HAULING TIMBER ON USSR RAILROADS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000700060188-6
• Release Decision: RIPPUB
• Original Classification: R
• Document Page Count: 16
• Document Creation Date: December 22, 2016
• Document Release Date: October 6, 2011
• Sequence Number: 188
• Publication Date: May 3, 1952
• Content Type: REPORT

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INFORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROADCASTS CD NO.
CLASSIFI me,
FOR OFFIIIAL USE ONLY
'CENT . REPORT
COUNTRY USSR
SUBJECT Economic; Transportation - Rail
HOW
PUBLISHED Book
WHERE
PUBLISHED Nose
DATE
LANGUAGE Run
Till n00111? CO.TAIII, UnRM~noM unrnRM III unRMA RMFLFI
OF TIIC UNITED Cnn, WINlI of HUMID. OF OFIOIOII ACT OR
5.0. C.,1 AOO ,,. AS wenu. In n111RM1Og11 OF nF On~YnO.
rq.
OF ITS CO.1R, IM ART MAMMON TO AM YOnnollal ,in0M IS
.INTRM by 11.. RMnti"rnO. OF TIII, FORM I. now.....
DATE DIST. 3
May 1952
NO. OF PAGES
16
SUPPLEMENT TO
REPORT NO.
Osn Planirovani Perevozok na Zheleznodorozbnom rte
Ftmdanentals of the Planning of Hauling on Railroad Transport , Yu.
I. Koldomuov, Gosudarstvennoye Transportnoye Ehlelesnodorozhno
Izdatellstvo, Moscow, 1949, pp 197-204, 272-281,
Hauling Characteristics
In 1947, timber tauling amounted to 7.8 percent in tons and 9.5 percent
in ton-kilometers of the total freight turnover on the railroads. Of the
total amount of timber hauled by the railroads, round timber amounted to 45
percent, construction timber and pit props amounted to 28 percent, sawed tim-
ber-amounted to 16 percent, and railroad ties amounted to 11 percent.
Timber hauling on the USSR railroads is influenced by the geographical
distribution of the timber producers, processing industries, and consumer
industries.
The forest areas of the Soviet Union are distributed most irregularly.
Notwithstanding the fact that nearly one third of the territory of the Soviet
Union is covered with timber, slightly more thud one ?ifth of all the timber
resources is concentrated in European USSR, while the main timber reserves
are located in Asiatic USSR. The deficiency of European USSR is aggravated
by the fact that nearly half of the timber reserves are located in watershed
areas, where only limited extraction of timber is permitted. The principal
timber-supplying regions of European USSR are in the European'North, the
Karelo-1inr sh SSR, and the Emma River Basin. In spite of the considerable
timber resources of the Soviet Union, the main industrial centers are located
in. the timber-deficient areas, where it is necessary to bring'in timber and
lumber. by rail transportation.
The geo"raphic distribution of timber reserves, timber-processing in-
duste-es, and the main industrial centers throughout tL country prede-
termines the flow routes of timber from the Fast to the vest and from the
north to the south. The average length of haul of timber via rail during
the past few decades is shown in the following table:
STATE RAW
ARMY D(I AIR
DISTRIBUTION
I I
FOR .OFf(C ft1 USE ONLY
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F
Kilometers
Kilometers
1913
415
1943
699
1934
743
13"4
749
1940
lgol9
1945
780
1941
953
1W
831
1942
632
1947
860
While the average length of haul of timber in 1946 was 830 Li] kilo-
meters, t)'.at of round timber vas 580 kilometers, pit props 1,120 kilometers,
lumber 957 kilometers, and railroad ties 877 kilometers.
The shorter average length of haul of timber via rail ip prerevolutionary
Russia was largely the result of irrespokjible felling of timber in the easily
accessible and densely inhabited regions. This impoverished the main forest
areas of the north. while the Asiatic part of the country was left untouched.
This contributed greatly to the inefficient distribution of the wood-process-
ing industry. Over 50 percent of pl;vood production was,ooncentrated in the
west and northwest; the largest sawmills were also located in European Russia.
The consequences of this uneven distribution of the vood-processing industry
in prerevolu';iomaty Russia are evident in the hauling of timber via railroad
even to the present tuns. Now, 80 percent of the sawmills p the paper in-
dustry (except the Sakhalia Island enterprises), 30 percent* the plywood
industry, and a great part of the furniture industry are located in European
USSR. However, timber-processing industries are beginning to be developed in
the eastern regi,n.., where the main timber reserves are located.
Inadequacies in the distribution of timber-processing industries aggra-
vate the deficiency of the lightly wooded areas and cause excessive long-
distance hauling of unprocessed timber by the railroads. The irregular dis-
tribution of the timber-processing industries leads to inefficient hauling of
sawmill products, and expecially plywood and furniture, from European USSR
and the Urals to the Siberian regions.
In the postwar years, changes in the location of lumbering operations
and the freight flow of timber via railroad are taking place. Lumbering
operations in t;:e eastern regions of the USSR are being increased along with
limited operations in the south and west, within the capabilities of the
limited resources of these regions.
The pattern of timber hauling via railroad and the proportion of pro-
duction and consumption of timber by the main economic regions changed sub-
stantially during World War II. Thus, for example, the amount of lumber
hauled in 1940 comprised 27 percent of all timber hauled.. This figure sank
to 17.8 percent in 1945. The decrease in the proportion of lumber, in the
over-all amount of timber hauling was accompanied by an increase in the need
for rolling stock. Thus, if 25.27 square meters of lumber were loaded on a
flat car, only 21.P? square meters of round timber could be loaded, which is
almost 15 percent less. Simultaneously with the changes in the timber-hauling
pattern during World War II, there occurred considerable changes in the freight
flow of timber.
At the end of the war, lumbering operations, compared with 1940, increased
sharply in the remoter areas, particularly in the forth, the northwest, East
Siberia, and the Far East. In addition, timber hauling in the vest and the
Volga areas exceeded the prewar level. In 1946, timber shipments via rail de-
creased 17 percent in comparison with 1940., Together with this, lumber haul-
ing from the south rose from 7.2 percent in 1940 to 15 percent in 1946; from
the vest, it rose from 6.6 percent to 16.2 percent. The decrease in the length
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of haul of timber at the expense of increased extraction of timber from nearby
regions of the west and south occurred during the war as a consequence of
the forced felling of locall; important timber and timber from the watershed
arena. Because of the deficiency of coal in the central areas of the country,
there occurred intensified felling of timber for firewood, particularly in the
Moscow area.
During the war years, along with the general decrease in the procurement
of pit props in the north (one of the main sources for European USSR), the
need for pit props in this area increased. The requirements for pit props in-
creased substantially in West Siberia and the importing of mine timber into
Kazakhstan and Central Asia also increased. In the postwar period, there
came about a rapid transfer of lumbering operations to the east and northeast,
which caused an increase in the length of haul of timber via rail.
Planning Timber Hauling
The main feature in planning timber hauling via rail is the great number
of timber shippers. In addition to the Ministry of Timber and Paper Industry
USSR, whose shipments of timber comprise 60 percent of the total, there are
150 other ministries and organizations engaged in their own procurement of
timber and carrying out the shipping of this timber for their respective con-
sumers. The larghae number of timber shippers has a great influence on -the organiza-
tion of timber hauling via the ra-lrouia.
Planning the hauling of pit props and the special types of lumber of all
timber shippers, as well as timber procured by the Ministry of Timber Industry
USSR, the Ministry of Internal Affairs, and the Ministry of Forestry USSR, is
centered in Glavlesosbyt (Main Administration of Timber Sales) of the Ministry
of Timber and Paper Industry USSR. Planning the hauling of the rest of the
timber is done by the timber-supplying ministries, which receive separate
cerloading norms from Gossnab USSR (State Committee for the Material and Tech-
nical Supply to the National Economy, Council of Ministers USSR).
In conformance with the carloading norms prepared by Gossnab USSR for
each quarter for the Ministry of Timber and Paper Industry USSR and the
timber-supplying ministries, all ministries and departments present to Goes-
nab USSR a timber-hauling plan for each type of material according to rail-
-oad system of origin and railroad system of destination.
Then; for each type, Gossnab USSR prepares an over-all plan of hauling
according to railroad system of origin and railroad system of destination.
Obviou..iy inefficient hauls, permitted various shippers, are excluded from
the plan and, when necessary, are limited to exchanges of timber between self-
supplicr ministries to prevent inefficient hauling of timber via the rail-
roads.
This over-all plan is referred to the Ministry of Transportation for
execution. The Ministry of Transportation transmits to the administrations
of the railroad systems the timber carloading norms for each ministry accord-
ing to railroad system of origin and railroad system of destination.
In turn, the self-pupplier ministries submit timber carloading worms to
their local organizations, which present to the railroad administrations de-
tailed plans of hauling according to stations and systems of origin and sta-
tions and systems of destination.
A separate plan of hauling for mine timber and other special types of
lumber is compiled in the Main Administration of Timber Sales of the Ministry
of Timber and Paper Industry USSR.
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T'r91111111111111W
All ministry-consumers which are provided with timber according to a
supply plan present to tt~. Ministry of Timber and Paper Industry USSR orders
with designated points of consumption of this or that kind of timber. The
Ministry of Timber and Paper Industry USSR, knowing the distribution of timber
rosources according to trusts, assigns the separate trusts to consumers. A
detailed plan of hauling according to station and system of origin and des-
tination is presented to the administrations of the railroad systems by the
timber trusts.
In the areas of heavy timber loading, where there are several trusts, the
plan of hauling for each railroad is prepared by the Ministry of Timber and
Paper Industry USSR.
The centralization of planning timber hauling and the wide use of timber
interchange operations between enterprises of the various ministries and de-
partments 're unfailing means of pre.anting inefficient hauling of timber via
the railroads.
Standard Freight Flow Pattern for Timber
The standard freight flow pattern for timber on the railroads, separated
into basic types, permits the subordination of the planning of timber hauling
to a definite order and prevents the inefficient hauling of timber via the
railroads.
. The first standard freight flow pattern for timber was developed by the
REPS (People's Commissariat of Transportation) and Narkomles (People's Com-
milsariat of Timber Industry) in 1935 - 1937. In 1941, after the organiza-
tion of the Main Administration of Timber Sales and, subsequently, Glavsnables
(Main Administration for the Supply of Timber to the National Economy, Council
of Ministers USSR), the planning of wood and timber hauling was accomplished
by a centralized order.
In spite of a number of measures to decrease the length of haul and the
number of partially loaded hauls, the railroads have permitted excessive long
hauling and counterhauling of timber. In 1944, 2,600 carloads of timber were
hauled from Siberia to the Urals, a distance of 2,500 kilometers. In European
USSR, 3,100 carloads v re hauled a distance of more than 4,000 kilometers.
Also, timber from the Siberian railroads was sent to the Kuybyshev System and
the Central Asian railroads and from the Kazan' System to the Odessa, Stalin,
end Southern Systems. Together with the excessive long hauling and counterhaul-
ing via the railroads, scattered loading of timber was permitted, hindering the
long-distance through hauling of timber and excessively clogging the rail cen-
ters. River transportation has not been sufficiently used for transporting
timber, particularly by industrial enterprises located along the rloating
ri':ere.
In 1945, the government introduced the. following limitations on ha,:,.ing
timber via rail:
1. Prohibited the hauling of timber from the railroads of the Urals,
i. e., the Perm' 3-stem (east of Yar), the Sverdlovsk System, the South Ural
System, beyond the South Ural System, the Orenburg System, the 0m3k System,
and the Karaganda System, except for plywood, ties, and timber necessary for
agricultural machine building and motor vehicle and railroad car building.
2. Prohibited the hauling of timber, excluding cedar and larch, from
the Siberian railroads, 1. e., the Tomsk System, the Krasnoyarsk System, and
the East Siberia System west of the station of Omsk.,
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In 1945, the government boosted timber procurement in Kemerovo, Novo-
sibirsk, and Tomsk oblasts in order to stop the hauling of pit props to the
Kuznetsk Basin from the Krasnoyarsk System.
to order to relieve the railroads of carrying timber, increased timber
procurement was provided for in the Kama and Unzha river basins, the Karelia
area, Arkhangelsk, Leningrad, Kirov, and Vologda oblasts, Belorussia, West-
ern Ukraine, Northern Caucasus, and the Urai regions. The creation of a tim-
ber transshipping base at Astrakhan' made it possible to c'lp timber, pro-
cured in the Kama River Basin, by river transportation to Astrakhan', where it
is transshipped and. then sent by rail or maritime transport to the Caucasus
railroads. By 1950, the hauling of timber and timber floating along the Kama
River should sharply increase and amount to 14.4 million cubic meters. This
timber goes mainly to consumers in the Ural and Volga areas. In 1950, the
transit floating of timber in a southerly direction along the Kama River
should amount to about 9 million cubic meters o: assorted commercial types of
timber
To make the freight flow of timber more efficient, the Ukraine, Belo-
russia.the Karelo-Finnish and Baltic republics, and the Arkhangelsk and
Vologda areas have been directed to supply pit props to the Donets Basin.
In 1946, the Ministry of Transportation, jointly with Olavsnables,
approved a list of permissible freight-flow routes for hauling pit-prop tim-
.ber, round construction timber, saw logs, timber supports, and general lumber.
This list is given in the appended table of permissible flow routes.
This plan, now in operation, must be considered temporary and subject to
amendment because of the changing distribution of the timber-procurement opera-
tions.
In 1948, the Council of Ministers USSR, by decree, adopted resolutions
aimed at the abolition of counterhauling of timber and the more complete
satisfaction of the requirements of enterprises located in interior points.
By the same decree it adopted resolutions prohibiting, beginning with 1949,
'she hauling of timber (excluding pit props, high-quality coniferous wood,
larch, oak, basswood, plywood, matchstick wood, and shipbuilding timber) from
forests of the second group, located in Vladimir, Voronezh, Kalinin, Kuybyshev,
Novosibirsk, Ryazan', Tambov, and Pskov oblasts, and also in the Ukrainian SSR.
Any necessary changes are to be introduced to conform to the changes in
the location of the timber stocks in the hauling of timber in 1949 - 1950.
With a view toward future efficient timber hauling, the Council of Mini-
sters USSR decreed a decrease in the hauling of commercial timber via rail-
roads to West Siberia from the Urals and to the Urals from the central areas,
starting 1 July 1949, and an increase in the hauling of commercial timber in
West Siberia and the Urals. Starting with the second quarter of 1949, in con-
nection with the growth of timber procurement in Primorskiy Kray, the hauling
of timber to Primorskiy Kray on the Amur and Far East systems is to be pro-
hibited. Simultaneously with the beginning of the 1949 navigation period,
hauling timber via railroad to the following towns located on water routes is
prohibited: Astrakhan', Kptlas, Onega, Tyumen', Omsk, Svododnyy, Vologda,
Kineshma, U1'yanovsk, Kostroma, Gor'kiy, Stalingrad, Arkhangel'ak, Biysk, Kras
novodsk, and Kazan'. These cities should be completely supplied with timber
by rafting.
Improving Timber Hauling
The fundamental task in improving timber hauling via railroads is to
improve the distribution of timber-procurement areas in relation to the con-
sumption of timber in the USSR and to facilitate the freight flow of t'.mber
via rail on this basis.
-5-
^N*WL.
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In distributing the timber-procuring areas, it is necessary that rail-
road hauling of timber between areas be effected along the shortest routes,
chiefly from the north to the mouth, and to reduce to an indispensable minimum
the long-distance hauling of timber.
To improve timber hauling by the rail. reds, the supplying of timber will
be carried out as follows:
1. European USSR is to be provided with timber through a maximum in-
crease of timber procurement in the areas of the European North, the Barelo-
Finnish SSR, and the Barra and Vyatka rivers. Increasing timber procurement
in the European North presuppos4s the utilization of the forests of the Mezen',
Vychegda, Pechora, Northern Drina. and Onega rivers. Increasing timber pro-
curemgnt inthe Kama River Basin permits the fulfillment ox timber requirements of
the Ural and Volga regions and an increase of through rafting of timber to
Astrakhan' to satisfy the demands for timber in the Caucasus, the Donets Basin,
said Central Asia.
2. Central Asian areas should satisfy their timber requirements from the
resources of West Siberia and Krasnoyarsk Kray.
3. The Karaganda Coal Basin should be supplied with Siberian timber.
4? The Kuznetsk Coal Basin should be supllied with timber from the
Ob'-Irtysh Basin and West Siberia.
5. Timber requirements of Primorskiy Kray should be met from local re-
sources, which will necessitate increased procurement of local timber.
Together *tth the development of timber procurement and the increased
proportion of river transportation in the hauling of timber, improvements
in location of timber-processing industries, particularly sawmills, are very
important !n making timber hauling via railroads more efficient. This should
be attained through the increased construction of timber-processing enterprises
in the procurement areas, and also at river and rail transportation junction
points. It is expedient to saw round timber at the procurement area and to
limit the hauling of saw logs over distances greater than 300 kilometers.
Replacing the hauling of commercial timber with ;the hauling of finished
products and semifinished products would relieve the railroads. The efficient
location of sawmills is an important factor in reducing the volume of timber
hauling via railroads.
The natural and artificial seasoning of raw timber and the peeling of
timber has great importance in relieving the railroads of inefficient timber
hauling. It is necessary to keep in mind that in green timber, water accounts
for 40 percent of the total weight. This complicates its transportation over
long distances. Drying the timber and hauling it in saved form reduces ;he
requirements for rolling stock, as is shown in the following table:
No of
Cars
Type of Timber Amt of Timber Carload
Re quired
1,000 cm m tons
Round timber 1,000 20
Round timber cnpvrrted
50,000
+,. green lumber 300 25
Timber converted to
12,000
dried lumber 30
10,000
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A big factor }n reducing inefficient hauling is the development of lumber
interchange operations between the various timber producers.
Table of Permissible Flow Route
Listed below are the permissible flow routes for pit-propping timber,
round construction timber, saw logs, -support timber, and general lumber, accord-
ing to railroad system of origin and destination, as of 1 September 1946. This
list was sgp~~rovod by the Minister of Transportation and Chief of Glavenables in
order No o524 of 14 August 1946.
Numbers in. parentheses and asterisks refer to notes in the "Remarks"
icolumn of the table.
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Railroad systems of Destiatttoq
originating
Railroad
System Ro
General
Lumber
October
Kalinin
Moscow Inner
Belt Line
lloscw-Kiev (1)
Kalinin
Moscow Inner
Belt Line
Moscow-Kiev (2)
Western
Moscow Inner
Belt Line
Yaroslavl' (5)
October ,(3)
Rosasd construction
Timber, Saw
Logs, Support
Timber
October October
North Donets Kalinin
South Donets Moscow Inner
Belt Line
Kalinin
Moscow Inner
Belt Line
Moscow-Kurek
South Donets
Moscow-Donbass
Kalinin
Moscow ?.ner
Belt Line
Moscow-Kiev
Moscow-Kursk
North Donets* October (3)
Moscow-Donbass Western
Moscow-Kursk Moscow-Kiev
Yaroslavl' (5)
Moscow Inner
Belt Line
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Lumber from Onega
statiog.:censidered
originating on
Northern System
(1) Not beyonn Bry-
enek
(2) Not
otsbfyond Bry-
*Only small pit
Props 10cm thick
and finished sup-
ports up to 1.8m
long
(3) Only from Bee-
hetsk-Bologoye,
Staraya-Ruosa-
Bologoye, and
Kresttey-valday
Sectors
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(4) Not beyond
Bryansk
(5) Only from
Udomlya-Bezhecak
Sector
Moscow-Kiev (9)
Southern
t
(6) only on
Bigosovo-Smolensk
and Stolbtsy-Smo-
lensk Sectors
and adjoining
sections
(7) Only to Minsk
(8) Only from
Moscow-Mozhaysk
Sector
(8a) Proe Muscov-
Mozhaysk Sector
for Dvortaa
Sovetov
(9) only on Bryansk-
ezhin Sector
North Donets October October
North Donets -western (6) Western (6)
South Donets North Donets Southern
South Donets North Donets
Stalin South Donets
North Caucasus Stalin
Ordzhonikidze North Caucasus
Azerbaydzhan Ordzhonil,-dze
Transcaucasus Azerbaydzhan
Transcaucasus
North Donets Western (7)
South Donets South Donets
North Donets
Stalin
North Caucasus
Ordzhonikidze
Azerbaydzhan
Transcaucasus
Western (7)
Southern
North Donets
South Donets
Stalin
North Caucasus
Ordzhonikidze
Azerbaydzhan
Transcaucasus
Moscow-Kursk (8) Belorussian Belorussian
North Donets Southern Southern
North Donets Stalin
North Caucasus Moscow Inner
Most W Inner Belt Line (8a)
Belt Line (8a)
Southern Southern
North Donets North Donets
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/Adjoins page 9 here
South Donets South Donets North Donets
North Caucasus Stalin South Donets
Ordzhonikidze North Caucasus Stalin
Transcaucasus Ordzhonikidze Azerbaydzhsn
Azerbaydzhan Azerbaydzhan
Transcaucasus
Brest-Litovsk North Donets North Donets Southwestern (10) Only from
South Donets South Donets North Donets Baranovichi-Stolb-
Stalin Stalin South Donets tsy Sector to
North Caucasus Western (10) Stalin Minsk
Transcaucasus North Caucasus
Ordzhonikidze
Azerbaydzhan
Transcaucssus
0
Kovel' North Donets Southwestern Southwestern
South Donets Vinnitsa Vinnitsa
Odessa Odessa
Stalin North Donate
North Donets South Donets
South Donets Stalin
Odessa Kishinev Kishinev
North Donets Odeesr. Odessa
South Donets Stalin South Donets
Stalin South Donets Stalin
Vinnitsa Vinnitsa
Odessa Odessa Odessa
South Donets Stalin Stalin
Stalin
Southwestern Stalin Stalin Stalin
South Donets South Lonets South Donets
Odessa
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(11) Only oak mine
timbers
(12) For Leningrad
and Moscow
(13) Only in stations
of Moscow Bail Center
(14) only on Moscow-
Bryansk Sector
*Only small: pit
props 10 cm thick
and finished supports
up to 1.84 long
r
STAT
*Only sash pit
props 10 ea thick
and finished supports
up to 1.8 a long
fKdioins page 10 here
South Donets
Stalin
Odessa
Stalin
Odessa
Stalin
Worth Donets (11)
South Donets (11)
Stalin (11)
October
October
October (12)
Moscow Inner
Kalinin (13)
Kalinin (13)
Belt Line
Western (13)
Western (13)
Moscow-Kiev (14)
Yaroslavl,
Yaroslavl,
Moscow-Kursk
Moscow-Ryazen'
Moscow-Ryazan'
North Donets*
,Moscow Inner
Moscow Inner
South Donets*
Belt Line
Belt Line
Moscow-Donbass
Moscow-Kiev (14)
Moscow-Kiev (14)
North Caucasus
Moscow-Kursk
Moscow-Kursk
Moscow-Donbass
Southern
Bout aastern
Moscow-Donbass
North Caucasus
North Donets
Ordzhonikidze
SoutheW-arn
Azerbaydzhan
North Caucasus
Transcaucasus
Ordzhonikidze
North Donets
Azerba dzhan
Southern
Transcaucasus
Moscow-Kursk
Moscow Inner
Moscow Inner
North Donets
Belt Line
Belt Line
Moscow-Donbass
Moscow-Kursk
Moscow-Kursk
Moscow-Donbass
Mosco -Donbass
Moscow-Kursk
Moscow-Ryazan?
Moscowlyazan'
Moscow-Donbass
Moscow Inner
Moscow Inner
Southeastern
Belt Line
Belt Line
North Caucasus
Moscow-Kursk
Moscow-Kursk
North Donets*
Moscow-Donbass
Southeastern
Stalingrad
Southeastern
Stalingrad
Ldioins page 32 here
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North Donets*
Stalingrad
North Caucasus
Ordzhonikidze
Tranecaucasue
Azerbaydzhan
Moscow Inner
North Caucasus
Ordzhonikidze
Transcaucasui
Azerbaydzhsn
Moscow Inner
Southeastern
Belt Line (15)
Belt Line (15)
Moscow-Donbass
Southeastern
Southeastern
Ryazan'-Ural
Moecev-Kursk
Moscow-Kursk
Moscow-Kursk
Southern
Southern
Southern
North Donets
North Donets
South Donets
South Donets
South Donets
Stalin
Stalingrad
North Caucasus
Ordzhonikidze
Stalin
Moscow Inner
Moscow Inner
Tashkent
Belt Line (16)
Belt Line (16)
Ashkhabad
Moscow-Byazan'
(16)
Stalingrad
Karaganda (17)
Stalingrad
North Caucasus
Moscow Inner
North Caucasus
Ordzhonikidze
Azerbaydzhan
Trensscaucasus
Ryazan'-Ural
Kuybyshev
Yaroslavl'
Ordzhonikidze
Azerbaydzhan
Trenscaucasus
Ryazan'-Ural
Kuybyshev
Yaroslavl'
Belt Line
Oor'kiy
Oar'kiy
North Donets
Moscow-Ryazan'
Mosc v-Ryazan'
CAdJoins page 13 here)
i
(15) only troy
Cherusti-.T.yubertsy
Sector
*Only small pit
props 10 ca thick
and finished supports
up to 1.8 m long
(16) only from
Arzamas-Cherusti
Sector
(17) Only frog
Druzhinino Agryz
Sector
Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6
STAT
 Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6
Jdjoine page 12 here,
South Donets
Moscow-Donbass
North Caucasus
Kaiaganda
Moscow-Kursk
Moscow Inner
Belt Line
Moscow-Donbass
Southeastern
North Caucasus
Ordzhonikidze
Azerbaydzhan
Transcaucasus
North Donets
South Donets
North Donets
South Donate
Moscow-Kursk
Moscow Inner
Belt Line
Moscow-Donbass
Southeastern
North Caucasus
Ordzhonikidze
Azerbaydzhan
Transcaucasus
North Donets
Stalingrad
North Caucasus
North Caucasus
North Caucasus
Ordzhonikidze
Ordzhonikidze
Ordzhonikidze
Tranecaucasus
Transcaucasus
Trsnsceucasus
Azerbaydzhan
Azerbaydzhan
Ordzhonikidze
Ordzhonikidze
Azerbaydzhan
Azerbaydzhan
Transcaucasus
Transcaucasus
Ordzhonikidze
Azerbaydzhan
Azerbaydzhan
Azerbaydzhan
Trenscaucasus
Transcaucasus
Transraucaeua
Ryazan'-Ural
Tashkent
Tashkent
Kuybyshev
Ryazan'-Ural
Stalingrad
Stal
Orenburg (19)
Ryazan'-Ural
Ryazan'-Ural
Tashkent (19)
North Caucasus
Orenburg (19)
Ashkhabad (19)
Orenburg (19)
Tashkent (19)
LAdjoins page 14 here
Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6
(18) Only oak mine
timbers
(l~) From sectors
on-the left
bank of the
Volga River
STAT
 Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6
North Caucasus (20)
South Ural
Orenburg
South Ural
Karaganda
Orenburg
Kar?Zands
[Adjoins page 13 here.]
Tashkent (19) Ashkhabad (19)
Ashkhabad North Caucasus
Ordshonikidse
Azerbaydzhan
Transcaucasus
Tashkent
Ashkhabad
Moscow Inner Moscow Inner
Belt Line (20) Belt Line (20)
Kuybyshev (20) Nyazan'-Ural (20)
Sverdlovsk )
Sa(21) ) bvrdlovsk (2
South Ural North Caucasus (20)
Orenburg Orenburg
South Ural South Ural
Karagmda Karaganda
Omsk
Omsk (22)
Orenburg Orenburg
Omsk (23) Karaganda
Karaganda Omsk (23)
LAdjoins page 15 here.)
(20) Only from
Fosforitnava-
Yar-Kirov Sector
(21) Only'on the
Shalya-Sverd-
lovsk Sector
Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060
Turkestan-
Turkestan-
Turkestan-
Siberia
Siberia
Siberia
Tashkent
Tashkent
Tashkent
Ashkhabad
Ashkhabad
Ashkhabad
Omsk (23)
Omsk (23)
'_'urkestan-
Turkestaa-
Siberia
Siberia
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Bast Siberia
Transbaykal
[d~oina page 14 here]
Tashkent
Mhkbabad
Tomsk
Tasbkeat
Ashkhabad
Tomsk
Far Best Amur
Primorskiy
Turkestan-
Siberia
Tashkent
Ashkhabad
Osak (23)
Tomsk
Krasnoyarsk
Transbsykal
Turkestan-
Siberia
Tashkent
Ashkhabad
Omsk (23)
Tomsk
Krasnoyarsk
Transbaykal
Far Bast
Primorskiy
Primorskiy
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STAT
 Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6
r
STAT
NOTg: Freight flow- routes for iatresystem hauling are made up by the chiefs
of'the respective systems; Not included in the above list are special
hams of-timber permitted by the governoent. These bau i are carried
out on special orders of the Ministry of Transportation and 6lavlesosbyt
or the Ministry of Timber and Paper Industry RSSR.
Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6