SPECIFIC RAILROAD LINES IN BULGARIA

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP81-01043R004200030010-7
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 63
• Document Creation Date: December 27, 2016
• Document Release Date: March 12, 2014
• Sequence Number: 10
• Publication Date: February 2, 1960
• Content Type: REPORT

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CENTRAL INTELLIGEN
CE AGENCY
This material contains information affecting the National Defense of the United States within the meaning of the Espionage Laws, Title
18, U.S.C. secs, 793 and 794, the transmission or revelation of which in any manner to an unauthorized person is prohibited by law.
50X1-HUM
COUNTRY Bulgaria REPORT
SUBJECT Specific Railroad Lines in. Bulgaria DATE DISTR. 2 February 1960
NO. PAGES i
PFFFI?FtNICTA RD 50X1-HUM
DATE OF
INFO.
PLACE &
DATE ACQ.
SOURCE EVALUATIONS ARE DEFINITIVE. APPRAISAL OF CONTENT IS TENTATIVE.
attachments to this report are the 50X1-HUM
following: a 54 page report, including Annexes D, E, F, H, I, L
and M; and an additional attachment, including Annexes A, B, C,
J and K. Descriptions of all annexes are contained in Attachment I.
Both attachments describe specific railroad lines in Bulgaria
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F B E cET NSA --177
(Note: Washington distribution indicated by "X"; Field distribution by "#".)
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List of Coordinates.
Introduction ? 0
C-e,texfuxoe-o.
SPECIFIC RAILROAD LINES IN BULGARIA (C)
Table of Contents
? 000000
.0000000
1? Line 1, SOFIA-PLOVDIV-STARA ZAGORA-ZIMNITSA-BURGAS
et. Route.
b. Permanent Way. 00,04t0.0.00000
co Limiting Characteristics
i0
O 0
O 0
2. Line 2 SOFIA-MEZDRA-GaRNA ORAKHOVITSA-ATARNA .0
00000000
00000
.
0
,
o
000000
0
Page Nr
00 3
? . 00
O000000
O0
O0
6
6
6
6
O000 6
0 eneioal ' Information. 0 0 . 0 .0 0 0 0 00 . . . 0 0 .0 , 0 ?
Route. 0 ,0 . , 0 , . , 0000000000000000000
Traffic. 0 0 0 . . 0000000000000003 00000
Desdription. 0 ,. , 0 0 0 0 0, 0 , . .0 0 , 0 0 . , 0 0 .
0Orna Orakhovitsa Railroad Station .0 0 0 0 0 0 000000 0
Asenovo Railroad Station , a o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
TUrgoviShte Railroad Station . 00000000000 00000
Kaspichan Railroad Station . 0 . 0 . I
0 .O 0 0 0000000
Siii461 Railroad Station. .0 . . e . 0 .0 0 , .. 0 0, 0,
Razdelne. Railroad Station...000000,0 . . . 0 . ,..
O0000 00000
Varna Railroad Terminal?
0
,
0
.
(1)
Importance.
.
(2)
Traffic 0 0
(3)
Personnel 0
o
0
0
0
0
0
0
0
0
000000000000000000000
000000000000000000000
0
0
0
0
0
0
0
C
0
O0
O o 0 0 0 000
6
7
7
a
8
8
9
9
9
9
10
10
3. Railroad Line KOLAROVGRAD-KOMUNARI and
a road Line POLYANOVGRAD-KOMUNARI-RAZDELNA (Sector of Line 3)0 . 10
e...
00010M1100,0s,
a".
b.
CO
General Information..
Komunari Railroad Station, 0
Smedovo Railroad Station ? .
COMMENTS
Annexes A through M
O0000000000000000
O000004000000000 0 0
O o a o o o 0 0 o o o ,.. o o 0 o
All oversized inclosures Annexes A, B, C,
in the ',7-t-tPri brown envelopes.
Us,
1
13-54
and K, can be found
C.--7rYi/De-,011761-1?.
.8 S 0 II
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C.f0,7P/Db777-//51.2.
_3.
List of Coordinates
Listed below are the names and geographic and UTM coordinates of loca-
tions used throughout this rePorto Coordinates are not shown for well-known
locations or for connecting railroad and highway points.
? . .
Location Geographic
UTM
ARKOVNA
N43-02,
E27-12
NH-1664
ASENOVO
N43-17,
E26-02
MH-2193
ASPARUKHOVO
N43-00,
E27-20
NH-2658
BELBREG
N43-03,
E27-08
NH-0867
BOSILKOVO
N42-49,
E27-02
NH-0040
BOZHIDAR
N43-37,
E27-06
NJ-0729
BREG
N43-16,
E26-34
MH-6792
fc. ?
CHERVENBREG
N43-16,
E24-05
KH-6396
DASKOTNA
N42-529
E27-10
NH-1547
DEVNYA
N43-13,
E27-33
NH-4585
DIBICH
N43-14,
E27-00
NJ-oo86
DIMITROVO
N42-36,
E23-02
FN-6719
DRALFA
N43-20,
E26-26
MH-5498
DULGOPOL
N43-03,
E27-21
NH-2766
EMIROVO
N42-56,
E27-16
NH-2154
GORNA ORAKHOVITSA
N43-07,
E29-41
LH-9375
IKHTIMAN
N42-26,
E23-49
GN -3102
IVANSKI
N43-089
E27-02
NH-0376
KALTI NETS
N43-079
E25-41
LH-9377
v-ARnAm
N4-499
E28-06
Nj-9045
KASPICHAN
N43-189
E27-10
NH-1494
KLIMASH
N/2-474,
E26-54
MH-9236
KOCHOVO
N43-14,
E26-28
MH-885
KOLAROVGRAD
N43-16,
E26-54
4H9491
KOMUNARI
N43-01,
E27-18
NH-2362
UM
2
3
3 6
4 L.
-
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Location
KURDZHALI
KURILO
LEVSKI
TTOMVMO
A.A.Lt)
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LIULIAKOVO
LOZAREVO
MADARA
MASH
MEZDRA
NOVA SHIPP
NOVI PAZAR
PARTIZANI
PETAR BARON
POBIT KAMAK
PODKGVA
PODVIS
POLIKRAISHTE
POLYANOVGRAD
PRESLNV
PROVADLYA
RADKO DIMITRIEVO
RAKGVETS
RAZDELNA
RESEN
SAMOVODENE
SINDEL
SLAVYANOVO
Geographic
N41-39, E25-23
N42-49, E23-21
N43-15, E26-36
N42-52, E27-08
N42-52, E27-06
N42-470 E26-53
N43-17, E27-06,
N43-12, E26-57
N43-09, E23-43
N43-03, E27_33_ L__
N43-21, E27-12
N43-01, E27-15
N42-51, E26-55
N42-35, E23-42
N41-24 E25-24
N42-50, E26-51
N43-119 E25-37
N42-39, E26-59
N43-10, E26-49
N43-11, E27-26
N43-11, E27-01
N43-019 E27-33
N43-10, E27-38
N43-12, E25-35
1\114-089 E2536
N43-07, E27-36
N43-17, E26-11
?
UTM
LiG-6412
FN-9244
MH 6990
mn?iv-to
NH-0646
MM9035
NH-0791
MH-9683
GN-1979
NH-4467,
mil-1598
NH-2062
mH-9444
GN-1819
LF--6684
LH-8881
mH.9922
mN.8579
NH-3681
NH-o181
NH-4463
NH 179
LH-8382
mH-8677
NH-4973
MH ?3393
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- (1
-0
30
-.36
42
?A 8
Fr=
5 t I
Location
SLIV'MN
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SMEDOVO
STARO ORYAKHOVD
STARA ZAGORA
TEMNISKO
TODOR IKONOMOVO
TOLBUMIN
TRAPISHTE
TSAR KRUM
TURGOVISHTE
TURNAK
TURNOVO'
VAKNREL
VELICHKOVO
WEBEL
YANTRA
YUNAK
ZAICHARI
ZAVET
ZHELAD
ZIMNITSA
2/ Iz7E,Y 74i
.5.
aphic
E26-19
N43-0 4 ,
N4 2 - 59 ,
N4 2 - 25 ,
N43-08 ,
N4 3 - 39 ,
N4 3 - 3 4 ,
N43-2 2,
N4 3-12,
N143-15 ,
N42-57 ,
N43-05,
N42-33,
N43-03,
N43-15,
N43-12 ,
N43-05 ,
N42-50
N42-50,
N43-03,
N42-35,
E27-01
E27-48
E25 38;
E25-46
E27-101
E27-50
E26-32
E26-53
E26-34
E27-12
E25-391
E23-43
E27-27
E26-33
E25-41
E27-37
E27-01
E27-04
E27-11
E26-36
up
UTM
YE-4405
NH-0168
MH-6560
LG-8897
LH-9078
W-1331
NJ 662
MJ 62o2
MH-9183
MH-6588
NH-1755
LEI8970
GN-2215
NH-3666
Mi-6189
LH-9284
NH-4969
MH-9842
NH-0542
NH-1366
mH-6714
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18-
30
48-
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SPECTRIC RAILROAD LIMPS IN BULGARIA (C).
Introduction
1. Line 1, SOFIA-PLOVDIV-STARA ZAGORA-ZIMNITSA-BURGAS
a. Rolt4te
This was one of three lines crossing Bulgaria in an east.west
direction. It crossed the broad upland plains around SOFIA, climbed through
the central mountain ranges from PaBrT KAMAK, and reached its highest point
near VAXAREL. It then descended to IKHTIMO, following the valley of the
Maritsa River to PLOVDIV; from where it crossed the plains to STARA ZAGORA
and continued to BURGAS.
The sector ZIMNITSA POLYANOVORAD was part of both line 1 and line 3.
b. Permanent Way
This was a single-track; standard-gauge railway (4 feet, 8i
Inches), with an axle load limit of about 30 tons (30,000 kg). It was
built of Type-41 rails (rails weighing 41 kg per m).
c. Limiting Characteristics
Tho riniret grade of the line was the 2.5 percent grade between
POBIT KAMAK and IKITTIMAN, where freight trains were normally pulled by two
engines. The minimum radius of curvature of this line was 500 ms but there
could have beena few exceptions. Until 1950 a minimum radius of curvature
of 350 m was permissible and it was possible that a few curves were not
corrected when the minimum was changed. There were no tunnels on this line.
There were bridges, but Source did not know the numbers location, or descrip-
tion of specific ones.
2. Line 2 SOFIA-MEZDRA-GORNA ORAKERWITSA,NARNA
a. General Inipmalun loatIon and detailed, description of
the Gorna Orakhovitsa-Kochova-Tsar Krum- Varna sectors see Annexes A and B.)
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C /Th/P/E771 72/19-2.
Line 2 wasthe most northern of the three east-west railroad lines
across Bulgaria. From SOFIA, J.+ passed through MEZDRA, CHERVENBREG, PLEVEN,
LEVSKI, GORNA ORAKHOVITSA, ASENOVO, KOLAROVGRAD, KASPICHAN, SINDEL, and
RAZDELNA. At SINDEL, Lines 2 and 3 converged and continued as one line to
VARNA. Leaving SOFIA, Line 2 descended and followed the Iskur Gorge through
the Balkan Mountains to MEZDRA, from which it gradually ascended to PLEVEN.
From PLEVgN it traveled the Danube upland plains to the Black Sea, crossing
many tributaries of the Danube River.
a. Traffic
Four passenger trains, two express and two locals ran daily
on this line; three went from SOFIA to VARNA and back and one from SOFIA to
KASPICHAN and back. In summer, an additional express train made a round trip
from SOFIA to VARNA.
d. Description
This was a standard-gauge, single-track line, except for two
short seators, SOFIA-KURILO and RESEN-GORNA ORAKHOVITSA, where there were two
tracks. Between ASENOVO and SLAVYANOVO, the maximum gradien',.; was 3 percent;
along the rest of the line it was 2.5 percent. There were no curves With radii
less than 350 m. On the Sofia-Gorna Orakhovitsa sector, the maximum axle load
was approximately 40 tons; on the Gorna Orakhovista-Varna sector, where there
were still Type-41 rails, it was approximately 25 tons, Between AStNOVO and
SLAVYANOVO, the trains were pulled by an additional locomotive from the depot
at ASENOVO, which was established there for this purpose,
There were many bridges and culverts on this line, There were 18 or 19
tunnels, all on the Kurilo-Mezdra 5ector0 They were of varying length; 4 or
5 of the longest were about 100 mo In addition, there were many bridges, via-
duots cuts, and slide areas in this sector. From MEZDAA to VARNA9 all criti-
cal points were either bridges or rail centers,
e. Gorna Orakhovitsa Railroad Station (For sketch of site layout
see Annex C; for location, see Annex D, Item 4)
This was the most important rail center on this line, serving as
the junction for lines connecting RUSE with southern Bulgaria and for lines
connecting SOFIA with VARNAG RpnAline of Its imprirtATIOP a project wae initiated
in 1949 for building a network of by-pass lines around it (see Annex D for over-
lay and details on these by-pass lines)o Source believed that the entire pro-
ject would be completed sometime in 1959.
The Gorna Orakhovitsa railroad station area included as its peripheral
points the following railrnaci stp SAMOVCD7NE. POLIKRAISHTE, YANTRA, and
the sugar factory stop 3 km east of KALTINETS. When the by-pass line from
SAMOVODENE to RESEN was completed, RES EN was to take the place of POLIKRAISHTE
as a peripheral substation0
S
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e 71j.1
-8.
This station had an underground command posts built in 1953 or 1954
at an unknown lOcations of the same type as those at the Kaspichan and
Pleven stations. 'The Station also had a communications center called "Preko"
at an unknown location.
f. Asenovo Railroad Station (for location, see Annex Ap Item 8;
for sketch of site layouts see Annex E)
This station had approximately six main tracks0 with an average
length of 600 ms and an auxiliary locomotive depot0 it had
a centralized traffic control :system. All trains Stopped at this station
for 15 or 20 minutes to have taeir locomotive pits cleaned and to take on
water. Since locomotives were changed at GORNA ORAMOVITSA, they had to
have their pits cleaned at ASENOVO.
go Turgovishte Railroad Station (for loQmtion, see Annex A, Item
22; for sketch of site layout, see Annex P)
This station had seven tracks, five approximately 600 m long,
one 400 m long v and one 350 m long; they were numbered one through seven.
Four (Source did not knuw the numbers) were running tracks and three were
body tracks. In addition there was an unloading sPur (track 8) used to
unload coal-and wood; coal for 'allTurgovishte Ok-oliYa and wood for
TURGOVISHTE were stockpiled here. For the purpose of supplying fuel to the
peoples the country was divided into regions and one station in each region
was designated as the fuel supply point.
Locomotives were cleaned of cinders and supplied with water at this
station. Passenger trains stopped here approximately 15 minutes, freight
trains a little longer.
h. Kaspichan Railroad Station for location, see Annex B, Item
60; for sketch of site layout, see Annex Ci)
KASPICHAN was the most important porcelain and brick producing
area in Bulgaria; several factories of both types were near the station.
From here porcelain was shipped to all parts of Bulgaria and brick through-
out Kolarovgrad Okoliya and to VARNA. KASPICHAN was also a grain centers
and grain was one of the principal freight commodities.
This station was a Junction for three standard-gauge lines s -Line 2,
the Kaspichan-RUse railroad line, and the Ruse-Varna railroad line. At
least two passenger trains to RUSE were made up here daily, and during the
summer months two additional trains passed through this station from RUSE
to VARNA. A morning train for SOFIA,. was made up here, and the station was
the final stop for a train.:7-1-om SOFIA. Fight trains to VARNA, KOLAROV,GRADs
RUSE, and GORNA ORAKBOVITSA were made up here. Lo,7,-omotive5 based in GORNA
ORAKHOVITSA and 'VARA traled to KASFICHAN and then returned to their sta-
tion of o.rign,static ns whf,3h had 13 -I:racks and 2 spurs, serviced about
15 passenger t:,ains)Vnf,,:th ran on 'vt,andard-gaug? lines. The tracks were
approximately 600 m long Track I was a through track used by trains running
from SOFIA to VARNA;. track 3 was a through track for trains to and from. USE
tracks' 4 th,1-g'n. for tra7e1
"anci switching. The staticin had an atcatic anc',; signal control system
'and' also switch control towers at both ends of the yard (exact locations
Unknown) from which switches ould be controlled manually or semiautomatically.
9/Thiii1=1.1,L=IY -71/19L.
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This was also the transioading station for the narrow-gauge (60 cm) line
TODOR IKONOMOVO - BOZHIDAR-KASPICHAN, All transloading was done manually. Wood,
wheat, and pure kaolin, the base material of porcelain, from the mine at BOZHIDIAR,
were transported on this line, The narrow-gauge yard at KASPICHAN had five or
six tracks 300 m long, two of which were built up to put them on a level with the
normal-gauge spur, Trains running on the narrow-gauge line took on water and coal
here, and there were also maintenance and cleaning facilities and a classification
yard for narrow-gauge-line trains, The Cherkvitsa railroad station was the only
other one on this line with water and coaling facilities. Switches and signals
in the nal%row-Ent,ge yard were controlled manually, Three or four passenger trains
a day rah thc: entire length of this line and at least three more a day went as far
as NOVI PAZAR,
I. Sindel Railroad Station (for location, see Annex B, Item 79; for
sketch of site layout, see Annex H)
This station was the junction of three lines Line 2, Line 3, and
the Sindel-Yunak-Staro Oryakhovo railroad line. A great deal of bamboo was grown
in this area and shipped to all parts of the country. In addition the area had
brick and tile industries. This station, consequently, was very active and was
frequently overloaded. Source could not estimate the number of freight trains,
but the tracks were frequently overloaded with Oeight trains waiting for clearance
to go on:' About 25 passenger trains daily passed through this station.
Source did not recall seeing any water or coaltng facilities at this station,
but there was a state reserve coal stockpile, location unknown. Switches and
signals were centrally controlled from the station building.
Razdelna Railroad Station (for location, see Annex :B, Item 85; for
sketch of site layout, see Annex 1)
This station was the junction of Line 2 and the Kardam-Varna rail-
road line. Approximately 30 passenger trains passed through it daily; Source
could not estimate the number of freights,
The station had a centralized traffic control system, operated from the sta-
tion building. There was a state reserve coal storage area (location unknown),
but no water, coaling, or maintenance facilities. A narrow-gauge line led to
this station from a brick and tile factory 4 to 5 km to the northeast.
k? Varna Railroad Terminai (for location, see Annex B, Item 98; for
sketch of site layout, see Annex 3)-
(1) Importance
This was one of the most important rail centers in Bulgaria,
since VARNA was Bulgaria's largest harbor and served as a transshipment point
not only for northern Bulgaria but also for Czechoslovakia and Hungary. Live-
stock from abroad was shipPed to VARNA and from there transported by rail to
Czechoslovakia and Hungary. Coal, wood, crude oil, uranium ore, grapes, cut
apples in barrels of liquid, and other goods were transported by rail from the
interior to VARNA and shipped abroad from there In addition. VARNA was an
Important induial ac.ai appliances, canned
fish, and meat products were manufactured there and sent by rail or ship to
other countries,
'ii
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(2) Traffic
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At least 20 passenger trains were made up here daily and about
the same number arrived daily from other stations. Source could not estimate the
freight traffic. In 1954, when the Ministry of Transportation and Telecommunica-
tions requested a survey of the number of train S passing over a grade crossing in
this station, Source Stationed one man at the crossing for 30 days to count the
trains. The survey revealed tt on an average a train passed over this crossing
every 5 minutes. A a results a new overpass was built at this point (see Annex
Js Item 54). Switch control at this station was1 partly manual and partly electric;
the receiving and ready track switches were electrically operated, the others
manually.
(3) Personnel
The Varna station had npurs spreading over the entire peninsula
and harbor are0 Everything was directed. and controlled by one stationmaster.
Subordinate to him in operational matters were his assistant, the chief of the
freight station, and the chief of rolling stook. The dispatcher of the classifica-
tion yard was subordinate to the stationmaster only in administrative matters; in
operational matters he was subordinate to the chl..ef of the freight station. In
addition to the railroad line maintenance personnel, approximately 20Q men were
employed 'in' this station, of Whom 100 worked. in the rolling stook department?
30 Railroad Line KOLAROVGRAD-KOMUNARI and Railroad Line POLYANOVGRAD-
KOMUNARI-RAZDELNA (Sector of Line 3) For location of these lines, aee Annex K0)
a,. General Information
Until 1955, the line from KOLAROVGRAD to POLYANOVURAD was designated
in the technical books of the Bulgarian Ministry of Transportation and Telecommini.
oations as the Kolarovgrad.,Tolyanovgrad railroad line. In 1955, the Sofia-Sliven-
Polyanovgrad-Komunari-Varna railroad line was officially designated Line 3. As a
results the PolyanovgradKomunari sector of the old Kolarovgrad-Folyanovgrad line
became a sector of Line 3. These two lines are covered under one heading.
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1111.1.00.
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b. Komunari Railroad Station (for location, see Annex KD Item 83;
.L%alsketch of site layout, see Annex LI)
This station was an important rail junction of Lines 2 and 3. It
had 11 or 12 tracks approximately 600 in long. Trains between KOLAROVGRAD and
KOMUNARI in both directions took on coal here, and all trains took on water,
Passenger trains made a 15-minute stop,
In 1953, five tracks were built at the southwestern end of the station for
international freight trains, which, at that time, were being routed through
Rumania via KARDAM, where they were re-formed, to southern Bulgaria or Turkey,
The reason for this routing was twofold: relations between Yugoslavia and the
Soviet-Bloc countries were strained, and the port of VARNA was closed to inter-
national shipping and used only by barges. A temporary locomotive depot was
also built in 1953. After 1955, when the bridge at RUSE was completed, the sta-
tion lost its importance in international freight traffic; it was still, however,
used for parking freight cars,
see Annex
c. Smedovo Railroad Station
For location, see Annex K, Item 244 for sketch of site layout,
e-OtN/P=10 671-771g
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-13.
Legend to Annex A
1. Gorna Orakhovitsa locomotive depot - All trains on Line 2 and the Ruse-
Podkova railroad line stopped here to change locomotives and personnel?
There were facilities here for repairs maintenance, cleanings and refUeling0
2, Railroad underpass - See Annex CD Item 3)for details?
3. Kozarevets railroad tation T station had at least three tracks, approxi-
mately 500 m long? Only passenger trains sopped here, There was a reserve
coal stockpiles but it was to be used only in case of emergency. There were
no water or other coaling facilities?
4. Railroad bridges - Source had no further information,
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50 Dzhulytinitsa railroad station . This station had at least four tracks, 600 m
long. There was a state reserve stockpile of coal in briquette form, quantity
unknown, the station building was on the north side of 50X1 -HUM
the tracks, Trains passed, each other t thia station? Only passenger trains
stopped here.
6. Strazhitsa railroad station - This station liad at least six tracks, approxi-
mately 600 m long. Only passenger trains stopped here. Trains passed each
other in this station. There were no water or coaling facilities? There was
a state reserve coal stockpile, quant.Ity unknown,
7. Spur to unidentified military depot. 1
80 Asenovo railroad station?
9. Railroad bridge - This was a steel deck-type bridges approximately 8 m long,
resting on stone abutments.
10. Steep grade - From approximately 105 km east of the bridge (Item 9) to approxi.
Irately 1,5 km south of Slavyanovo railroad station (Item 11), there was a
gradient which became as steep as 3 peroento Except for the summer express
trains all trains had to have an additional locomotive to pull them from the
Asenovo to the Slavyanovo r iiroad station, These extra locomotives returned
to ASENOVO without ears, This sector was in defilade, and during practice air-
raid alerts locomotive and trains were dispersed along it,
110 Slavyanovo railroad station - This station had four tracks, approximately
600 m long. Trains passed each other in this station, The station building
was on the east side of the tracks )not on the west side as it appears on the
map. There were no water or coaling facilities?
120 Popov? railroad station . This station had five or six tracks, approximately
600 m long, and a loading ramps approximately 150 m long, west of the station
building. The station building was north of the tracks and not as it appears
on the map. There were no water or coaling facilities.
130 Guarded railroad crossing - The b rriers were raised and lowered manually.
S
eiwtA ignals for operatil the Lia,Ivielf, wepe from the LQidiv%J c44A%.? Dralfa
railroad stations.
14. Dralfa railroad station - This station had three tracks, approximately 600 m
long. The station building was on the orth side of the tracks and not as it
appears on the map0
ry f/V le-MI -77 141
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Continuation of Legend to Annex A
15. Railroad bridge and sharp curve - This was a stone-areh bridge, approxi-
mately Gm long. Between the bridge and the track was a fill 1 m high.
At the Same location was a curve with a radius of approximately 300 m.
In 1951, a project was initiated to correct the alinement of this curve;
construction was completed in 1953. It included building a new concrete
deck-type bridge, 6 m long, and laying a fill 1 m high on top of the
bridge, As of January 19589 the track had not been laid over the new
bridge. The new track was to be laid when the project to replace all
rails on this line with Type-49 rails reached this point? Source esti-
mated that this would be sometime in 1959 or 19600
16, Zdravets railroad station - This station had four tracks, approximately
600 m long. There were no water or coaling facilities.
17, Source's concept of this sector's alinement - Source walked this sector
many times between 1949 and 1954.
18. Alinement (of this line) as it appears on the map - According to Source,
this was the proposed route. The construction was to be completed in 1959
or 1960 (see Item 15).
19, Alinement of this line as it appears on the map.
20o Two culverts - These culverts, 1 m wide and .5 m highs were of railroad
ties and spanned two streams (no names). They were not large enough
and were continually filling with trash, which resulted in this sector
being flooded during the rainy season. A number of projects to improve
these culverts had been initiated but, because the condition was not
critical and because of a lack of funds, they were never realized.
2lo Railroad bridge - This was a stone-arch bridge, 4 m longo
22. Turgovishte railroad station.
23. Railroad bridge - This was a 2-span steel Parker-truss bridge, 35 to 36 m
long, with an underbridge clearance of 10 to 15 m.
24. Guarded railroad crossing - The barriers were operated manually. The bell
signals to raise or lower the barriers were received from the Turgovishte
and Nadarevo railroad stations.
25, Location of former passing track - The 20-kilometer sector between the
Turgovishte and Nadarevo railroad stations was the longest on Line 2 with-
out a railroad stop. During World War II there was a passing track at
this point, Which later was removed and used elsewhere because of the
shortage of rails. The bed, however, was left as it was for later useo
26. Nadarevo railroad station - This station had four tracks, 600 m long, and a
loading ramp, 100 m long. There were no water or coaling facilities? A
semiautomatic switch ard 7tznal cc)rtrci -7-tem was employed, operated from
the station building.
27.
concept of this sector's alinement.
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Continuation of Legend to Annex A
28. Two railroad bridges - These were steel-girder through bridges, each
approximately 8 to 10 m long, with stone abutments,
29. Present course of Varna River - The course of this riverbed was altered in
1950,
30e Kochovo railroad station - This station had at least three tracks, 600 m
long, There were no water or coaling facilities, A semiautomatic switch
and signal control system was employed in this yard,
31, Railroad spur to unidentified liquid storage tanks.
I
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Legend to to Annex B
I P
Railroad bridge .This was a steel girder bridge, 4 m long resting on
'stone masonry.abutmenta. Clearance under the bridge was
33. Railroad line to PRESLA1A
34. Tsar Krum railroad station - This station had 5 or 6 tracks, 600 m long,
and a loading ramp approximately 150 m orIct, There were no water or
coaling facilities, A semiautomatic switch and signal control system was
employed in this yard, operated from the station building. This station
was the junction of Line 2 and Preslav-Tsar Krum railroad line. At this
station was a rail tie and telephone pole impregnation plant, which had
a loading ramp approximately 200 m long.
35. Guarded railroad crossing - The barriers were lowered and raised manually
upon signals received from the Tsar Krum station.
36?
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4D
concept of the alinement of this sector - Points of reference I 50X1-HUM
used in drawing this sector milre MARASH, the Tsar Krum railroad
station, and the Kamichiya River,
Tr. Railroad bridge - This was a concrete girder bridge, 4 m long, resting
on stone abutments, It spanned a dry stream bed
38, Dry stream bed.
39. Guarded railroad crossing - Upon receipt of bell signals from the Tsar
Krum or Kolarovgrad railroad stations, the barriers were manually raised
or lowered by the watchman stationed at this crossing.
40. Third-class road - It was 4 m wide and of waterbound macadam.
41. Railroad bridge - This was a stone-arch deck-type bridge, approximately
4 m long.
42. Former passing point - The grade of the Tsar Krum-Kolarovgrad sector was
2 percent. As result trains had to travel very slowly. During World
War II there was a passing track here. Later, the rails were removed for
use elsewhere, but the ballast was not touched. The point was 600 m long.
43. Railroad bridge - ThIs was a stone-arch deck-type bridge, 4 m long, Between
the bridge and the track was a fill 4 m high.
44. Normal-gauge spur to the Kolarovgrad Brewery.
45. Proposed site for amusement park railroad line - This line was to be
2 to 3 km long and use 60-cm-gauge tracks. It was to be used and operated
by children.
46. Kolarovarad railroad station
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47. Railroad overpass
Continuation of Legend to Annex B
48. Railroad bridge - This bridge spanned the Boklugansko Dere Stream.
49. Railroad line Kolarovgrad-Polyanovgrad.
50, Railroad bridge - Thi r was a stone-arch bridge, 10 m long, with an under-
bridge clearance of 4 to 5 m. Between the bridge and the track was a fill
approximately 70 in long and 40 m wide at its base. The sides sloped at a
ratio of 2a.
51. Guarded railroad crossing - The barriers were raised and lowered manually
upon signals received from the Kolarovgrad and Mutnitsa railroad stations,
52. Mutnitsa railroad station - This station, built in 1949, had four tracks,
600 m long. A semiautomatic switch and signal control system operated
from the station building was employed.
53. Railroad bridge - This was a stone-arch bridge, 3 to 4 m long. Between
the bridge and the track was a fill 1 to 1.5 in high..
54. Railroad bridge - This was a concrete deck-type bridges 5 m long, on stone
abutments, It had metal guardrailings 1 in high; clearance under the bridge
was 3 to 4 m.
55. Railroad bridge - The same description as Item 54.
56. Madara railroad station - This station had four tracks, 600 m long, and a
loading ramp 50 m long. A semiautomatic switch and signal control system
operated from the Station_building was employed in this yard. NADARA was
the capital of Bulgaria during the Tsar Krum era (814 AD). It was important
to historians and a favorite tourist attraction.
57. Spur to Kalugeritsa quarry.
58?
concept of the alinement of this sector
In r17'nwir?' Points of reference
used this sector were the Kaspichan railroad station,
the KolarovgradNovi Pazar highway, and the Madara River.
59. Railroad bridge - This was a concrete deck-type bridge, 4 to 5 m long, on
stone abutments. It had guardrailings 1 to 1.5 in high; clearance under the
bridge was approximately 3.5 m.
60. Kaspichan railroad station - In 1954, the Kolarovgrad-:Kaspichan sector of
this line underwent general repair (osnoven remont), including its permanent
way and switches and rail Joints (as needed).
61. Standard-gauge railroad line RUSE-KASPICHAN,
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62. Narrow-gauge railroad line KASPICHAN-TODOR IKONOMOVO.
63. Railroad bridge - This was a steel deck-type bridge, 4 m long, resting on
stone abutments. It spanned the former bed of the Madara River. Clearance
under the bridge was 1.5 m.
64. Railroad bridge - This was A concrete deck-type bridge, 4 m long) with stone
abutments. It spanned the Madara River. Clearance under the bridge was 2 m.
It was built in 1955, when the construction project altering the course of
the Madara River was under way.
65. Present course of Madara River - In 1955, a project was begun to alter the
courses of the Madara and Provadiyska Rivers. The course of the Madara from
a point 10P m west of the bridge described in Item 59 to where it flowed in-
to the Provadiyska River was to be altered. The course of the Provadiyska
River from where the Madara River flowed into it to a point several kilometers
southeast of PROVADIYA was to be altered. In fall 1957, this project still
had not been completed.
66.
67.
unable to trace the new course of the Provadiyska River 'past this
point.
Nevsha railroad station - This station had 4 or 5 tracks, 600 m long; a loading
ramp 100 m long; and a spur to a local grain warehouse. There were no water or
coaling facilities.
68. The sector of this line between Items 60 and 67 was concealed by large trees
along both sides. In addition, the sector between Items 66 and 67 was in
defilade. In practice air-raid alerts all locomotives from the Kaspichan
depot were concealed by dispersing them along this sector.
69. Venchan railroad station- This station had two tracks, 600 m lona, and one
spur, which led to an unidentified military depot (Item 70).
70.
71. Provadiya railroad station - Trains took on water at this station.
72. Dobrina railroad stop - This was the old Provadiya station; it had 2 or 3
tracks, 600 m long.
731 Vasil Kolarov railroad station - This station had 5 or 6 tracks, 600 m long.
74. Spur to granary,
75. Two spurs to salt plants,
76. Zhitnitsa railroad stop - There were 2 tracks, 600 m long.
77. Tsarevo railroad stop - There were 2 tracks, 600 m long0
c=-7 VY//D
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Continuation of Legend to Annex B
78. Railroad bridge - This was a steel girder deck-type bridge, 4 m long, with
stone abutments and a vertical underbridge clearance of 2 m.
79. Sindel railroad station.
80. Yunak railroad station - This station was on the branch line POLYANOVGRAD;..
STARO ORYAKHOVO.
SINDEL . This is Source's concept of the outline of this.village. He-used
as points of reference the Sindel and Yunak railroad stations, Line 2, and
the SINDEL-POLYANOVGRAD railroa?ine,
82. Drainage ditch through marsh area - Portions of this ditch were still being
built in 1958.
83. Railroad bridge - Source did not recall seeing this bridge which appears on
the map.
84. Railroad bridge - This was a concrete girdet? bridge, km long, with stone
abutments and a vertical underbridge clearance of 2 m.
85. Razdelna railroad station.
c36. Railroad line TOLBUKEIN-KARDAN.
87. Railroad bridge - See Annex I, Item 15, for details,
ES. Narrow-gauge spur to brick and tile factory
89. Beloslav railroad station - This station had 6 to 8 tracks, 600 m *long;
a normal-gauge spur (Item 94), which led to a glass factory; and a loading
pamp 150 m long. Trains took on water at this station.
90* Railroad bridge - This 10-m-longssteel bridge spanned ,a canal (Item 91).
Its abutments were stone and its underbridge clearance was 5 to 6 m.
91. Canal - It was approximately 10 m wide and 5 to 6 m deep,
92. Narrow-gauge line from Dobreva Chuka quarry
dump cars carried the crushed rock from the
it was dumped into barges or into cars on a
93. Normal-gauge spur - This spur ran alongside
the narrow-gauge spur (Item 92).
Normal-gauge spur to glass factory
to bridge (Item 90) Small
quarry to the bridge, where
normal-gauge spur (Item 93).
but at a lower elevation than
95. Railroad bridge - This was a steel bridge, 10 m long, with stone abutments
and an underbridge clearance of 4 to 5 m.
96. Topolite railroad station - This station had 5 to 6 tracks, 600 m long, and a
loading ramp 150 m long. Manganese ore brought by rail from a -1111.ne 12 to 15
miles northwest was loaded at this station.
97. Railroad bridge - This was a steel girder bridge, 4 m long, with stone abut-
ments and an underbridge clearance of 3 m.
98. Varna railroad station.
4/7P/0 677
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40-
Legend to Annex C
1, Line 1 SOFIA-VARNA - The Resen-Gorna Orakhovitsa sector of this line was
double-tracked.
Classification yard in POLIKRAISHTE - The number and lengths of tracks were
unknown.
Spurs - There was an unknown number. Sand dredged from the river to be used
for construction was stored in this area. '
4. Tie-in line between the Sofia-Varna and Gorna Orakhovitsa-Ruse lines.
5. Passing track.
6. Yantra railroad station - It had six or seven tracks)of which three were
through tracks (priemno pravni), 600 m long; the others were used as for-
warding tracks.
7. Railroad line RUSE-GORNA ORAKHOITITSA-STARA ZIAGORA-KURDZHALI-PODKCVA.
8. line between Line 3 and the Ruse-Varna line.
9. Line 1, SOFIA-VARNA.
10. Tie-in line between line 3 and the Sofia=TurnovoStara Zagora railroad line.
This line was under construction as of 1958 and was to run from RESEN to
SAMOVODENE.
11. Samovodene railroad station&
12. Classification yard - This yard was under construction as of 1958.
13. Tie-in lines between Goma Orakhovitsa station and classification yard
(Item 12), These lines were under construction as of 1958.
14. Central railroad station at GORNA ORAKHOVITSA,
15. Receiving building - This was a cream-colored, 2-story building of stuqcoed
brick, 60 x 15 to 20 m, with a red-tile gabled roof. On the first floor
were a waiting room in the middle section, a restaurant in the east wing,
and offices in the west wing; on the second floor were quarters.
16. Postal and railway express office - This was a 1-story, stuccoed brick,
cream-colored building with a red-tile gabled roof.
17. Washrooms.
18. Railroad militia headquarters - This was a 3-story, stuccoed brick, cream-
colored building, approximately 30 x 15 m, with a red-tile gabled roof.
Source did not know how many military personnel were assigned here.
19. Unidentified office of the Railroad Inspectorate - This was a 2-story,
stuccoed brick, cream-colored building with a red-tile gabled roof. It
VY 50 to 60 x 20 m.
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-21.
Continuation of Legend to Annex C
20, Unidentified office of the Rai,lroad Inspectorate - This was a 2-story,
stuccoed br1ck6 cream-colored building with a red-tile gabled roof. It
was 40 x 15 mo4
21. Unidentified office of the Railroad Inspectorate - This was a 2-storY,
stuccoed brick, cream-colored L-shaped building with a ted-tile gabled
roof. The longer wing was 30 x 15 m; the shorter one was 15 x 15 m.
22. Recreational club, transient hotel, and cafeteria of the Railroad Inspec-
torate - This was a 3-story, gray-stuccoed brick building With i red.=tile
gabled roof. It was 40 x 15 to 18 m. The cafeteria and transient hotel
were in operation 24 hours a day.
23. Building - 1-story, stuccoed brick cream-colored building, 50 x 10 m, with
a red-tile gabled roof. In the west wing was the Capital Investment Sec-
tion ofthe Railroad Inspectorate. Since 1957, the chief of this SectiOn was
Simeon RASHKOV, The approximately 20 employees worked 46 hours per week:
8 hours per day Monday through Friday, and 6 hours on Saturday.
24. Temporary sheds - These were used as living quarters for personnel of the
Construction Region for Transportation Matters in GORNA ORAKHOVIT'6A, 'which
was subordinate to the Construction Department in, SOFIA. They were also
used as warehouses. There were approximately 10 sheds built of wood and
stuccoed brick, 10 x 12 m, with red-tile gabled roofs.
25. Quarters - These were permanent quarters for personnel of the Construction
Region for Transportation Matters, GORNA ORAKHOVITSAv There were five 3-
story cream-colored buildings of stuccoed brick, 25 x 10 m, with red-tile
roofs.
26. Administrative office of the Construction Region for Transportation Matters,-.
The chief was Gencho Nenav KOSEV. a master builder, appointed in 1956. There
were approximately 70 employees working in this office, including architects,
engineers, technicians, and administrative personnel. They worked 46 hours
per week. Thistmildjngwasofthe same type as those described in Item 25.
27. Theater and library - This was also used as an auditorium.
28. Dispensary - This was a 3-story, stuccoed brick, cream-colored building
with a red-tile gabled roof. It was 30 x 15 m.
29. Unidentified building - Formerly this building had been occupied by the Con-
struction Region for Transportation Matters. It was a 2-story, stuccoed
brick, cream-colored building, 20 x 12 m)with a red-tile gabled roof. In
1951, this region was transferred to KOLAROVGRAD; in 1955, it was returned
to GORNA ORAKHOVITSA but was given offices in the building described in
Item 26.
30. Building - This was a 1-story building, 20 x 4 m, in which there was a
refreshment and newspaper stand.
Gorna nrnkhnvitsa locomotive shop - Source was never in this shop, but
believed it contained water cranes and coaling facilities, two turntables:i,
and facilities for repairing locomotives.
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Continuation of Legend to Annex C
49. Main classification yard - This yard had been under constrUbtiOnance 1954
or 1955, And it was to be Completed in 1959 Aixtwaiio
include the Samovo ene s a s. When it was ;,,completed, the c1aSsif140-04
yard of Item 46 was probably to be torn up or, left as a reserve yard.'
50. Forwarding tracks (pomoshtno raspredelitelno otpravno razvitiye) - These
were 500 to 600 m long.
51. Planned site of underground water tank - Plans were drawn in 1957 for-this
tank,which was to be built in 1958. It was to be of reinforced concrete with
a 500-cu m capacity and was to be connected to the existing water line's.
Sourde did not know where the water was to come from but believed it was a
spring. Forty fireplugs, 50 mm in diameter, were to be installed and tied
into the main lines of this reservoir. The estimated cost for the entire
projects was 600,000 to 700,000 leva.
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-24-
ANNEX D
1
MAP OVERLAY OF RAILROAD ROUTS IN THE VICINITY OF GOMA
ORAKHOVITSA AND CONNECTING BY-PASS LINES RECENTLY CON-
STRUCTED AND 'UNDER CONSTRUCTION. (BULGARIA)
RESEN
)(
POLIKRAISHTE
YANTRA
TEMNISKO
i; KALTI
SAMOVODMNE
Map Reference:
TURNOVO, Bulgaria
Scale 1:100,000
ST
Sugar
Factory
GORNA ORAKHOVITS A
95
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( "
Legend to Annex D
1. Track - This was a tie-in track between -tbizi.VARNAACCISE Arid thiiiittandard-
gaugej:..single-track.lrailroadtlinet..RUSE%6;GORNA ORAKHOVITSA17.lt a
trains on the two lines to by-pass the Gorn4 Orakhovitsa railroad station.
Construction of this tie-in line was14015441 In 1949 and completed in 1951.
2. Yantra railroad station.
3. Factory - This was a sugar factory 3 km from KALTINETS.
4. Gorna Orakhovitsa railroad station.
5. Proposed site for classification yard - This yard was to be built under
the project mentioned in paragraph 2. d,
6. Samovodene railroad station.
7. Track under construction - This was a tie-in track between the SOFIA04ARNA
'and RUSE-KURDZHALI-PODKOVA railroad lines. This was to be a standard-gauge
track; Source was not certain whether it w4 to be single or' double.
Construction was under way in 1955; it had-not been completed
In 1958. The proposed date of completion was 1958.
Resen railroad station;
? Track - This was a tie-in track between the SOFIA-VARNA and ORNA ORAMOVITSA-
RUSE railroad lines so that trains on these lines could by-pass the Gorna
Orakhovitsa railroad station.
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SKETCH OF ASENOVO RAILROAD STATION, BULGARIA
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Legend to Annex E
1. Main track - This was a standard-gauge single-track railroad line, SOFIA-
GORNA ORAKHOVITSA-KOLAROWRAD-ITARNA.
2. Body tracks . Source believed there were'sic of these body tracks, all standard
gauge and approximately 600 m long.
3. Sidings - These tracks were used by locomotives for maneuvering. Water and
coaling facilities were in this area.
Siding - Approximately 20 locomotives were kept? as a reserve on this track.
This reserve complement of locomotives, which were not used for normal runs,
was common to all larger depots].
5. Roundhouse
no information.
6. Locomotive depot -
no information.
7. Cleaning pits - Here diesel and steam locomotives were cleaned. There were
more cleaning pits, but Source could not recall their locations.
8. Water crane - This was connected to a water tank, location unknown. There "
were no pumps at this point. There were other water points in this station,
but Source could not recall their locations.
9. Station building - This as a 3-story, cream-colored, stuccoed brick building
with a red-tile gabled roof. It was approximately 15 x 10m. *Oil the ground
floor were the offices of the stationmaster and dispatcher, the control tower,
the ticket office, and the waiting room; on the second and third floors were
the quarters of the office personnel.
10. Freight building - This was a 1.story, cream-colored, stuccoed brick ware-
house, 25 to 30 x 15 x 5 to 6 m, with a red-tile gabled roof. It had
-Sliding wooden doors, approximately 3 m high and 2.5 m wide, on both sides.
11. Loading ramp - It was 150 x 30 x .9 m and of compacted crushed rock.
12. Unidentified building - This was a 1-story, stuccoed brick, creaM-colored
building, about 10 x 4 in, with a red-tile gabled roof.
11. Washrooms.
14. Drinking fountains.
15. Control towers - These were 1-story, brick, flat-roofed buildings, 3.5 x 3.5
x 3 m.
16. Macadam road.
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ANNEX F
SKETCH OF TURGOVISHTE RAILROAD STATION, BULGARIA
NOTE: Numbers in parentheses are track numbers
(Line 2) q,
VARNA
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1 1
Legend to Annex F
1. Switch control towers - These two towerwre each 3,5x3.5xkm and of the
type usually constructed in Bulgaria0
towers from which switches were operated semiautomatically.
2 Living quarters and tool shed - The quarters building was a 3-st-OrSr,
stuccoed brick, cream-colored building, 20 xj 10 in with a red-tile gabled roof.
The rail maintenance supervisor, the track watchman, and a few perminelit
Maintenance workers lived in this building with their families. The tool
shed was a 1-story building, 10 x 6 m, and attached to the'quatters'buildirff.
These buildings were Used by the rail maintenance section Crew, which was
responsible for the maintenance of the Webel-Levski sector.
3. Coal and wood storage area office - This was a 1-story stuccoed brick building,
6 x 3 mo
4. 8helter for coal and wood - This shelter, 200 x 20 x 7 m, was merely a roof
supported on wooden posts.
5. Two cleaning and ash pits These pits were-30-x 1.2 in and were cm:track 3.
There were four cleaning and ash pits at this station, but Source did not
know the locations of the other two.
6. Water cranes - Water from the old water tower (Item 14) was fed into the loco-
motives at these two points. There were two other water points at this sta-
tion, but Source did not know their locations.
7. Freight
colored
offices
station building - This building, a 1-story, stuccoed brick, cream-
building, 15 x 10 m with red-tile gabled roof, contained the freight
and a warehouse.
Loading ramp and scale - The loading ramp was 150 x 20 in x 90 cm, with stone
walls.. The area between the walls had been filled with crushed rock and then
rolled. There was a scale built into track 1 near this ramp.
9. Station building - This was a 2-story, cream-colored, stuccoed brick building.,
18'x 10 m, with a red-tile gabled roof. It housed on the ground floor the
stationmaster, the dispatcher, ticket offices, the waiting room, and a small
restauraht. Quarters for the stationmaster's and the dispatcher personnel's
(four) families were on
the second floor.
10. Drinking fountain.
11. Latrine.
12. Post office - This was a I-story building, 4 x 4 m.
13. Water tower - The tank of this tower was reinforced concrete, enclosed tn an
brick insulating jacket. Its capacity was 150 cu m; its 24-hour
capacity was 500 cu m_ It had two electric pumps, one in operation at all
times. There was one diesel pump for emergencies only. There were three
more pumps at the: river south of the station, Adhi_n_h_wasou.
water. The tower was built in 1951 or 1952. a
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Continuation of Legend to Annex F
plan to build, in 1958, a dam abOut 4 km upstream and to lay pipes from a
reServOir below fligi "clam to the water tower so as to feed the tank by
gravity flow.
14. Old Water te,Wer - 'Mid tower, was about 18 x 10'x6 m and had a steam-pOwered
puMp; its Oapacity "was '50 cu m; itS 24-hour capacity was 200 cu m. As of
19583 it served as a stand-by tower.
15. qUai;ters for Station switchthen and track personnel - this was a 2-stOrs
cream-colored, stuccoed brick building, 8 x 12 m, with a red-tile roof.
16. quarters and office of the regional rail maintenance supervisor - This was
a.-2story, eream-colored, stuccoed brick building, 10 x 6'm, with a"red-tile
gabled roof. The sUpervisor was responsible for the sector starting 3 to 4
kril'east of XOCHOVO at UTM MH:-8485 to a point 5 km east-of DRALFA'at UTM MH-
5498. He had about seven section supervisors subordinate to him.
17: Third-class road from TURGOVISHTE to BREG.
18. Second-class road from l'ijii.GOVISHTE to TRAPI-d-HT,
19. Madhine tractor station (Mashino-traktorna stantsiya) - Approximately 1 km'
north of TURGOVISHTE at UTM MH-635900, this station was built in 1954 or 1955.
It consisted of_10 hangar-type structures, each 45 x 15 m, housing all tra6tca.
combines, and trucks of the Turgovishte Okoliya, and repair and maintenance
shops for the same machinery. Quantity of machinery unknown.
20. State POL storage depot - The oil stored in this depot was for civilian use.
There were approximately 10 +milks. each with a capacity of 20 cu m. The depot
was built in 1952 or 1953.
1
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Legend to Annex G
(For Annex G, See Attached Envblope.)
Through track - This track was used by trains running from VAR14A to SOFIA.
2. Maintenance supervisor's quarters and tool shed - The building closer to
the road was the supervisor's quarters; the (irther, his tool Shed. "ThelWere
both'Ic=6"totry brick buildings with red-tile Obled roofs. This supervisor was
respohSible for the Kosovo-Mutnitsa sector of Line 2 and for the Kaspichan-
Kiska sector of the Kaspichan-Ruse line.
Three turnout*.
4. Loading ramp - This ramp was 200 m long and .9 m high. The two dead-end spurs
beside the ramp were used for loading.
5. Warehouse - This was a 1-story, stuccoed brick, cream-colored building, 30 x 15 m,
with a red-tile roof.
6. Quarters for transient railroad personnel - These were two, -story stuccoed
brick buildings, 10 x 8 m.
7. Ash ptt_and water tower :7 There were approxinlately 20 of eachof these at
various points throughout the station area (exact locations uriknown).
1 8. Infirmary, doctor's office, and quarters - This was a 2-story building, 8 x 6 m.
The infirmary and the doctor's office were on the first floor; the quarters were
on the second floor.
9. Drinking fountain, latrine, and garbage disposal incinerator.
10. Station building - This was a 2-story, stuccoed brick building, 50 x 15 in,
with a red-tile gabled roof. It had an awning in front. In the west wing
of the first floor were the offices of the stationmaster, his assistant, and
the eight dispatchers (two on duty at all times), as well as the ticket office.
The switches and signals were controlled from the office of the dis-patchers.
In the middle of the first floor were the waiting room and the restaurant. In
the east wing of this floor was the post office. Quarters were on the second
floor.
11. Drinking fountain,
190 Office of the unidentified military unit assigned to the station - This unit
(number unknown) was subordinate to the headquarters at the Gorna Orakhovitsa
station. This was a 1-story building, 10 x 6 m.
13. Railroad telephone central - This central contained an automatic switchboard
(details unknown). Built in 1948 or 1949, it was a 2-story, gray-stuccoed
brick building, 12 x 10 m, with a red-tile roof. Source believed that a tele-
phone technician lived in this building. In addition there was ?operator on
duty who handled the line to railroad stops and railroad crossings.
14. Quarters for railroad personnel - Built in 1950 or 1951, this Was a 3-story,
stuccoed brick building, 12 x 10 m, with a red-tile roof.
15. Quarters for railroad personnel - This was a 1-story building, 60 to 70 x 8 m.
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-32.
Continuation of Legend to Annex G
16. Railroad bridge - This was a steel girder, deck-type bridge, approximately 4 m
long and 10 m wide, with stone abutments. Two normal-gauge tracks passed over It.
17. Track to VARNA.
18. Dead-end spur - This track, 5 to 6 km long, led to the ash pit. It was also
used by locomotives for executing their maneuli:ers.
19. Transloading spur - It was normal gauge.
20. Two elevated narrow-gauge tracks - Cars on these tracks We-re 16-461 -with those
on the normal-gauge spur. Transloading was done from these tracks, which were
approximately 300 m long.
21. Coal yard - A diesel crane on rails loaded locomotives on both narrow- and normal?
gauge tracks, The capacity of the crane was 500 kg?, The stockpile consisted of
lignite and brown coal from DIMITROVO, amount unknown.
22. State reserve coal stockpile - This consistediof large layerS 'Of coal-briquettes
5E" covered with wooden boards Provisions had been made for ventilation. 'Source
estimated that there was at least 10,000 cum of coal stockpiled here, which was
for use only in case of war. There were also state reservestOckpiles of rails
and ties but Source did not know the amounts or where they were stockpiled in
the station.
23. Building - This was a 1-story brick building, 65 x 20m, with a red-tile roof.
It contained the messhall, warehouses, and various offices.
?24. Living quarters for railroad personnel - These were six 2- or 3-story houses,
25 X 12 M
25. Grain silos.
26. Water tower - It was 20 m high and had a capacity of apprOkithastely'150 cu m.
About 500 cu m of water could be pumped through it in 24 hours. Its pUMOhouse
contained one diesel and two electric pumps; its source of Water 1'4/id unknown.
In 1957, a project was initiated at TranspmeXt to build, in 1958,..a new under-
ground water reservoir, with a capacity of 500 Cu In, on the high ground north-
west of the station. It was to be gravity fed.
27. Eight spurs to locomotive shops - These were each approximately 100 -to 150 m
long. Source did not recall whether or not there was A roundhouse here.
28. Locomotive shops - Maintenance and repair shops were located here0
no further information.
29. Storage yard.
30. Standard-gauge track to RINE.
31. "Y" track - Its capacity was one locomotive and two cars.
32. Approximate location of the station's underground command post.
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Continuation of Legend to Annex G
33. Quarters and tool shed - These were for use by the narrow-gauge-iine liaintenance
section. There were two 1-story buildings, 8 x 6 m; one served as quarters for
,the section, the other as the tool shed.
3 Narrow7;giiuge line to'TODOR IKONOMOVO and BOZHII5AR - There wasballast beneath
the track of this line,
35. Highway 4, SOFIA.4ARNA.
36. Locomotive shops for narrow-gauge line - All maintenance and repair of-?.
locomotives on the narrow-gauge line were done here. Source had no further
information.
37. Approximately seven tracks - Each was 50 to 60 m long. Possibly there was a
turntable here.
38. Two narrow-gauge spurs - These led to the water and coaling points and to the
cleaning ditches and ash pits.
Approximately five narrow-gauge tracks - Theselyere approximately 500 m long,
-42
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ANNEX H
SKETCH OF SINDEL RAILROAD STATION, BULGARIA
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1. Body track - This was 500 to 600 m long and was used for loading and unloading
freight trains,
2. Main track - This was a standard-gauge line,
running from VARNA to POLYANOVGRAD.
3. Main track - This was a standard-gauge line, 500 to 600 m long, used by trains
? running from SOFIA to VARNA.
500 to 600 m longs used by trains
Five body tracks - These were used by freight -I.:rains,
Switch control tower - Switches were controlled manually from this tower. It was
used only in case of emergency.
Maintenance supervisor's office - These were two 1-story buildings6x 8 m. They
were used by the railroad maintenance supervisor as his office, tool shed, and quarters.
7. Tool shedd
8. Drinking fountain - This fountain was pump-fedl
9. Station building - This was a 2-story building, 30 x 12 m. On the ground floor
were the stationmaster's office, dispatcher's office, ticket office, and waiting room.
In one of the rooms on the second floor was an auxiliary telephone relay station; the
other rooms were used as quarters for station personnel. Seven to nine employees were
assigned to this station.
10. Freight station - This was a 1-story building, 20 x 12 m.
11. Loading ramp - This measured 100 to 150 x 20 m.
12. Newly-constructed civilian housing area.
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ANNEX I .
OF RAZDELNA RAILROAD STATION, EiarTARIA
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NOTE: Numbers in parentheses are track numbers.
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0
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. Main track.:;- This, was a standard-gauge line, approximately 600 m long, used by trains
runnin&from-SOFIA to VARNA, ,
? . Matn:track'0-c-Thi.s' Was a standard-gauge line, apProximately 600 m long, used by trains
running froth.i
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35. Landslide area - Here the track passed through a cut approximately 50.m
long and 4o m high, whose sides sloped at a ratio of 1:2. The soil Was
sandy, and there were many large rocks)whid4 washed dawn onto the track -
during the rainY season. A watchman was permanently assigned to this area;
his main task was to signal trains to stop if a large reick had rolled onto
the track. He lived in a small shack nearby.
36. Partizani railroad stop . It had two tracks, approximately 600 m long.
37. Railway bridge - Data on this bridge were the same as on that of It6m 21
except that the fill was 1 to 2 m high and 10 m long.
38. Railroad line POLYANOVGRKDRAZDELNA - This was the same as the one described
in Item 9 in the first part of the legend to Annex K.
39. Polyanovgrad railroad station -
coaling, and freight facilities were
also a locomotive depot.
40. Continuation of Line 3 to ZIMNITSA.
41. Line 1 to BURGAS.
42. Tie-in line
somewhere in this area
located at
it had 10 tracks. Water,
this
station, which was
a tie-in to the line to ZIMNITSh
43. Vulchin railroad stop - It had two tracks, approximately ,-,-)00 m longs and a
loading ramp, approximately 100 m long.
440
Tokm.ftek Inft414,00^mA arpfer4.4evrm T+
Ji.isacicAlvYy
ramp, 150 m long0
evvi h 41.1,ftmlra_ gn0 m 1nrur; and A lOadin2
J. 1 %I G." we ?rf
45. Highway PODVIS-L0Z4REV0-P0LYAN0VGRAD - This was a waterbound macadam road,
approximately 6 m
46. Podvis railroad station - It had 3 or 4 tracks, approximately 600 m long, and
a
loading ramp, 150 m long. This was the highest elevation point on the lint.
The only significant grade was between the Zavet station (Item 56) and the
Lozarevo station (Item 44). The maximum grade'omthis section,Was) 2...3: percent.
47. Roads.
48. Petar Baron railroad stop - It had two tracks, approximately 500 m
a loading ramp, 150 m lora. There were no water or coal facilities.
nri
49. Zaichari railroad stop - It had two tracks, approximately 500 m long. There
were no water or coaling 4'cilities.
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51.... and::-:5??5;.-..'...tai,1:viay..,;lori. S?.-00 These,.:.:Werey.. t.)'.0.2..Saine......4's'?:those deScribed..Ini Item; 50, :-....' : :..-: j:;?......";. .:.......; ..1.,...;:.:::::,..?:,..
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- .1.4.a, - ?St*abill.e.d.....-W1th::..60-ncrete?i>...?? 71;,,i-... :'..oti.6....0:iiilt,,' to4 , :i:toto: reservoirs. (Item 55).p') .. : ? ? ?:.....: ..... ::::::-..:.:....?:'.....'.,..-.....c...::.;:?::;...?..?
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I..5ki,.:: ..4iiicleoriicrq444:.-wit.er....pi.pe'S....-..-0Thete':.:-pipe S..; , tkiri?.ed, at least 1.2 m, were 6 . Cm :in!. ? .'....;.?:???':????....., :.;?????:?' ???;?.;-? ???? ..-.:::,-....-????
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.. .: .d4atheteri'....0.744....the:.lerigth, of; .?,7the':?litie.',WaS:H5-,?.:km.. ' The: line Was laid.?thrOUgh:::a?-??:-?.:????.?1-. -????''.....!.....-?:'''..,?:?.'::-.:::::..:.
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? '..-*It*.-.. was, ?-fpossible to -see': iii.e-:.? route ...'cif..??the.:?:.?11.4..ie? from ?? the. ?air, ? ? .' . ? ? ? . ...?..?.
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.. .55, ': Two underground water? reservoirs : ?.. Tli,?0,..0.131;iini? -:(Item .53 ).. flowed through .tho?:?:;:. :?? ? ... ?? ? ?. ,'?'....?.?:.*:.:-:_:.1?:,1::?'-.??..o?t?.....,.,i.s.,.:f...:::::_,,,,,,,.
0??' ?-?-*. -?.0::riir:o.ir4.2??;...wifij,I.Eipp=r6x..iMa;tely , 30. m high e.r . than.....the....trac.ks; the water was .griivity ?
1. . ..???-thec.--1-ine.???? TWO.. other ..streams (locations .unkhoWn) , also flowed into theine? . rie:-'es7.
??? ?? .*.Pi?pee -(.it;ein?:.*511.-). into these ? reiervpirSi. 'Which were . built at the same time as - o.'. ? ? ?''':4:,.?,?:."-;,,..r.'
. . n ?' ??
? ? -fed: to .--?:the...? station *water . cranes. ? The.. capacity ? :O.f.o. each: reservoir .was-?.100*.cu m. ,
.. ... .
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. .The,-....?.44:-,',7:.htiiir 1.ca.pacity. of both was" 600* Cu, ?na.? .? ? ??* - .? o' `-. ? -..? -? * . ? -
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566 :.* ? ;Z.a.,*.etl..?7ENali lord a:C1,:;:. Ocat4;6n ? ,,,, 'it 'had . four -tracks, 600 ..m..lOng? .,; .4.0trid ? ii. -.? loading ramp, :1?:.-.::.?:',:.::.T,::,-.'.',;:.:?,......I.
. n? 150-.m.:*lopg-;.:.. There .were. three water. points and coal storage reserve facilities.. o? ?
?: . ? . , j ?
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..570.: .. Railroad bridge This was a 37spin steel Parker-truss bridge, ??guarded ? by '
.. ..?1::.:.':?.-
? -' .
military ?personnel. .. Source had no further information. . ??.?. ? ? ? .?
,
. . .
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58?. ? Liuliakovo railroad stop 7 . I t -had two track 500 ? in lorig. ? ? 'There were no water
* or coal facilities. ?* ? ? ? ?
.? ?
0
. .
59.? ?? Tunnel - This tunnel was ?aPpr6.kimat'ely:??1;or- 2????km. xiorth, of the Liuliakovo rail-
road . . ,
: stop; Source's location oti,:the *o erla was only approximate. The tunnel
was .approximately 14?00' t..o 500 .M: long.:. both its ends'
were lined with stone but*. did not.' whether .the.res e tunnel was.
'There was no ventilating. system.. ..The?tunnel was ,dry.. . ?
60. .Listets railroad stop It had two tracks, 500 m long.
61. Railroad bridge - This was of the same type.as that described
Item 20 al' A111..6, legend to Annex K.
It spanned the' Kamehiya River..
62.
not positive of the alinement of this .sectiOno?
the line ran along the south bank of. the Kamchiya..River.;
there were many cuts along, this section? and. was 'certain thatj. aPproximately. o
2?kin?east .of the Listets railroad stop (Item 60), there. - - railroad bridgec'o*o.
milur the Kamchiya River0
except for a curve ouu m? outh.lof the Daskotn.a.:-.?
. ? -
station, the alinement of this section was generally stratglit. ..?
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were:-frequently buried ? by slides' :131,.::thi.S.::oiii.ffeaizy,
?In spring 1956, 1 .km Of the track was buried
of earth and rock,z. A new track was built 10 or 15 m
was still dangerous c: Maximuin. speed . . . . ?7, . ? .
. .
. . ... ..:? .:
.::.a.":.3.-7 span.: steel Parker-truss: bridge-i, approximately
spans was ?oypr..a..highwayi,..:-'the..:,,dthet,:.tWoi.. ?oi.er*::.:'ii:
. :,... . .. ..?: ,.. :.
?:,:Wete:?l5.'?0 30 and 41i..?-,15 lib " ? I.Tho-..?4seziarano:e..'.between.:,the
0.:-.11.11..... between:, t e bridge- and the. 1#?ghway?-.0.
6 to 7 m0
ded is-:bri O..
angerPits.? conditions.
? . .
. ....?
*6:?.out.lwa0* Sand????-?
ere. was :??always:??a Watoh7
e ????(Iteit..68.).. to notify
s on the tracks0'Approximately
..o?oXS. at this point0?? ? ? o ?
? ?from KOLAROVGRAD and was ..? ??? ? ? . . . 0.
?approxi-
mess, particularly clUring:t4eo?ora*iiny.
,biods the Xamohiya River rose and, ?
eavthg them without el4i7sr-?*o;ft0-:. : Innorthwestern side of the tracks was
? "
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?aciiiiy?fromi.?der.the: ?
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. along-.branch of the)'. Kinidhiya'? River ? was : approved ? by the . ?
.-Oestmer.t Departniento.ot, the-:?...14i'nts-titzt of Transportation'. and Telecom-
s "
:,.;'0:?.?0T,iie::-9rigirial.,:,:piarx" ;9), alling.:..fa. two re. tainirig walls 9 was ?alter..ed.
.a.z.i..S.3,-ATKscrn.:::04:4...6t?Ot.: to.?.:t:lipo.:.ohi.efl engineer of the TransProekt Depart-
nent, who....teoorrinehaed..tiiiit :.aniv:. a .small : retaining-; wall be built on the west'
bank of the',..1,caridhia...!TiVero.:.....His--propos:al. cut, the : estimated cost of the pro-
, 11',;,-i.? ' cvn:.,700.,:000'..lera.:.t6...60,04,000. lev.!e?....?
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Continuation of Legend to Annex K
(Area A) slid out from under the track, leaving it suspended in the air. The
retaining wall was never reconstructed. Area A was continually being filled
in, and trains had to travel this section at a speed of 5 km per hour.
71. Turnak railroad station - It had three or four tracks, approximately 600 m
long. There were no water or coaling facilities. Between this station and
the Manastirets stop (Item 72), there were short fills and a few small bridges;
Source, however, was unable to pinpoint them. This sector was in fair condi-
tion and there were no critical points along it.
72. Manastirets railroad stop - There were three tracks, approximately 600 m long.
There were no water or coal:V fa:11tYes.
73. Slide area - At this point the railroad line passed through a side hill cut
on the west side, which was approximately 500 to 600 m long, 20 m high, whose
sides sloped at a ratio of 11 The %oil was of black unconsolidated mineral
mixed with clay. When it rained, slides covered the tracks. The track5 here
were 50 m from the river And 7- 7:,iger than the river. The disiznce.
between the tracks and the base of the out was -2 m. Small streams running
down this cut kept it continually A drainage ditch had been dug -along
its base for carrying the water from these streams off the ends of the cut,
but it was inadequate. There was a narrow-gaug.e line running beside the track
the length of the cut; it was used for hauling away dirt and rock washed dawn
from the cut. The dirt and rock were loaded into handcars, which were pushed
to the ends of the cut and dumned across the tracks into the gulley on the
other side. Trains had to sIcw to 5 to 10 km per hour here.
74. Two fills - These fills, originally of earth, were 200 m apart and each 50 to
60 m long; there was a concrete culvert l.5 to 2 in wide uhder e, ;h of theta
Their sides, which were not stepped when constructed, frequently gave way,
and were continually being built up with cinders. Every 2 or 3 years their
culverts were extended 4 or 5 m. When last seen their sides sloped at a
ratio of 123. In the winter., trains had to slow to 5 km per hour, in other
seasons to 10 km per hour, when traveling over these fills.
75, Two tunnels - These went through a rocky hill. The one closer to ASPARUKHOVO
was 150 to 160 m long, the other 200 in long. The distance betWeen them Was
approximately 150 m. Their entrance walls were of stone and 1.5 m thick. They
did not have ventilation systems. Both were dry. There were no light signals
at their ends. Approximately 200 to 300 in before the tunnels, on both sides
of the hill, were signs depicting the tunnels. When the trains arrived at
these signs, the engineer blew his whistle. Each tunnel was 3.50 to 4.30 m
wide; that is, there was a .7 to 1.5 in greater clearance on either side than
the minimum required; there were no pedestrian dlimouts.
76. Side-hill cut - This
was 57 km from the Kolarovgrad railroad station on
the west side of the tracks. It was apprximately 60 in long and 60 in high,
and the maximum slope of its sides was
Water flowin down e SIde wa_--.s continually covering the
track with earth. The soil here as of sand and rock and lacked cohesiveness;
even in dry weather the hill gave way and slid dawn onto the tracks. In 1953,
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Continuation of Legend to Annex K
the New Projects Department of the ministry
to slow down the flow of water by constructing walls topped with
stone arches. The estimated cost of this project waS over 100,000.1eva. It
was approved by the New Projects Department but never realized bectiuse of lack
of funds.
77. Retaining wall - It was approximately 30 to 40 m long and 1.2 in high.
78. Highway tunnel - This tunnel was approximately 10 to 15 in long; its vertical
clearance was 14 in, and its horizontal clearance 5 to 6 m. Because the tunnel
had been drilled through a solid rock formations it had not been necessary to
line it.
79. Highway bridge - This was a stone girder bridge which spanned the Ludo. Kamehiya
/liver. Its over-all length was approximately 60 mo It was 6 in wide and had 3
or 4 arches. Clearance under the bridge was 5 to 6 m.
80. Railroad crossing - Same description applies here as that given for
Item 12 0 f th.e.- legend to Annex K except that signals came from the
Kbmunari and Turnak stations.
81. Asparukhovo railroad stop - Here were two tracks, approximately 600 m long
and a loading ramp, 100 in long. There were no water or coaling facilities.
Only passenger trains stopped at this station,
82. Railroad overpass - This was a stone arch overpass which spanned a stream (name
Unknown) and the Dulgopol-Asparukhovo highway in southern Bulgaria. Vertical
clearance was 6 to 7 m; horizontal .(7.1.010.70,:noewas approximately 10 m. The over-
pass was approximately 20 in wide at its base. Between the tracks and the over-
pass was a fill 3 to 4 in high and 100 in long. There was vegetation (including
acacia trees) on its sides, which sloped at a ratio of 1.2.
83. Komunari railroad station.
84. Water tower - Its capacity was approximately 100 cu m. Its 24-hour capacity
was approximately 500 cu m.
85. Underground water pipes - These steel pipes led from the pumps (Item 86) to
the tower (Item 84). They were 100 to 150 mm thick and were buried 1.2 in
underground.
86. Water pump station - This pump served the water tower (Item 84). It had
three underground settling reservoirs. Source did not know the dimensions
nor the number of pumps at this station. The water was pumped from the well
beside the Kamchiya River into the first reservoir, then into the second, and
finally into the third, thereby allowing the trash and dirt to settle in each
of the reservoirs.
87. Railroad bridge - This was a stone arch railroad bridge which spanned a name-
less stream. Vertical and horizontal clearances were 3 to 4 m. Between the
ti'acks and the bride a 2 9 > ?4_8h a.d 15 in long0 Its sides were
covered with vegetation and sloped at a ratio of 104 to 12.
EYfl17 '9-I
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Continuation of Legend to Annex K
88. Railroad overpass - This was a reinforced concrete railroad overpass, 6 to 7
m long and 10 to 12 m wide. Clearance under the overpass was 5 m0 T rail-
road line passed over a highway at this point. Between the tracks and the
overpass was a fill, 2 to 3 m high, whose sides sloped at a ratio of 1:1i to
89. Railroad overpass - This was a reinforced concrete girder overpass, approximately
15 m long. Source believed it might have had one pillar. Highway 107 passed
under the railroad at this point. The overpass also spanned the Kamchiya River.
Clearance under the overpass was 5 to 6 m over the highway and 7 to 9 in over the
river.
90. Highway bridge
no information .
91. Tunnel - It was approximately 20 to 50 m long.
92. Railroad crossing - The approaches', to this crossing were level with the tracks.
93. Highway DULGOPOL-KOMUNARI - This road wa 6n: wide and had a waterbound macadam
wearing-course. It had drainag d1tn,
94. Culvert - This was a steel gtrde 2 m long.
95. Boryana railroad stop - There were two tracks, approximately 550 m lona. Ties,
rails, telephone posts, and other railroad materials were stored'here. The
rails were of Type ULE-32, 12 m long, and were stored in piles 5 to 6 m wide
and 6 to 7 rails high; there was enough for the entire line. There were
sufficient ties stored here to support the number of rails. .
96. Dulgopol railroad station - There were 3 or 4 tracks, 600 m long, and a loading
ramp, 150 m long. There were no water or coaling facilities.
97. Railroad bridge - This was a steel-truss girder bridge, 3 m long.
98. Velichkovo railroad stop - It had three tracks, 500 to 600 in long, and a
loading ramp, 100 m long.
99. From this point the Golyama Kamchiya River course was altered before 1950.
After that time it continued east from RAK0V1TS instead of turning toward
the north.
100. In 1954 Source was in this area and observed that it was being worked by the
State Agricultural Cooperatives (Drzhavno Zemedelsko Stopanstvo MIS). There
were rice fields, whe'mitf.-!.eldIF, and orchards? There was a narrow-gauge line
In this area, somewhere south. of RAKOVETS, possibly an industrial line.
101. Railroad overpass - This was a tone arc.?. overpass, 7 to 8 m wide. Clearance
under it was 2 to 3 m. Between the overpass and the tracks was a fill 40 in
long and 2 m high.
102. Pump station - This pump sta..'n was near a spring? It was a round structure,
4 in in diameter and 2 m high (aboveground portion). It housed two electric
pumps; and a diesel pump as a reserve pump. It was built in 1955. Water was
pumped to the station water tower through pipes 8 31/1 in diameter that were
buried 1.2 m underground.
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Continuation of Legend to Annex K
103. Culvert - This was a stone arch culvert, 7 to 8 m wide. The culvert
opening was 2 m high and 2i m wide, The line here was built on a fill
4 m high and 200 m long. The culvert passed through this fill,
104. Nova Shipka railroad station - It had 4 or 5 tracks, 600 m long, a loading
ramp, 150 m long, and a water tower. There were no coaling facilities.
105. Water tower of Nova Shipka railroad yard - Its capacity was 100 cu m; its
24-hour capacity was 500 cu m. It was 15 m high and was built in 1955.
106. Source traced this section of the line by following the contour lines on the'
map. He said that from this line he could see cars on the tracks of Line 20
except for the small section at UTM 4646820 This would have been impossible
if the line had been as shown on the map.
107. Slide area - This area was 300 to 400 m long. In 1955 or 1956, this entire
area moved, causing a break in the line. The area was uncontrollable; Source
believed that the alinement would be changed in the future?
108, Railroad line YUNAK-STARO ORYAMOVO - This was a normal-gauge line.
109. Railroad overpass - The railroad here passed over another line. This was a
concrete girder slab overpass, 6 m wide, resting on stone abutments. Horizontal
and vertical clearances under the overpass were 5 m.
110. Through-cut - The east side of this cut sloped at a ratio of lgli. It was 15- m
high and 150 m long. It frequently gave way, covering the track with earth.
One small section was held back by a retaining wall, 40 m long.. In 1954 plane
were drawn by Transproekt to extend this wall, but because of a lack of funds
they were never carried out.
111. Ygialt railroad station - There were three or four tracks, 600 m long, and a
loading ramp 100 m long. There were no water or coaling facilities. The
branch line to STARO ORYAKHOVO started at this station.
112. Sindel railroad station,
113., Line 2 to KASPICHAN-SOFIA.
114. Line 2 to VARNA.
./4
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ANNEX L
SKETCH OF KOMUNARI RAILROAD STATION, BULGARIA
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Legend to Annex L
10 Station building - This was a 2-story building, 40 m long and 15 m wide. It
housed the administrative-dispatch office, ticket office, waiting room, snack
bar, and an auxiliary telephone central for the Polyanovgrad-Kolarovgrad-Sindel-
Varna line. On the second floor were quarters for railroad personnel.
2. Drinking fountain.
3. Latrine.
4. Coal stockpile - The pile was 80 to 100 in long, 30 m wide, and 2 in high, and
was covered with boards. The coal was in briquette form.
5. Living quarters for railroad men and maintenance men for this sector of the
Belbreg-Turnak highway.
6. Track to SINDEL.
Track to K0LAR0VGRAD4
8. Switch control tower - The switch was operated manually by a switchman who
received his signal by tt?le-llone from the stationmaster.
9. Water tower - It was m high? Its capacity was 100 cu m; its 24-hour
capacity was 500 cu m. 157 plans were drawn by Transproekt to build in
1958 a drain to carry wa?. om the stream at UM NH 220615 to this tower.
It was to serve as an emergency water source in case the pumps broke down.
10. Turnout.
11. ?Joncrete ramp - It was 100 to 120 m long, 3 in wide, and level.
12. Temporary locomotive depot - This was a 1-story9 tar-papered wooden building,
60 to 70 x 15 x 4 m. As of 19589 it was being used for storing prefabricated
wooden bridge sections and other railroad materials.
13. Maintenance ramp.
14. Five tracks - These were
built in 1953.
15. Loading ramp - This was 150 m long.
16. Freight office - This measured 10 x 7 m.,
17. Electric crane - This was a bucket-type crane used for loading coal into
locomotives. The coal was piled between the tracks. The crane moved on
a track 50 in long.
0
II
1
Declassified in Part - Sanitized Copy Approved for Release @ 50-Yr 2014/03/12 : CIA-RDP81-01043Ron49nnngnn1n_7
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Declassified in Part- Sanitized Copy Approved for Release @ 50-Yr 2014/03/12 : CIA-RDP81-01043R0042000300111110-17.1.1.1111
_
?101,
ANNEX 14
SKETCH OF SMEDOVO RAILROAD STATION, BULGARIA
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Declassified in Part - Sanitized Copy Approved for Release 50-Yr 2014/03/12 : CIA-RDP81-01043R004200030010-7
Switc
he rece
3. We
pumps
e switch was manually operated by the switchman when
telephone from the stationma.ster0
This well was built in 1953 and was 9 to 10 m deep. There were three
nside the wells, two electric and one emergency diesel0
or railroad personnel This was a 2-story building,9 x6 m0
e as that described in item 30
Quarters
Old
6. Water tower
or.
QV Uu mj
7. New track tra0X:.;Was,?built in
U.14.8
8. Loading
9. Freight
10.. Well and pump e water supplied by this wellwas for drink:in
2-story
11. Station - This was
12.
13. Ware
tool
14. Maintenance
quarters and. o
15.
16.
17.
1.
Machine tractor station Mashino traktorna. Sta,ntsiya. S) including
maintenance shops - There were six or seven 1.; and 2-story buildings.
Late Agricultural Cooperatives buildings ?i(TrUdovo Kboperativno
epanstiro). here were five to 'seven buildings used as warehouses, ago'
Declassified in in Part - Sanitized Copy Approved for Release @ 50-Yr 2014/03/12 : CIA-RDP81-01043R004200030010-7