NATIONAL INTELLIGENCE SURVEY 21; YUGOSLAVIA; TRANSPORTATION AND TELECOMMUNICATIONS

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• Collection: NIS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP01-00707R000200100034-8
• Release Decision: RIF
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• Document Page Count: 43
• Document Creation Date: October 25, 2016
• Sequence Number: 34
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CONTENTS
This Genera! Sarmy supersedes the one dated Au-
gust 1989, copies of which should be destroyed.
A. Appraisal�,... 1
Adequacy for need3 of national emnomy; rail-
roads as prince carriers, but ]oAng ground to
trucks; tabulation of snore significant improve
meat projects planned nr underway; admin-
istration and control of systems.
H. Strategic mobility 2
Contributions of transportation and teleeom*sys-
tems in baits of military emergencies.
C Railroads 3
Mileage figures and characteristics of the rant
lines; twaffic statistics and equipment inventory;
organization, administration, personnel. and train
ing.
SIEcRET
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Page
D. Highways 7
Extent and salient features of the highway system
and its administration; construction and mainte-
nance problems, road development program, dis-
cussion of operations; vehicle registrations and
characteristics.
E. Inland waterways 12
Pattern of the inland- waterway system; traffic
statistics, operations; development projects.
F. Pipelines 15
Limited system; details of selected existing and
planned pipelines.
G Ports 18
Features and administration of the nine major
ports; significant details of major ports.
Page
H. Merchant marine
24
Inventory and characteristics of merchant marine;
shipping companies and number and tonnage of
Fig. 1
ships owned; membership in international or-
ganizations; employees and training.
Novi Sad port photo)
I. Civil air
26
Air carriers; personnel inventory, maintenance fa-
5
cilities, aviation training; control of civil aviation;
Crude oil pipeline photo)
membership in international organizations.
Fig. 2
J. Airfields
29
Air facilities system; descriptive details on most
Selected pipelines (table)
important airfields.
Fig. 3
K. Telecommunications
31
Salient features of telecom network and its con-
Port facilites at Rijeka (photo)
trol; sources of equipment; expansion plans.
Fig. 4
Glossary
32
FIGURES
if
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Page
Page
Fig. 1
Highway and rail line crossing
Fig. 9
Novi Sad port photo)
15
causeway photo)
5
Fig. 10
Crude oil pipeline photo)
15
Fig. 2
Diesel electric locomotive (photo)
7
Fig. 11
Selected pipelines (table)
16
Fig. 3
Brotherhood and Unity Highway
Fig. 12
Port facilites at Rijeka (photo)
18
Fig. 4
(photo)
Military convoy on hairpin curve
8
Fig. 13
Major ports (table)
19
(photo)
9
Fig. 14
Merchant shipping enterprises and
Fig. 5
Road construction by army engi-
routes (table)
25
neers (photo)
10
Fig. 15
Boeing 707 (photo)
27
Fig. 6
Lock at Iron Gate dam -lock instal-
Fig. 16
DC -9 (photo)
27
lation (photo)
13
Fig. 17
selected airfields table)
29
Fig. 7
Tug and barge photo)
13
Fig. 18
Terrain and transportation
Fig. 8
Barge tow and pusher tug photo)
13
(nap) follows
32
if
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Transportation and
Telecommunications
A. Appraisal (C)
The location of Yugoslavia between central Europe
and the Middle East has resulted in a transportation
and telecommunication (telecom) pattern greatly
influenced by international traffic considerations.
Yugoslavia has important highway connections with
each of the seven bordering countries and rail
connections with all but Albania. The Danube, with
its tributaries and connecting canals, provides an
inexpensive mode of transport connecting the country
with neighbors to the north and east. About half of the
Yugoslav working population is employed in
agriculture, but fey nations in Europe have made
such a dramatic: transition to industrial production
since World War IL In general, the transportation and
telecorn systems are adequately supporting current
needs of the national economy. However, transporta-
tion facilities are not as well developed as those of
Western Europe; most of the rail mileage is single
track, and only 2625c' of the highway network is hard
surfaced.
Distribution of the transportation networks is
uneven. Railroad lines, highways, and inland
waterways are concentrated mainly in the lowland
plains of the north. The rail and highway networks are
rather sparse in the mountainous regions covering
most of the country.
Although the railroads continue to be the primary
carriers of freight in terms of tonnage and ton miles,
they have been declining steadily in total traffic
largely in favor of highway trucking. In 1970 the
railroads accounted for 55% of the ton miles, it
dcurease of about 9 1 ,'f from 1967. On the other hand,
highway transport, and to a lesser extent the inland
waterway carriers, have been showing considerable
traffic gains. The impact of the tremendous increase in
passenger vehicles -1967 to 1970 �is reflected in the
TV:i�(' increase in passenger -miles in 1970. highways
act mainly as feeders for the railroads and inland
waterways and carry rnuch of the short -haul traffic. In
many_ areas roads are the only means of transporta-
tion. Although surpassed by the railroads and highways
in amomits of freight and passengers carried, inland
waterway transport is also a significant contributor to
the country's transportation effort, domestic and
international. Pipeline transportation is relatively
insignificant.
Yugoslav ports are increasing in size and
importance �from two majorand seven minor in 1967
to nine major and 24 minor in 1971 �as major railroad
lines and highways, linking the ports with the major
population centers to the north and east, are being
improved and constructed. In addition to substantial
utilization in international shipping, these ports are
used extensively in coastal shipping, much of which is
accomplished by the nationalized Yugoslav merchant
fleet. The fleet has gained in ranking since 1966 and is
now 17th among the maritime nations of the world;
however, the total amount of the nation's seaborne
cargoes handled by the fleet declined from over 55%
in 196.1 to abou! 45% in 1970 largely because of the
closure of the Suez Canal and inefficient manage
mept. Yugoslavia has its own air carriers, which
provide adequate domestic and international services.
A number of good airfields capable of handling
modern jetliners and military aircraft are geograph-
ically well distributed.
The Yugoslav telecom complex adequately serves
the nation's needs. Modern equipment is gradually
replacing old t ;.uipment. Government emphasis on
improved telecom services has resulted in an extensive
expansion and modernization program now underway
to improve telephone and telegraph facilities.
Government sponsored programs are providing for
extensive improvements to the transportation and
telecorn systems, but progress is slow mainly because
of inadequate finances. Among the more significant
projects planned or underway are the following:
Railroads� Construction of a new standard -gage line
from the port of Bar to Belgrade.
Highways� Completion of the last segment of the
inland Adriatic highway� hvangrad to Rozaj to Kosovska
Mitrovica. Completion of the Belgrade Kladovo high-
way, which will considerably shorten the distance be-
tween Belgrade and Bucharest by providing a most
important international highway border crossing via
the top of the Iron Cate dam. Another important aspect
of the road development plan is the construction of
several seciions of divided highway on the principal
routes.
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Inland Waterways Completion of work on the
Danube Tisa Danube canal system and expansion of
port facilities at Belgrade.
Pipelines Completion of the trans Yugoslav crude
oil pipeline from the port of Bakar on the Adriatic to
Pancevo near the Danube.
Ports Completion of port development at Bar and
Koper, including container handling facilities at Koper.
Merchant Marine� Current plans for a fleet aggre-
gating 2.5 million g.r.t. by 1975 (1.5 million g.r.t. in
1971).
Civil Air Purchase of new, larger equipment, ex-
pansion of maintenance capability, expansion and mod-
ernization of training facilities.
Air Facilities Expansion and improvement of existing
facilities and overhaul of civil airfield management in
order to compete favorably with foreign airlines.
Telecommunications Expansion of coaxial network
and radio -relay links and construction of new radio and
TV studios.
Administration and control of transportation are
vested in the Federal Secretarat for the Economy and
its subordinate organizations. The Directorate of Posts,
Telegraphs, and Telephones Community is respon-
sible for the control and operation of the telecom
system, and the Committee for Radiobroadeasting
and Television is responsible for radiobroadeast and
TV activities.
B. Strategic mobility (S)
Yugoslavia's defense strategy and logistic mobility
are largely determined by fundamental differences in
terrain which divide the country into two military
geographic regions �the Northern Plains and the Hills
and Mountains of the south and west. The
combination of environmental characteristics
common to each region would have a relatively
uniform effect on strategic mobility within the region,
but present marked differences between the two
regions.
For each mode of surface transport, and
telecommunications and air operations, the moun-
tainous two thirds of the country presents serious
restrictions or limitations and would make large -scale
logistic support operations extremely difficult. The low
Northern Plains are suitable for large -scale conven-
tional operations, but numerous rivers and canals
create directional logistic problems and tend to restrict
or hamper rapid cross country movement. Seasonal
climatic conditions also are restricting factors, both in
the plains and in the mountains.
The rail network is adequate for normal economic
needs and could support sustained military operations.
However, due to the small number of high capacity
2
through routes and lack of adequate bypasses, the
civilian economy would feel the impact of any large
scale military movement. The greatest strain would be
placed on the low- capacity lines leading from the
coastal ports of Rijeka, Split, and Ploce. t The main
deficiencies which limit the system's capacity are: the
predominance of single -track lines, the relatively small
number of diesel and electric locomotives, the
outmoded mechanical signaling and interlocking
operations; and obsolescent and inefficient rail yards
at the major traffic centers.
The road network suffers from various deficiencies
that would limit military usage of the system on a
large scale; these include lack of alternate routes, poor
quality construction of many roads, and a variety of
traffic bottlenecks such as sharp cure and steep
grades. Also, vehicle mobility would be impeded by
seasonal climatic conditions �rain, fog ice, and snow.
Rapid cross country movement of vehicles and troops
would be impossible in the mountainot is region and
difficult in many lowland areas due to swampy terrain
and many unbridged sections of waterways and
canals. Military movement from the coastal regions
into the hinterland would be hamp,red by the poor
alignment and surface conditions, general sparsity of
routes, and the rugged terrain. Although moderniza-
tion of Yugoslavia's highway system eventually will
increase its logistic support capabilities, the military
value of the network is limited by the uneven spatial
distribution of roads .2
Interdiction of both rail and highway movement
would be relatively easy in the highland areas where
alternate routes or detours are virtually lacking.
As lengthy transport arteries the Danube and the
Sava rivers could provide logistic support in the cast
west movement of military supplies and equipment
across the greater part of northern Yugoslavia. The
international Danube provides Warsaw Pact forces
high- capacity access northwestward across Austria
into southeastern West Germany. Most vulnerable on
these waterways is the Iron Gate dam and -lock
installations, destruction of which would halt through
traffic movements on the Danube as well ,us cause
widespread flooding. Serious interdiction could also be
accomplished by destruction of large bridges, ports,
and repair facilities. In a military supply resupply
'For diacritics on place names see the list of names on the apron
of the Terrain and Transportation Map, Figure 18, and the map
itself.
"The discussion and table on internal runtes as well as the nrap on
strategic areas, internal routes, and approaches, in the Military
Geography chapter further illustrate the problems of military
movement on and off the highways.
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operation the waterway route capability of the
Danube is 110,500 short tons per day based on the
locking facilities at the iron Gate dam and -lock
installation. Belgrade and the seven significant ports
have a combined estimated military port capacity of
64,000 short tons per day.
While Yugoslav ports are generally adequate for
normal economic needs, only the major ports are really
adaptable for military use. Until the long -range port
development plan is completed, port capacities would
be inadequate for prolonged military use of logistic
resupply.
The merchant marine is capable of supporting
military operations involving troop transport and
logistic support. A total of 163 cargo ships (131 dry
cargo, two refrigerator cargo, 25 bulk cargo, five
combination passenger /cargo) ha%e a combined lift
capability of 1,501,300 long tons of cargo. The 17
tankers could transport about 348,700 tons (2,971,900
barrels) of petroleum products.
The five passc);ger ships would be able to transport
about 19,000 troops under emergency conditions.
There are 17 small passenger ships and one training
vessel that could lift another 2,800 troops. This troop
lift capability could be further augmented by two
ferries, each over 1,000 g.r.t., and 10 smaller ferries.
The 12 ferries could transport about 2,400 troops on a
very short -haul basis.
For merchant marine support of military
amphibious lift capabilities, there are 16 ships,
totaling 151,200 d.w.t., equipped with heavy -lift
1 -ooms (40 tons or more); 35 ships, totaling 478,555
d.w.t., equipped with large hatches (50 feet or longer);
and four ships, totaling 46,818 d.w.t., equipped with
heavy -lift booms and large hatches.
This lift capability could be supplemented by units
in the coastal fleet. There are 46 dry cargo ships that
could transport about 29,900 long tons of cargo and
seven tankers that could transport about 3,500 tons
(29,900 barrels) of petroleum products.
Use of the merchant fleet in an emergency has been
incorporated into contingency planning for the
territorial defense of Yugoslavia, with activities to be
coordinated by the navy.
The airfields of Yugoslavia are adaptable to meet
adequately all internal requirements for military
operations. Both military and civil airfields would be
placed under military jurisdiction and used for
military operations as necessary. The newest military
airfields have been constructed with maximum
potential for rapid expansion, i.e., addition of parallel
runways. Construction of adequate parking aprons
and hungers is either underway or planned and could
readily be expedited if necessary. Material shortages
and inadequate fuel reserves are still major
deficiencies at military air installations. The
completion� of the planned pipelines should resolve
some of these problems.
In the event of a national emergency or
mobilization the government would integrate the
equipment and personnel of Yugoslav civil aviation
into the armed forces. Most Yugoslav Airlines (jAT)
personnel have had some previous military training.
The major transports could provide considerable airlift
assistance and the light aircraft could provide support
in such areas as reconnaissance, training, and
maintenance of domestic air services.
The local :end long- distance telecom transmission
networks in Yugoslavia use coaxial cables and
microwave radio links which satisfy civil needs and
meet most of the military requirements. 5e
facilities, however, are maintained by the military
services.
The six army district headquarters of the Yugoslav
Armed Forces are located in Belgrade, i.jubljana, Nis,
Sarajevo, Skopje, and Zagreb. All of these cities are
important telecom switching centers and are linked by
high capacity underground cables and radio -relay
links. In addition to a large volume of public traffic,
these circuits handle special- purpose communications
of a military nature. Radiobroadcast stations of 100
kw and above are also located in each of these cities.
Telephone and telegraph services for the army use
wire circuits leased from the Directorate of Posts,
Telegraphs, and Telephones Community (PTTC) as
well as army -owned wire and radiocommunications
facilities. The army also has access to the PTTC
network through switchboards at each district
headquarters. The main center in Belgrade provides
telephone and telegraph services to units throughout
the country.
In time of national emergency, either the
Administration for State Security or the armed forces
would control all essential telecom facilities.
C. Railroads (C)
On 1 January 1971 the government -owned
Association of Yugoslav Railways (JZ) consisted of
6,393 route miles of line, of which 683 miles were
narrow gage (chief) 2'6 and 5,710 miles were
standard gage (4'8'/2 The network is single track
except for 463 miles of double track (all standard
gage); electrification totaling 1,180 miles is confined
to the standard -gage lines.
3
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Yugoslavi..'s main railroad line runs northwest to
southeast through valleys from Jesenice at the Austria
border to Gevgelija at the Greece border via
I.juhljana, Zagreb, Belgrade, Nis, and Skopje. North
of the train line, in the Northern Plains, the rail system
is well developed. The major northern connecting
routes to the main line include the Maribor Zidani
Most, Botovo �Dugo Selo, and the Subotica �Stara
Pazova lines. To the south, rail development has been
limited by the predominantly mountainous terrain.
The only major connecting lines are found in the
central and western parts of the country and include
the Sezana- Ljubljana, Rijeka Zagreb, Zadar- Novska,
and iarajevo to Vrpolje lines.
The only sizable area lacking an adequate rail link
with the interior of the country is the section south of
Belgrade to the Adriatic coast. In order to integrate
this area into she country's rail network, the JZ lias
been constructing, since 1952, it single -track standard
gage line that will run from Belgrade through the
rugged mountain regions of central Yugoslavia (Figure
1) to the port of Bar. When completed, the
Belgrade �Bar line will riot only open up large areas of
underdeveloped land in southern Yugoslavia, but will
also provide it shorter, less expensive international
route from northern and central Europe to
Mediterranean seaports. 'Che port of Bar is being
expanded and modernized and is expected to b^
completed by the time the first trains begin operating
early in 1974.
The JZ makes direct connections with thr� rail
systerns of all adjac.-tit countries, with the exception of
Albania. All international litres are standard gage, and
all are single track except for the double -truck litres
from Sezana into Itaiy and from Sentilj into Austria.
The more important rail centers are Belgrade, Knin,
Koprivnica. Ljubljana, Nis, Novi Sad, Rijeka,
Sarajevo, Skopje, Split, Vinkovci, and "Zagreb.
Despite the gradual introduction of some
mechanization in JZ maintenance work, most of this
work is still being clone manually. Maintenance
procedures are poor by Western Europeau standards.
Among the several fa --tors that :rake construction and
maintenance costly is the predom;nantly mountainous
terrain, which requires the construction of numerous
bridges and tunnels, particularly on steep grades and
sharp curves. Construction along the sleep sides of
gorges and in river valleys subject to flooding has
required many protecting and supporting structures;
generally, construction costs are higher than in
neighboring countries. Protection of lines from
destructive effects of ice, frost, landslides, floods, and
other natural hazards is it constant problem.
Since 1961 the JZ has peen engaged in an extensive
improvement program aimed at increasing capacity,
modernizing operations and equipment, and
constructing additional lines in less developed parts of
the country. Some success was achieved between 1961
and 1963, but since 1963 numerous financial
difficulties have forced a curtailment of many
projects. The 1971 -75 program calls for a reduction it:
the number of steam locomotives by 15 improving
signaling and telecommunications between Belgrade,
Zagreb, Skopje, and other large cities; modernization
of facilities at the Belgrade, Ljubljana, Zagreb, Nis,
and Skopje yards; increased axleload limits on major
router; standardization of some existing narrow -gage
lines; and construction of a few new standard -gage
lines.
The most recently completed projects include a new
standard -gage section of the Belgrade �Bar line from
Vreoci to Valjevo and electrification of the Zidani
Most Zagreb, Belgrade� Lapovo, and Vrpolje �Ploce
rail lines. If funds are available, it is hoped that the
new standard -gage lines from Bor to Majdanpek and
Valjevo to Tuzla will be finished by 197.1. The largest
project still underway is the 295 mile standard -gage
line from Belgrade to Bar. Because of the economic
benefits anticipated from this line, the JZ will be
directing their major effort toward completing_ the
project by 1974.
It is estimated that there are 25,500 railroad bridges
(minimum length 6 feet) in Yugoslavia; they total
554,000 feet in length. In general, most bridges 16 feet
and ove� in length are of steel., and most under 16 feet
are of masonry or concrete. The proportion of masonry
bridges is highest on the oldest lines in the northern
and northwestern parts of the countrv; in the eastern
and southern parts of the country about 30% of the
bridges are of concrete and 70% tire conventional
beam or pl ate girder steel structures. Older bridges,
especially those of masonry, are gradually being
replaced with new steel structures.
Of the approximately 650 rail tunnels, less than 3%
are double track, but some of the newer single -track
tunnels have been built to double -track width and
have sufficient el.arance for future electrification.
Most tunnels are bored through solid rock and are
masonry or concrete lined. The more exposed sections
of line through mountainous terrain are protected by
galleries and snowsheds.
Rail used on JZ standard -gage lines ranges from 70
to 100 pounds per yard in weight and is from 50 to 80
feet in length. The line- have axleload limits ranging
from 16 to 24 short !ons. Rail on narrow -gage lines
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%%e�ighs 44.5 pounds per yard and is 50 feet long. The
lines have axleload limits of 7 to 12 short tuns. \lost
tics arc of wood; it small percentage of steel tics is also
living used. Ballast is crushed rock. stone, or gran vi. On
most lines ballast ranges from 14 to 19 inches in depth;
the average is 16 inches. Rail is prodtice�d domestically,
but sonic is imported, mainly from France. "Tics and
hallast are available locally.
JZ train control is chiefly by the manual block
system, but automatic block is used on parts of the line
between Belgrade and Zagreb, and Centralized "Traffic
Control (CTC) is in operation on the sections between
Doboj and 'Lenic�a and between Zagreb and Noyska.
CI'C is being installed betcyeen Novska and Belgrade.
Color -light and semaphore signals are used bnt are
insufficient in mother and are ina,lecl lit tely
maintained. The number and condition of signals are
satisfactory on only a few major lines, primarily on
those carrying international traffic. Cornnnmications
are yia telephone and telegraph.
Coal, diesel oil, and electricity power Yugoslav
locomotives. Substantial indigenous supplies of coal
are available, but the quality is poor, and tile railroads
import better coal from East Germany and West
Germany to mix syith the domestic supplies. Petroleum
is produced in Yugoslavia, but diesel oil must be
imported. Elva- tricih is supplied by hydroelectric and
thermal powerplants. Water is abundant in most areas
throughont the year. Although the mineral content is
high, %%atcr for locomotive use is treated at only it fe%y
of the larger yards and rail centers.
JZ freight and passenger traffic has declined steadily
since 1965. This downward trend is the result of a
leveling off in the growth rate of industrial production,
a c�Itange in transport preference, and failure of the
govenunent to adequately expand and modernize the
railroad system. In 1971 the railroads transported 88.0
million short tons of freight and nearly 1.15 million
passengers, accomplishing 12.7 billion short- ton stiles
aloof 6.5 billion passenger miles. Principal commodities
carried were coal, cement, ores, wood, and
metallurgical products. 'I'll( stain artery for both
domestic and international traffic is the stantlard -gage
line extending fro n Austria to Greece. A large
percentage of the international freight comprises
imports front Italy and those received through the port
of Rijeka and destined for adjacent Soviet oriented
countries and Austria. Included in this international
traffic are agricultural products, ores and metals, and
fuels. In domestic traffic the most heavily traveled
lines are in the industrialized north and northwest, but
T
traffic is increasing in the south-central part of the
c�ountn, reflecting emphasis on industrial develop-
ment in that area.
Rail container transport is developing at a rapid
rate, despite the small quantities presently handled. In
1970 the JZ transported over 300 units, and the figure
has heen continually rising. Investment in container
transport is being directed toward acquiring special
freight cars and construction of special handling
facilities at selected terminals. The JZ has fully
developed container terminals in Ljubljana and the
port of Koper, temporary facilities exist in other
important traffic centers. Yugoslavia is it member of
the 19- nation European Community INTERCON-
TAINER (International Company for "Transport by
Transcontainers) whose functions include organiza-
tion of container traffic between the transportation
nehvorks of the various countries.
In 1971 the JZ equipment inventory comprised
1,882 locomotives, most of which were steam, and
61,869 freight cars, most of which were two -axle units.
Replacement of the steam locomotives by diesel
(Figure 2) or electric units has been slow. 'There is it
great need for brattc�h -line and switching locomotives
of 1,500 horsepower or less. Locomotives and freight
cars are built in Yugoslav plants, but much of this
production is for export to build up Yugoslav foreign
exchange credits. The JZ normally imports diesel
engines front Hungary, Austria, France, and the
United States; special purpose freight .us are
purchased from Poland.
Because of equipment shortages, overloading is
common and results in equipment failures. Deferred
maintenance contrib.tes to the deterioration and
frequent breakdowns of equipment. Repairs are
snhjcct to long delays because of irnp, scheduling,
and (Well neW equiptnc�nt rapidly deteriorates under
conditions imposed by its heavy use. Superior
operating efficiency, however, has enabled the
railroads to handle most of the traffic in spite of these
shortcomings.
'I'll( railroads of Yugoslavia, with the exception of a
few minor industrial and port lines, are operated by
the JZ under the Federal Secretariat for the Economy.
Organization of the J'!, is based on it concept of worker
management in which the workers participate in
administration and usually receive it share of the
profits. The JZ is administered by Railroad 'Transport
Enterprises, of which there are three in the republic of
Slovenia (Slovenija) and one each in the remaining
republics. Activities of these enterprises are
coordinated by the Association of Railroads �also
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FIGURE 2. Co -Co 1,850- horsepower
standard -gage diesel electric loco-
motive (U /OU)
known as Union of Railroad Enterprises Ducting for
the Federal Secretariat for the Economy. The
tranyoit enterprises arc divided into sonic 200
svorncing units, each of which has an elected workers
council.
On I January 1970, JZ personnel nurnbered about
133,0(M). 'rhere are several railroad training schools
located throughout the country. Among the notable
schools arc the Railrc.. ;d Electronic School at
Ljubljana, the Advanced Con:ntunication- School at
7.emun, and the Railroad Institute at Belgrade.
D. Highways (C)
Highway transport provides feeder and distribution
services to other modes of transport and is used chiefly
for short -haul movement of freight and passengers. In
nnany areas highways are the only mean- of
transportation. Ilighway transport, the second
dominant mode of transport, is growing rapidly and
assuming an increasing importance for the national
economy. This trend is expected to continue, mainly
because of the marked increase in the number of
motor vehicles and related services. In recent wars
highway transportation has grown at a faster rate than
the other transportation modes and has handled a
stcadil} increasing share of freight and passenger
transport. Since 1968, road transport has been
replacing the railroads as the prime mode of passenger
travel. Railroads arc still the principal freight carriers,
but the trend is toward a fuller utilization of the
CCOIn nniC and technical advantages of highway
transport.
'the magnitude of the increase in highway tran%port
is indicated by the following statistics:
D3espite the recent upswing in road modernization,
improvement and new construction has not kept pace
with this considerable motor traffic expansion. For the
most tart, the highway artwork is inadequate to meet
the requirements of accelerated industrial develop-
ment and the growth of tourism, foreign trade, and
agricultnre. The general sparsity, poor alignment and
surface condition, and uneven spatial distribution are
the major hindrances to the increasing traffic. Modern
hard surfaced roads constitute only about 262( of
the total network. Even the primary roads arc
inadequate for current rectuirente�nts and need
iniproverne�nt over many stretches. The network's
shortcomings can be attributed to various other factors
as well. Most roads were constructed decades ago on
poor fonndutions and for light traffic, requiring
expensive maintenance and repairs, especially in areas
subject to deep frost. Technical road construction
e
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MILLION
BILLION
rREICHT SHORT TONS
TON -MILES
1960
13.6
0.7
1967
44.7
2.7
1969
62.2
3.8
1970
54.7
4.5
1971
78.7
5.0
MILLION
BILLION
PASSENGERS CARRIED
PASSENGER -MILES
1960
103
1.8
1967
373
E.4
1969
478
8.5
1970
543
9.6
1971
608
11.3
D3espite the recent upswing in road modernization,
improvement and new construction has not kept pace
with this considerable motor traffic expansion. For the
most tart, the highway artwork is inadequate to meet
the requirements of accelerated industrial develop-
ment and the growth of tourism, foreign trade, and
agricultnre. The general sparsity, poor alignment and
surface condition, and uneven spatial distribution are
the major hindrances to the increasing traffic. Modern
hard surfaced roads constitute only about 262( of
the total network. Even the primary roads arc
inadequate for current rectuirente�nts and need
iniproverne�nt over many stretches. The network's
shortcomings can be attributed to various other factors
as well. Most roads were constructed decades ago on
poor fonndutions and for light traffic, requiring
expensive maintenance and repairs, especially in areas
subject to deep frost. Technical road construction
e
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standard, frequently are not adjusted to the ever
increasing congestion and heavier vehicle loads,
resulting in rapid deterioration and increased
maintenance costs. Another drawback is the
considerable irregularity in the network's develop-
ment, varying greatly in each of the republics.
The predominantly hilly and mountainous terrain
of Yugoslavia has largely determined both the
orientation and the overall pattern of the network.
"rhe highways are unevenly distributed, and the main
concentration is in the lowland plains of the north.
The main routes form it network of arterial highways
providing border -to- border movernent and interna-
tional connections. In general, they duplicate the
pattern of rail -line concentrations. The Brotherhood
and Unity (Figure 3) and the Adriatic Highways form
the backbone of the highway network and are part of
the European highway system. The Brotherhood and
Unity Ilighway extends across most of the northern
part and southward through the eastern part of the
country, linking Belgrade with Italy, Austria, anu
Greece. The Adriatic Ilighway consists of two
portions. The coastal section parallels the Adriatic
coast from the Italian border near Trieste to the
Albanian border near Shkoder (Figure 1), and the
inland section extends from Petrovac via "Titograd,
Kolasin, Kosovska Mitrovica, and Pristina to Skopje,
where it junction is to he made with the Brotherhood
and Unih� Highway. Several north -south transverse
roads �the most important known as the Bosnian
Ilighway connect the main routes and link the
interior of the country with the coast.
Although Yugoslavia's road modernization Program
has made good Progress during recent gars, the
network is generally below par by Western standards.
On the other hand, among Eastern European
countries� according to it recent comparison of their
highway mileage totals Yugoslavia's network
because of accelerated upgrading, now ranks second,
and it has taken third place in total mileage of hard
surface pavements.
Yugoslavia has about 56,565 miles of public
highways classified as Class 1, II, III, and IV according
to their economic importance, and as hard- surfaced,
macadamized, earth, and unimproved according to
surface construction. %t is not uncommon to have a
Class I highway with an inferior surface. The
approximate breakdown by highway surface types and
percent of total mileage is as follows:
PERCENT
MILEAGE vE TOTAL
Hard surfaced concrete, bitu�:ir.ous,
bituminous surface treatment, stone
block, cobblestone) 14,850 26.2
Macadamized gravel, cushed stone) 25,715 45.5
Earth graded and drained) 15,600 27.6
Unimproved (track) 400 0.7
According to category the breakdown is as follows:
CLASS
MILES
I
6,231
II
8,761
III
12,715
IV
28,858
In addition, about 12,000 miles of forest roads are uses
by the forestry industries.
FIGURE 3. Section of Brotherhood
and Unity Highway between
Belgrade and Skopje (U /CU)
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Highway surface widths for the most part range
from 8 to 30 feet. Shoulder widths range up to 10 feet
but are generally not more than 3 feet. Mane stretches
of highway, particularly the crushed -stone and gravel
roads in mountainous regictis, have no shoulders.
Many stretches of concrete and bituminous highways,
especially in cuts, have concrete curbs about 6 inches
high. [lase construction on highways having
bituminous treated or better surfaces is generally :3 to 8
inches of crushed stone. Some of the paved highways
have tel ford- macadam bases consisting of hand -set
large stones and crushed -stone fragments wedged
tightly in the interstices. Stone -block pavements have
it layer of fine sand as a cushion between the base and
surface courses. Many mountain roads wind along
cuts supported by stonemasonry retaining walls; some
follow rocky precipices or extend along %winding
mountaintops and have sharp curves (many hairpin or
reverse curves) and steep grades ranging tip to 20%
(Figure -1).
There are about 3,300 bridges 20 feet or longer on
(:lass I and I I reads. Little information is available on
bridges on Class III and IV highways, but their
number is probably sinall. Most of the principal
highway bridges are of reinforced concrete or
masonry; others are steel (including Bailey truss) or
timber. Bridge, have not been constructed to standard
specifications. Little information is available on
bridge capacities, but it is known that newly
constructed bridges on Class I highways have a
capacity of 44 short tons and that similar structures on
Class II highways have a capacity of 26 tons. In
December 1970, a vital bridge and highway
construction project was completed. The six -lane
Belgrade portion of the Brotherhood and Unite
Highway and the :5,280 -foot six -lane "Gazelle"
bridge, which carries that highway section across the
Sava river, were opened to traffic. This new bridge
provides an important through route for rapid cross
country traffic and is capable of supporting heavy
loads of all kinds.
Tunnels are numerous. Information on the total is
not available, but there are an estimated 120 tunnels
on Class I and Class II highways. Most are not
illuminated or lined and have roadway widths and
vertical clearances of 12 feet or slightly ovee. Only
tunnels on main traffic arteries have roadway widths
of at least two lanes; these generally have
stonemasonry portals and are lined with concrete or
ceramic tile.
Information does not indicate that there are any
fords; however, there are probably some unpaved
short fords along lesser roads. The several ferries on
various, routes have generally limited capacities that
range from two to 10 vehicles and 30 to 40 passengers;
most are wooden vessels.
The federal government plays a minimal role in
highway administration and is largely occupied with
international cooperation through road agreements.
The Federal Basic Law on Public Roads (newly
amended in 1967) made. the Road Funds and Road
Councils of Yugoslavia's six republics and two
autonomous provinces entirely responsible for the
overall coordination, planning, design, construe;.; in,
maintenance, and repair of the highway network in
their respective areas. They generally confine
themselves to administration and supervision. The
republics and provinces are responsible for Class I, II,
and III roads and the municipalities for Class IV
roads. Most road construction work is assigned by the
responsible authorities to semiprivate and private
firms on a competitive bid contract basis. In
accor0once with negotiated contracts, various road
maintenance enterprises perform maintenance and
repair assignments. After 1967, maintenance �badly
neglected previously improved considerably. It
varies, however, in quality and extent among the
republics and provinces due to lack of uniform
standards and differences in maintenance methods
and availability of funds. Because they have special
heavy equipment and the necessary skills, cagincer
9
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FIGURE 4. Military convoy negotiating hairpin
curve on steep mountain road (1U/0U)

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FIGURE 5. Yugoslav army engineers
engaged in road construction (U /OU)
units of the array are used to hest advantage in
building roads in areas having rugged terrain (f:ignre
5). In addition. volunteer youth brigades constitute an
important part of the construction work force. In some
parts of the country, villagers make voluntary
contributions in the construction and maintenance of
roads that will link them with the main highway
network.
Road construction and maintenance in mountain-
ous areas present serious problems, resulting in slow
and costly work. In lowland areas many roads have to
be elevated to proven: seasonal inundation. In
addition, seasonal climatic changes create consider-
able maintenance problems that necessitate expensive
repairs.
With the exception of bitumen, most of which is
imported from Trinidad, Yugoslavia is self- sufficient
in road construction materials. Supplies of crushed
rock and timber arc plentiful, and sand and gravel arc
available in adequate amounts. 'i he Adriatic coastal
region provides unlimited quantities of limestone for
base and surface- course aggregates and for producing
portland cement. Although dunestic cement
production is steadily expanding, rising regniremenls
still necessitate imports. Supplies of locally produced
steel are sufficient for construction purposes.
Road constntction equipment ranges from primitive
to modern. In many rura! areas local volunteers work
with wheelbarrows, shovels, and rakes. Equipment
nsed for major construction projects, such as the
Adriatic Highway, incinde concrete mixers, hull-
dozers, and power shovels. Domestic production of
road graders, bulldozers, excavators, mobile cranes,
scrapers, and road surfacing machines is making
satisfactory progrvss.
The current third phase (1971 -75) of Yugoslavia's
20 -year highway development program places
primary emphasis on reconstructing and improving
the existing nehyork; it also incorporates some new
construction, including areas no longer served i,y
railroad lines. Operations on nationally and
internationally important routes are scheduled to
proceed at a fairly rapid pace during the next few
years. The last sci meat of the inland portion of the
Adriatic Highway �one of the major projects that will
link southeast Yugoslavia with the Adriatic ports �is
nearing completion on the Ivangrad- Rozaj- Kosovska
Mitrovica stretch. Construction includes about 35
bridges and 14 tunnels, the longest of which is the new
"Lokvv tunnel through the Turjak mount,.in ridge,
scheduled to be about 3,600 feet long. Other
construction includes the Bar- Ulcinj road, which will
extend the Adriatic Highway close to the Albanian
[)order; the Nis- Pristina -Pec route, designed to
shorten connections to the Adriatic coast; and the Bela
P danka -Pirot segment of international highway E -95,
h; ing modernized jointly by Yugoslavia and Bulgaria.
Construction of the Golubac- Tckija portion (which
parallels the Iron Gate section of the Danube) of the
Belgrade- Kladovo highway is continuing steadily.
Upon its completion Yugoslavia will have a new
international border crossing. A road connecting
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Kladovo, Yugoslavia, with Turnu Severin, Romania,
will cross the clam at the Iron Gate, considerably
reducing the distance between Belgrade and
Bucharest. Several transverse roads connecting the
Brotherhood and Unity and Adriatic Highways are
being modernized, and some sections are being
entirely rebuilt.
The construction of divided highways is an
important aspect of the road developrnen! program.
The Belgrade "Zagreb section of the Brotherhood and
Unity highway is to be so reconstructed. Preliminary
surveys or approved plans for divided highways
involve routes from Zagreb to Split via Karlovac; from
Varazdin, near the Hungary border, to the Italy
border at "Trieste, extending via Zagreb. Karlovac, and
Rijeka; from Nova Gorica, at the Italy border, via
Postojna aril Ljubljana to Sentilj at the Austria
border. 7he Belgrade to Novi Sad road construction is
the first stage of a four -lane north -south road project
from Subotica at the Hungary border to Gevgelija at
the Greece border; as part of international route E -5
connecting central Europe with Greece, it is the
shortest route to the Mediterranean. Special priority is
being given to the Zagreb- 11ijeka- "Trieste super-
highway project. Construction of the Ucka mountain
tunnel, a part of this route, is one of the country*s most
ambitious undertakings. Its planned length is more
than 17,000 feet, and it will shorten the distance
between the Istrian Peninsula and the strategic port of
Rijeka, and the Yugoslav hinterland as well.
Completion of most divided highway sections is
expected sometime during the 1970's.
Highway operations are hampered by various
bottlenecks and by adverse climatic conditions. Major
obstructions include numerous winding roads that
have sharp, frequently hairpin, curves, steep grades,
ma n\ narrow or low capacity bridges, sharp turns at
sonv,- bridge approaches. and numerous tunnels and
anderpasses that have clearance limitations. Traffic is
also obstructed by narrow tortuous streets in roan\
towns and villages. Adverse weather conditi-rus render
many roads impassable or difficult to traverse for
varying periods of time. In rural .rvas, traffic is
frequently interrupted by flocks of farm animals or is
slowed by animal -drawn carts. Heavy snows and
rains, landslides, rockfalls, visibility- restricting fog and
dust, and spring floods accompanied by inundation or
washouts in low -lying areas are common traffic
interruption factors. Offroad movement is virtually
impossible along many highways because of rugged
terrain, heavy vegetation, and unstable soils.
Motor carrier operations are controlled by the
Federal Secretariat for the Economy. Administration
of economic organizations on the local level is based
on the "self- rnanagenrent" principle, and transport
enterprises including highways� function as autono-
mous entities managed by workers councils. Daring
the last fey: years, privately owned motor -uu::?
operations and facilities have been increasing steadily.
It is estimated that there arc more than 300 motor
vehicle- transportation enterprises specializing in
passenger and freight transport; they are rapidly
expanding their capacity and services. The number of
buslines has increased on all Class 1, 11, and Ill roads;
regular bus routes connect all regional centers and
many villages. New buslines arc continually opening
between important tourist centers �for example, along
the Adriatic Highway. Several bus services link
Yugoslavia with some of the adjacent countries.
International highway transportation is rapidly
increasing. In many cases international freight is
collected in Yugoslav storage centers and is then
transported to various major cities and industrial
centers abroad. The increase in this transportation
parallels the trend of growing industrialization of the
economy. It is also attributable to the fact that
Yugoslav foreign trade has been growing in terms of
the volume of exi rrts and imports and in the number
of countries involved; the number of international
trade agreements is steadily increasing. In addition,
modernization of the road network and motor
transport equipment has played an important part.
Transport of domestic freight utilizing trucks has
been increasing steadily on most public highways.
This is clue largely to accelerated highway renovation,
increased imports of heavy trucks, and a slowly
growing trend to shut down unprofitable railroad lines
and replace them with road transport facilities. The
principal types of cargo hatted by truck include
timber, iron ore, metals, minerals, chemicals, cement,
machines and transport equipment, petroleum and
petroleum derivatives, and agricultural products.
Highway traffic is rapidly expanding, but the overall
volume is still lighter than that of Western countries.
Heaviest traffic is encountered in the agricultural and
industrial areas of the north and around the major
coastal ports; however, traffic volumes are subject to
seasonal fluctuations and variations in agricultural
and tourism transportation requirements.
As of January 1971, vehicle registration totaled an
estimated 843,000: 7220,875 passenger cars, 107,265
trucks, and 14,680 buses. In addition, there was an
approximate total of more than :300,000 motorcycles.
The number of passenger cars registered in 1971 was
double the number in 1968, and truck and bus
registration increased 12.5% over 1968 �a remarkable
rate of growth for a 3 -year period.
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In the main, truck capacities range from 1.5 to 10.5
short tons; tractor- trailer combinations range from 13
to -10 tons. Most hits capacities range from 20 to 44
seats; some of the modern buses, produced in
association with Ilungary, have seating /standing
capacities ranging from 80 to 160. Most vehicles are
generally in good condition and represent a large
variety of manufacturers and models.
The steadily progressing motor vehicle industry is
state owned. Production �in part performed under
assennbly license agreements with Italy, 'Vest
Germany, Prance, the United Kingdom, Austria, and
Ilungary� includes passenger cars, trucks, buses,
motorcycles, and various spare parts and engines.
Despite the expanding automotive industry,
Yugoslavia roust import vehicles to satisfy domestic
requirements. )v1otor vehicles are imported from
Czechoslovakia, the U. S. S. R., East Germany,
Hungary, Nest Germany, France, Italy, and the
United Kingdorn. As a matter of expedience, major
vehicle manufacturers also export sortie vehicles
chiefly passenger cars �to various countries; to
achieve it higher level of technology and competition
in foreign markets, they have concl-uled copartnership
agreements in the duty ain of industrial and technical
cooperation with various foreign firms. These
contracts include exports of spare parts and car bodies,
as well as complete vehicles. Y�,-;oslawia, in turn, is
provided with imports of these items and technical
know -hoxv as well. Countries receiving motor vehicles
on this reciprocal basis include the U.S.S.R., Poland,
Hungary, East Germany, Greece, India, and Spain.
E. Inland waterways (S)
The major navigable waterways of Yugoslavia are
the Danuhc, two main tributaries �the Sava and
"Pisa �and it canal network known as the Danuhe-
Tisa- Danube canal s%Stenn. Although outranked by
the railroads and highways, the waterways comprise
can important supplement to the other modes, also
affording industry and agriculture in the well
developed north a low -rust means of bulk commodity
transport. Several lakes and short coastal rivers support
local navigation in the sparsely populated and less
developed south and west. The international Danube
provides Yugoslavia a high capacity, dependahle
transport connection northward to countries of central
and wcstr -rn Europe and indirect access eastward to
the Black Sea. 'I'll( volume of Yugoslav shipping
consistently exceeds the amounts annually carried on
the Danube by other riparians.
12
The waterways and waterway facilities are
adequate for the current demands of Yugoslav
shipping. The Danube, which supports by far the
greatest traffic, is the hest maintained and developed
waterway in the countr'. Although comparatively
little use is made of the secondary waterways, many of
the waterways are being improved, several new routes
and facilities are being constructed, and long -range
plans advocate the development of others.
In 1971 it total of 25.1 million short tons of freight
was shipped on the inland waterways. Of this, 15.2
million tons was in domestic traffic, 5.1 million in
Yugoslav import export traffic, and the remaining 5.1
million in international transit traffic. Almost 40% of
the 4.8 billion total ton -miles was generated by transit
traffic. Yugoslav carriers normally move about 70% of
the import export and all of the domestic traffic.
Passenger traffic in 1971 amounted to 33,000
passengers and 3.8 million passenger miles. The
principal items of Yugoslav traffic are sand, gravel and
other mineral building materials, crude oil and
derivatives, fertilizers, ores and scrap, and coal.
Important commodities shipped in lesser quantity
include foodstuffs, wood, and cement. Most Yugoslav
and all transit traffic moves on the Danube; about
85% of the transit traffic moves upstream.
Excluding coastal rivers and southern lakes, the
waterways basically serve only the northern and
northeastern lowlands. The 1,278 route miles in and
bordering Yugoslavia consist of 963 miles on the
Danube and five feedwaters, 48 miles on five coastal
river;, and 267 miles on completed routes of the
Danube -Tina- Danube canal system. The completion
of canals under construction or planned cast of the
'Pisa will increase the overall navigable length of the
swstenn to 425 miles. The Danube "Pisa- Danube canal
.system is predominantly land cut and incorporates
several newly built canals and a number of older
routes. Stabilization is insured by it system of
regulatory darns and weirs, pumping stations, flood
and safety gates, and locks. The Danube and its
tributaries, flowing generally south and southeastward
in wide floodplains, are mostly characterized by
multichannelcd and shoaled courses, low current
velocities, unstable regimes, and slight gradients.
Gradual stabilization is being achieved by the July
1970 implementation of a clam and two opposite -shore
lain locks (F;gure 6) on the gorged Iron Cate section
of the Danube, which had been characterized by
excessive currents, dangerous rapids. whirlpools, and
numerous shallows. With the impounding of water
behind the clam, a deep and stabilized reservoir is
being create(! upstream as far as Belgrade. Stream
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FIGURE 6. Upper gate of Yugoslav
lock at Iron Gate installation on
Danube (U /OU)
FIGURE 7. Tug pulling 650 -ton barge
on the Danube Tisa Danube canal
system (U /OU)
FIGURE 8. A 9,500 -ton tow pushed by
pusher -tug "Podgora" traveling down-
stream on Danube toward Iron Gate
installation (U /OU)
13
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regulation measures include the extensive levee and Gate installation consist of two single chambers in
dike systems, groinworks, fascine mattresses, and
revetments. Direct waterway connections north into
Il ungary are provided by the Danube, the
Baja� Bezdan canal, and the Tisa. To the east, direct
connections to Romania are available via the Danube
and the Begcjski Kanal.
Yugoslav waterway operations are performed mostly
by 650- to 1,000 -ton dumb barges generally towed by
diesel tugs (Figure 7) and by self propelled barges of
600 horsepower or more. On the Danube, large
convoys of up to three rows of four barges abreast
(Figure 8) are permitted. On the other rivers and on
the canals, barge trains are usually limited to two or
three units towed in line -ahead formation. Operations
are assisted by a system of visual and audible
navigational aids, both floating and ashore, and by
traffic control signals at locks. The installation of a
radar network is planned for the Danube, Sava,
Drava, and Tisa rivers. Two -way day- and -night
navigation is permitted on all portions of the Danube.
On other routes operations are limited to daylight
hours.
The principal traffic interruption factor is ice, which
during January and February halts Danube shipping
for an average of 35 days and Tisa shipping for about
45 days; ice is usually in evidence on the Sava for 80
clays between early December and late February.
Danube shipping may be halted for shorter or longer
periods, depending on the incidence of ice floes that
precede and follow the freeze. Additional hindrances
include floods, which impede or may halt navigation
for short periods between April and June; low water
levels in late summer and fall, which may require the
partial loading of barges on the Danube and Sava;
and hurricane -force southeasterly winds, which
occasionally disrupt shipping for short periods on the
lower Sava, the Tisa, and on the Danube below
Belgrade.
Structures include locks, bridges, and regulatory
clams and weirs. The 14 old and four new locks are
located on the Danubc- Tisa Danube canal system.
Upon completing six additional new locks and
deactivating four of the older, the canal system will be
serviced by 20 single- chamber installations. All new
locks are being built to standard chamber dimensions
of 2 79 feet in length, 39 feet in width, and 10 feet in
depth over sill and will accommodate vessels up to
1,000 -ton capacity. The older locks vary considerably
in size. Most locks have electrically operated miter
gates, estimated lifts of 4 to 23 feet, acid cycles of 40
minutes or less. The locking facilities on both the
Romanian and Yugoslav sides of the Danube Iron
1-4
tandem separated by an intermediate gate. Each
chamber is 1,017 feet long and 112 feet wide and has a
depth over sill of 15 feet. Upper and lower gates are
double -leaf miter, and the intermediate gates are
either vertical -lift or rolling caisson hype. The locking
cycle for each two -step loci: ranges from 60 to 75
minutes. The maximum lift at each lock is an
estimated 110 feet. Tows having an average barge
capacity of 10,000 tons can be handled simultaneously
in both directions through the twin locks. All currently
operating barges, including the 2,000 -ton classes, can
operate through the locks as can tows comprising nine
1,000 -ton class barges. About 115 bridges cross the
navigable rivers and the eight completcd canals of the
Danubc -Tisa- Danube canal system; except for a
ponton swing -span bridge on the Sava, all ,.re fixed
structures having adequate horizontal and vertical
underbridge clearances. Many of the small concrete
dams and weirs throughout the can:-.1 system are or
will be bypassed via navigation locks.
Most of the inland ports are small, lack mechanical
handling e(luipment, and have low yearly cargo
turnovers. Belgrade, the largest and one of the few
major Danubian ports, is undergoing extensive
enlargement and modernization� including a new
container terminal. Other significant ports are
Prahovo, Smederevo, Pancevo, Novi Sad (Figure 9),
and Vukovar on the Danube and Brcko and Sisak on
the Sava. Most of these have been recently improved
and expanded. At most larger ports the alongside
berthage is provided at riverfront masonry embank-
ments and quays, usually serviced by fixed- and
portal -jib cranes, ample open- and covered storage
facilities, and direct or nearby clearances by rail or
road to the national networks. In addition, several
minor ports and landings accommodate limited cargo
transfers. Commercial cargo turnover in short tons at
major river ports in 1969 was as follows: Belgrade,
5,000,000; Novi Sad, 1,300,000; Pancevo, 1,300,000;
Brcko, 600,000; Sisak, 600,000; Vukovar, 500,000;
and Smederevo, 350,000.
TY- 1970 dumb cargo fleet included 661 dry -cargo
and 178 tank barges; these units had a total capacity
of 676,370 short tons. The 21 self- propelled dry -cargo
and tanker barges had a total capacity of 7,160 short
tons and a total of 10,330 horsepower. The
conventional and pusher tug fleet comprised 260 units
and had a total of 94,625 horsepower. About 75% of
the overall barge capacity is for dry cargo. Most barges
are 600- to 1,000 -ton units, and most of the tugs are
200- to 800 horsepower diesel units. The 14 river and
lake passenger vessels had a totai seating capacity of
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about 1?63. Between 1967 and 1970 the barge fleet
was increased by 1.6% in capacity and 9% in the
number of units. The power of the tug fleet was
increased by 14`/c during the same 3 -year period.
The Federal Secretariat for the Economy exercises
control over the inland waterway transport or
and policy. The most important and largess. among the
12 river transport enterprises are the Yugoslav River
Shipping Organization (JRB) of Belgrade and Danube
Lloyd (DL) of Sisak. Both are engaged in domestic
and international cargo service, and DL also performs
dredging, repair, and improvement work on the
FIGURE 10. Crude oil pipeline from
Struzec crossing the Sava river east
of Sisak (U /OU)
15
navigable waterways. The JRB owns and operates the
greater part of the inland fleet. International Danube
regulation is provided by the U.S. S.R.- sponsored
Danube Commiss'on, and all riparians except West
Germany have membership. The primary commission
functions are planning improvement projects,
establishing and promulgating operating regulations,
coordinating river maintenance, and publishing pilot
charts and other navigational data.
The several large -scale development projects
underway are designed to modernize and extend the
lines of communication in northern Yugoslavia. The
partially completed Danube -Tisa- Danube canal
system incorporates navigation, irrigation, and land
reclamation features. When completed, the system
will provide 425 miles of stable canal navigation for
fully loaded 500- to 1,000 -ton vessels and will shorten
the navigation distance between its termini on the
Danube by about 60 miles. Most of the canals and
locks are either completed or under construction.
Other significant developments include the
Belgrade port expansion project and a substantial
increase in the number of pusher tugs and barges for
the river fleet.
F. Pipelines (C)
Petroleum and natural gas pipelines are not
extensi::. About 200 miles of crude oil pipelines and
580 miles of natural gas pipelines are completed or
under construction. There are no significant petroleum
products pipelines. Crude oil lines are generally short
and function mainly to transport crude from oilfields
to nearby refineries ar terminals on the river transport
system. The completion of a planned trans Yugoslav
crude oil pipeline will be of great importance to the
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FIGURE 9. Novi Sad pa; t on Danube Tisa Danube
canal system (U /OU)

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FIGURE 11. Selected existing and plann -d pipelines (C)
TERMINALS
PRODUCTS
From To LENGTH DIAMETER TRANSPORTED
Miles Inches
Bakar Sisak........... 109 26 Crude.......
Sisak
Botovo..........
67
*14
....do......
Sisak
Bosanski Brod...
87
20
....do......
Bosanski Brod..... Pancevo......... �154
Mokrin........... Elemir..........
Velebit............ Kanjiza......... 6
Sandorovac........ Struzee.......... *36
16 ....do......
10.75 ....do......
no ....do......
*8 ....do......
Kutina............
Struzee..........
�12
na
....do......
Struzee............
Sisak...........
11
*8
....do......
Benicanci..........
Slavonski Brod...
35
*10
....do......
Gevgelija..........
Skopje..........
87
�10
....do......
Footnotes at end of table.
16
CAPACITY
REMARKS
BbOday
200,000
Planned. Completion expected
late 1970'x. Route to be via
Zlobin, Delnice, Vrbovsko,
Karlovac, Glina. Pumping sta-
tions planned at Bakar, Zlobin,
Karlovac. If needed, additional
pumping stations can increase
maximum capacity to 340,000
bbl. /day. Will serve Sisak
refinery.
40,000
Planned branch of preceding line.
Eventual increase to 80,000
bbl. /day planned. Pumping sta-
tion planned at Sir To serve
refineries in Hungary, CzeC o-
Slovakia, Polend.
94,000
Planned extension of Bakar -Sisak
line. Eventual increase to
160,000 bbl. /day planned.
Pumping stations planned at
Sisak, Okucani, Slavonski
Brod. Will serve Bosanski Brod
refinery.
47,000
Extension of preceding line.
Eventual capacity of 80,000
bbl. /day planned. Pumping
stations planned at Slavonski
Brod, Novi Sad. 66 -mile sec-
tion, from river terminal and
pumping station at Opatovac
to Bosanski Brod, completed;
transports crude Lo Bosanski
Brod refinery. When com-
pleted will also serve refineries
at Novi Sad, Pancevo.
$40,000
Crude shipped by barge from
Tisa river terminal at Elemir to
refineries at Pancevo, Novi
Sad, Bosanski B -od. i.xtension
of line from Elemir to Pancevo
planned. Pumping station at
Kikinda.
na
Crude shipped by barge from Tisa
river terminal at Kanjiza to
Pancevo.
'4,000
Route via Bjelovar, Ivanicko
Graberje, Popovaca. Pumping
station at Sandorovac.
na
15,000
Fig. 10. Serves Sisak refinery.
Pumping station at Struzee.
20,000
Under construction. Completion
scheduled for 1972.
40,000
Yugoslav section of planned line
originating at Thessaloniki,
Greece. Will serve new refinery
planned at Skopje.
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FIGURE 11. Selected existing and planned pipelines (C) (Continued)
TERMINALS
PRODUCTS
From To LENGTH DIAMETER TRANSPORTED CAPACITY REMARKS
Miles Inches Bbl.lday
Mokrin........... Pancevo......... 106 12.75 Natural eas.. *1.356.000 Route via Kikinda Elemir
Velika Greda. 3 -mile branch
supplies Zrenjanin with 55,000
cu. m. /day. Feeder branches
planned from Novo Milosevo
Elemir............ Beocin.......... 47 8.6
Velika Greda......
Vrsac...........
17
5.5
Velika Tilva.......
Pancevo.........
22
8.6
Pancevo...........
Radi:rae.........
22
11.8
Velebit............
Zemun..........
124
20
Jr.nja Lips, Popovaca........ *25 6.3
Popovaca.......... Sisak........... 14 6
Popovaca.......... Zagreb.......... 29 6
Kutina............
Zagreb..........
*45
8.:
Ivanic Grad.......
Zagreb...
19
*12
Ivanic Grad.......
VRrazdin........
88
12.75
Lendava.......... Nova Gorica..... *150 na
Koper Jesenice......... *90 *32
na Data not available.
'Estimated.
"Natural -gas capacities in cu. m./day.
IN
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and Begejci.
....do...... 510,000
Branch of preceding 'line. Route
via Zabalj, Gospodjinci gas
field, Novi Sad; terminates at
Beocin cement plant. Supply
branch from Srbobran gasfields
:;o Gospodjinci planned.
....do...... *77,000
Br nch of Mokrin� Pancevo line.
....do...... *510,000
....do...... *356,000
Serves steel mill in Radinac.
....do...... 4.110,000
Reported under construction.
Route via Septa, Srbobran,
Novi Sad. At Zemun, line will
divide to serve both Belgrade
and Pancevo.
....do...... *165,000
Route is Banova Jaruga,
Kutina. Unconfirmed feeder
lines from Lipik to Janja Lipa
and Gojilo to Kutina.
....do...... *82,500
Branch of line from Janja Lips.
....do...... 82,500
Branch of line from Janja Lipa.
Route via Ivanic Grad, DLgo
Selo. I eeder line from Klostar
Ivanic to Ivanic Grad is 6 -in.
diameter, 5 miles long.
...do...... *250,000
Unconfirmed. Possible feeder
lines from Novska and Janja
Lips.
....do...... *1,140,000
Recentlycompleted.Probablell-
mile branch from Dugo Selo to
Vrbovec; diameter and capacity
not available.
....do...... *1,500,000
Route via Cazma, Bjelovar,
Sandorovac, Durdevac, and
Koprivnica. Section from
Koprivnica to Varazdin com-
pleted in 1971. Branches from
Varazdin to Maribor and
Varazdin to Cakovee reported
under construction. 6 -mile
feeder line from Ferdinandovac
to Durdevac.
....do...... na
Yugoslav section of planned line
from U.S.S.R. to Austria.
Yugoslavia will receive
1,370,000 cu. m. /day. Comple-
tion date not available.
....do...... na
Yugoslav section of planned line
to transport imported Algerian
gas to Vienna, Austria. Com-
pletion date not available.
IN
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petroleum industry. The pipeline is scheduled for
completion in the mid- 1970's, but the present rate of
construction makes it seem unlikely that completion
will be accomplished until tho late 1970's. The
pipeline will extend 350 miles from the port of Bakar
on the Adriatic coast to refineries at Rijeka, Sisak,
Bosanski Brod, Novi Sad, and Pancevo. A 67 -mile
branch from Sisak to Botovo on the Hungarian border
will supply crude oil to refineries in Hungary,
Czechoslovakia, and Poland.
Two significant natural gas pipeline systems have
been in operation since 1961. The Mokrin- Pancevo
system is about 106 miles long and serves the Belgrade
area. The other serves the Janja Lipa to Zagreb area
and totals about SO miles. Details of selected existing
and planned pipelines are given in Figure 11.
G. Ports (S)
Yugoslavia has nine major and about 24 minor
parts. Most are located along the irregular, much
indented mainland coast; the remainder lie on
offshore islands that flank the mainland and form
shelter--d inland passages. Rijeka Figure 12) and Split,
the two largest ports, handle most of the foreign trade
and passengers and serve as mainland supply and
trading ports for the islands; Split is also a naval
opi;rating base. Boka Kotorska and Pula are important
naval bases, and Dubrovnik, Sibenik, and Ploce are
commercial ports used primarily for handling bulk
cargoes; Sibenik and Ploce also serve as naval bases.
The newest major ports, Koper and Bar, are
commercial ports that are partially in operatioe but
still under construction; they are located at opposite
ends of the Yugoslav coast.
Poor rail and road access over mountainous terrain
to the densely populated inland areas of the Danube
and its tributaries has resulted in a limited and
scattered development of ports in Yugoslai ia.
However, a development program that started several
years ago has been steadily improving facilities at
Koper, Bakar, Zadar, Ploce, and Bar; major emphasis
is on expanding deep -draft berths, increasing cargo
handling and storage facilities, including container
handling at Koper, and providing adequate inland
clearance. When complete-;, this program will not
only meet the expected increase in maritime trade of
Yugoslavia but will also help attract more southeastern
European transit trade.
Advantageous physical characteristics of the
Yugoslav coast numerous natural harbors, deep
IS
water, and sheltered passages �are to some extent
offset by unfavorable weather conditions, particularly
in the winter. Occasional strong winds from the
northeast and from the southeast are hazardous,
especially for small craft. Fog, however, is infrequent,
and the tidal range is small.
The ;Maritime Affairs and River Transportation
Administration, one of three main bureaus under the
Secretariat for Transportation and Communication,
administers and operates Yugoslav ports through
regional offices at Rijeka, Split, and Kotor in Boka
Kotorska. The most significant ports have port
authority offices, the others have branch offices, or, in
some cases, port agents. Commercial activities in the
ports are handled by local companies called Port and
Warehouse Enterprises. 'These organizations control
the wharves, port maintenance facilities, warehouses,
mechanical handling equipment, and stevedores.
Yugoslav ports are adequate to meet normal needs;
the long -range port development program is designed
to fulfill anticipated requirements. The major ports are
generally aduptable for military use. Significant
details of the major ports are summarized in Figure 13.
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FIGURE 12. Main port facilities at Rijeka, the largest
commercial port in Yugoslavia (U /OU)

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FIGURE 13. Major ports (S)
NAME; LOCATION;
ESTIMATED MILITARY
PORT CAPACITY ACTIVITIES
HARBOR
BERTHS
Bar
42 �05 19 �06
5,300
Boka Kotorska.......
42�25'N., 18
11,100
Dubrovnik
42�39 18�07
9,500
New port, partially in operation;
Shipments� bauxite, metallic
ores, lion, timber, olive oil, wool,
foodstuffs. Receipts�machin-
ery, coal, petroleum products,
coffee, rice, cotton, wool, hides,
iron ore, pig iron, grain. Facil-
ities to be completed after rail
connection made with Belgrade.
Naval operating base for large and
small fleet units; berthing, ship-
yard, ordnance, storage, com-
munications, medical facilities;
of minor commercial impor-
tance. Comprised of 8 installa-
tions and number of minor land-
ing places. 1 large, 1 medium, 1
small shipyard. Large naval re-
pair yard has 2 floating dry
docks, the larger has lifting
capacity of 7,000 long tons.
Largest commercial drydocking
facility is 604 -ft. floating dry
dock having lifting capacity of
12,500 -tons; capable of accom-
modating ships to 25,000 d.w.t.
Principal port facilities a, Gruz
about 1 /2 miles NW. of old port
at Dubrovnik. Shipment �tim-
her, bauxite. Receipts� cement,
construction materials, coal, pe-
troleum products: considerable
passenger traffic. Small patrol
craft base and training center
for amphibious troops; naval fa-
cilities for berthing, storage,
housing, communications, train-
ing. Two small shipyards; 200
long- ton capacity marine rail-
way is largest drydocking facil-
ity. New wharf under construc-
tion just SW. of Cement Wharf.
Improved natural harbor formed
by 2 converging breakwaters
extending from shores of semi-
circular cove; harbor roughly
rectangular; water area, about
200 acres; central depths, 32 to
42 ft.
Natural, consisting of large, al-
most landlocked irregular body
of water divided into 4 spacious
deep bays.
Improved natural harbor consist-
ing of 2 divisions. Old small,
shallow harbor protected by de-
tached breakwater and mole;
large, new deep -water harbor
with 2 arms. Old harbor depths,
less than 16 ft.; new harbor
depths, 20 to 100 ft.
Alongside --4 ocean -type cargo
ships, 6 coasters, 1 lighter, 3
coaster -type tankers.
Anchorage -9 ocean -type cargo
ships, 8 coasters.
Alongside-31 small naval ves-
sels, 4 ocean -type cargo ships,
9 coasters, 18 lighters, 2 sound
and- river -type tank barges.
Anchorage Provides extensive
berths for all types of vessels.
Footnotes at end of table.
Alongside -8 ocean -type cargo
ships, 7 coasters, 29 lighters,
1 ocean -type tanker, 4 small
naval ships.
Anchorage -1 coaster.
Mooring -1 standard ocean -type
cargo vessel.
19
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FIGURE 13. Major ports (S) (Continued)
NAME; LOCATION;
ESTIMATED MILITARY
PORT CAPACITY ACTIVITIES
HARBOR
BERTHS
Koper
45 13 �44'E.
4,800
Ploce
43 �03'N., 17 �26'E.
9,300
New port, still expanding; mainly
handles general cargo; import
and transit cargoes have ac-
counted for about 90% of ton-
nage in recent years; principal
products shipped� timber, lum-
ber, meat, industrial products,
sulphuric acid, corn. Principal
receipts foodstuffs including
vegetables, tropical fruits, edi-
ble oils, meats, grain, petroleum
products, fertilizers, cotton,
metals. Port recently connected
to national rail network. Port
being expanded rapidly. Dredg-
ing operations and mole con-
struction underway in New Har-
bor area. Port has container
handling availability.
Modern deepwater terminal serv-
ing inland areas of provinces of
Bosnia and Hercegovina; trans-
it port for some Central Euro-
pean countries. Shipments out-
weigh receipts. Shipments
ores, ore concentrates, general
cargo, minerals, metallurgical
products, processed and un-
processed wood, building ma-
terials, agricultural products.
Receipts �coal, coke, ores and
ore concentrates, agricultural
products, general cargo. Port
development program underway
to provide 31,000-sq.-ft. cold
storage building (capacity 1,000
tonsl, 30,000 -ton silo, several
covered storage buildings; 2
bridge transporters will be add-
ed; road connections to Sarajevo
recently completed; motor -tor-
pedo -boat workshop; largest
drydocking facility is 197 -ft.
marine railway; rotational na-
val reserve and logistical sup-
port base for small units of fleet;
naval facilities consist of berth-
ing, shipyard, storage, commu-
nications facilities.
Footnotes at end of table.
20
Improved natural harbor at head
of bay about 2 1 /2 miles long, 2
to 3 miles wide; central depths,
42 to 60 ft. Small breakwater
protected basin on W. side of
town for coasters; depths, 13 to
16 ft. New deepwater harbor
for oceangoing vessels fronts on
N. side.
Improved natural landlocked har-
bor; length, 1 1 /2 miles; greatest
width, 1 /3 mile; general depths,
30 to 42 1 /2 ft.
Alongside -5 ocean -type cargo
ships, 4 coasters, 5 lighters, 1
ocean -type tanker, I sound
and -river type barge.
Anchorage -25 large ocean -type
cargo ships.
Alongside -12 ocean -type cargo
ships, 4 lighters, 1 sound -and-
river type tank barge, 6 small
naval ships.
Anchorage -3 coasters.
Mooring -21 small naval ships.
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FIGURE 13. Major ports (S) (Continued)
NAME; LO�'ATION;
ESTIMATED MILITARY
PORT CAPACITY ACTIVITIES
I Ila
44 �52'N., 13 �50'E.
21,700
Largest naval harbor and training
base and important shipbuild-
ing center; of minor impor-
tance for commercial cargoes.
Shipments cement, canned
fish, minerals. Receipts �petro-
learn products, ores, machinery,
grain, building materials. Oper-
ating base for large and small
units of fleet; berthing, ord-
nance, storage communications,
medical facilities, meteorological
station. 1 large, 2 small ship-
yards; large Uljanik Shipyard
capable of building all types of
merchant ships to 325,000 d.w.t.
and drydocking vessels to 12,000
d.w.t., graving docks, lengths
453 ft. and 390 ft., and 3 end
launch building ways up to 635
ft. Pula Shipyard and Naval
Base (small) effects naval re-
pairs and has three 130 -ft: long
marine railways. Red Star Ship-
yard (small) handles wooden and
steel craft to 200 tons on three
100 -ft. -long marine railways.
Footnotes at end of table.
HARBOR
Improved natural breakwater-pro-
tected harbor, almost land-
locked. Consists of Outer Har-
bor (water area, nearly 1 sq.
mile; central depths, 80 -115
ft.) and Inner Harbor (water
area, 3 /4 sq. mile; central depths,
50 -80 ft.).
BERTHS
Alongside -2 ocean -type cargo
ships; 23 coasters; 41 lighters;
2 coaster -type tankers; 6 me-
dium, 55 small naval ships.
Anchorage -8 ocean -type cargo
ships, 6 coasters.
Fixed- Mooring -2 ocean -type
cargo ships.
Free Swinging- Mooring -7
ocean -type cargo ships.
Mediterranean- Mooring -5 sub-
marines.
21
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FIGURE 13. Major ports W (Continued)
NAME; LOCATION;
ESTIMATED MILITARY
PORT CAPACITY ACTIVITIES
Rijeka
45 �21 14 �24'E.
30,000
Largest commercial port; includes
newly constructed port area of
Bak. handles 45% of coun-
try's maritime traffic, including
considerable transit tonnage to
Hungary, Czechoslovakia, Aus-
tria. Receipts �coal crude oil,
wheat, machinery, cotton, hides,
sugar, phosphates, wool, tex-
tiles, iron ore, manufactured
products. Shipments lumber,
fertilizers, ships, wine, cement,
fruit, fish, grain, and copper,
chrome, barium, lead, zinc ores.
Facilities for handling dry bulk
cargoes have been constructed
at Bakar, a short distance SE.
of port, freeing Rijeka to handle
primarily general and bulk liq-
uid cargoes. Port also site of
principal design facility for na-
val ships and has facilities for
producing torpedoes and diesel
engines. Naval communications
facilities; limited naval berthing.
Two large shipyards, capable of
building a variety of ships to
75,000 d.w.t. and performing
major floating and underwater
repairs. 1 floating drydock, 660
ft. and accommodating ships to
60,000 long tons. Port improve-
ments planned include expan-
sion of shipyard facilities, addi-
tion of wharf cranes, rail clear-
ance and support buildings,
lengthening berthing facilities,
and construction of cross -coun-
try petroleum pipeline to
Pancevo.
1 at end of table.
22
HARBOR
Artificial harbor consisting of
series of breakwater- protected
basins along 4 -mil- stretch of
N. shore of Rijecki Zaliv; gen-
eral depths, 5 to 108 ft.
BERTHS
Alongside 39 ocean -type cargo
ships, 23 coasters, 17 lighters,
5 coastal -type tankers, 2
sound- and -river type tank
barges, 9 small naval ships.
Anchorage 12 ocean -type cargo
ships, 4 coasters.
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FIGURE 13. Major ports W (Continued)
NAME; LOCATION;
ESTIMATED MILITARY
PORT CAPACITY* ACTIVITIES
Sibenik
43�44'N., 15 �53'E.
16,900
Split
43 �29'N., 16 �26'E.
29,350
Important import center and na-
val operation and support base.
Receipts �coal, coke, manga-
nese, grain, building materials.
Shipments aluminum and fer-
rous alloys, lead, copper, zinc,
pyrite, chromite, carbide, baux-
ite, magnesite, lumber. Supply
and operating base for small
naval units; berthing, shipyard,
ordnance, storage, communica-
tions, housing, medical facilities;
underground PT boat base. Na-
val shipyard can perform minor
repairs to most Yugoslav naval
vessels; 300 -ft. floating dry
dock has lifting capacity of 3,000
long tons; 4 end -haul marine
railways for ships to 175 ft. long.
Second largest commercial port.
Receipts -coal, grain, fertilizers,
POL. Shipments grain, lum-
ber, paper, wine, olive oil, medic-
inal herbs, lead, copper, paper,
plastics, cement. Cargo turn-
over has decreased in recent
years because of relatively poor
hinterland connections and be-
enuse cargo turnover at other
ports has expanded; bulk
cargoes account for 70% of
tonnage handled. Headquarters
of Yugoslav Navy and operat-
ing base for largest ships of fleet;
base provides berthing, storage,
and communications facilities
and has oceanographic office;
most facilities constructed in re-
cent years. Port also shipyard
center. 1 large and 3 small yards;
the largest and the most impor-
tant in the coul.try, is capable of
building merchant ships up to
150,000 d.w.t. with lengths up to
850 ft. and of performing major
floating repairs. Largest dry
docking facility in port has 4
marine railways. New quay
under construction on S. side of
Kastelanski Zaliv.
HARBOR
Natursl deepwater harbgC formed
by river estuary, almost land-
locked; length, 2 /2 miles; aver-
age width, 1 /2 mile; general
depths, 40 to 138 ft. Narrow
channel renders navigation un-
safe for ships over 650 ft. long
unless tugs used.
Improved natural harbor with two
divisions separated by penin-
sula. South or Old Harbor: 1 /2
mile in diameter; depths, 40 to
130 ft. North Harbor: length,
10 miles; width, 1 /2 to 3 miles;
general depths, 60 to 150 ft.
BERTHS
Alongside -8 ocean -type cargo
ships, 4 coasters, 45 lighters,
32 small naval vessels.
Anchorage -4 ocean -type cargo
ships, 6 coasters.
Mooring -9 small naval vessels.
Alongside -19 ocean -type cargo
ships, 29 coasters, 43 lighters,
1 small ocean -type and 1
coaster -type tanker; 5 medium
and 18 small naval ships, 3
sound -and -river type tank
barges.
Anchcrage-10 ocean -type cargo
ships, 3 coasters.
*The estimated military port capacity is the maximum amount of general cargo expressed in long tons �that can be unloaded
onto the wharves and cleared from the wharf aprons during a period of one 24 -hour day (20 effective cargo- working hours). The
estimate is based on the static cargo transfer facilities of the port existing at the time the estimate is prepared and is designed for
comparison rather than for operational purposes; it cannot be projected beyond a single day by straight multiplication.
23
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H. Merchant marine (C)
The Yugoslav merchant marine plays it highly
significant role in the economic development and
welfare of the nation. Government economists long
have recognized that it is mandatory to maintain it
sufficiently large me rchant marine to transport at least
half of the country's seaborne trade. However, the
uc,: essary credits have not been forthcoming to enable
the shipping enterprises to meet the programed
expansion by purchases of ships either from domestic
or foreign shipyards.
Although action was initiated early in 1970 to
obtain financial cooperation between the shipping
companies, domestic shipyards, industries affiliated
with the shipyards, Yugoslav banks, and the federal
government, there are still unsettled questions about
possible changes in the foreign trade system, the
inability of producers to retain it sufficient percentage
of their products, lack of built -in stabilizers for wages
and expendit tires, and inadequate economic policy.
The Yugoslav merchant marine ranks 17th among
the maritime nations of the world and second to the
U.S.S.R. among Communist merchant fleets. As of 31
October 1971, the fleet consisted of 187 ships of 1,000
gross register tons (g.r.t.) and over. Composition of the
fleet was as follows:
TYPE NUMBER
C.R.T.
D.W.T.
Dry cargo
131
814,164
1,152,766
Refrigerator cargo
2
6,017
6,180
Bulk cargo
25
362,341
587,077
Combination passenger /cargo
5
33,952
41,291
Tanker
17
232,691
396,247
Passenger
5
19,050
5,500
Ferry
2
4,675
670
Total 187 1,472,890 2,189,731
Of the ships in the merchant marine, 90 were built
in foreign shipyards: Spain. 17; United, Kingdom, 1 -1;
Netherlands, 12; Japan, 11, Belgium, 10; West
Gernurnv, nine; Italy, nine; Sweden, five; and France,
Nor\vay, and the United States, one each. The
remaining 97 ships were built in Yugoslav shipyards.
As it point of interest, none of the ships in the Yugoslav
merchant marine wcrc built in shipyards of other
Communist countries.
About 62 of the fleets gross register tonnage is
made up of 157 ships of less than 10,000 g.r.t. each.
There are six sh :os (one tanker, five hulk cargo) of over
20,000 g.r.t. each, and four tankers of over 36,000
g.r.t. each.
'I'll( average age of the fleet is 10.6 gars. There are
89 ships (48i that are 10 years of age or less, and 51
2.1
of these have been in service 5 years or less. 'There are
98 ships over 10 years of age; one of these is 41 \-cars
old, and one is 45 years old.
Diesel engines propel 184 of the ships, and three are
steam propelled, iwo burning oil and the other, coal.
The average speed of the fleet is almost 15 knots.
'['here are five ships (3%) in the 19 to 19.9 knot range;
28 ships Mi in the 1 7- to 18.9 -knot range; I 1 I ships
(59%c in the 14- to 16.9 -knot range; 37 ships (20%) in
the 11- to 13.9 -knot range; and six ships are in the 8-
to 10.9 -knot rangc.
A coastal fleet of 81 ships (215 to 998 g.r.t.) totaling
40,723 g.r.t. and 42,072 d.\v.t. augments the larger
units of the merchant fleet. Composition of the fleet is
as follows
TYPE
NUMBEn
C.R.T.
D.W.T.
Dry cargo
46
26,642
35,608
Tanker
7
2,874
3,983
Passenger
17
6,868
1,008
Ferry
10
3,917
1,353
Training Ship
1
422
120
Total
81
40,723
42,072
Of these ships, 49 (60%) were built in Yugoslav
shipyards. The remaining units were purchased from
non Communist countries, principall� West Germany,
Sweden, and the United Kingdom. The ships range in
age from 2 to 61 years and have speeds ranging from 6
to 14.9 knots. Four ships have large hatches: Dube
(296 g.r.t. /430 &%v.t.), built in West Germanv in 1952,
has it 59 foot hatch; Hvar (500 g.r.t. /1,064 d.w.t.),
built in West Germany in 1957, has it 51 -foot hatch;
Lastovo (965 g.r.t. /1,654 d.w.t.), built in Italy in
1959, has it 51 -foot hatch; and Vela Luba (599
g.r.t. /984 &%v.t.), built in West Germany in 1955, has
an 87 -foot hatch. In regard to propulsion, the training
ship and one dry -cargo ship are oil -fired steamships;
the remaining 79 vessels have diesel engines.
Although the ships of the Yugoslav merchant fleet
arc operated by I1 semiautonomous shipping
companies, frequently called shipping enterprises,
they arc till owned by the Yugoslav Government.
Details on these shipping companies, together with the
number and tonnage of ships owned as of .31 October
1971, are given in Figure 14.
Yugoslavia also owns four dry cargo ships, totaling
.37,648 g.r.t. and 60,000 cl.w.t., which are operated by
the Gross Seas Shipping Corporation under the
Panamanian flag, with the Yugoslav Shipping Line
acting as agent. "These vessels were built in Yugoslavia,
one in 1962 and three in 1969. All have speeds of 15.5
knots and are equipped with diesel engines.
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FIGURE 14. Merchant shipping enterprises and routes (C)
NUMBER
NAME AND HEADQUARTERS OF 8111PS
Adriatic Shipping Line, Rijeka. 6
Adriatic Tramp Shipping Line,
Split.
Atlantic Shipping Line, Du-
brovnik.
General Shipping fine, Piran...
Losinj Shipping Line, Mali
Losi n j.
Mediterranean Shipping Line,
Korcula.
Tramp Shipping Line, Sibenik..
Transocean Shipping Line, Bar.
Yugoslav Ocean Shipping Line,
Kotor.
Yugoslav Shipping Line, Rijeka
FLEET
G.R.T. D.W.T.
22,088 5,770
18 127,014
18 178,450
19
8
5
10
10
19
161,772
19,018
12,804
54,430
84,310
229,929
51
293,760
187,848
274,667
223,071
23,970
15,798
89,829
130,255
367,438
385,910
SHIPPING ROUTES SERVED
Scheduled service to Venice, southern Adriatic ports of
Italy, southern ports of Greece.
Scheduled service to Great Lakes; tramp and scheduled
service to Red Sea, East African, and Persian Gulf
ports.
Tramp service to Black Sea, Red Sea, Persia Gulf,
Indian, U.S., and northern European ports; scheduled
service to Japanese ports and Hong Kong.
Scheduled service to U.S., South American, and West
African ports.
Scheduled service to Adriatic and Mediterranean ports.
Scheduled and tramp service to and between Adriatic,
Mediterranean, and northern European ports.
International tramp service.
Do.
Scheduled service to Adriatic, Mediterranean, U.K.,
northern European, North American, and north and
west African ports.
Scheduled service to western Mediterranean, U.K..
northern European, Levantine (Beirut, Latakia, and
Alexandria), South American, North American, and
Asian (Iran, Iraq, India, Pakistan, Burma, Hong
Kong, Japan, and People's Republic of China) ports.
Scheduled service to the Persian Gulf; international
tramp service.
Vugoslav Tanker Tourist Hotel, 23 289,315 485,175
Zadar.
Total 187 1,472,890 2,189,731
Yugoslavia is in active member of the Inter
governmental Maritime Consultative Organization
(IMCO), a specialized agency of the United Nations
located in London.
Yugoslavia is an associate member of the Council of
Mutual Econornic Assistance (CEMA), an organiza-
tion established in 19.19 to promote economic
integration of Eastern Europe.
In June 1970, Yugoslavia, Bulgaria, Czecho-
slovakia, East Germane, Poland, Romania, Hungary,
and the U.S.S.R. founded the International
Shipowners Association (INSA), with the secretariat
located in Gdynia, Poland. The charter stipulates,
arnong other things, that the aim of the association is
to "cooperate in developing collaboration of members
and to safeguard their interests in international
maritime navigation with regard to technical,
operational, legal, documentary, and general
economic problems."
the Yugoslav merchant marine is employed in
regularly scheduled international service, interna-
tional tramp service, and coastal shipping service. The
shipping routes served are detailed in higure 14.
In 1964 the fleet carried about 55% of the total
seaborn^ foreign trade, thereby surpassing the
governments goal of at least 50 However,
participation of Yugoslav ships in transporting
seahorne foreign In,& has steadily declined since
1966, and in 1970 the c.irried only 45% (9 million
tons) of the total.
Prior to the break with the Cominform in 1948,
about 50% of Yugoslavia's trade was with the
Communist countries. After the break, this trade
virtually ceased and Nyas only gradually resumed in
1955, reaching a level of about 30% in the 1960 -68
period. While Yugoslavia's foreign trade has
continued t increase steadily, trade with Communist
countries has decreased, reaching a new annual low of
279c in 1969. Of the remainder, 58 1 /c was accounted
for by non Communist countries and 155 by the less
developed countries. Trade in 1970 and 1971 appears
to have continued at this same ratio. Yugoslavia's
main trading partners are West Germany, Italy, the
U.S.S.R., and the U.S.
'rhe principal export items are ferrous and
nonferrous metals, pharmaceuticals, woodpulp,
25
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wooden fumiture, chemical products, and capital
goods mainly merchant ships. In good crop years,
Yugoslavia produces enough agricultural produce for
its own needs and makes sizabie exports of wheat and
corn. Imported items include coke and coking coal,
crude oil, petroleum products, cobalt, nickel, textiles,
toys, sportswear, and other clothing.
The merchant marine plays a significant role in the
Yugoslav economy, particularly in earning and saving
foreign exc':iange. Encouraged by overseas earnings in
recent years, Yugoslavia has decided upon a policy of
significant expansion of the merchant marine. Current
plans call for a fleet aggregating 2.5 million g.r.t. by
1975 and more than 3.5 milliun g.r.t. before 1990.
However, financial problems have given rise to
considerable concerti on the part of the shipping
companies as to the possibility of achieving such goals.
Very unfavorable import conditions and the
impossibility of payment of foreign credits with
foreign exchange amortization funds make the
purchase of new ships from foreign shipyards almost
impossible. On the other hand, there has been a
minimum of funds allocated for building ships in
domestic shipyards. The following are the only sbi_)s
now on order:
About 14,000 persons are employed in the merchant
marine. The oceangoing and coastal fleet employ
about 9,800; the extensive river fleet, about 3,000. The
remainder are employed in shipping installations
ashore. Most merchant marine officers are members of
the naval reserve. A large percentage of the seamen
and ratings are in the naval reserve, and pr.cctically till
have served :3 years of obligated duty. All Yugoslav
merchant marine personnel belong to the Transporta-
tion and Communications Workers Union. Shipboard
billets can be obtained only by registering and
competing through the union.
Merchant marine personnel are selected carefully
inasmuch as they come into direct and frequent
contact with non Communists on a regular basis.
Officers are recruited only from intermediate maritime
school graduates who have completed the 4 -year
course in nautical or engineering sections. Young men
26
15 to 25 years of age who have completed S years of
elementary school may apply for apprentice seaman
papers at designated harbormaster offices. However,
the number of such papers that can be issued is limited
because some 3,000 to 4,000 persons holding seaman
papers are unable to find billets on Yugoslav ships.
The merchant marine school system consists of
higher maritime schools, intermediate maritime
schools, and marine instruction centers. These schools
offer courses to officers and seamen and are supported
by federal and local governments, the Transportation
and Communication Workers Union, and interested
shipping and shipbuilding companies.
I. Civil air (C)
The Government of Yugoslavia, unlike most Eastern
European governments, has allowed the development
of more than one aviation company to service the air
traffic demands generated within that country. This
tolerant policy has led to establishment of the state
owned flag carrier Yugoslav Airlines (JAT); its
subsidiary, Air Yugoslavia; as well as Inex Adria,
Aviogenex, and Pan Adria. Despite this seeming
variety of airlines, JAT remains the dominant
Yugoslavian air carrier, providing passenger and cargo
service to all seven of the European Communist states
(Albania excepted) and to 19 cities located in Western
Europe, North Africa, and the Middle East. JAT
largely dominates the domestic air routes as well,
providing service to 16 cities on a year -round basis. In
addition, JAT performs most of the agricultural
airwork in the country and engages in charter
operations through its subsidiary, Air Yugoslavia. In
1970 Air Yugoslavia carried about 130,000 passengers
on vacation flights to Spain, outings to London, and
safari flights to Lusaka and Nairobi in Africa. This
year the carrier has been given another boast by the
addition of Boeing 707 aircraft (Figure 15), which will
fly between Yugoslavia, Canada, the United States,
Australia, Africa, and Japan.
The Inex -Adria enterprise has succeeded Adria
Airy ays of Yugoslavia as a charter and inclusive -tour
airline. Its primary base of operations centers on the
city of Ljubljana, but it remains a small charter
operator in comparison with JAT.
The third enterprise, Aviogenex, was formed in 1968
as Genex Airlines to operate charter tourist flights. The
company is an air transport associate of General
Export, the state import export agency whose
activities include the promotion of tourism.
The fourth enterprise, Pan Adria (JPTT), is owned
by a Croatian company based in Zagreb and has the
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D.W.T.
SCHEDULED
TYPE NUMBER
(EACH)
SOURCE
DELIVERY
Bulk cargo
1
30,240
Yugoslavia
1973
Do
1
14,940
do.
1973
Dry cargo
6
15,950
Argentina
1974
Do
2
15,750
Spain
1973
Do
4
25,000
Italy
na
Tanker
2
21,500
Japan
1974
na Data not available.
About 14,000 persons are employed in the merchant
marine. The oceangoing and coastal fleet employ
about 9,800; the extensive river fleet, about 3,000. The
remainder are employed in shipping installations
ashore. Most merchant marine officers are members of
the naval reserve. A large percentage of the seamen
and ratings are in the naval reserve, and pr.cctically till
have served :3 years of obligated duty. All Yugoslav
merchant marine personnel belong to the Transporta-
tion and Communications Workers Union. Shipboard
billets can be obtained only by registering and
competing through the union.
Merchant marine personnel are selected carefully
inasmuch as they come into direct and frequent
contact with non Communists on a regular basis.
Officers are recruited only from intermediate maritime
school graduates who have completed the 4 -year
course in nautical or engineering sections. Young men
26
15 to 25 years of age who have completed S years of
elementary school may apply for apprentice seaman
papers at designated harbormaster offices. However,
the number of such papers that can be issued is limited
because some 3,000 to 4,000 persons holding seaman
papers are unable to find billets on Yugoslav ships.
The merchant marine school system consists of
higher maritime schools, intermediate maritime
schools, and marine instruction centers. These schools
offer courses to officers and seamen and are supported
by federal and local governments, the Transportation
and Communication Workers Union, and interested
shipping and shipbuilding companies.
I. Civil air (C)
The Government of Yugoslavia, unlike most Eastern
European governments, has allowed the development
of more than one aviation company to service the air
traffic demands generated within that country. This
tolerant policy has led to establishment of the state
owned flag carrier Yugoslav Airlines (JAT); its
subsidiary, Air Yugoslavia; as well as Inex Adria,
Aviogenex, and Pan Adria. Despite this seeming
variety of airlines, JAT remains the dominant
Yugoslavian air carrier, providing passenger and cargo
service to all seven of the European Communist states
(Albania excepted) and to 19 cities located in Western
Europe, North Africa, and the Middle East. JAT
largely dominates the domestic air routes as well,
providing service to 16 cities on a year -round basis. In
addition, JAT performs most of the agricultural
airwork in the country and engages in charter
operations through its subsidiary, Air Yugoslavia. In
1970 Air Yugoslavia carried about 130,000 passengers
on vacation flights to Spain, outings to London, and
safari flights to Lusaka and Nairobi in Africa. This
year the carrier has been given another boast by the
addition of Boeing 707 aircraft (Figure 15), which will
fly between Yugoslavia, Canada, the United States,
Australia, Africa, and Japan.
The Inex -Adria enterprise has succeeded Adria
Airy ays of Yugoslavia as a charter and inclusive -tour
airline. Its primary base of operations centers on the
city of Ljubljana, but it remains a small charter
operator in comparison with JAT.
The third enterprise, Aviogenex, was formed in 1968
as Genex Airlines to operate charter tourist flights. The
company is an air transport associate of General
Export, the state import export agency whose
activities include the promotion of tourism.
The fourth enterprise, Pan Adria (JPTT), is owned
by a Croatian company based in Zagreb and has the
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FIGURE 15. The Boeing 707 has been used
by JAT to extend its range of scheduled and
chartered passenger and cargo operations to
Europe, North America, and Africa (U /OU;
primary mission of providing night mail services
between Zagreb, Belgrade, Skopje, Titograd,
Dubrovnik, Split, and Mostar. Passenger and cargo
charter flights to domestic and foreign cities are also
undertaken, together with crop spraying and other
agricultural operations.
The size of the respective air fleets also reflects the
relative dominance of JAT in Yugoslav civil aviation.
JAT leads all other domestic air lines in the number of
large, modern aircraft with a Fleet consisting of three
`Toeing 707's, seven Convair 440's, six Sud- Aviation
Caravelles, eight Douglas DC -9's (Figure 16), and a
single 11 -18 transport aircraft. Air Yugoslavia, the JAT
charter subsidiary, operates one of the Boeing 707
aircraft, two of the Caravelles, and the II -18 on its
charter flights. By 1975, JAI' will need increased
capacity on its medium -haul routes and is considering
such types as the DC -10, the L-1011, the A.300B
Airbus, and the stretched M- version of the Tu -154.
JAT is also moving toward the procurement of a new
70 /60- seater jet �the Fokker F -28 or VFW 614, for
example �to replace the Convair 440 on short -haul
routes. It is possible that it turboprop type, such as the
NAMC YS -1 l or Fokker F -27, might be purchased for
the purpose. The chosen type would be required to
enter service around 1973.
FIGURE 16. One of the main-
stays of the JAT airfleet is the
McDonnell Douglas DC -9, which
was placed in service in the spring
of 1970 (U /OU)
The inventory for Inex -Adria lists two Douglas DC -9
and two Douglas DC -6B transport aircraft, with two
more DC -9 aircraft on order. Aviogenex utilizes three
Tu -134 aircraft for its various missions and has an
option to acquire two Tu -154 aircraft from the Soviet
Union. Pan Adria accomplishes its various tasks with
two Convair CV -440 aircraft.
The approximately 200 small civil aircraft registered
in Yugoslavia are owned by JAT, Pan Adria, and
various aeroclubs and schools and are used for flight
training and airwork. This airfleet is primarily
composed of the Aero Commander 500, the L -200
Morava, and the Piper Pawnee PA -23.
The overall increase :n the number of aircraft and
aviation enterprises has been rapid and signifies the
growing economic strength of Yugoslavia, but it has
not occurred without difficulty. The composition of
the airfleet shows a wide variety of French, U.S., and
Soviet aircraft. This random acquisition has led to
problems in maintenance and safety as well as
obstacles in pilot and aircraft utilization. The total
effect of these problems has been to reduce the
profitability of operations and may help to explain
why the Yugoslav companies have not been able to
compete successfully with foreign companies. The
weakness of Yugoslav civil aviation is best noted by
27
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the fact that two- thirds of the lareigr tourists arriving
in Yugoslavia do so by foreign air carriers, including
those in charter traffic.
JAT is the principal employer of civil aviation
personnel in Yugoslavia. The carrier has over 3,000
employees on its payroll, and this number is expected
to increase steadily as traffic volume rises. JAT has
under contract 230 pilots, of whom 40 are qualified
Caravelle pilots, 38 are Convair qualified, and 60 are
qualified in the DC 3. Many of the latter presumably
have been retrained to fly either the DC -9 or the
Boeing 707 aircraft. Pan Adria has 130 personnel in its
employment, and of this number 35 are pilots.
Aviogenex also conducts operations with 130
employees.
The JAT maintenance center, a: Belgrade's Surcin
Airport, received FAA recognition in 1969 and carries
out a complete range of maintenance and overhaul
services, with the exception of the overhaul of jet
engines �this being at present handled for the airline
by Sabena in Brussels. Outside help has also come
from the McDonnell Douglas Corporation in the form
of instructors sent to update pilot ground training and
cre%% maintenance training of JAT's DC -9 aircraft at
Ljubljana Airport.
A new general aviation maintenance and overhaul
center was recently inaugurated at the Belgrade
Airport. This installation is riot outstanding in size but
it has it proportionally greater importance. Over the
years, Yugoslav general aviation has suffered an
accident rate in excess of the average for Western
Europe, and part of the reason for this has been
I nsatisfactory maintenance standards. In an effort to
correct this poor safety record, JAT has assigned four
engineers and 15 technicians to man the new
maintenance center. JAT plans to expand its
maintenance capability to aircraft based at other
airports, and there are long -range plans to canvass for
maintenance contracts in neighboring countries and to
extend the center's work to include business jet
aircraft. JAT's maintenance shops also handle some
work for Inex- Adria. Aviogenex, and the Yugoslav air
force. As part of its agreement to purchase Soviet
aircraft, Aviogenex has received it complete stockpile
of spare parts and engines in Yugoslavia at Soviet
expense. It can draw front this stockpile. at will and
make payment or exchange old parts later. Major
overhaul on the Tn -134, however, is performed by
Aeroflot tender contract.
Basic aviation training is provided by the many
national aeroc�lubs and the Yugoslav Air Force, which
together are the main source of pilots for the various
28
air carriers. JAT is able to perform most of its own
training at its large training school at Belgrade's Surcin
Airport. This school handles 50 pilots a year, and
training techniques are based on U.S. methods. By
1975 it is hoped that about 65 pilots will be trained
annually at the center. In addition to its own
personnel, JAT is also training cockpit crews of Inex-
Adria Airways and, to a certain extent, those of
Aviogenex. Because all of its aircraft are of Soviet
manufacture, Aviogenex sends its pilots to the Soviet
Union for training with the national carrier, Aeroflot.
Mam of its aircrew members do, however, receive
instruction at JAT's Belgrade school, and it is likely
that in the future more and more of the training for
Aviogenex personnel Nvill he conducted in Yugoslavia.
JAT is planning to expand its training school
curriculum to include instrument flight courses for
both Yugoslav and foreign aviation students. JAT
plans to modernize its training facilities with a DC -9
digital simulator recently ordered from Canadian
Aviation Electronics Industries (CAC). A simulator
which cost USS1.5 million was put into operation in
May 1972. The carrier has been using DC -9 simulator
facilities belonging to the Spanish airline, Iberia.
Ground training equipment at JAT's Belgrade center
includes a Link 60 trainer and a Redifon simulator for
the Convair 440.
Governmental responsibility for the control of civil
aviation resides in the Directorate of Civil Aeronautics
under the Secretariat for Communications. The
government has regulatory control over airline
operations, but company officials are free to establish
budgets and determine route structures, schedules,
and fares. Air transport services along unprofitable
domestic routes are subsidized by the Yugoslav
republics and communities served by these routes.
Yugoslavia has been a member of the International
Cavil Aviation Organization (ICAO) since 1960. It is a
signatory to the 1929 Warsaw Convention and the
1953 Hague Protocal governing the liability of
property while engaged in international flights. JAI' is
a meceber of the International Air 'Transport
Association. The country has entered into bilateral air
transport agreements sanctioning the exchange of
scheduled air services with all the I?uropea n
Communist countries and 21 non Communist
countries. Because Yugoslavia's coastal and mountain
resorts have trained popularity among European
tourists, its many its 20 foreign carriers operate to these
tourist centers in the summer. Although this number
varies seasonally, it is not reduced by more than two or
three in the winter.
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J. AirfieldS (C)
Yugoslavia has 78 airfields, 106 sites, and two
seaplane stations; 23 of the airfields are military, 10
are joint military /civil, 44 are civil, and one is private.
The airfields are distrkouted fairly evenly
throughout the country. A concentration of airfields,
both military and civil, is centered about the industrial
cities of Zagreb in the north, Belgrade in the east, and
Skopje in the south.
The airfield system is adapted to meet adequately
all internal requirements for civil and military
operations. Belgrade International is considered the
most important civil airfield and is capable of
supporting B -52 operations. Dubrovnik and Split
international airfields can support C -141 type aircraft.
Other international airfields include Ljubljana
International, Zagreb, and Titograd, which can
accommodate C -135 aircraft. The civil airfields of
Rijeka /Krk and Tivat normally support DC -9 aircraft,
and Skopje aril Ohrid will take up to C -130 type
aircraft. Major military airfields include Batajnica, a
Yugoslav Air Force (YAF) fighter /transport base, with
the primary mission of air defense of metropolitan
Belgrade. Bihac, Cerklje, Obrva, and Tuzla are YAF
prime fighter bases.
There are 25 airfields with hard- surfaced runways,
15 of which are 8,000 feet or over in length and readily
accommodate large transport aircraft. Except for the
YAF reserve airfield, Novi Sad, all of these airfields
have adequate taxiways and paved parking areas. All
of the civil airfields with hard- surfawed runways are
'Detailed information on individual Yugoslav airfields is
contained in Volume 15A. Airfields and Seaplane Stations of the
World, published by the Aeronautical Chart and Information
(:enter for the Defense Intelligence Agency.
equipped to ha idle freight and passengers. The
remaining 53 usvole airfields include 2'3 temporary
and 24 natural- surfaced landing areas in fair to good
condition.
The two seaplane stations are capable of use in an
emergency.
Most of the airfield sites would require complete
rehabilitation of the landing areas nd comtruction of
new support facilities in order to bec, me ope�ational.
As a member of ICAO, Yugoslavia operates over 20
of its airfields in accordance with ICAO standards for
runway lighting and tower control functions. Runway
maintenance and groundskeeping at the international
airfields are provided at an acceptable level. Improved
airfields services and ground support are the results of
the projecte(i overhaul of civil airfield management.
Aviation facilities in Yugoslavia are expanding
rapidly to meet the requirements of a growing tourist
industry within the country and to satisfy the
increasing number of Yugoslav travelers abroad. Civil
airlines have added new jet aircraft and increased the
number of domestic and international flights, both
scheduled and charter.
Belgrade International, Dubrovnik, Split Interna-
tional, and Zagreb are to be expanded and
modernized to accommodate jumbo jets by 1975.
The newer military airfield= were built in areas that
provide maximum potential for expansion. In most
cares a parallel second runway can be added if
necessary. Parking areas and permanent -type aircraft
shelters are being added or improved. However,
material shortages arid inadequate fuel reserves are
still the major deficiencies at the military air
installations.
Details of the most important airfields are itemized
in Figure 17.
FIGURE 17. Selected airfields (C)
LARGEST
LONGEST RUNWAY:
AIRCRAFT
SURFACE; DIMENSIONS;
NORMALLY
ELEVATION ABOVE SEA
NAME AND LOCATION
LEVEL
Pounds
Feet
Batajnica
Concrete..............
44 57 1 N., 20 15 1 E.
8,200 x 150
265
Belgrade International....
Concrete
44 49'N., 20 19'F,.
9,843 x 148
331
Bihac
Concrete.............
44 51'N., 15
7,200 x 200
1,132
Cerklje
Concrete..............
45 �54 15 32'E.
8,200 x 160
510
Footnotes at end of table.
LARGEST
AIRCRAFT
NORMALLY
F.SWL SUPPORTED
REMARKS
Pounds
56,607 C- 118.........
Military. Capable of supporting C- 135's.
YAF fighter base. Division headquarters.
Transport squadron.
105,590 Boeing 707....
Civil. Capable of supporting B -52's. Inter-
national airport. headquarters Yugoslav
Air Transport Airlines.
65,100 F- 86..........
Military. Runway capable of supporting
C- 141'x. Armed forces underground com-
mand center. YAF fighter base.
56,607 J..........
Military. Runway capable of supporting
C- 135's. YAF fighter base and pilot
training school.
29
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FIGURE 17. Seleat:d airfields (C) (Continued)
LONGEST RUNWAY: LARGEST
SURFACE; DIMENSIONS; AIRCRAFT
ELEVATION ABOVE SEA NORMALLY
NAME AND LOCATION LEVEL ESWL SUPPORTED
REMARKS
Pounds
65,100 Boeing 707.... Ci ail. Runway capable of supporting
C- 141'x. International airport.
60,160 ....do........ Civil. International airport. Headquarters
of main charter airline. Runway capable
of supporting C- 135'x.
58,000 C- 9A......... Joint. Runway capable of supporting
C -97's. Soko Aircraft Factory adjoins
airfield.
66,000 F- 84.......... Military. Runway capable of supporting
C -97's. YAF fighter bas(.
45,500 DC- 6.........
69,884 C- 118.........
60,160 DC- 9.........
Civil. Runway capable of supporting
C- 133'x. Army POL depot adjacent.
Joint. Runway capable of supporting
C- 135'x. YAF advanced pilot training
school.
Civil. Runway capable of supporting Boeing
707'x. International airport.
60,160 Convair 446... Civil. Runway capable of supporting
C -12 i's.
35,500 C- 131.........
65,100 Boeing 707....
58,000 C- 118.........
37,610 DC- 9.........
Joint. YAF fighter base. YAF transport
squadron. Domestic airlines. Runway
capable of supporting C- 130'x.
Civil. Runway capable of supporting
C- 141'x. International airport.
Joint. Runway capable of supporting
C- 135'x. International airport. YAF
aerial gunnery school.
Civil. Domestic and international airlines.
56,607 F- 86.......... Military. Runway capable of supporting
C- 135'x. YAF reconnaissance regiment.
Reserve pilot training school.
35,500 C- 130......... Joint. Yugoslav air force academy. Civil
runway is asphalt, 6,562 x 148 ft., and
can support C- 121'x.
56,607 C- 9A......... Joint. Runway capable of supporting
C- 135's. International airport. YAF
fighter base.
*Equivalent Single -Wheel Loading: Capacity of an airfield runway to sustain the weight of any multiple -wheel landing -gear
aircraft in terms of the single -wheel equivalent.
30
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Feet
Dubrovnik
Asphalt...............
42 *34
18 *16'E.
8,530 x 148
528
Ljubljana International...
Concrete
46 *13
14 *28
9,843 x 148
1,274
Mostar..................
Concrete..............
43 *17
17 *51
7,874 x 161
175
Obrva
Concrete..............
43 *49
20 *35
7,300 x 148
686
Pristina
Concrete..............
42*34
21 *02'E.
7,218 x 102
1,785
Pula
Asphalt...............
44*54
13*55'E.
9,678 x 148
276
Rijeka /Krk
Asphalt...............
45 *13
14 *34
8,202 x 148
279
Sarajevo
Concrete..............
43 *49
18 *20'E.
7,708 x 148
1,703
Skopje..................
Concrete..............
41 *58
21*37
8,038 x 148
780
Split International........
Concrete
43*32
16 *18'E.
8,366 x 148
79
Titograd International....
Cuncrete
42 *22
19 *15
8,202 x 150
121
Tivat
Asphalt...............
42 *24
18 *43
8,202 x 148
16
Tuzla
Concrete..............
44"28
18"44
8,200 x 160
985
'Ladar
Concrete..............
4!*06
15 *21'E.
8,202 x 148
289
Zagreb
Concrete..............
45*45
16 *04
9,383 x 148
351
REMARKS
Pounds
65,100 Boeing 707.... Ci ail. Runway capable of supporting
C- 141'x. International airport.
60,160 ....do........ Civil. International airport. Headquarters
of main charter airline. Runway capable
of supporting C- 135'x.
58,000 C- 9A......... Joint. Runway capable of supporting
C -97's. Soko Aircraft Factory adjoins
airfield.
66,000 F- 84.......... Military. Runway capable of supporting
C -97's. YAF fighter bas(.
45,500 DC- 6.........
69,884 C- 118.........
60,160 DC- 9.........
Civil. Runway capable of supporting
C- 133'x. Army POL depot adjacent.
Joint. Runway capable of supporting
C- 135'x. YAF advanced pilot training
school.
Civil. Runway capable of supporting Boeing
707'x. International airport.
60,160 Convair 446... Civil. Runway capable of supporting
C -12 i's.
35,500 C- 131.........
65,100 Boeing 707....
58,000 C- 118.........
37,610 DC- 9.........
Joint. YAF fighter base. YAF transport
squadron. Domestic airlines. Runway
capable of supporting C- 130'x.
Civil. Runway capable of supporting
C- 141'x. International airport.
Joint. Runway capable of supporting
C- 135'x. International airport. YAF
aerial gunnery school.
Civil. Domestic and international airlines.
56,607 F- 86.......... Military. Runway capable of supporting
C- 135'x. YAF reconnaissance regiment.
Reserve pilot training school.
35,500 C- 130......... Joint. Yugoslav air force academy. Civil
runway is asphalt, 6,562 x 148 ft., and
can support C- 121'x.
56,607 C- 9A......... Joint. Runway capable of supporting
C- 135's. International airport. YAF
fighter base.
*Equivalent Single -Wheel Loading: Capacity of an airfield runway to sustain the weight of any multiple -wheel landing -gear
aircraft in terms of the single -wheel equivalent.
30
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K. Telecommunications (S)
The telecommunication (telecom) system in
Yugoslavia provides telephone, telegraph, and
broadcast services over open -wire lines, coaxial and
multiconductor cables, and radio -relay facilities.
These services satisfy most governmental require-
ments; the needs of the general public are given
secondary consideration. All telecom facilities are
owned and operated by the government. The
Directory of Posts, Telegraphs, and Telephones
Community (PTTC) is responsible for broad general
policies, and the 41 Post, Telegraph, and Telephone
Operating Enterprises (PTTE) operate and maintain
facilities. The Committee for Radiobroadcasting and
Television is responsible for radiobraodeast and TIV
activities.
Long distance switching facilities interconnect
about 3,000 telephone exchanges; centers of this
system are in Belgrade and Zagreb. There are over
820,000 telephones or nearly four instruments per 100
population. Most of the local telephone facilities are
automatic. About 3,000 telegraph offices are located
throughout the country, and automatic telegraph
exchanges in 29 towns provide telex service.
Open -wire networks consist of carrier equipped
lines that have as many as 60 wires on main routes
serving large cities and as few as 10 wires on routes
serving mountainous areas. One of a number of radio
relay networks provides 60 telephone channels
between Belgrade and Zagreb, using carrier
equipment purchased from the L. M. Ericsson
Company of Sweden. The relay stations for this
network are at sites on Jagadnja, Ozren, Sljeme, and
Kozara mountains. The domestic radiocommunica-
tion network provides a backup for wire and radio
relay facilities.
The major AM radiobroadcast stations are in
Belgrade, Ljubljana, Novi Sad, Pristina, Sarajevo,
Skopje, Titograd, and Zagreb. The principal FN1
stations are at Novi Sad, on Crveni Cot hill, and on
Avala, Crni Vrh, Sljerne, and Veliki Jastrebae
mountains. FM and AM stations transmit the same
programs. TV stations provide coverage to areas
around several large cities whose combined population
is about 904 of the country's total. In addition to the
national programs, F.urovision programs are available
for broadcast over the domestic TV network through a
relay facility in the Nanos mountains. This facility
also relays Yugoslav programs to the Eurovision
network. Radiobroadcast and TV facilities have
replaced most of the wired- broadcast facilities.
Yugoslavia has 3,500,000 radio receivers and
2,050,000 TV receivers.
International telecom services are provi&; d as an
extension of the domestic network through transit
centers in Belgrade and Zagreb. Traffic is routed to
and from these centers over the main network and
through circuits in a 3C` channel coaxial cable with
Austria and in microwave links with Bulgaria and
Romania. International landline circuits are available
to all neighboring countries. The principal open -wire
lines extend to Thessaloniki, Greece; Sofia, Bulgaria;
Timisoara, Romania; Szeged, Hungary; and Trieste,
Italy. International radiotelephone and radiotele-
graph services are available only from Belgrade.
Special- purpose facilities provide aeronautical,
maritime, meteorological, military, and railroad
telecom services. The Railroad Automatic Telephone
Network, the largest network, interconnects the main
railroad telephone exchange in Belgrade with district
exchanges in Ljubljana, Novi Sad, Sarajevo, Skopje,
and Zagreb, and with other automatic and manual
exchanges. Wire lines parallel the railroad tracks and
provide interconnections between rail terminals. The
army uses telephone and telegraph wire circuits leased
from the PTTC and also uses army -owned wire and
radiocommunication facilities.
Most buildings housing communication equipment
are of conventional design. Some facilities are
protected by sturdy concrete structures, but service
could be disrupted with little effort.
Technical education facilities have improved in
recent years, but there is still a shortage of engineers
and skilled technicians. Technical training facilities
are available for young people not entering colleges or
universities, and the armed forces train a significant
number of technicians. An electronics organization
that has three large manufacturing plants maintains a
technical university in Nis.
Most telecommunications are affected by the
mountainous terrain and harsh winters. Mountains
extending across the country from northwest to
southeast provide good sites for radio -relay
installations but hinder the development of wire
networks.
The telecom industry is capable of producing
almost all items required for domestic use. The
industry as a whole is concentrated in two major
combines, the Electronics Industry (Elektronska
Industrija) centered in Belgrade and the Iskra
complex centered in Kranj. The nationwide expansion
of communication facilities, however, has made it
necessary to import radio and TV broadcast
equipment and telephone equipment of advanced
types. Simple devices including parts and components
must also be imported, chiefly because of the volume
required. The principal sources of imports are the
31
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S EC!! Er
United Kingdom, Italy, West Germany, and the
Netherlands.
Current telecom expansion plans include the
installation of the following coaxial cables: from
Ljubljana to Trieste, Italy; Belgrade to Budapest,
Hungary; and Zagreb to Split, Rijeka, and several
Adriatic islands. In addition, an earth satellite station
for the PTTE is under construction near Ivanj: a, and
more radio -relay links are Manned between coastal
towns and a number of Adriatic islands. Plans also
exist to expand broadcast services by constructing new
radio and TV studios, to enlarge present studios, and
to complete radio -relay links to form an integrated TV
network.
Glossary (uJou)
ABBREVIATION SEMO- CROATIAN
ENGLISH
DL Dunayski Loid Danube Lloyd
]AT lugoslovenski Aerotransport Yugoslav Airlines
JPTT Pan Adria Aerotransportino Poduzeee Pan Adria
JRB Jugoslovensko Recno Brodarstvo Yugoslav River Shipping Association
JZ Zaiednica Jugoslovenski Zelezniea Association of Yugoslav Railways
32
ScClu-1
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Places and features referred to in this General Survey (U /OU)
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COORDINATES
COORDINATES
COORDINATES
o P
o 'E
o V
o E
o
o
(sea)
43 00
16 00
Klkinda.
45 50
20 29
Sljeme mt
45 54
1.5 5
44 42
20 31
Kludovo
44 37
22 37
Smederevo
44 39
20 5
39 00
25 00
Klo. 4` tarlvanic
45 44
16 25
Sofia, Bulgaria
42 41
23 1
Egypt
31 12
29 54
K nin....
44 02
16 12
Som bor.
45 46
19 0
la
45 49
19 39
KolaM n.
42 49
19 32
Spielfeld, Austria........................
46 42
15 3
alanka
44 51
21 20
Koper...
45 33
13 44
Split....
43 31
16 2
45 18
14 32
Koprivnica
46 10
16 50
Srbobran
45 33
19 4
on)
45 30
21 00
Koreul a.
42 58
17 08
Stara Pazova
44 59
20 1
uga
45 26
16 54
Kosovska Mitrovica.....................
42 53
20 52
Stara Planina
43 15
25 0
42 05
19 06
Kotor...
42 25
18 46
Strutec..
45 32
16 3
44 54
20 17
Kozara rots
45 00
16 55
Subotica
46 06
19 4
45 30
20 36
Kozare
42 56
22 06
Au madija (region)
44 20
20 4
nal
45 27
20 27
Kragujevae
44 01
20 55
Svetozarevo
43 59
21 1
43 13
22 19
Kran'
46 14
14 22
Szeged, Hungary........................
46 15
20 1
44 50
20 30
Kraljevo
43 34
21 42
Tekija..
.14 41
22 2
45 38
18 11
Kratovo.
42 05
22 12
Tetovo.................................
42 01
20 5
45 12
19 44
Krk....
45 02
14 35
Thessaloniki. Greece.....................
40 38
22 5
44 49
15 5'2
Kupari
42 37
18 12
Timi4oara, Romania.....................
45 45
21 1
45 54
16 51
Kutina..
45 29
16 47
Tisa sirm
45 15
20 1
ska (inlet)
42 25
18 40
Lapovo.
44 11
21 06
Tirane, Albania
41 20
19 5
44 06
22 06
Latakia, Syria
35 31
35 47
Titograd
42 26
19 1
rod
45 08
18 01
Lendava
46 34
16 27
Titov Veles
41 42
21 4
'on)
.14 00
18 00
Lipik...
45 25
17 10
Titovo Wice
43 52
19
46 13
16 55
Ljubljana
46 03
14 31
Tivat...
42 26
18 4
44 52
18 49
M ajdanpek
44 25
21 56
Trebinje.
42 43
18
loci (is /,v)
44 55
13 46
Mali LoM nj.............................
44 32
14 28
Trep6i t..
42 47
19 4
Romania
44 26
26 06
Maribor.
46 33
15 39
Trieste, Italy
45 40
13 4
[ungary
17 30
19 05
Ie3. iea..
46 31
14 52
Turjak mt
42 51
20
45 24
13 59
Ntiljevina
43 32
18 39
Turnu Severin, Romania.................
44 38
22
I
46 23
16 26
N lokrin.
45 56
20 25
Tuzlu...
44 33
18
45 �15
16 37
Monfalcone, Italy
45 49
13 32
Ma mt
45 17
14 1
46 14
15 16
M oravila, Romania
45 16
21 16
Plcinj...
41 56
19
45 53
15 31
M ostar..
43 21
17 49
Valjevo.
4.1 16
19
21 44
;\fur, Austria (strm)
46 18
16 55
Vara3. din
46 18
16
(hill)
15 09
19 �1:3
Nagykanizsa, Hungary...................
46 27
16 59
Vardar (strm)
40 35
22
region)
43 00
17 00
Nanos (m ts)............................
45 48
14 00
Velebit..
46 01
19
m
.15 20
29 40
NP.....
43 19
2! 54
Velika Greda
45 15
21
41 32
20 32
Ni4ava (r trnr
43 22
21 413
Velika Morava (strm)....................
44 43
21 1
45 24
14 48
Nova Gorica
45 57
13 39
Velika Plana.
44 20
21 1
43 32
16 18
Novi Sad
45 15
19 50
Velika Tilva (hill)
44 59
21 1
44 44
l8 05
Novo I% Lilo ?evo..........................
45 43
20 18
Veliki Ba6ki Kanal (canal)
45 52
18 I
Bulgaria
42 56
22 56
Novska.
45 20
16 59
Veliki Jastrebac (rots)....................
43 24
21
45 33
18 55
Obrva...
13 48
20 36
Venice, Italy
45 27
12
44 53
19 21
Ohrid. Lake (lake).......................
41 00
20 45
Videm- Kr4ko.........................
15 58
15
42 39
18 07
Okut' ani.
45 16
17 12
Vinca...
44 46
20
45 �18
16 15
Oputovac
45 16
19 10
Vinkovei
45 17
l8
46 02
17 04
Osijek...
45 33
18
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Beaftnii,
Beoftn 45 12 19 44 Krk 45 02 74 35
Biba6 44 49 15 52 Kupari 42 37 :8 12
Bjel ovar 45 54 16 51 Kutina.. 45 29 16 47
Boka Kotorska (inlet) 42 25 18 40 Lapovo. 44 11 21 06
Bor 44 06 22 06 Latakia, Syria 35 31 35 47
Bosanski Brod 45 08 18 01 Lendava............ 46 34 16 27
Bosnia region 44 00 18 00 Lipik... 45 25 17 10
Botovo 46 13 16 55 Ljubljana 46 03 14 31
Br6ko 44 52 18 49 Majdanpek 44 25 21 56
Brijunski Otoci (isla) 44 55 13 46 Mali Lol� inj 44 32 14 28
Bucharest, Romania 44 26 26 06 Maribor. 46 33 15 39
Budapest, Hungary 47 30 19 05 Mef ica.. 46 31 14 52
Buzet 45 24 13 59 Miljevina 43 32 18 39
Cakovee 46 23 16 26 Mokrin. 45 56 20 25
Cazma 45 45 16 37 Monfalcone ,Italy....................... 45 49 13 32
Celje 46 14 15 16 Moraviia, Romania...................... 45 16 21 16
Cerklje 45 53 15 31 Mortar.. 43 21 17 49
Crni Vrh (mg) 41 51 21 44 Mur, Austria (atrm)...................... 46 18 16 55
Crveni Cot (hill) 45 09 19 43 Nagykanizsa, Hungary................... 46 27 16 59
Dalmatia (region) 43 00 17 00 Nanos(mm)............................ 45 48 14 00
Danube strm) 45 20 29 40 Nil' s..... 43 19 21 54
Debar 41 32 20 32 Niliava strm 43 22 21 46
Delnice 45 24 14 48 Nova Gorica 45 57 13 39
Divulje 43 32 16 18 Novi Sad 45 15 19 50
Doboj 44 44 18 05 Novo Milo �evo.......................... 45 43 20 18
Dragoman, Bulgaria 42 56 22 56 Novska. 45 20 16 59
Drava sirm 45 33 18 55 Obrva.... 43 48 20 36
Drina atrm 44 53 19 21 Ohrid, Lake (lake) 41 00 20 45
Dubrovnik 42 39 18 07 Oku6ani. 45 16 17 12
Dugo Selo 45 48 16 15 Opatovac 45 16 19 10
Durdevac 46 02 17 04 Osijek... 45 33 18 42
Elemir 45 26 20 18 Otranto, Strait of (strait) 40 00 19 00
t vzonoi, Greece 41 06 22 33 Ozren mt 43 18 17 36
Ferdinandovac 46 03 17 12 Pan6evo. 44 52 20 39
Gevgelija 41 08 22 31 Para6in. 43 52 21 25
Gdynia, Poland 54 30 18 33 Pe6..... 42 39 20 18
Glina 45 20 16 06 Petrovac 42 12 18 57
Gfli, Otok (isl) 44 51 14 50 Piran... 45 32 13 34
Gujil o 45 29 It 53 Pirot... 43 09 22 36
Gol ubac 44 39 21 38 Plo6e.................................. 43 04 17 26
Gorenja Vas 46 07 14 10 Podgorica pri Ornu6ah................... 46 06 14 35
Gospodinci 45 24 20 00 Popova6a 44 34 16 37
Gostivar 41 48 20 54 Portorof 45 31 13 36
Gradsko 41 34 21 57 Postojna 45 47 14 14
Grocka 44 41 20 43 Prahovo. 44 18 22 35
Gruf 42 39 18 05 Prespa, Lake (lake) 40 55 21 00
Hercegovina (region) 43 00 17 50 PrAtina. 42 40 21 10
Hercegnovi 42 27 18 32 Pula.... 44 52 13 50
Hlebine 46 09 16 58 Radinac. 44 37 20 59
Hvar, Otok (i8!) 43 07 16 45 Ralla.... 45 05 14 06
Idrija 46 00 14 02 Ri' eka.. 45 21 14 24
Ionian Sea (sea) 39 00 19 00 Rijeka Zaliv (gulf) 45 15 14 25
Iron Cate (gorge) 44 41 22 31 Rovinj.. 45 05 13 38
Istria peninsu la) 45 00 14 00 Rotaj... 42 51 20 10
Ivangrad 42 51 19 52 abac... 44 45 19 43
Ivani6 Grad 45 42 16 24 Sandorovae 45 54 17 02
IvaniLtko Graberje 45 43 16 29 Sarajevo 43 50 18 25
Ivanjica 43 35 20 14 Sava 81rm 44 50 20 28
Jagodnja (ml) 44 20 19 18 Scutari, Lake (lake)...................... 42 10 19 20
Jagnjedovac 46 06 16 49 Senta... 45 56 20 05
Janja Lipa 45 27 17 00 entilj.. 46 41 15 40
Jesenice 46 27 14 04 Sermenli( strm).......................... 41 10 22 32
Julian Alps (mis) 46 20 13 45 Sel ana.. 45 42 13 52
Ju1na Morava (strm) 43 41 21 24 Shkoder, Albania........................ 42 05 19 30
Kal na 42 52 22 26 Sibenik.. 43 44 15 53
Kanjila 46 04 20 03 Sisak... 45 29 16 22
Karlovae 45 29 15 33 $kofja Loka 46 10 14 18
Kabtelanski Zaliv (bay) 43 32 16 22 Skopje................... 42 00 21 29
Kidri6evo 46 26 15 47 Slavonski Brad........... 45 09 18 02
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Thessaloniki, Greece 40 36 22 56
Timigoara, Romania 45 45 21 13
Tisa strm 45 15 20 17
Tirane, Albania 41 20 19 50
Titograd 42 26 19 16
Titov Veles 41 42 21 48
Titovo U4ice 43 52 19 51
Tivat 42 26 18 42
Trebinje 42 43 18 21
Trep6a 42 47 19 49
Trieste, Italy 45 40 13 46
Turjak ml 42 51 20 02
Turnu Severin, Romania 44 38 22 40
Tuzla 44 33 18 41
ULtka mt 45 17 14 12
Ulcinj 41 56 19 13
Valjevo 44 16 19 53
Varaldin 46 18 16 20
Vardar( sirm 40 35 22 50
Velebit 46 01 19 57
Velika Greda 45 15 21 02
Velika Morava (strm) 44 43 21 03
Velika Plana 44 20 21 05
Velika Tilva (hill) 44 59 21 00
Veliki Ba6ki Kanal (canal) 45 52 18 52
Veliki Jastrebac (mts) 43 24 21 26
Venice, Italy 45 27 12 21
Videm- KrEko 45 58 15 29
Vines, 44 46 20 36
Vinkovei 45 17 18 49
Vrbovec 45 53 16 25
Vrbovsko 45 22 15 05
Vreoci 44 26 20 17
Vrpolje 45 13 18 24
Wise 45 07 21 18
Vukovar 45 21 19 00
2 abalj 45 23 20 04
Zadar 44 07 15 15
Zagreb 45 48 16 00
Zastava 45 35 15 14
Zemun 44 50 20 24
Zenica 44 13 17 55
Zidani Most 46 06 15 10
Zirovski Vrh (ridge) 46 05 14 10
Zletovo 41 59 22 15
Zlobin 45 18 14 40
Zrenjanin 45 23 20 23
Zvornik 44 23 19 07
Selected Airfields
Batajnica 44 57 20 15
Belgrade International 44 49 20 19
Biha6 44 51 15 47
Cerklje 45 54 15 32
Dubrovnik 42 34 19 16
Ljubljana International 46 13 14 28
Mortar 43 17 17 51
0' urva 43 49 20 35
PrA tine 42 34 21 02
Pula 44 54 13 55
Rijeka/ Krk 45 13 14 34
Sarajevo 43 49 18 20
Skopje 41 58 21 37
Split International 43 32 16 18
Titograd International 42 22 19 15
Tivat 42 24 18 4:3
7' uzla 44 28 18 44
War 44 06 15 21
Zagreb .............................45 45 16 04
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APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200100034 -8
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Terrain and Transportation Figure 18