and clerical personnel as well as op-
erating personnel.
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VI. Investment in Public Transportation
In the immediate postwar period and continuing through 1953, trans-
portation and communications apparently received a comparatively high
percentage of the total investment in Rumania. Presumably this alloca-
tion of funds was dictated by the necessity for rehabilitating those
facilities which were damaged during the war. It is also probable that
construction of new rail routes was required during the period in order
to reestablish internal connections which were broken when some Rumanian
territory was ceded to Bulgaria and some to the USSR. The lowest amount
allocated to transportation and telecommunications during 1950-59 was
recorded in 1954, when only 962 million 1955 lei* were a:Ilocated. During
1955-59, investment in transportation remained reasonably constant with a
slight upward trend in 1959, when the figure was 1,902 million 1955 lei,
representing 10.9 percent of total investment (see Table 2).
Table 2
Rumania. Total Capital Investment in the Socialized Sector
and in Transportation and Telecommunications
1950-59
Year
Total
(Million 1955 Lei)
Transportation and
Telecommunications
(Million 1955 Lei)
Transportation and
Telecommunications
as a Percent of Total
Public
Transportation 12/
(Million 1955 Lei)
1950
5,650
979
17.3
842
1951
7,952
1,080
13.6
929
1952
10,586
1,450
13.7
1,247
1953
13,463
1,756
13.0
1,520
1954
11,875
962
8.1
808
1955
13,178
1,032
7.8
888
1956
14,804
1,307
8.8
1,33_8
1957
13,673
1,271
9.3
1,093
1958
14,865
1,358
9.1
1,191
1959
17,421
1,902
10.9
1,598
50X1
* Unless otherwise indicated, leu values in this report are given in
current lei and may be converted to US dollars at a rate of exchange of
6 lei to US $1. This rate does not necessarily reflect the dollar value.
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It is estimated that 86 percent of the funds allocated to transporta-
tion and communications have been allocated to transportation and the
balance of 14 percent has been allocated to telecommunications. There
is no information available which would indicate the division of the
allocation of transportation funds among railroad transport, highway
transport, and inland waterway transport. Presumably the railroads have
received the major portion of the funds available.
During 1960-65, the Third (or Six Year) Plan period, a total invest-
ment of 180 billion to 190 billion lei has been planned, of which about
9 percent, or 16.2 billion to 17.1 billion lei, is to be allocated to
transportation and communications. Assuming that transportation will
continue to receive 86 percent of that amount, then the amount to be in-
vested in transportation will be about 2,322 million to 2,451 million
lei per year. This amount represents an increase of more than 100 per-
cent above the yearly average for the 6-year period 1954-59.
VII. Third (or Six Year) Plan (1960-65)
A. General
The Rumanian Third Plan period covers 6 years instead of the
usual 5 years. The original plan for 1960 was dropped from the Second
Five Year Plan and was incorporated in the Six Year Plan for 1960-65. 1.91
The principal features of the Six Year Plan are the following gl/:
agricultural production is to increase 70 to 80 percent above 1959
(production of cereal grains alone is to increase from 11 million tons
in 1959 to 16 million tons by 1965), and industrial production is to
increase 13 percent annually so that production in 1965 will be 110 per-
cent greater than in 1959. The transportation plan calls for an increase
of 80 percent above 1959 in terms of tons carried by all modes of trans-
port, and railroad tonnage is to increase 40 percent above 1959 for an
average annual increase of 5.8 percent.
B. Requirements in 1965
Significant production goals in terms of tonnage which can be
directly related to freight transport are shown in Table 3.*
The increase in tonnage of these commodities alone indicates a
growth of 20 percent in tonnage to tie moved by public transportation in
l965.** In view of the fact that the increases in Table 3 relate to do-
mestic production only, it is probable that inland surface transportation
* Table 3 follows on p. 18.
** All modes of transport (including inland surface, sea, and air trans-
port) carried 106.2 million tons in 1959.
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will be required to carry most, if not all, of the increase in tons
produced in 1965. The railroads carried about 55 percent of total
inland transport in 1960, and, assuming that they will continue to do
so, the net increase in tons to be carried by railroads in 1965 (for
only the nine commodities shown in Table 3) is 11.7 million tons, or
an increase of more than 17 percent above 1959. During the 6-year
period 1954-59, total railroad tons carried increased about 30 percent
above 1953, and the railroad system operated at a comparatively lei-
surely pace compared with other European Satellite railroads. The plan
for a 40-percent increase in tons carried by 1965 would result in a ton-
kilometer performance of about 23.2 billion ton-kilometers at the cur-
rent average length of haul. If passenger traffic continues at the 1960
level, total traffic-kilometers in 1965 would amount to 33.7 billion, or
about 3 million traffic-kilometers per kilometer of route. This figure
is well below current performance in either Czechoslovakia or Poland.
Rumania has the resources and the skills to fulfill the 1965 goals for
railroad transport, and it is estimated that the railroad system is fully
capable of achieving the goals if the economy generates the traffic.
Table 3
Rumania: Production of Selected Commodities in 1959
and Plan for 1965 1?/
Thousand Metric Tons
Commodity
1959 Production
1965 Plan
Coal
7,977
12,00
Coke
609
1,600
Crude oil
11,438
12,200
Iron ore
1,064
4l000
Steel
1,419
3,300
Mineral fertilizer
52
500
Cement
2,851
6,500
Cereal grains
11,000
16,000
Pig iron
846
2,000
37,256
58,600
Increase above 1959
21,344
a. .?2/
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Although the performance goals for highway transport and inland
water transport have not been announced, it is estimated that the trend
shown during 1954-59 will probably continue through 1965 for both modes
of transport.*
C. Cost of Planned Improvements
In order to achieve the transportation goals for 1965 and to re-
duce operating costs, the Rumanians have planned a number of improvements
to the transportation system. It is planned to move 4o to 45 percent of
the railroad traffic by electric or diesel,electric power in 1965. 21/
The double-tracked route from Bucharest to Orasul-Stalin (166 km) and the
route from Filiasi to Caransebes (210 km) are planned to be electrified.
Although Rumania has not announced the investment funds allocated to
these electrification projects, it is estimated that the cost will be at
least 1.5 million lei per kilometer of route, exclusive of locomotives.
This estimate is based on the estimated cost of electrification in the
USSR of about 1 million rubles (1.5 million lei) per kilometer of
route.211/ This amount would provide for the expansion of power sta-
tions, the construction of power transmission lines and transformer
stations, and the related improvement of signaling and communications.
The total cost of the electrification of 376 km would amount to 564 mil-
lion lei.
It is estimated that about 50 electric locomotives would be re-
quired for these routes (1 locomotive for each 8 km of route**). Rumania
has no known capability to produce electric locomotives, and the Sino-
Soviet Bloc countries do not produce in sufficient quantities to satisfy
their own needs, so it is probable that the locomotives must be obtained
in Western Europe. Based on the current prices in Western European mar-
kets, the 50 locomotives would require an investment of about 99.6 mil-
lion lei.
Rumania also plans to acquire 330 diesel-electric locomotives
during the 1960-65 plan period. The government recently purchased six
locomotives in Switzerland at 1.6 million Swiss francs each (2.3 million
lei) and obtained a license to construct 10 more in Rumania using diesel
engines and electric motors produced in Switzerland. 22/ Based on these
prices, the dieselization program in locomotives alone will require an
investment of about 755 million lei.
* Highway transport may record a faster rate of growth because more
highway transport facilities will be in the public transportation sector
and statistics will be officially recorded in accordance with the decree
that went into effect on 31 December 1960 (see III, C, p. 8, above).
** Rumania has about 1 steam locomotive for each 4 km of route. One
electric locomotive can replace two steam locomotives.
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Rumania also plans to modernize 4,300 km of highways during
1960-65. 2.Y In 1959 the average cost for modernization of 1 km of
highway was 882,000 lei. 21/ At that rate, the program will require
an investment of 3.8 billion lei.
The plan calls for 11,000 new freight cars by 1965. It is
estimated that a tank car produced in Rumania costs about 45,000 lei
and a gondola car about 43,000 lei. A boxcar probably costs less.
Assuming an average cost of 40,000 lei, an investment of 440 million
lei will be required.
The plan stipulates that 20 new maritime vessels totaling
134,000 deadweight tons (DWT)* will be added to the maritime fleet. 2_Y
At an estimated cost of US $200 (1,200 lei) per DWT, this investment
will amount to 160.8 million lei.
The planned investment in transportation which has been identi-
fied amounts to about 5,813 million lei, or 41.7 percent of the total
investment planned for transportation during 1960-65 as indicated in
Table 4. The balance of more than 8 billion lei presumably will be used
for the purchase of other equipment such as new rail, railroad passenger
cars, trucks, and buses and for allocations to air and inland water
transport. The total amount planned for investment, if actually used,
appears to be adequate at least for the attainment of the major improve-
ment goals.
Table 4
Rumania: Estimated Cost of Investment Project in Transportation
Identified in the 1960-65 Plan
Investment Project
Million Current Lei
Railroad electrification
564.o
Electric locomotives
99.6
Diesel locomotives
754.6
Railroad cars
440.0
Highway modernization
3,794.o
Maritime vessels
160.8
Total
5,813.0
Total investment planned
13,932.0
Balance
8,119.0
* Deadweight tonnage is a measure of the carrying capacity of a vessel
expressed in metric tons -- that is, the difference between the displace-
ment of the vessel light and its displacement loaded.
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APPENDDC A
STATISTICAL TABLES
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Table 5
Rumania: Freight Traffic of Railroads, Highways, Inland Waterways, and Pipelines a/
1950-60
Year
Thousand Metric Tons
Million Ton-Kilometers
Total
Inland
Traffic
Railroads
Highways
Inland
Waterways
Pipelines
Total
Inland
Traffic
Railroads
Highways
Inland
Waterways
Pipelines
1950
38,220
35,069
1,046
1,108
997
8,498
7,598
42
669
189
1951
41,678
38,116
1,185
1,222
1,155
9,802
8,670
50
865
217
1952
50,237
45,194
2,177
1,535
1,331
12,009
10,691
77
910
331
1953
59,948
53,157
3,671
1,546
1,574
13,539
12,193
115
906
325
1954
58,282
50,376
4,768
1,287
1,851
13,676
12,105
195
979
397
1955
69,928
58,963
7,335
1,596
2,034
16,025
14,675
272
648
430
1956
74,442
62,015
8,987
1,300
2,140
16,493
15,260
286
496
451
1957
83,796
65,272
13,746
1,410
3,368
17,807
16,210
375
548
674
1958
94,146
66,643
22,241
1,558
3,704
18,803
17,018
422
585
778
1959
106,010
68,974
30,921
1,574
4,541
19,449
17,475
471
611
892
1960
141,590
77,492
56,598
1,914
5,586
22,641
19,821
936
865
1,019
Percent of Total
1950
100.0
91.8
2.7
2.9
2.6
100.0
89.4
0.5,
7.9
2.2
1951
100.0
91.5
2.8
2.9
2.8
100.0
88.5
0.5
8.8
2.2
1952
100.0
90.0
4.3
3.1
2.6
100.0
89.0
0.6
7.6
2.8
1953
100.0
88.7
6.1
2.6
2.6
100.0
90.1
0.8
6.7
2.4
1954
100.0
86.4
8.2
2.2
3.2
100.0
88.5
1.4
7.2
2.9
1955
100.0
84.3
10.5
2.3
2.9
100.0
91.6
1.7
4.0
2.7
1956
100.0
83.3
12.1
1.7
2.9
100.0
92.5
1.7
3.0
2.8
1957
100.0
77.9
16.4
1.7
4.0
100.0
91.0
2.1
3.1
3.8
1958
100.0
70.8
23.6
1.7
3.9
100.0
90.2
2.3
3.2
4.3
1959
100.0
65.o
29.2
1.5
4.3
100.0
89.9
2.4
3.1
4.6
1960
100.0
54.7
40.0
1.4
3.9
100.0
87.6
4.1
3.8
4.5
a.
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Table 6
Rumania: Passenger Traffic of Railroads, Highways, and Inland Waterways a/
1950-60
Year
Thousand Passengers
Million Passenger-Kilometers
Total
Inland
Traffic
Railroads
Highways
Inland
Waterways
Total
Inland
Traffic
Railroads
Highways
Inland
Waterways
1950
128,408
116,551
11,294
563
8,559
8,155
388
16
1951
187,075
172,662
13,694
719
10,329
9,873
433
23
1952
197,206
180,777
15,744
685
9,621
9,185
412
24
1953
243,005
222,331
19,781
893
12,521
11,971
520
30
1954
248,697
231,856
16,021
820
12,408
11,929
451
28
1955
271,898
251,690
19,257
951
13,052
12,460
558
34
1956
287,112
263,898
22,202
1,012
13,734
13,054
642
38
1957
302,866
265,035
36,743
1,088
14,170
13,323
799
48
1958
275,127
232,604
41,378
1,145
12,542
11,619
875
48
1959
263,297
213,844
48,455
998
11,592
10,558
999
35
1960
287,739
214,823
71,757
1,159
12,197
10,737
1,419
41
Percent of Total
1950
100.0
90.8
8.8
0.4
100.0
95.3
4.5
0.2
1951
100.0
92.3
7.3
0.4
100.0
95.6
4.2
0.2
1952
100.0
91.7
8.0
0.3
100.0
95.5
4.3
0.2
1953
100.0
91.5
8.1
0.4
100.0
95.6
4.2
0.2
1954
100.0
93.3
6.4
0.3
100.0
96.2
3.6
0.2
1955
100.0
92.6
7.1
0.3
100.0
95.5
4.3
0.2
1956
100.0
91.9
7.7
0.4
100.0
95.0
4.7
0.3
1957
100.0
87.5
12.1
0.4
100.0
94.1
5.6
0.3
1958
100.0
84.6
15.0
0.4
100.0
92.6
7.0
0.4
1959
100.0
81.2
18.4
0.4
1001.0
91.1
8.6
0.3
1960
100.0
74.7
24.9
0.4
100.0
88.1
11.6
0.3
a. 12/
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Table 7
Rumania: Freight Traffic on the Rumanian State Railroad, by Commodity 2/
1950-60
Commodity
1950
1951_
1952
1953
1954 1955
1956
1957
1958
1959_
1960_
Thousand Metric Tons
Total
35,069
38 116
45,194
53,137
50,376
58,963
62,015_
65,272
66,643
68,974
77,492
Crude oil and petroleum products
3,801
4,586
5,962
7,606
8,837
9,873
10,336
9,851
9,802
10,184
9,964
Coal
3,013
3,431
3,792
3,955
3,836
4,255
4,648
5,310
5,719
6,296
6,631
Coke
492
441
560
649
635
695
451
746
755
884
1,018
Ferrous and nonferrous metallurgical
products, machines, and equipment
1,585
1,473
1,756
2,179
1,802
2,338
2,395
2,939
3,346
4,094
5,502
Wood products
3,983
4,430
4,804
5,572
5,385
5,616
5,624
6,292
6,558
6,716
7,115
Firewood
3,048
2,938
3,120
3,032
3,291
3,187
3,305
3,452
3,440
3,342
3,607
Quarry and ballast products
6,910.
6,818
9,442
11,460
8,425
11,523
13,212
14,588
14,276
12,973
13,943
Construction materials
2,534
2,760
3,189
4,132
3,454
4,083
4,274
4,658
5,093
5,324
5,778
Cereal grains
1,922
1,892
2,010
2,225
2,156
2,919
2,210
2,077
2,500
2,196
2,909
Sugar beets
537
1,076
744
798
791
1,187
1,153
1,446
1,221
1,575
2,685
Products of the light and chemical industries
633
582
559
537
579
730
821
1,121
'1,311
1,623
1,949
Food products
2,224
2,400
2,634
2,803
3,036
2,955
3,197
3,406
3,336
3,436
3,916
Other commodities not identified
4,387
5,289
6,622
8,189
8,149
9,602
10,389
9,386
9,286
10,331
12,475
Percent of Total
Total
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
100.0
Crude oil and petroleum products
10.8
12.0
13.2
14.3
17.5
16.7
16.7
15.1
14.7
14.8
12.8
Coal
8.6
9.0
8.4
7.4
7.6
7.2
7.5
8.1
8.6
9.1
8.6
Coke
1.4
1.2
1.2
1.2
1.3
1.2
0.7
1.1
1.1
1.3
1.3
Ferrous and nonferrous metallurgical
products, machines, and equipment
4.5
3.9
3.9
4.1
3.6
4.0
3.9
4.5
5.0
5.9
7.1
Wood products
11.4
11.6
10.6
10.5
10.7
9.5
9.1
9.6
9.8
9.7
9.2
Firewood
8.7
7.7
6.9
5.7
6.5
5.4
5.3
5.3
5.2
4.8
4.7
Quarry and ballast products
19.8
17.9
21.0
21.7
16.7
19.6
21.1
22.4
21.5
18.8
17.9
Construction materials
7.2
7.2
7.1
7.8
6.9
6.9
6.9
7.1
7.6
7.7
7.5
Cereal grains
5.5
5.0
4.4
4.2
4.3
5.0
3.6
3.2
3.8
3.2
3.8
Sugar beets
1.5
2.8
1.6
1.5
1.6
2.0
1.9
2.2
1.8
2.3
3.5
Products of the light and chemical industries
1.8
1.5
1.2
1.0
1.1
1.2
1.3
1.7
2.0
2.4
2.5
Food products
6.3
6.3
5.8
5.3
6.0
5.0
5.2
5.2
5.0
5.0
5.1
Other commodities not identified
12.5
13.9
14.7
15.4
16.2
16.3
16.8
14.4
13.9
15.0
16.0
25
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Table 8
Rumania: Basic Data and Performance Factors of the Rumanian State Railroad a/
1955-60
Performance Factor
Unit
1955
1956
1957
1958
1959
1960
Length of route
Kilometers
10,967
10,967
10,967
10,998
10,998
10,981
Route density (land area per kilometer
of route)
Square kilometers
21.6
21.6
21.6
21.6
21.6
21.6
Ton-kilometers per route-kilometer
Thousand kilometers
1,338
1,391
1,470
1,476
1,589
1,805
Passenger-kilometers per route-kilometer
Thousand kilometers
1,136
1,190
1,215
1,056
960
978
Traffic-kilometers per route-kilometer
Thousand kilometers
2,474
2,581
2,685
2,532
2,549
2,783
Total number of railroad employees
Persons
139,900
137,100
131,800
131,400
133,200
138,000
Traffic-kilometers per railroad employee
Kilometers
194,000
206,500
223,400
212,000
210,500
221,400
Turnaround time for freight cars
Days
4.33
4.43
4.12
3.94
3.82
3.58
Average load per car 1.3"
Metric tons
16.5
17.0
17.0
17.0
17.0
17.0
Average length of haul
Kilometers
239
246
247
244
242
243
Maximum number of freight cars in use
at peak traffic period si
Units
52,220
54,400
53,190
51,444
53,333
55,200
b. Estimated.
c. Estimated on the basis of the average load per car and turnaround time.
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Table 9
Rumania: Estimated Length and Location of Petroleum Pipelines
1960
Origin
Location of
Repumping Station
Destination
Length
of Pipeline
(Kilometers)
Outside Diameter
of Pipeline
(Inches)
Year Placed
in Operation
Crude Oil Gathering Lines
Ploesti fields
Baicoi
Ploesti area
2,000
2 to 5
N.A.
Oltenia fields
N.A.
Ploesti area
225
8
1958
Moldavia fields
N.A.
Moldavian refineries
loo
2 to 10
1957
Tirgoviste fields
N.A.
Ploesti area
55
8
1958
Total
2,380
Product Lines
Baicoi
Ploesti
Faurei
130
9 to lo
1919
Buzau
Faurei
Hagieni
Constanta
170
lo
1919
Cerna Voda
Palas
Baicoi
Ploesti
Faurei
130
lo
1950
Buzau
Faurei
Galati
Reni (USSR)
110
lo
1950
Ploesti area
N.A.
Bucharest
6o
lo
N.A.
Cimpina refinery
Ploesti
Giurgiu
160
5
1916
Total
76o
a. Faurei is a storage-in-transit station on the line from Baicoi to Constanta and Reni by way of Ploesti and
Buzau.
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Table 10
Rumania: Number of Persons Employed in All Modes of Transport a/
1950 and 1955-60
Persons
Public Transportation
Railroad Highway River and Maritime Civil Air
Year Total Transportation Total Transport Transport Transport Transport
1950
123,800
118,300
102,900
5,900
9,100
400
1955
183,900
163,900
139,900
12,900
10,100
1,000
1956
180,500
163,300
137,100
15,600
9,500
1,100
1957
173,100
157,500
131,800
15,500
9,000
1,200
1958
174,900
159,300
131,400
17,800
81800
1,300
1959
179,500
164,800
133,200
21,500
8,800
1,300
1960
192,400
180,600
138,000
31,300
10,000
1,300
a. .3.31
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,
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APPENDIX B
js
METHODOLOGY
The techniques utilized in estimating levels of operating effi-
ciency in Rumania are given in some detail in the body of the report.
The measures of railroad operating efficiency in which traffic density
and labor productivity are discussed are based on the arbitrary assump-
tion that 1 ton-kilometer and 1 passenger-kilometer are equal and that
each requires identical track space and labor output.
The methodology employed in estimating the number of freight cars
in use is based on the estimated average load per freight car and the
number of times that each freight car is used per year. The turn-
around time of a freight car divided into 365 days per year equals the
number of times each freight car is loaded during the year. This fig-
ure times the average load per car equals the number of tons each car
carries per year. This figure divided into the total tons carried dur-
ing the year (and adjusted to compensate for the peak traffic period)
equals the number of freight car units required to carry the tonnage.
This result is believed to represent about 90 percent of the freight
cars required because 10 percent of the total freight car inventory is
believed to be out of service for repair and maintenance at any given
time.
Investment data for 1950-59 are taken from official Rumanian
statistical publications. Data for 1960-65 are taken from official
publications pertaining to the Six Year Plan. In both instances the
estimated investment in transportation is based on the assumption
that 86 percent of the funds allocated to transportation and communi-
cations combined were or will be allocated to transportation.
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: Middle Danube
Kovin
(7 me)
Iron Gates
and
Cataracts Section
ziaS0072)
Moldova Veche
0049)
THE DANUBE RIVER
in Rumania
Tumu Severin
(930)
Lower Danube
USSR
RUMANIA
".