DEVELOPMENT AND UTILIZATION OF VARIOUS TYPES OF TRANSPORT IN USSR

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000700230099-6
• Release Decision: RIPPUB
• Original Classification: U
• Document Page Count: 10
• Document Creation Date: December 22, 2016
• Document Release Date: July 12, 2011
• Sequence Number: 99
• Publication Date: April 18, 1955
• Content Type: REPORT

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STAT
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DEVELOPIP.I.'T :.ID UTILIle,TIOI) CF V..llICUS TYa;o of Ti d orll IN U:;Sii
_'lerovoye Ynoz cystvo, Na 4
Mosco1.a, Au ; 195 F
Frei;;ht turnover for all typca of trans.orcaticn in the US::R
I:cr ud C~ during the
1> 5 throw h 195j increased 1; 1, [. t_._ a, includ: an c of 15
times in railroad fraiIrL turnover alone. :an re?ent '
US o , ilion turnover
the transportation nctwor:c of the
aurasses one trillion ton-kilometo
_rs
per year.
::a a result of 'he ro_ id develorc:ant of productive forca:: in the period
follcving; World War 11, frei;;hL ournovar on the railroads has
co rcximatel c;r increased to
y ' rca frai It turnover of 1';40. This ;;rc;th in freight
turrcver, despite t.._ _.. _nsicn f One railroad networ::, has been accompanied
by a fur thaw ;grcvth to the average fr;z.;;ht density of the railroads and by a
ccnccntraticn of fr::-iL~ht flows on the most important routes,
While rail aver-
e fret ht density of fire railroads is 7 million Lon::, there are rail routes
on which the Frei;-ht density amounts cc 30-50 million tons per Cilcmetor per
ar.
prcaent, 75 Percent of the total ra_lroad freight turnover is con-
centrated on ai;Lro:ir..ately one third of the railroad ncLwor::. Tha neces-
sity of providing f::r the growing freight flows on rail lines with an in-
sufficient capacity usually requires the ado,tion of helper locomotives and
also circuitous routing, which increases ex._enses and complicates the opera-
tion of the railroad systems.
The Ministry of hsritL-:e +;nd }ever Fleet LZ3R [since August 1954) the
Ministry of Maritime elect and Ministry of :;fiver Fleet , the lfiristry of
Motor Transport and }ii;l:ways USSR, tha Ministry or i;aih:ays USSR and also
Gosplan USSI), while planning and formulating measures for the development
of rail centers, river and sea ports, and motor reads, and increased ca-
pacity of certain transport routes, arc lolling to give the needed atten-
tion to the rational coordination o various types of transport. As a re-
sult, while certain rail routes are overloaded, parallel waterways are not
completely utilized for freight haulin The capacity of rail a,_roaches
does not always coincide with the caacity of ports, and in many instances
leads to unnecessary expenses in the or0anization of hauling;. The distri-
bution and devclc~accnt of a nu;.:ber of ,orts is often 'lanned without ca7-
culc:ting the rational utilizst_cn of rail line ca_acity. i.1cc, cross runs
of ^cicty carrier:; occur on parallel transport routes.' Many railroad stations
lack a?.,reach actor roads, thu.= cut-'n, off agricultural regions fr-m throu;;h-
route transportation.
The significa;:c~ of ,.:;o Canal is generally known. Its construc-
tion mode it pocsiblo t. ,:u;) 1y tlha ca .ital ., wat::r, im;~roved tOo challox-
water charactcrisL ea of the }?:oscow :.ivor, and created a short des: -water
route between Moscow and the '."alga : _ver. The water yenta b'etwa:r. :oscew and
Gor'hi;, was shorteneci by 110 '11n;et::rc, and between 'Icaccw and Leningrad by
1,100 ::ilcmetera. ',11th tho construction of the Moscow Canal, the White Sea-
Baltic Canal, and the Volga-Don Canal, Moscow became a fort of five seas.
However, the Moscow Canal has been poorly utilized for the delivery of
transit freight from the Volga River to Moscow and handles only a small
amount of the freight turnover of the capital. The chief reason for this
is the 'Loence of railroad connection between the West Pert and the adjacent
Moscow Inner Belt [:;ail; Line, and consequently with the enterprises of Moscow.
_J
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Llso, one of the chief' rea::unc fcr the incc::.:_..leie utilisation of ti:e
..into Sca-Baltic Canal is the limited ca_,acity of the waterways adjacent to
the canal.
c._n tructiun oof the VclLa-D~n Canal ,rovidod an answer to a numb:r
of r. 1 econcmic ?,roblems but the canal not utilized to its ca_ acity
in 1;57, and this .situation continues in l954. Thic is r,; _;lainoci by a loch
of coordin,ted :.e,ion on 5110 :.rt of the I?iini tr;; of ikriti;ra and River Fleet,
tha 1.dntutry of liailu ys, the Ministry of Ticrt::r Industry, tin. I?iiuictr;; of
Agricultural Irccur_c:ent, the Iiini::try of Ccal Indu:;try, the Ilni'-try of' Cca-
ctruct:on Ilat^_rials Industry, and othore. .1 l::roc amount Of i'rei;ht -- ain-
Ucr, cc,-!, _, rachincr?, conetru_t_cn materials, and ether -
-which .rhouid IL;_, hi;:r_d by ;rater, is hauled ovar tho rail lin_s --arallel to
:::e canal. llcwever, the bidrictr~? of iiaritirc and Rivor Fleet is dcin~; little
to inc.-__ ulln0 along the l -Den Canal and th_ T a.nl ?ans,:ay::.:aservoir.
F.:r ti:: :. Hearin;; ti... dcve.lu..,'ent and cccr-
dr.oticn :,h , Ii, first of a11nece:::ray tc
ov_rccr.:..
vet .u: n bror,ce . rot, .: t ..n r:: c_ e ,, crs. ee
T'.: : cr~Lnicr icu c.' ._cra e:. ec tivc coordination a a..n_~ the varicu:: tyv::c
::.ns_ crtaticn re_lutro:: vin ; .. nu r: _r ira_ crt: r.'. ..?chn'_col constrnc-
S_:.r: and u crz,Li.cnul :,robleae.
ref;ards ecurdinatin;; rail ::nd Wvt:r trams ort, primary ecnoiderationc
r.:uct U civcn to :.:andint and or }Fall-,::hi;...ent points Of river and :;-2L -,.., -- and to aivclo`an nthc Ldjoinin.railroad 51'din3s
for the ru:._inumineraasu in coordinated rail-water This will o.lco
nxc;sitatc y treat amount of coast:'iue in particular between the
art ; f -tir_l:urth, 33=1tic, .-ov- .-ac!: d_a and . .a basins, plus the
ut:;.lization cl de Ilcrthcrr.:_.. tautc. The :noble;:: can:; ructin;; railroad
Carrie. in the .:zuv, Catudan, ant Ilur -:.c., SOL basins roust be studied a.
:con as terrible. This will ex cditc dol very of frei,:;ht traveling in
coordinated of th cris, and
also diminish -_r o.
Thu coczl_sa;.un of ail an:::.. for .. trans..
.;iri; art bas.. ;, rcotov v_aiclc ti, rr_ilre..d :rei ;rt ..Cations and in-
crca:: sd roducti:,n v: true; tr:.il :r _nclud .r tl:c..o ?:iti_ L corr'inb - ,acitp
of i1-6 icons. C r.,......: r:..1-.Fist . -.. `. U: naurt,!d with t..,
us Of . lc cu^ r.' _. t: r.c rtic n .. the
in t.._ trancior " urnr :art t another. The
^t' c:_ c, r :._, i_.? :v :art f brie., coal total, and
c .u.. . r :n to ant
frc:, r....lrcad b: dons. .rei;,,ht flc:;r,
sou: out b.-. a _ u? b; .:acn
;irt .;t .:.t rc :rd .rill .-a:. _ ....: lc li:m alien
of era;.. rLnn .LoLty true:..; b^1.. r;.r _ ,.e varicuc busing:.: eater: rises, in-
creasuL iii _l_: L: .c.o.'u;; :.np cc . wind -.roductivity of truck , and also
tinu:.r... ..-.i t:'. _. _ '' ..,.ndlerr :?n tract...
P.r the co..udincticn of and _ :1.'.r..: trans-.crtatic;n of .,etrole=,
it i-i noses. -_ - cc, oz anC the maws... o_ roluua __felin?:., a.: much ,:os-
otble and bradr:aly increcs:_ their ahar,_ ,f the .rcur_::cr'.e:tion of .:trcleurn
and petrol: rt; . r?cductr:. Tiu.
is
justiif.oi. jn:;ra other thin;; lnrfe :.avinf in the con-
:rtruction Of railroad tar!: cars.
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The coordination cf .:e1: and r.ver tran:;,urt demands the construction
of a heavy-tenna;S.e fleet, plus an increase in the con truction of ships and
liLhters having a dead :reiZ~ht of 1,CGG-2,300 tons each for a maximum in-
crease in through-cargo shippinG over important rivers connected to sea basins.
The chips must be able to pass through the river mouths without transloadin3
the cargo from sea to river vessels and vice versa.
The coordination of river and sea transport within the froacrrork of one
Ministry of Maritime and giver Fleet and the orCanization of Lenin adreinistra-
tions combining the sea and river basins connected to them has made it organi-
zationally :possible to improve the coordination of these types of transport
for the fulfillment of froight end ,a' ee c;;? hrulin,;. The passage of l:etrc-
leue bar;;cs of the :;eydtan;:er Steamshi_: Line: throu h ..; trahhan' to Sialin;;rad,
thus -?)- minatin;; the transfer of l:etroleum products fro:a sea to river bar,,",
at hstr_!dian', has been sul,,,-ctcd a? ^ :cssible method for the joint utilizu-
ti,n of river and sea tonnage. There 16 also a need for or3anizinL; the pas-
su;_r. cf maritime vessels of a certain dead-wci;;ht tonnaGe through Piikolayovsk
aloaj the hair iliver to }thabarovci:, ti:u:; relievir.Z the railroads from I2aba-
rovsk, to Vladivcstol: and shorteninL the over-all travel distance of the mari-
time vessels. Great importance lies in the passaCe of river bar-ass frcm the
Vol;;a-Don Canal to parts on the Azov ;ea, from the Dnepr River at i crson to
Cdessa, and frcm the esur river to paints in Mirth ba'?halin etc. ':12 of
these measures would help coordinate the operation of river and sea tcnnaL-e,
and improve the effectiveness of water transport in the develoi:rent of coor-
dinated transport service.
RcgardinG the coordination of river transport and petroleum pipelines,
the ecestion has arisen coneerninf the develo_ment and installation of auto-
matic pumping stations on ail pipclino:, thus increaeinL, their capacity durinz
the internavi;ation period. :.uLeraaticLilly controlled pumping stations would
make )ossiblu a rational coordinst.icn ci the operations of the 1i r_lines and
river transport: maxii-um utilization of the c,rea--er river routes durins the
navi;,ation cried for the tranci:ertattcn of -ctrolerm products to _cGiuns of
consumption, whils climinatin;; unnece:c;ary operating expenses of the pipelines
during; this period, b; a Ceu:pur::_; . ;:u',-_ff cf the autcmatic pur..pir stations.
Olrortcor'.in;-s in the distribu-e n :,; freight flows bea.nen various typ
ea
of trans-,-ort are often caused by underatir::aL~n~ the importance of the trans-
:crtatiun :actor in the construction of industrial enterprises. In the selec-
tion of places for new industrial enter.ris,
s, cs_aciral;; the distribution of
tuber-cutting areas amonG con.;u:ars timber, and in determination of
production :; Leosialization in the and other branches
cf indu.;L_y, oran5 Jortat,'_n not given sufficient consideration.
oor d's' ribut:. n of cntcri,risc : rv at s thfull utilization of rater trans-
port for the h:::lin:, of mass : such a., timber, petroleum:, coal, and
Grain. L'
:'ever a io and lueiucr 1.::._,,.:d Lt tl:e sources of rivers in the
iiuro_;oan ;art of the UJSy; receive ru;r r-t::=-?i.cl iron timber flouts cad a con-
siderable sort of the .'..n:.:r d reett : (c__s and lumber) rout^d by rail
parallel to nave.ble racer ::cu.: ; ce sou i:ern r n e Lhc aura..x.n
part u tl_e country. i.- cc:acti-el;.. :.n ir?.cac:pletc .-:i.l .:: uteri a river
transport, relucatisn ..rc .1i: ..t the to er reaches of the
Vol_ -a giver, closer Cu G e re;;icns of _.. and, w..uld I ravine :.... ec:. i.ve
coordination between rail and river
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In t:,_ nc. on' r_ '1 -. 'c;i ro
into account the en-;ty ruac of rollin,; tat a fails:r: ,,
d-_liveiy Of raw cafeI^ ? Lcc::, ..:;ici. could be us^ i ,, r the
_als and Lha die: Lribution u_' :'inizhcd croducts to con-
u:-_ro. Thy clilainc ticn of
ran:, cr..:t runs of the rollin
portation is the stoe.: in var sus t%-,-Qs ~arear. of iucrcc...in, tk:e .ccn, ,
t..e char:, increase now ;;oin,; on Ln
cccnc.?ny the centr_.1 tra 11 jcnal di of t:.c ontio *
rc,;crtatic r, rc'ule;.t i t'ra ratcnal distribution of
-rci;;ht fleas, The raticnel distribution of fre' "it
an increase in i:c volume. of uat.:r, veh iclee, enlond u aarand, firm -
. , _ :actor -:elire trens
-tcn in the ever-all
freiLkrt turacvur of the Uo~; and ::,ur, in-
crcase of utilizaticn::
of ^
' eVua1 _.-c er.t an.. of ans ,urL ion for co-
crdinat i freiLilt l:cul_n .
.recent, reilrcac:. trans; art
I r'== '~ acv^r cf :--, n-.rdL; moat 1- the fur ir: out cone b of total
lea ,, c: . ;:, ::nd it d n.: b r e,:c:,sivcly
~_,en of irr ticn:l n-. L. ih .
u '.n h th 's n ica at'ax-d
c - semen of she uf:rc::c uvieL of ..ho U" .
.uL'n ;
iv ly Ion.; 1 andcros:. haulin,-, ar!cunte that c`x-
( ,? `:'.) -!r to
ra:arl; 5 n.ll on ter.
., end c.,;; ro::~l.:ft-ay _ bi].1_n
lea and yc. u r_
(. rubles. coo: i s cre
.; : heal, , l cur 1? 1.:illicn ton.; car. attn cost sere
than c
Ulf n ruble:-, and
1r.-
mill - ~.: tcn~; timber frei,,hi n ' ozu : ircaucts al::cun'~c
; n_~rl W_llicn , t
illica ten
1
ca n cal by dicl~ to ..: cn tens:, etc. This irraticttu
ca? 1 haen-r_?
ro_;orticaal distribution of vari.;us :;rockucin? en-
terlrises, and shcrtecnin;, in the clannifl of haulie' but ulsu by
V
churtcccin;;o in courcinated trans. urL cervica, " serious
;kacle, and i,ctrol_u:.t i elire t incluiir. rail, war, r lautcr
r ranor,;rt.
.Ionia with thi;,, the v l: ac c.ar' , and r_v:.r an.:iart in feel -hI
i:aulini; _a :rill vent' lu.; and coo,dicci, in 1553, for :?iver haulint onli' 6.3
i,;, cant, and for r.:a iti - '
l n ,.1 _ezccn?'
over for the USt_', At the s^ , ~e ;c over -all tricsht rar
..:a;; ti:o e~ :enc.:;; n
ir;ulfn of frelht in 1 `3 y_?.,- `", nesl;; Y 75 if
billifon rnhe blc ris din the for
41.3 billion ruble:: ~ _
o .
r.:otcr for rc-ilrcad trar.:r,crt, chile h ,,
tr:-n.:,art ;r. ' c .aauunL t of ter and
tnl and
Lae ire--.;;arc turmwor :uuntca, ., fire to only
15 :ercent, but re.xecented 41, r _nt G.' at na the
r.anisty-;;h _,rc. .;le tr:_n:,_orL trLl : :;aid by the
This eret:_~.ilfies tki:u ::;co: riive coat: for
by water and true: trans ,rt. C:me;.cuant1,? t th mht haulioU
ulo retie: to ;its cva'b ea :-i::: to L;-_ve the e ma;:in~?ra :os-
urasa::. _ ?;.lr ;:d Ycu(_c by tic utilization of ether
L}_; I1' gran; ui'; ,rime
, .ri1y :.::L.; I' an_- ~l'L`Ci: ,.r:`-nJ?. ~;rt
of frcij; halll':r_ 1-or'.1 ~_c:;n?I.'.iCa1, , ''=-::ncio on I;.at:ini
turnover in at.,
n .:. lror?yfr- ,, crt cctrtirnac:; to la; behind tl:e .
ei;,ht turnuvar, ;:I'd b growth
?
er:ird Vic
tl' : national ccunoltly, r- al]- o;'y o r ant of
In crater at:_
as
1 . till v -chi" of a lac'.: of
and iv,r :lfr_t are not In r, 1 n n tiinis;.ry ul'
f y f,r -ter -ron.a.crt, often char
of water , 12 ed In ? - r..axirwn utilization
n:;k,cr.,, and c c.c c -... -an''.1 a ivlr. to :ace the t of
frciyht hau :.r> and y`. co.- t
.Ln.;tuad cfwuter trau.:,,crt uincc L::c - r i:fcc t su ether.. rail
frciCh- on water tranc_ crt are 1 = r r s fureay of
of geode :::.u1ed by F-~ ~it?"?ec lon~cr,~ud the~tarie tariffs fur a nmaber
rater trano-:ort are as rateh .nd
railroad t:'anoccrt. t:irtas higher than for
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Freight haulin0 in several river basins of the country -- the Amur,
White Sea-Onega, and Central Asian -- has yet to achieve the prewar level.
Water transport is responsible for a small percentage of the freight turn-
over of the country, despite the fact that during the navigation period mil-
lions of tons of freight are hauled by overburdened rail lines parallel to
water routes and often at great expense. For instance, timber is hauled from
the Ural Mountains to regions of the South by railroads which are parallel
to the Kama and Volga rivers; Donets Coal is hauled to Gor'kiy, Kuybyshev,
daratov, and other cities on the Volga also by railroads parallel to the river;
Crain and coal is hauled parallel to the Dnepr and Irtysh rivers; raw cotton
is hauled fro:S regions of Central Asia to regions of the central and north-
western fart of the U3Si, etc. The Minietry of hallways is resigned to this
situation and is dcind little to halt the uneconomical use and overloading of
the railroads caused by irrational oliij~aent.:.
Tho transfer of freight hauling frcm the railroads to water transport
noes states the mobilization of reserves which are not utilized at present.
A method of pushing barges and timber rafts which increases the Lraffic speed
of river transport l4-20 percent has not boon widely ,romulgated. There are
also long;, unproductive delays of the fleet. It seems odd that
non- self-river 'tonnage is rauvin,; only 34 percent of the operating; time, and
nearly _0 'rc?ent he total calender time. However, the
reduct_on of 'tile Jun.roductivelayover by a total of only
one percent e:;uivalcnt to irs raasir the hauling; of freight by more than
one trillion tons Tier year.
At river sort.: the praet;ee of handling shin., from two sides has not
been widely adopted. This practice if adopted would permit a significant
reduction in layover and increase the )reductive use of the float. A great
increase in the frei?;ht turnover of water transport can be achieved by an
increase utilization of the dead-%eight tcnne:ge and bale cubic ca?:acity of
ships. Drcd,;in- wori: in the approach channelr to ports would allow an in-
crease in the draft and the loading of maritime vessels. The lengthening
of navigation periods on rivers by employing ice breaker: is also an ef-
feet!ve :.ethod for increasing; freight turnover and improving the ,refit of
hauling; n river transport. The organization of unified disatching shifts
t pur:f: connect-l to railroad Stations and the transfer of freight from the
railroads c: .rans_l:cvt or vice versa by a direct "car-ship" r.:cthod not
only r?:ducue oust of the tran::lcading verge by 50 percent but also ac-
c 1.:rat._., ,ha c:elivest
shipping of f... cilic :.n_; ir.t recastul shit/ irk is not widely
practiced in maricim~ tr.:.r:.,i:ca?t. ...,:. ar, cruise of one heavy-tonnage
ship iron; ports of to Black OCL LL Li,; Far.:a.:t rel::ves "Inc railroads from
operating C-10 or aura train f r dh.t:-roc kilometers and re-
sult:; in a direct j,-%_'n6 in rational ucunony of up
to one million rubles.
i era ::re alto oi.ortcomings in he dtstriuut cn between
other .. -,, of transport: true;: and railroad, and. etr:lcu::: ,.cline,
,:.:nd river tran.;_ ort, etc.
Motor tran.:,:ort is still not tally utilized. According; c t:o_-. '.nistry
of itotor _.Onsiort and highways the coefficient of utiliaati:n of true;,,
park amount:: t-o 1.62, end in other ministries and du:_arcucnt to ..Fj. This
causes a heavy load acre rail Iran port, 1rumuteo excesssvely laig and cross
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hauls, and allows ccnsid;rabic losses in the tr,.napcrtc:ticn c.:?;er:::es to ;,h,,
naLi-nal economy. There are still many instances
mass; freight by motor tran of irrational haulee of
s
port for l di
on;;stances and over routes parallel
to the movement of em,Ly railroad cars. the lac: of a sharp division bets:een
the activity Of rotor transr,rt on thu general aau uc.artrcntal levels leads
::.ticnal runs of cm 1,t;;. true;-c.
con `.e ch rtc;;in in th
utiliza`
::ru .ile len,;thy ..fun of various tyes of tren::,urL
crlca- ??-r L'%delivery of freight hauled in coordinated
LT- r service. is chl
it ab Tsl fly a c nseit nc of art delays resulting
epee of un d our roc s ~'
ors and aujuinin_ railroad
there his yet to be develu_ 2d an e
reis_r. ;;:v. ssef' dietbutiti:ic method for ap-
national cccncr..ic :.,edien
t};= various cy of dributn f
; freight flows
ans ~
tfyeo of t crt C-,?, aono
transp,; .- ital invustsantc for the develc:ment of
rt ore ,,till net always fully to. .,
,ltarne.tivc ~ u'' rla> c nterprise0 when various
for the location of new industrial enters;riss are ccm;Nared.
T'he acce_ted rtLhods for deterrining the advantages of using one or
another type of transport for hauling freight, by comparison of e rates
(tariffs) or the costs of hauling, are inecm_:l>te and uc
national economic c^edienc not reflect the
_" y of th, selected variants of while sanifastin~; the avara,;e cc t cf hauling c~rres ondin;;utfpe. f faffeig, ypes of on one or another type of transi,crt, uu not always reflect the actualcosts
cnnected with t;.o hauling of frei.-ht on actual ranuportation route:.
Under the existinZ method of calculatin, the costs of haulm. by vari-
ous types of transport are not fully ccm a
port, expenditures for thu maintenance of thole. in are n and truck tinns-d in costs, and in maritime shippin? th= coot of ort iscnotoincluded.
-the
Also, there is a failure to consider fully the effect n the national economy
of the delivery time of freigh, by different s of transport, and also the
lo.aes of freight under different method:; of trcnr,_:ortatien.
The imperfect method of techn:icai-aconvn:_c c.,c,.utatiors ta;;,,n as a basis
for distributing hauling among various types of transport often leads to
faulty conclusions and mistaken planning in freight hauling. For instance,
the hauling of Pechora coal in coordinated rail-water service to a destina-
tion on the railroad section Ar:d:angel'ck-Nyandona with two transshipments is
irrational. It is also incorrect to route floatin-7 timber along the Northern
Dvina River past Kotlas to AOkhangel'sk with a subsequent transshipment of the
timber by rail to regions of the south, instead of transferring it to the rail-
road at Kotlas, which would be more rational. another irrational example is
tine hauling of local construction material:; by motor transport parallel to
water routes, particularly to Moaco:; over the Dmitrova'roye Shosse, which runs
parallel to the Moscow Canal.
This lack of thought in Lhe iIanning of hauling and distribution of
freight flows among various ty_o:: of transport must be corrected in order to
bring about a more rational utilization of all types of transport and a sharp
reduction in transportation costs to tine national economy.
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The responsibility for the proper utilization of various types of trans-
port does not fall to Gozplan USSR alone, but also to the transportation min-
istries and the ministries utilizing the services of transportation. A sig-
nificant role in planning the utilization of transport must be given also to
the local planning organs, which usually avoid involvement in transportation
problems. With their aid much of the irrational hauling could be eliminated.
The movement charts of river barges should be made to coincide with the
movement charts and the train make-up plans where the two types of transport
join.
At the Meeting of Activist Work?_rs of 1-'.aritine and River Fleet in March
1954, L. M. i;aganovich, called upon river transportation to introduce move-
ment charts, detailed plans for the formation of tows, and a technical work
project for the fleet and ports, similar to those used on the railroads.
Technical planning, presently done only in railroad transport, will
play a great role in mobilizing the existing reserves of the fleet and ports.
The technical plan must provide for the most rational utilization of the
technical facilities of all types of transport, and utilization of their
capacity, the distribution of cadres of various trades, and also the distri-
bution of the needed material resources for fulfilling the state hauling plan.
In the beginning of the Fifth Five-Year Plan, the hauling L;' freight in
coordinated rail-water service relieved the railroads from hauling nearly 12
million tons of freight during the navigation period for an average distance
of over 1,000 kilometers. This is e_uivalent to a yearly loading of a large
two-track main line 1,000 kilometers lcn,. Hevever, there is still not enough
of this type of haulin3. Besides the reduction in the length of rail hauling
and the relief afforded rail routes, the rational utilization of inland water-
ways and the development of coordinated rail-water hauling will make it pos-
sible to regulate loading on important rail routes.
The supplying of timber to the Central Asian regions through Krasnovodsk
from :cstrakhan', '.here the timber arrives by flaics via the Volga River, al-
lows a reductior in timber hauling from Siberia over the Tur:.eStan -Siberia
Railroad.System to the legions of Central Asia. The hauling of petroleum
products from Krasnovod,k to Astra:han' and points farther north via the
Volga River to Molotov allows a transfer of petroleum products traffic from
the Krasnovodsl:-. --vs'-Idevosibir. i? r,ot_ to the I'olctov-Sverdlovs:--Novosibirsk
route_ The hauling of netrolouL::..reduets ;rem Krasnovods'.; to Vladivostok
via the Y.trakhan'-Molotov route reli?evc_; t'.:= railroads from hauling loaded
and empty tang: cars a distance c: ulm- t :,6?t :.i1creters, permits a redistri-
bution of flows of leaded and empty tan:: cure on the railroad network, and in
particular, relieves ti ur:;?., gin- ari Zy. The hauling o: manganese
ore Prom the Transcaucaous Railroad System to the metallurgical plants located
in the Donbas via the Black Sea-Azov basin through the ports of Poti and
Zhdanov relieves the Tbilisi-Baku-'smavir-Rostov railroad route by increasing
the hauling over the Transcaucasus System on the route to Poti. The delivery
of grain to Central Asia from to Borth C-ucasus through the Caspian Sea
makes it possible to relieve t `e Turi;astcn-S beriu :: 1?em and imposes an ad-
ditional flow on the i?a..i_ c..-.:ola railrc.au res,a.
:.t present, cembtncd r,__-water shipments comprise ap,.roxirately only
12 percent [in Conn' of the freight turnover of river transport. This type
of hauling could be considerably increased by utilizing water transport for
freight hauled on rail lines parallel to waterways during; the navigation
period, and the utilization of existin, port capacities.
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STAT
More than four fifth of the total freight haul_d in coordinated rail-
water service is transferred from the railroads to water transport or vice
versa through one third of all the ports and wharve:; currying on coordinated
rail-water shipments, while less than one fifth of the freight hauled in co-
ordinated transport service is transferred at the remaining two thirds of
the river and sea ports actively participating in coordinated service.
For a sharp increase in the volume of coordinated trans crt esrvice, the
fulfillment of a number of measures is required: the e.,pansion of transship-
ment points connect" the various t,_ec of tran:;_ort, tedether with a deter-
mination of the ap_,ropriate eauinr..ent for the freight transfer; an increase
in the profit derived from coordinated serv
ice with the participation of
sever 1.types of transport; the or,;anizutiun ai direct ohiLcents of rei,;ht
from the warehouse of the consignor to the warehouse of the consignee" with
railr.a f ;_cta , and water transport :peratin,: with a single shipping rr-::._ _::n nod d..f' ea-
?r.~n~ of tarif __, with the aim of creatini e
na::-'= a uli from the national economic point of view for distributing
Ireigct flows between the -various types of translort.
The. chief means for increasing the :;rofitableness of the coordinated
rail
-water,3hitaente include the ~axir?a:.tcc::anization of, and reduction in
the cost of, tran shi:ping operations, reduction in freight loss, and the
ado_,tion of measures to insure freight protection, plus the maximum utili-
zetion of cm_;ty run:; of tugs and the non-.;elf-_re_?alled vessels.
The empty run of the tug fleet hauling dry freight on the Volga Freight
Steamship Line amounts to 30 percent; for every 5 tons of freight hauled up-
stream by tuZ;s of the steamship line, only one ton is hauled do:uztreac. The
assessment of low. tariffs for freight hauled on empty runs is a great source
for increasing the profits from coordinated rail-water transport.
Mechanization of transship_ing points is often the simplest and most.ef-
fective method for increasing their capacity. For example, the construction
of a lateral sloping railroad tract; at river ports permits, even with a
limited unloading space, a high productivity in transferring, timber directly
from railroad flatcar:; to the river for subsequent floating in.rafts (as is
done at, Gor,'lci - and other point;;), or for lcadin;; from the water directly
into barges by means of floating cranes.
To +;chieve the goals established by the Couaunist*Pa;t.and the'govern-
mont for a.sharp increase in agriculture, light and food.insfries, and trade,
the countr_.'s transport services must be widely expanded. This does not. just
mean the main through routes but also all types of local transport, primarily
motor transport.
To?earry out effects only the cultivation of the new land masses, and
distribution of the production of grain,-fbodstuffs, and raw materials for
light and food industries and further development $t thptfreight turnover
between cities and villages, discreouncias existing in certain parts of the
country ip the development of the main line and local transport routes must
be eliminated as soon as possible. It is also necessary to improve intra-
rayon agd intracblast trane_,crtation, including facilities connecting kol-
khoze;,.:ey'._tozes, and MM
with the nearest cities and rayon canters.
i th this in .view, primary considerations include the .Icvelupment?of
motor hauling over existing roads and truer:. routes, a sharp increase in the
utilization of -river.routee connecting agricultural regions, and the maximum
o. ansiun of the local road network within rayons.
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The establishment of the union-republic Ministry of Motor Transport and
Highways has liquidated the long-standing gap between the operation of motor
transport and the operation of highways, and has created an organizational
basis for establishing regular motor freight traffic on highways and roads
for the delivery of agricultural production to the city population and the
enterprises of light and food industries, and also for the delivery of manu-
factured goods from the cities to the country.
The Ministry of Motor Transport and Highways USSR, together with the
Ministry of Railways and the Ministry of Maritime and River Fleet, must,-organ-
ize the hauling of agricultural freight from places of production directly. to
the consumers by coordinated transport service. The development of coordinated
service. for the hauling of agricultural freight with a single shipping document
assures the passage of agricultural production to regions of demand and elimi-
nates the necessity for the agricultural working force to participate in the
freight hauling and transshipment activities. For this it is also necessary
to bo4ld u~ and expgpd the junction points for the transfer of freight from
thro'ttgh hoes to local transport and vice versa. At present, there are dis-
tances of hundreds of kilometer's on separate rail lines crossing agricultural
regions without' stations equipped to receive and dispatch less-than-carload
consignments. ..
Along with the e y
xpans3on of motor transport for servicing agricultural
regions, local river routes deeply penetrating hinterland areas play an im-
portant role in increasing freight turnover between the cities and the country.
Directives of the 19th Party Congress called for the development of
hauling on small rivet's for local needs. These rivers provide a cheap,
natural method for improving the transport service to the agricultural regions
of the country. In puny areas of the USSR, especially in the east and north,
where there are no roads, rivers are practically the only means of communica-
tion.
However, i Ministry of Maritime and River Fleet has underestimated the
importance of, these small rivers. For example, the East Siberia Steamship
Line because-'of a direct prohibition of the Ministry of Maritime and River
Fleet has not used their ships on the Selenga, :'Qilok, and Chikoy rivers, de-
spite the fact that their fleet is not completely utilized on the main river
routes. It is also necessary to aid the kolkhozes, sovkhozes and Mrs in the
construction of a shallow-water fleet.
The utilization of shallow rivers must also be coordinated with the
service of motor transport. Thus, the organization of motor shipments during
the winter over the ice of frozen rivers afford., uninterrupted transport com-
munications with the hinterland agricultural points and thus helps to expand
the transport service to agricultural regions of the country. $y this method
the network of existing river ports and wharves could be utilized'during the
internavigation periods.
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