TRANSPORTATION - RAIL ECONOMIC - INDUSTRIAL

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• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000600150021-1
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• Document Creation Date: December 22, 2016
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os t>"XC o w ile ~,"v l X 'J Tlpg
CENTRAL IFITEWGENCE AGENCY
COUNTRY
SUBJECT
Transportation - Rail
Econoaric - Industrial
REPORT
Co O.
50X1-HUM)N i
NO. OF PAGES
SUFPLEMENT TO
REPORT NO.
OF TNN VTT!M AfATA! M1TA N TNF 6GNINi OF AITTAIAtl ACT 601
N. ! C:. NI ANN At. AN ANANFN6. ITM TNA9A60NA:OM1 ON MA UTflATYL
!64,
OV 011 COSTANTT IN ART 6AOIAN .O AA NNanCTNOIIYN? mNNYON Is
NIH170 6I AAA NA'LPACINON OF TOM IMMN 611 TNONI6.TCN.
THIS IS UNF 1 ? I IATF) INFORPT 50X1-HUM
a RAILROADS OF POLA J (909.- AO l2SQ )
Length of Railroed Net
(When drawing conpa'ieoas between the statistical information from
and postwar Poland, one fregnsatly mates erroneous judgments because of
territorial charges which took place immediately after the war (incorpora
of former German regioas, cession of =astern Poland to the U 56R, etc. Flu
this reason, this resume gives both the 1938 figures for what was origins
prewar Poland (1938 A) and the 1938 figures for the territories within pr
day Poland's boundaries (1938 B). The 1955 figures are those of the revs
Six-Year Plan.)
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Co MM/M f7ICIAJA8 ce.2
t3~i?.~Ihlf T
CLASSIFICATION - ` ` , -
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F'? Z
8tamda gauge
Darrow gauge
Electrified.
Q satftp~ of Rol1i k
1938 A
1938 B
1949
1955
1938 A
1938 B
199
1955
1938 A
199
18,206
23, 520
about 24,000
about 26,200
2,100
2,500
about 4,000-5,000
about 5,850
109
unity
T :awative8
Passenger care
Fright cars
1938 A 6,114
1949 about 4,8oo
1955 about 5,240
1938 A 10,671
1949 about 3,000-9,000
1955 about 9,500
1938 A 159,934
1949 about 160,000
1955 about 193,600
Locomotives 1938 A 28
1949 267
1955 315
F&aaenger cars 1.938 A 12
1949 200
1955 63u
Freight cars 1938 A 569
1949 14,200
1955 18,800
Volume of
Passenger transport 1938 A 225,600,000 passengers
1949 4",300,000
1955 919,000,000
1938 A 7,512,0w,000
1949 20,978,000,000
1938 A 75,000,000
1949 131,900,000
1955 2145,000,000
1938 A 22,368,000,000
19149 32,680,000,000
yasseeger 3:ilaa atcr$
w w
tons
w
ton-kilos>sters
w w
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 an
investmmuts connected with the repair -
A-The national leaders also understood well. that the Prvr4quisite for thethe
t f the great reconstruction program was that
o
successful. acccmQplishsaen
this had been :ccom
rai3!?oad system be in serviceable condition. Only when
s~lu the other branches of
plished would the enphasir be shifted ato-Investments
freight movement v?s by rains..
-
-
-
connections. poi oz- qua ..am, --- --- .-__.- -
to bear transit traffic between Germany on the one hand and Fast Prussia, the
Baltic countries, and., to a rather small extent, the USSR on the other, a job
dint b' There was no great
a
-y.
of considerable magnitude which was perfarmed ere
* fin 4 a north-south direction, however. The last few
n
volume of transit .re c
'earn before the war, however, did see a certain change in these co iitiions,
'l its coal on the Oder River, shipper
as Poland, instead of shipping a
p- of its coal export directly from Slask (Silesia) to Gdynia on the so-called
_-r+ _ _
"Coal 1lRgiatral" Line. This changed manner of traaspo:-at.-o was profitable
for the coal exporters, .thConditions changed completely i after ltheewar rebates
for shipments of this kind
A look at the map of postwar Poland's railroads (Figure 1) immediately
brings two points into vier-. one is the very dense railroad, network in the
western part of the country (with the hub in the south) compared to that in
the more easterly regions. The ether is the far greater n^.miber of north-
south lines Poland has acquired through the incorporation of the -~;tcrn ens
The concentration of railroads in the southwestern regions of the country
(at this point it nua be mentioned that Figure 1 shows only the in lines;
a map shoving all lines would emphasize even more the impression stated) has
its natural explanation in the fact that this. part of the country, which first
and foremost must be designated Poland's industrial and raw-materials center,
has an especially great need for freight and passenger transportation. The
latter circumstance in nernapa mere clearly brought out if a comparison is
made between a Polish railroad map and a map indicating the population density.
The two maps would show that the density is greatest toward the southwest and
around Warsaw and Gdynia/Gdansk.
Acquisition of the Regained Territories, territories ceded to Poland from
Germany after World War II, has been of great importance to the development
of the railroad net of postwar Poland. As a matter of fact, the north-south
lines of the Regains lerrito:-;Les ;;awe been the object of the most rapid re-
construction. The lines concerned have been assigned Polish transportation
tasks, such as the shipment of export coal to Baltic Sea ports, transportation
to and from the entire Silesian industrial area, and the forwarding of the
rather great volume of transit traffic from Czechoslovakia and.' several of the
other southeestern European countrigs to the Baltic Sea ports. The increased
tension between the Bast and the West has contributed nolitttlle oethis bddevelop-
ment. as it has meant that Szczecin would gradri1a
held as a transshipment port for southern and eastern Europa during the period
between World Wars For Szczecin Inasmuch as of
shipping on the
ore take place particularly by way
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INTRODUCTION
In connection with the postwar reconstruction of Poland, priority wn
given to all work benefiting the country's transportation system and to all
d sign of the railroad network.
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 Oder River ie still far from the 1938 level, the burdens imposed on the rail-
roads have become all the greater. The most Important north-south lines are:
Szczecin-Kostrzyri-Zieloma Gora-Wroclaw, Szezecinn-Krzyz-Pozanaa.-Ostrow/Wroclax-
Katowice, Gdansk-Tczenr-Bydgoszcz-Zdunske Wold-Katowine (Coal Magietral Line),
and Tcaew-!lelbork-haws-Warsav-Radon-Krakow. Several lines run south to the -
The strategic importance of the lines would not diminish if the Russians
were to withdraw from Past Germany, for they could quickly launch large forces
of troops against the West from the large staging area immediately behind the
Pollah?-USSR boundary, to the north and south of the Pripet Marsh, no long as
they control the Polish railroado so important to them. Also to be remembered,
in this connection, are the great tranaloading problems involved in the transfer
of troops, material, and supplies from the USSR to Poland, and vice versa, due
to the two different track gauges used in the to countries. The most impor-.4- -re?!Graniewo. Gierdavy, Kurnica, Brzesc, Dorohuak,
tent i,Yei:?ivo 145 8., -.4- ..-....- -----
and Przemye,.e The Russian-gauged !Inc has been extended west from Brzesc to
Terespol, where P. new transloading station is reported to be under construction.
However, transloading is still taking place at Brzesc.
Even if the traffic in an east-west direction, as reported by German
sources, amounts only to 20 percent of the prewar volume, the lines hatraffic
bo
means lost their economic importance. A large part of the between Poland and the USSR and between Czechoslovak!a and the USSR passes over
these; the same holds true to a lesser extent for the traffic between East
Germany and the USSR, for the mayor portion of the commercial ?raffffic, in-
eluding the shipment of reparations to the USSR, goes by way
Baltic ports anC Szczecin directly to the USSR.
lines are shown In Figure Z.
1 a
the Polann haste Rai ro s -
By far the greatest portion of the supplies and. of troop shipments to the Soviet'
ws:~~ Rnar glho. most important
p
primarily of an economic nature, the east-west limes are of far grew
tance militarily, which fact is emphasized by the presence of Soviet railroad
troops stationed along the most important east-west sectors and by the fact
that a certain number of Soviet railroad officials have been transferred to
d to serve in the stations along the east-west lines.
he emphasis on the north-south axis has In no wise meant that the east-
west :onuections have lost their importance. While the tasks of the former are
or
ter im
resulted In the establishment of the Czeenosbovag xrec ,pUi w - -----
One of the driving forces behind the expansion of the north-south lines
has been the Polish-Czechoslovak Ct ications Cccasieeion. This'comniseio-&
functions under the large commission set up in 1947 to effect economic cooper-
I. DEWELOPWEW Of RAILROADS
A. Before World War II
During the period between World Wars I and R. the Polish railroads de-
veloped from sheer chaos in 1919 - 1920 to a high level, from the international
viewpoint, in the late 19308. This may be attributed primarily to a rigid
adherence to schedules, effective utilization of equipment, great concern over
safety measures, and a high level of cleanliness.
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Before World War XI, the rolling stock consisted of 6,114 locomotives,
10,671 passenger cars, pM 159,937 freight care. The network had a total
length of 18,206 kilometers of etrandard-gi-nge track, besides about 2,100 kilo-
meters of x ro -gauge track. The present area of Poland had 26,020 kilowters
of track in 1938, tnclwding 2,500 kilometers of narrow-gauge track.
The total voles of transport in 1938 was 225,600,000 passengers and 75
million tons of freight.
The greater part of the Polish railroads van owned by the state. Only a
part of the local lines were owned privately; among others, foreign interests
had imveei,nents in these.
R. Dn?1. World War II
The German occupation of Poland in Septem er 1939 brought about far-
reaching chasngees in the railroad system both technically and administratively.
Central Poland bee the so-called "General Goureraement`" after the western
territory was incorporated into ( rs r and the eastern territory, Want Ukraine,
into the USSR.
fable 1. The Railroad. Syutem of occupied Poland
(as of 31 August 1939)
TTotal-
(km)
Lines Le .h
For 100
Per 1,000
Ia`.ebitants
adig west Ukraine
Poland, i.:c=
ng West ;Tkraine
exclud
d
20,326
12,517
100
61.6
5.2
6.6
5.8
5.6
-
,
i?ol n
Divided Into:
Areas incorporatea into
10
8
9
39
8.8
7.7
r-aaa soavernement
,
3
4,380
.
21.5
4.6
3.8
11
3
34
0.2
4.2
.
Slovakia
Source: Trarsport and Coseaunicetion Review, .;an - afar 1949?
A special law of 9 September 1939 created a specially administered rail-
road system called the East Line (Ostbahn) in the General Gourernement. The
railroad, net of westert Poland was incorporated into the German Reichsbehn
under a law of 27 Decenber 1939 issued by the Cersan Ministry of Transportation.
Part of the rolling stock was turned orer to ..he Reicbsbebn and part to
the Russian-occupied areas. The General Gouvernessat received mostly old
equipment scraped together from the other German-occupied countries.'
Only those lines of primary importance to the occupying power were kept
up.
According to an official Polish account, the total loss and destruction
suffered by the os 00 zlotys system during World War II
of sachange in 1948,
asx++aated t to 1u,5991, ,0 ys (
about 105 million dollars).
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On the other hand, the damage to the railroad workshops and plant buildings
f
m
e
that the Gerns us did not fSad it worth while to take xi
U.
Germ troops, the rest being left behind because it was in such poor condition
th
th
were destroyed, greatly hindering rail, highwa;f, and river ra
:a Slask alone, a total of 249 bridges, viaducts, and tunnels were
destroyed.
in the Regained Territories, the destruction was greater in the cci-
cations system than in iLdustry. With the exception of southern Slask, 70
percent of the railroads and. 55 percent of the bridges were blown up. For
example, a total of 52 bridges over the Oder River between Iiozle and Szczecin
t ?fic
sma
or
kilometers of railroad bridges and viaducts were desti^Vye
(Another source reports the destruction at about 70 kilometers of rallrord
tridges and half of the trackage, that is, 9,000 kilometers of track.)
The loss of rolling stock included 2,465 locomotives, 6,256 passenger
care, and 83,636 freight cars. Almost 6,000 kilometers of trat:k and nearly 48
atled
di
d
amounted to only 10-20 percent. But to make up for it, o5-95 percent o
ir was
i
r repa
inEentortes and machines were so thoroughly wrecked. that the
C. After World War II
The Polish railroads began to function a little, even in July 1944, as
the Gcr r=.s retraatc-d; but only in August 1945 did the administration control
the whole :-atlroad system, after which a special commission for the recon-
struction of ^stiuuaicatici;a and transportation was set up. Investments in :;iie
transportation system received top priority, as the reconstruction of the entire
ecoromi- systen was dependent on the shipment of goods.
in consegc:ence of the great destruction and shortages of roiling stock,
the transportation system threatened to become the bottleneck in the recon-
struction program. The reestablienment of lines of commnication between the
industrial area in Slask and the Baltic Son ports played an especially great
role in the development of coal export. Moreover, the great migration and
evacuation of population in connection with the border changes made necessary
an effective use of passenger transportation.
Another important element in the re^onstructiaa was the incorporation of
the Regained Territories in the west and northeast. The incorporation of the
railroad net of these areas into the Polish system in 1945 was to h've increased
the length of the prewar net by 33 percent, namely 11,218 kilometers of standard-
gauge track and 2,773 kilometers of narrow-gauge track; however, as a result
of Russian dismantling in these areas, the iucrease was considerably less.
This dismantling, which took place only in the former German areas, was re.
garded ae war booty. In Olsztyn Wojewodztvo along, 1,500 kilometers of track,
especially branch lines, of the total of 2,500 kilometers, were dismantled.
A second technique applied was the dismantling of one track of a double-tracked
line. The railroad network was very dense in these areas compared to the rest
of Poland (11 kilometers of track per 10,000 inhabitants, compared to 5.8 kilo-
meters in Poland as a whole), and it was highly gighlynexpl_7ited,as 93 lionnttons
e
were transported there 'n 1938 compared
same period.
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As previously menta.un+mcc, a.ac ~.y@~-? --- --
involved 70 percent of .he track1%ge, WA the reconstruction of this was made
much more difficult because the Germans had removed everything which could
be of value in the s , _ ?cs.truetion work.
A 1946 decree provided for: the nationaliantio-% of the railroads of the
fex small local lines.
Regained Territories with the exception o a a
D. Reconstruction and E pans.t,on
The rc. onstruction and expansion of the Polish railroads is to take plece
th 7+f4aiatry of Co unicationa.
b
5 Pars kilometers of new lines
in the third phase a tending over ~'- ,953
are to be ]aid.
t ction it wus further intended that the
u
conttnuue,
in the secord phase, extending over the following 3 years, 395 kilometers
of new lines were to he built and the reconstruction of destroyed lines was to
a
eonatnactiou of only 85 kilometers of new lines
The first phase, covering the years 1945 and 1946, was dedicated to the
nd the reconstruction of 4 ?00
This plan divides the development into three p
in accordae with a special plan prepared
y haeus
,
1r coanectlon with the re_ons r
railroad system be coordinated with the systems in Czechoslovakia and thu other
Danube caunt2iee.
1. First Phase, 19!45 - 1946
At the mime Poland took over the railroads, the rolling stock
wR.A in exceedingly poor condition -- windows were amaahed and doors were missing,
-11ected by severe' gear
parts tipFiies were destroyed, the rolling stouts ma
acid tear. etc. .-?? and it was necessary for Poland to make navy investments of
money and materials to bring the railroads into condition again.
Table 2. quantity of Rolling Stock
1939
1945
Serviceable
Under jr spa
Service !Lm ~air
lpcomrtives
6, i14
5,114
2,864
2,640
2,570
Passenger ;are
10,671
8,000
14,8
Freight cars
159,937
111,000
18,500
111,000
47,336
Source: Transport and Cocaunication Review, Jan - Mar 1949.
As is shown by the above table, a large part of the rolling stock
from 1939 was unserviceable after the war. The rolling stock undergoing
repair constituted a considerable port ica of the total park. Under normal
conditions, only 4 percent of the stock is under rs undergoing
repair
inng oTer
haul. This condition, needless to say, posud ravY airaora
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shcpe of which only three out of 23 could be used. Of the othere, four were
burnt to the ground, eight were completely plundered of machinery and tools,
and in eight others over 6o percent oi' the equipment had been removed. In
order to repair this dhxage an rapidly as possible, the government pushed the
restoration of ths,iepair shops. One of the largest was PA-Pa-Wag (Panstowa
Fabryka Wagonow, State Railroad Car Factory) in Wroclaw. .Rven in 1945 this
repair shop began to operate, although practically without equipment. Bever,
right from the start it began to turn out 12 freight cars a mouth.
Other reconstruction progressed rapidly. This was particularly true
of bridges and railroad lines. According to the plan, 4,500 k lom,ta:s of
destroyed lines were to be rebuilt and 85 kilometers of lines built anew in
1945 and 1946.
In 1945, there were 17,263 kilometers of usable standard-gauge track; in
1946, thin figure reached 20,580 kilometers.
Reconstructed
1945
1546
Lines (km')
Bridges (km)
3,48o
2,143
Permanent
9.300
Temporary
6.7oo
As may be seen, the plan for the reconstruction of 4,500 kilometers
was exceeded ty barely 20 percent Lsic; actually 25 perceng, but it certainly
must be asswaed that part of the trackage, like the restored bridges, was re-
built more or less provisionally.
Concerning the volume of transport on the Polish railroad net, no
figures are available for 1945, as the chaotic conditions also characterized
the checking and the statistics. For 1946, however, the following figures are
available:
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1938
1946
Freight (million tons)
75
67
Volume (million ton-kilosssters)
22,365
19,366
Millions of passengers
225.6
244.9
Volume (million passenger-kilometers)
7,512
15,620
Sources: Wiadomosci Statystycsne 1949 and Poland's Statistical yearbook 1948.
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From the above table it is clear that Poland has =de a colossal
effort, if the conditiota of the equipment and rolling stock is taken into
consideration. The' high figures for passenger transportatiota vast be viewed
against the background of the population moveteents within the country's bound-
aries. While the average traveling distance in 1938 was 33 kilowaters, in
1946 it was 64 kilomters, which at be explained by the population oveunnte
over rather great d'starlces. The vollwe of freight traffic in 3.946 coslpare
to that in 1938 morn or less correspond to the relationship between the numbers
of freight cars is service during those yesers.
2. Second Phase, 1947 - 1949 -- The Three-Year Plan
of activity in rail transportation. An investment plan also was prepared with
Ird"T --A 'Ikl t+ti
Fixed installations, in-
cluding track
6,500
20,200
7,100
Rolling stock
3,200
8,300
Source: Transport and Co ication Review, ,Fan - Mar 1949.
The followiag pages will show, to the extent it has been possible to
obtain data, the varic?as plans and the extent to which they have been execrted
during the individual, yearn, Table 6 gives data for rolling stock.
0 Table 6. production of Roiling Stock
(standard gauge)
Freight cars 5.59 5,221 12,000 11,500
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1948
1949
(planned)
actual)
(pl.anisedT 'Tactual)
Locomotives
170
265
300
267
Passenger cars
(starAard gauge)
--
232
--
200
Freight cars
15,000
15,000
16,600
14,200
Sources: International Reference Service, May 1948. Poland'a Recovery.
vi e. eci Statystyczne 1949. UN Statistical Yes book 1948.
gCE industrial and Material Committee, Report of 25 February 1950
It will be seen from the table that the production of locomotives for
the 3 years covered by the plan was up to expectations, while the production
of freight cars was carried out to only 93 percent of the plan goal. In re-
gard to the production of passenger care, it has not been possible to learn
-whether any such production had been planned for the 3-year period. The low
number could indicate that it had not. Also the reconstru.:tion of the rail-
road lines and bridges progressed according to the Three-Year Plan. Table 7
shows the derel.opmert.
Table 7.
Reconstruction of Lines and Bridges
aired
R
1947
1948
1949
ep
Track (inn)
Bridges (lrm)
530
1,000
1,000
Permanent.
12.6
--
--
Temporary
1.8
--
--
Total bridges (km)
14.4
22
23
Sources: Statistical Yearbook of Poland 1948; Det nya Polen 5wedis7,
NO 3/50.
Starting with the combined length of the standard lines in 19447 to
,
20,949 kilometers, it follows that the railroads at the and of 1949
have a total length of nearly 24,000 kilometers, compared with 2(,600 kilo-
meters in 1938 within the present boundaries of Poland and 18,200 kilometers
in prewar Poland. Thus, so far as trackage is concerned, the reconstruction
is practically complete. This includes the new Trackage of 395 kilometers
provided under the Tame-Year Plan.
The new constructions include among others, the Slink-Ssesecin lisle,
which is to handle part of the important coal transportation, and the ex-
pansion cf the net in Szczecin itself, where, ascnng other things, a now freight
yard has been built at the harbor. Further, the Three-Year Plan prcrided for
the electrification of the network around WarsaW-and in Upper Sleek.
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The voluss of traa'port +ader the Three fear ? len displayed a very
fluctuating course, as ffollowsa
Table 8. Volume of Transport on the Railroads
rr~t~,aes1}
Freight traaneNort
(aillioo tons) ?t5
Freight transport
(millton ton-
kilometers) 22,368
Passenger transport
i
(mill
on 216.9 331.2
passengers) 225.6 244.9
Passenger transport
(million passenger-
kilometers) 7,512 15,620 13,000 17,964
Average transport
distance (kilo-
meters per toe
of freight) 290
Average traveling
distance (kilo-
mtters per
passenger) 33
1
aactl)
19,368
1947
(p1 sue (actual)
58 54
194-8 =949
(plan (actual) (planned)
(actual)
Freight transport
(million tons) 100 114.4 120
131.9
Freight transport
(million ton-
kilometers) 35,532 28,380 36,000
32,680
Passenger transport
(aillion yassengerc) 230.7 387.6 240
`
Passea~ger, transport
(aillion passenger-
kilometers) 12,000 20,292 11,200
20,978
Average transport distance
(kilometers per ton of freight) 355 248 300
255
Average traveling distance
45
5
48
(kilometers per passbnger)
52 51
Sources: Wisdososci Statystycane 1949. Rehabilitation of Polish Neoasoq,
Transport dad Co^simication Review, Jan - Mer 1949. Wlrtsehafs-
dienat, Aug 1949.
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According to the table, freight transport since the war has steadily
risen, both in toms and in ton-kilometers. If the volume of freight transporte4
in 1938 (75 million tons) equals l(0, the following index figures are obtained:
1946, 89; 1947, 118; 1948, 153; and 1949, 176. In tan-kilometers, still using
127; aM
95; 1948
46
1947
8
,
,
,
7;
1938 as the base year, the figures are. 19
1949, 146, In regard to the fulfilment of the plan, it is actin that the
plan figures were exceeded for all 3 years for the absolute transport it tons,
while the opposite is the ease for transportation expressed in ton-kilometers.
Study of the average transport distance per ton of freight shows that on an
average the sh`.ats vent over a shorter distance than envisaged in the plan.
This is not to be blamed entirely on the plan's not having been followed, be-
cauuse the planned shortening of the lines, resulting from the rerouting of
econatruetion programs, also entered as a factor.
r th
d
e r
e
certain lines un
The lines were shortened in order to effect Savings in the consu pti-`O'n o` coal
and fuel oil; this, too, was achieved. At the came time, operation was strea
6 kilo-
d to 92
t
4
.
e
7 amoun
lined, so that the consumption of coal, which in 19
grams per 1, 0 tore-kilomaeters, was cast down to 69.8 kilograms in 1948 and to
59 kilograms in 1949, that is, a reduction of over one third in the course of
2 years.
Passenger transportation
vas a greater
there shoTa
volume ofitrans
t rn 194
th i
,
a
ever, it appears
port expressed in passenger-kilosusters. Taking 1938 as a base year, the number
of passengers transported was 108 in 1946, 147 in 1947, 172 in 1948, and 197
in 1949. For the volume of transport expressed in passenger-kilometers, the
corresponding figures are 208 in 1946, 239 in 1947, 270 in 1948, and 279 in
1949. The plans were exceeded in all 3 years both in regard to the number of
passengers transported and in the volume of transport expressed inpassenger-
kilometers. The changes in the average distance traveled per passenger
probably closely tied t3 the great population movements during this years right
after the war. In general, it may be stated that the persons who prepared the
plant in defiance of shortages of equipment and during chaotic conditions must
have had a thorough iolCwieage f'.cl of work_ provided that the figures
given are correct, which is doubtful. However, no information is available
from other sources on these conditions.
3. Third Phase (Sea Part IV below)
Poland's railroad network as of 1950 is enown 1n Figure 1.
For the sake of r-l.arity, the lines of local interest, particularly the
narrow-gauge lines, have not been entered on the rap. Figure 1 givers bath
the single-track and the double-track stretches, The method of procedure
followed in the preparation of the asp is described in "Notes on Figures,"
below.
Figure 2 shows the most important east-west transit lines, and, finally,
Figure 3 shove the frequency per day in 1949 of passenger trains al the most,
important stretches.
It is characteristic of the Polish rail networL that the greatest con-
centration occurs in the former Gerwan areas, while the more sparsely settled
in the east have relatively few railroad lines. As mentioned earlier,
dismantling toc1, place in those areas received by Poland after the war, as
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years, however, the traffic in an east-west direction has increased in consequence
of the trade between the USSR and the Satellites. Furthermore, Seviet ship-
ments of troops and material to East Germany have taken place since the end of
the war. Firally, strategic considerations are of importance to the east-west
railroads. Especially if the Russians were to withdraw their troops from East
Ge.;meny and destra.l to maintain fast lines of communication to =,ast Germany
from Fast Pruseia and the Ukraine. It should a_so be mentioned in this con-
nection that the construction of the bridge across the Cd.er River east of
Glogow on the Glogow--$rotoszyn sector (see Figure 2) will upeu still ahothei
fast ^.frtejectioa from Lod?, via Ostrow to Forst.
is of importance to transit traffic. In contrast to the pre oainantly east-
vest layout before the war, the north-south traffic has assumed growing Im-
Moreover, the orientation of the line network in a north-south direction
the Poznan Junction."
connection with tLt capital, Warsaw, and (4) the high degree of development of
very straight course of the Slask-Willa River mouth line, (3) the advantageous
constitutes an excellent supplement for the traxsaportation and corm mications
"Special mention is to be given to (1) the great .dvantages sGemming from
to the economic requtremeats.
lines forms a splendidly developed co'meunications system, excellently adapted
themselves.' Since 1947, there has been no dismantling of any kind.
Regarding the orientation and density of the railroad network, it is
officially stated by the Poles that "the especially favorable layout of the
the t.ussians regarded the railroads as war booty, As a rule, the min stretches,
were retained, although at some places one track of a double-trkek line was re-
moved. Mainly the local lines were dismantled. Within the boundaries of pre-
war Poland there was little dismantling, and that was carried out by the Poles
The Polish railroad network has developed as follows before and after
Table 9. Length of the Polish Rail Network (kilometers)
1938
1945
1946
1997
Standard gauge *
18,206
--
--
--
Standard gauge**
23,520
17,263
20,580
20,949
Narrow gauge * 1
2,100
--
--
--
Narrow gauge*-*
2,500
3,012
3,280
3,589
Broad gauge *
--
--
530
466
Reconstructed during the
course of the year
3,430
2,143
539
Standard gauge
--
--
2,984
Narrow gauge
4,305
4,305
4,270
Service, May 19lJ8. International Railway Statistics, 1946.
f In pre-war Poland
*mF within the area of postwar Poland
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meters were under reconstruction;, when on
that not all the lines had yet been reconstructed. If one adds 12,000 to the
figxre for the length of the railroads existing in 1945, one finds that the
standard-gauge trackage today is 24,000 kilometers and the narrow-gauge trackage
is 4,00.0-5,000 kilometers.
waters of trackage had been reconstructs .
had been reconstructed and 7,254 kilo-
given in Table 9 (in 1947 6,162 kilometers
given it along with the report
Thus, from 1945 to 1947, the combined standard and narrow-gauge track-
age increased by 20 percent. The tendency in the reconstruction of the Polish
railroad network appears to have been first rstototreconstruct rcstth nst standard-gauge lines
lines and then gradually to step up the as the standardg+nuge lines became completed. This is certainly the explanation
for the fact that no change took place in the f}.gures for the length of the
r-mrrow-gauge lines during the reconstruction from 1945 to 1946, since no stretches
were completed.
The 466 kilometers of wide-gauge trackage in 1947 included the lines
from the southern part of the boundary with the USSR to the industrial area
around Sosnavice in Upper Slask. it was officially reported on 5 November 1947
ti," thasc 1:nes had loan converted to standard gauge.
While all the standard-gauge lines are under state administration, about
one thirb. of the narrow-gauge lines are under local or private management.
For the years 1948 and 1949 there is no informmt9 on onothelrlengthleolo-
the railroad. network except for a report that by early
A This tallies closely with the figures
Bridges
The reconstruction of the railroad bridges took place side by side with
the reconstruction of the railroad network itself, although a considerable
number of these bridges, especially in the initial years, were restored only
l ..y
Yro: iaione,-..,
Some of the bridges are for double track, but how many is not known,
as double-track bridges have act been built along
there are forlnarrow-gaugecrailrpoadsealone.
It is also not knows h hoer many bridges
The reconstruction of bridges has developed as follows:
Table 10. Length of Reconstructed Bridges (meters)
1945 1946 1947 1948
9
Permanent bridges 1,150 9,300 1n.,600 --
"_
Temporary bridges 44,400 6,700 1,800 --
--
Total 45,550 16,000 14,400 22,000
23,000
Sources- Poland's Statistical Yearbook, 1948; Det nya Polen, No 3, 1950.
3. Electrification
Electrification of the rail network is taking place only in the areas
around cities, in the most highly populated industrial -.raters, and along
individual main stretches. This is borne out by the following table:
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Table 11. Electrification of the Rai Network (kilometers)
1937 ?938 1745 1 e7
Electrified lines 85 109 23 28
Electrified local traffic 230.9 312.5
Including:
40.2
Warsaw district
80.9
Lodz district (narrow gauge)
168.9
71ask-Dabrowa basin
4.9
Bielsk district
17.6
?clenia Gora district
Soarcez Poland's Statistical Yearbook, 1948..
According to D_ot__na__Poleen, No 3, 1950, tae stretches Warsaw-Zyradow (about: 4
kilometers), W_arsaw-Ot_voclc (25 kilometers), and Warsaw-Minsk Mazoviecki (40
kilometers', have also been electrified, so that the Warsaw district has at
least 150 kilometers of electrified lines. The supervision of this work has
been in the hands of the Swedish firm ASEA.
4. Coaittion of Permanent Way.
At moet places the permanent way is poorly maintained; only on the
strategic cast-vest lines has an attempt been made to maintain the permanent
vay =I nc ...,nation by; amnua other things, replacing the roils. But the
results of this have not coincided with the plans, as it has turned out that
rails have been in short supply.
So far as is known, in 1948 and 1949 there was supposed to have been
an accotnting on the number of rails laid. It has been figured than, for the
first year damage to the rails amounted to a total of 600-800 million zlotys.
For 1949, the amount has been at least the same, perhaps larger.
The safety service, whose task it is to direct traffic on the Polish
railroads, appears to have detected a number of irregularities in the rails.
These irregularities are blamed on stru.ttural defects in he manufacture due
to negligence and perhaps duce to direct sabotage.
When rails break or other damage occurs so frequently, as is the case
there, it may undoubtedly be attributed) besides the above reasons, to the fact
that obsolete equipment (locomotives, cars, etc." in poor condition cause
abnormally heavy wear en tae rails.
B. Rolling Stock
The rolling stock of the Polish railroads is old and in poor condition.
Only the main lines have "era Polish passenger locomotives and new, well-
enuipped passenger cars. 1Qa3y local trains, even so recently as late 1948,
have used passenger cars converted from cattle cars and freight ccrs. On the
whole, the car park must be replaced, but inasasch as part of the domestic pro-
duction of rolling stock goes to the u48R, it will take a longer time to
accomplish this than the production figures indicate.
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* Nearly half of these are unserviceable.
Sources, Poland's Statistical Yearbook, 1948; International Reference
Service, May 1948; International Railway Statistics, 1946;
Transport and Communication Review, an - Mar 1949.
As is shown by the table, the number of locomotives apparently exceeded
the prewar level, bat, as is indicated, the figures for 1946 and 1947 cover both
serviceable and unserviceable locomotives. The locomotive park in 1949 was
calculated to be 4,8)0, or a little more than 90 percent of the prewar figure,
and these had to serve 33 percent larger network.
Beyond this, there is no information as the locomotive park, but on the
basis of knowledge of both the volume of transport in 1948 and 1949 and of the
total roduntion and import of locomotives in those 2 years -- a total of at
least 500, ?.me of which presumably were delivered to the USSR -- it must be
assumed that the goal set has not been reached.
Neitber car the number of narrow-gauge locomotives be appreciably higher
today than in 1947; the annual production of these varies between 60 and 70
locomotives. So far as the rail motorcars are concerned, the number of
electric rail motorcars has probably increased considerably in view of the ex-
pansion of the electrified line network.
Table 13. Rolling Stock of Passenger Cars
1937
1938
1945
1.945
1947
Standard-ga.ige passenger cars)
4,800
7,017
7,796
10,802
10,534
Narrow-gauge passenger cars )
662
756
769
For electrified local traffic
--
--
--
243
343
For electrified long-distance
traffic
132
152
--
16
22
Sources: UN St.atiatical Yearbook, 1948; Poland's Statistical Yearbook,
19kb; Tnterratinnnl Rpilwav Statistics. 1946_
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Narrow-gauge rail motorcars
I6&rrov-gauge locomotives
Broad-gauge locomotives
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Table 12. stock of Locomotives and Rail Motorcars
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Standard-gauge freight cars
to that in 1938, .despite the fact that the passenger-car park was only about
80 percent of the prewar figure, must be sought in a better utilization of
Narrow-gauge freight cars
Bread. gauge freight cars
For electrified local traffic
Service reports that only half were in use, while the Trans Port and Communication
Review states that 110,000 were in use. The 138,326 cars were aivia-ij r?n
0ri ,,32 box cars, 85,662 open cars, and 12,132 special cars. The corresponding
breakdown for the 13,420 narrow-gauge freight cars was 1,280 box carq and the
rest open cars.
The numerical goal for freight cars at the end of 1949 was 160,000. The
volume of transport in ton-kilometers in 1949 exceeded that of 1938 by 46 per-
cent. Even with increased utilization of capacity, tnis could have been achieved
only if the above goal had been attained. The production under the Three-Year
Plan amounted to about 40,000 freight cars. This figure seems to confirm the
truth of a freight-car park of 160,000 today.
Sources: UN Statistical Yearbook, 1948; International hailway Statistics,
1946; Poland's Statistical Yearbook, 1948; 't'ransport and Com-
mimication Review, Jan - Mar 1949.
Of the figure of 138,326 freight cars in 1946, the International Reference
According to the International Reference Service, pay 1948, the number of
passenger cars at the end of 1949 was to be 9,000. on the basis of the volume
of transport in 1948 and 1949 and the production of passenger cars in those
years, it must be assumed that this figure was not attained. The reason for the
trebling of passenger transportation, measured in passenger-kilometers, compared
As is shown in Table 8, the volume of transport has risen sharply after
World War II. This developaent is especially noteworthy when it is borne in
mind that the equipment is only 75-80 percent of the prewar iviventnry and that
the length of the trackage has increased 33 percent in relation to that of 1938.
It cannot be denied that Poland has made quite an achievement in this field. In
spite of the favorable levelopment, however, certain difficulties have manifested
themselves which it has not been possible to overcome.
These difficulties arise right after fall, when the agricultural products
are to be shipped in. In 1949, the quantity involved was 600,000 tons, which
had to be shipped in a. period of time. To effect this shipment, 30,000 extra
cars are required. Having been used once, these cars must be placed in reserve
for the following year. An attempt has been made to solve the problem by
planning transportation for the whole year it sucn a way that there is a level-
ing out of the volume of transport for all 12 months. This attemlh failed in
1949, and the problem is still unsolved. In spite of an increase in the trans-
portation of freight of about 15 percent from 1948 to 1949 as compared to only
}~JE
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18,500 138,326 144,453,
13,005 13,420 13.646
6,346
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seven percent in the freight-car park, tr^nsportation as a vhole functionede
thanks to increa-eed speed, better utilization of capacity, and a shortening
of the lines.
As pre=viously mentioned, Figure 3 shows the frequency of passenger trains
ortant strasz.chss. In genera=l, the frequency of freight
t im
E
th
p
s
e
per day on
traffic is approximately the same as that of the passenger traffic, but certain
lines are used for freight transport to a greater extent. A good example of
s
d
C
this is the Coal Hagistral Line, Katowice-Bytom-Adunska WolaBdgaz-
on
the
which is traveled by fewer than ten passenger trains a day, but which
other hand is used to a very great extent for coal transport from Slask to the
Baltic Sea and ore transport in the opposite direction.
Table 15. Volume
of Transport on 'the Harrow-Garage Lines
1945
Passengers (millions)
12.0
Volume (million passenger-kilometers)
221
Freight. (million tons)
4.2
Volume ?'. million ton-kilometers)
81.6
1946.
19.1
351 357
7.2 6.7
128.6 109.9
There is no information after 1947 on the narrow-gauge lines; there develop-
ment was on the verge of stagnating in that year. Passenger transportation
rose insignificantly from 1946 to 1947, and freight traffic dropped. On the
basis or the above figures, however, the cuuaiu&iou mesy riot be .uo... tmat ~,...o..
railroads are declining in importance, as the standstill in 1947 definitely can
be attributed to the shortage of equipment (in the first few postwar years, the
primary emphasis of reconstruction was placed on the standard-gauge lines); the
shortage of equipment can gradually be overcome by the manufacture of new care
and by repair of the old ones.
The volume of transport on the broad-gauge lines was 2.9 million ton-kilo-
meters in 1947.
In 1947, 165.9 million passengers and 49,400 tons of freight were transported
by electrified local traffic, as compared with 134.5 million passengers and
22,500 tone of freight in 1946.
Before World War II, transit traffic was an important Polish railroad
activity, primarily attributable to German trade with East Prussia and the
Baltic Sea.
It became clear after World War II that the transit traffic would disappear,
as there was no east-west traffic except that of the Soviet occupation forces.
However, as it proved difficult for Hungary and especially Ctechoslovekia to
utilize the prewar connections with the West via the Gerson railroad and river
network to Hamburg, these countries decided to make use of the Baltic Sea ports
instead, and a new orientation of the transit traffic through Poland was the
result.
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As is shown by the following table, transit traffic has still not reached
the prewar level, but with the planned development of Polish-Czechoslovak
economic cooperation, it presusbly will assume proportions greater than
before World War Il, provided that Poland's railroad system will be in a
Table 16. Transit Traffic via the Polish Railroads
193
Total (1,000 tons)
6,127
Including:
Ore
850
Iron and steel products
158
Timber
598
The figure was zero )r insignificant.
Sources: Statistical Yearbook of Poland, 1948; Wiadomosci Statystyczne,
io4o.
The most important commodities being transited through Poland are ore,
which is being ii. rte into Czechoslovakia, and timber and iron and steel
products, which are be?,ng exported from that country. It must also be noted
that there is also considerable transit traffic by way of the Oder River,
and inasmuch as this transportation route is to be expanded greatly, there
is question as to the extent to which Czechoslovakia In the future will avail
herself of the more costly railroad transportation.
Examination of traveling times given in the official timetables indicates
that apparently three types of trains are used:
1. Ordinary trains ("milk" trains), with a speed of 30-35 kilometers per
hour between main stations
2. Passenger trains, with a speed of 40-45 kilometers per hour between
main stations
3. Express trains, with a speed of 60-65 kilometers per hour between
main stations.
D. Stations
The rail--road stations ar< modernly equipped with electrically operated
switches and other safety equ.pment which can promote the rapid dispatch of
traffic. In view of the steac,ily increasing volume of transport, new, large
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marsAhsalling yards are to be set up at Siedlee, Tereepol and 15 kilo=tern west"
of Warsaw, and at other places. The marshalling yard at Terespol is, as
previously mentioned, to be connected to Brzesc by means of a broad-gauge line
in order that the transshipment yard at the latter may be relieved by the new
transshipment yard at Terespol.
For the most per, the stations appear to be adequately equipped.
E. Supply of Emu aipment
1. Domestic Production
Poland's prewar production of rolling stock, as shown by the following
table, was minimal. So far as passenger cars are concerned., this is still the
case, even though this type of production has been increasing.
On the other hand, there has been a great upswing in the production of
freight cars and locomotives. This will not be hown in full in Table 17
because, as will be brought-out later in the discussion of the individual
factories, a large part of the production oes to the USSR and the Sateliitee,
and is not entered in the official /Polish statistics.
Table 17. Production of Rolling Stock
1237
1945
1S46 '
1947
1948
1949
Locomotives
32
75
178
254
265
267
Passenger cars
108
232
200
Freight cars
295
80
5,221
11,458
15,000
14,200
sources: U1( Statistical Yearbook 1948; Wiadomosci Statystyczne 1949;
E.E Industrial and Material Committee: Report 25 February 1950.
In the above table the figures for the rolling stock include the btock
for standard as well as narrow-gauge tracks. Up do 1948 the figures include
broad-gauge stock also.
1 947
191.8
1 Jan949 0 Sep
Locomotives
50
42
55
Freight cars
490
547
88
Source: Wiadomoaci StatysLyczne 1949.
The table corresponds very closely to the figures for the reconstruction
of the railway network itself. in that the narrow-gauge lines received attention
quite late.
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Table 18. Production of !farrow-Gauge Rolling Stock
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The figure for the first nine months of 1949 indicates that there have
been irregularities in one form or another. As far as the above figure is
concerned, it must, however, be remembered that a large number of these narrow-
gauge cars go to the Soviet Union.
Concerning the largest manufacturers of rolling stock and other railway
This state-owred factory, the largest of its kind in Poland, employs
1.4,000 laborers. Production includes principally freight cars for coal to .ns
port, most of which are sent to the USSR and the rest to the Eastern European
The factory was already in operation in 1945 despite great
destruction and lack of machines. In 1946 the production excee&ed 300 freight
cars per month. At the end of 1947 this figure rose to 600 and in 1949 to 700.
According to official sources, the production at the beginning of 1950 was to
amount to 40 freight cars per day. Since World War II, the factory has pro-
This factory, which has been nationalized and recently renamed
the Stalin Workshops, officially produces locomotives. Locomotives are produced
to a small extent here, but the principal production is cannons.
The factory employs 10,000 workers and owns several installations
around Poznan. The largest of these is in ::o=%eru Wilda, a suburb.
The manufacture of locomotives, which are exclusively for the
Soviet Uaivn, consists of a large heavy Russian type for use over long distances.
Additionally, 8pecla2. tank cars are produced, presumably for transporting
hydrogen peroxide. The production of these cars, which amounts to only about
20 units per year, is exclusively for the Soviet Union.
Pierveza Fabryka Lokomotyw w Police S. A. (First Locomotive Plant
in Poland) in Chrsanow West of Krakow
Production at this plant includes locomotivee for tracks of all
three gangrs. Oer half the production, principally the smaller types for
narrow-gauge tracks, are exported to the USSR.
The plant also manufactures spare parts or locomotives. About
7,000 workers are employed at the plant.
According to unofficial sources, in 1949 not less than 130 loco-
motives were produced at this plant (the official Polish production in the
same year was 267 units). Fifty-five units of the express train type PT 47
(maximum speed 110 kilometers per hour) have been produced from the time the
factory resumed operations after World War II until the middle of 1949.
d. Wytwornia Parownwf v 7^k1RAti Ostrowleckie (Ostrow ec jo-eci-tive
Construction Works) in Warsaw
In 1949 this plant employed 3,500 workers. According to the Six-
Year Plan, this figure is to be increased to 8,000.
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Since the restoration of the factory, almost 6,000 locomotives
and cars have .e.: repaired.
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Ps'oduction inclaades the manufacture of standard-gauge locomotives
for Poland and. for export to the West.
Locomotive boilers are also proCzced. Almost all of this pro-
duction goes to the USSR.
This plant, which produces signal and lighting apparatus for
railways, is the only one of its kind Lu Poland. Up to 80 percent of its
to be established to Warsaw.
g, Stocznia Polnocna (Northern Shipyard) in Gdansk (previously
Danziger Waggonfabrik)
Besides ships, this shipyard builds special care for the W..Z
east-vest 11ne within the urban railway district of Warsaw. This enterprise
employs 2,000 workers.
I
According to'the Six-Year Plan, two large plants for the railway
industry are t5 iae erected in the area between Warsaw and Krakow east of Wiela.
Besides mauufactrring, repair work is carried out at all of the abore
plants except in Poznan and Wytoraia Sygnalow. Repair work is performed also
at the former shipyard in Elblag, at "Huta Andrzej" in Opole, at the shops in
Pruszkow, Rzeszov, Bydgoszcz, Ostrava, and Karsznice, at Lodz and at Starogrod.
Finally, there are a number of smaller factories for the production
of rolling stock. The largest of these, located in 'Llelona Gora, produces
Finally, there is a foundry in Nova Sol.
2. Imports
Practically speaking, no information is available concerning Poland's
import of railway equipment. It is known that a great deal of the equipment
for the electrification of the network comes from Hungary. Furthermore, in
1949 Poland ordered 100 locomotives from the US, but it is not known vhether
these have been delivered.
Poland has imported railway cars (express train cars) of the same
type as the Skandiapilen from Sweden. These are prnduced at Kockuw's machine
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presumably the guard crews and the crews employed in reconstruction. Hven
with this taken into consideration a general rise is still discernible.
Table 19. Personnel in the Polish State Railways
(in thousands)
Total 183.8 299.9 341.9 351.2
180.3 295 336 340.7
lines 3.5 4.9 5.9 6.5
Source: Statistical Yearbook of Poland, 1948.
As of 31 October 1948, the transportation trade unions included 103,000
workers from the transport industry and 381,000 frog the railways.
G. Fuel Conttumption
There is extremely little information on fuel consumption, but the
following table will give an indication of the quantities used:
Consusa,tion (kilograms per
1,000 ton/kilometers)
1947 1949
92.6 69.8 59.0
Freight transport (million
for kilometers)
,21,360
Total consumption (1,000 tons)
1,9T8
28,500 32,600
1,989 1,923
Sources: Det nya Polen, No 3/1950, and Table 15.
"International Railway Statistics 1946" gives the combined coal and oil
consumption of the Polish railroads in 1946 as 5,305,00^ toss avd of electricity
as l.?93,000 kilowatt-hours.
H. Financing and Rates
In 1946 and 1947 the railways had a deficit and had to have a state
subsidy to keep in operation. As a result, rates were raised on 1 Jaxvary
194.8 for freight as passenger traffic. The in:reases, varying iron l4 par-
cent to 60 percent, had already been considerably higher than before ;~ar1d
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War II (24 times as high as in 1948 for passenger traffic and 13 tines for
freight. In this connection, increases in wages and prices must be taken into
are 20 bees higher
dustr
i
y
n
consideration. The gages paid in the railway
then before World War II.
The proportional relationship between income from passenger traffic and
freight traffic was, before World War II, 112; but in 1946 it was 1:1 and in
1947 1:0.73. Thus, there was a auistantial-increase in income from passenger
ht Income.
f1 fi
- -
I
g
n
e
III. oRGAIRIMIOH AND kiARACF P
deputy and represents Soviet interests. He has a staff of k0-50 persons.
Inc1>ed under the ministry are the.railvays, river traffic, bus traffic,
and civil air transport.
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Ai]. in all, the organization of the Polish railways today can. be regarded
as similar to that before World War II.
Certa D changes can be detected, however, such as the existence of six
railroad distric`3 (Okregi Kolejowe), with Soviet officers as chiefs and staffs
^zi.,nri-:tstfag for the most part of Soviet citizens.
These railroad districts are sandwiched in between the ministry level and
the ten railroad directorates (Dyrekcja Kole owe), partly for military and
partly for transportation reasons, since it is one of their tasks to look
after Soviet mtlttnry transportation.
Attached to each railroad directorate is a military transportation section
(Wydzial Trensportow Wojskcwych), which is directly subordinate to a railroad
direct,rate. It has been confirmed that Soviet officers dressed in Polish
uniforms serve. in these sections.
49 a Directorate General for State Railways (Dyrekcja
f 1
ll
9
o
In the fa
Generaina Kole! "astwowych) was established under the Ministry of Communication .
The Directorate General consi4ts of a director general and three directors and
is directly under the minister, Rabanoweh'i. The Director General is General
Rumyantsev. He has a Polish deputy.
lu connection with the latest reorganization of the Polish railroads,
several new divisions and sections hmve been set up. Some of these, located
in various parts of the country, are intundeA for research work and scientific
investigations. The following are examples:
A scientific office is located at the locomotive shops in Karaznice near
Lodz. It is under the supervision of engineer Alfred Fraszvzak. The office
is experimenting with new methods for softening water for locomotives.
A research section in Krakow under the supervision of Professor Czeczot,
is seeking practical methodb for using coal of the lowest grade for fuel.
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A "central constrvotion office" in Poznan under the supervision of engineer
Wyalouch deals with all matters concerning inventions and proposals for railway
Minister of Communications Rabanoweki in November 1949 spoke of the Six
double the transport of freight and to provide better main lines between Slask
end the Polish ports. In addition, there. is the task of a more cultural nature,
By 1955, freight transportation is calculated to reach 24.5 million tons
and passenger traffic is predicted to carry 910 million passengers.
Economies and rationalization programs are to be carried out. The
established goal for coal consumption in 1955 is 50 kilograms pe= 1,000 gross
ton-kilometers as compared with 59 kilogrs+ss in 1949. Labor efficiency, which
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rail junctions, among them Szczecin, Warsaw, and Gorny Slask, will be modernized.
Warsaw's electric rail system will be expanded with lines to Mcdlin, Bionic and
Wolomin. Likewise the lines Warsaw-Czestochowa-Katowi^_e and the side line
Ioluszki-Lodz, together with the line Pruszcz-WeJherrswo in the Gdynia/Gdansk
district, are to be electrified.
The above figures for the Six-Year Plan were later revised. According
to the new figures, only 701 kilometers of new rail lines are to be constructed
and 541 kilometers are to be electrified. Only 1,037 kilometers of track are
to be restored The rest of the quoted plan concerning electrification still
track lines were to to expanded to double track and a little less than 1,500
kilometers of dismantled or demolished lines were to be placed in working con-
holds, with the addition, however, that the Junctions uciynid/vuOina,sk, Nova Huts.,
and, partially, Katowice are included in the electrification plans.
Train speeds are to be increased by 23 percent in comparison with 1949 and
the number of sleeping care and dining cars is to be augmented. The number of
locomotives is to be increased by 9 percent, freight cars by 21 percent, and
passenger cars by 5 ,trctnt.
The annual.caomeetic production of rolling stock is to be increased to 315
locomotives, 18,800 freight cars, and 630 passenger cars by 1955.
Minister Rabanovski reported in addition that tt}e state's investments in
the railways during the period will be greater than for any other branch of
industry. Wh".le all-wsnce is z de for a general investment index of 300 for
the economy as a whole, it will be 654 for the railroads alone. These invest-
ments will include, am mg others, the building of factories for railway equip-
ment between Warsaw -,nd Krakow east of the Wibla, a plant for signal and light-
ing equipment in Warsaw, and warehouses for agricultural products. The latter
are to reduce the pressure on the transportation system during the harvest
months.
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system. Finally, more railway peraonne.i. wi...L zee rxiawu.
up to 1950 had been increased by 30 percent, is to be further increased by 22
percent by bringing more workers under the system of c?mpetitive output. Up
The revision of the Six-year Plan has possibly entailed changes in certain
. . __
s of Pi lolly been r&Ae
no h
a
et
POLISH-CZECHOSLOVAK C0OPERVION
convention of 4 July 1947 concerning mutual cooperation in -cue ecvavm..' . ir.a.,
ar3 as follows (a more detailed discussion of the entire scope of the Polis}.-
Czechcslavek: collaboration in the traffic field can, be found in Polish Harbors
and Navigation, No 1, November 1950):
ventio7 assumes that both countries, in qu.estiona regarding communication,
( the international
e
f
n
co-, statutes of 1921 regarding free transit). Communications disputes which affect
these two -o-wctrias only will be dealt with by.direct negotiatio .
"To increase the mutual transit traffic, common rates will be established
and both countries will make an effort to put into effect as soon. as possible
the agreements on common rates for railway transportation.
"The agreement prohibits, mutually, any discrimination between citizens
of the two countries.
"Traunit goods passing through one of the countries will have the benefit
of the other country's lower rates. This regulation concerns, in particular,
freight transports in larger quantities which are unloaded in the ports or
are uesf3red for further transport by sea. On the other hand, the mutual rate
reductions do not include the lower rates which prevail in each country for
transportation of workers, military personnel, or official consignments, for
the requirements of the cosatunications system, cr for charity purposes.
"The communications agreement will estsbl..eh those principles which are
to be follow-ed in calculating common rates,
"The traffic authorities in both countries are obligates mutually to
guarantee each other the best possible connections with each other's trans-
por'tatirn facilities, in direct traffic as well as transit transport. They
are to make efforts to r+-duce formalities and to guarantee the expeditious
and normal transportation of goods as well as passengers. Transportation
facilities employed to these ends are to be utilized in the manner most favor-
able to the economies of both countries. Railway connections shall be laid
through the most favorable boundary-crossing locations so that transit and
direct traffic can proceed via the best route.
"The communications agreement obliges both countries to conclude agree-
ments for the speediest possible expediting of transit transport by water
and by land. Passenger traffic by rail or by plane is to receive .gully
expeditious treatment as freight transport."
,
or es?emp
will adhere to the international conventions ,
of i93l regarding conveyance of passengers and bagga3e and the
tio
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way equipment), so that a certain amount of division of labor occurs, is another
phase of Poliab-Czechoslovak collabor'tion in the economic field. How far this
much progress.
The only krovo concrete Instances of Polish.-Czechoslovak cooperation in
the field of transportation are the restoration of several tunnels in the
border areas and a loan of Czechoslovak railway equipment to Poland to impJe-
ment transit of Czechoslovak goods to the Soviet Union as well as to the ports
restoration of the Polish railways has taken place, it must be admitted that
up to now an impostag job has been accomplished.. This has brought the Polish
railway system up to the same internationally high level as before World War
II. Today the trains run with the same frequency and efficiency which, before
World War IT, gave Poland an international reputation in this field. Whether
this development will continue in the same way in the Cuture is, on the other
hand, a big question, since many circumstances of considerable importance are
involved.
M
Pi.thertc Poland has been using largely equipment which antedates World
War II, but, with the present vigorous utilization of this material, it is
presumably only a question of a short time until an extensive replacement of
thia portion of the rolling stock will be necessary. Polish production of
rolling stock has already attained considerable proportions. By virtue of
this, it should be able to maintain a steady replacement of discarded equip-
ment. of Polish iMuatrv and
wens. nowever with the i:xi: P~?aaiuty :ia%. i_t v.. < ~nf of ----- ----
the consequent loss of a large part of the aggregate production, and therefore
also of the rolling stock, it is a question whether the replacement of old
stock by new can he carried on to the extent which the needs regrlre.
The Six-Year Plan states that the number of freight cars in to be in-
creased by 20 percent while the quantity of goods to be transported is to be
dosbled. The corresponding figures for passenger traffic are 5 percent and
more than doubling of the traffic. In reference to the above-mentioned re-
placement of rolling stock and the previously cited freight transport problem
in the harvest months, it cannot be anticipated that the planned volumes of
transportation can be carried out, since exploitation of pseeent facilities
is very hxavy and since there are limits to what economies can be achieved
through rationalization.
The following are some of the sources used in compiling this report:
1. Official Documents and Publications
a. Polish
Statistical Yearbook of Poland, 19e8
Wiados nci Statystycz..e, 15/9 and 1950
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Maly Atlas Polski (published by Polish i-eographic Society, etc.)
Rehabilitation of Polish Economy 1948 (published by Polish 1tbassy
in the US.)
Polish Pacts and Figures, 22 October and 19 November, 1949
Bet says Poles, So 21, 22, 1949, 1, 3, 1950
The Polish Regained Provinces (published in England by a Polish
professor of economics.)
Poland's Recovery (published by the Polish Rabaesy in the US.)
Infors tion Bulletin of the Polish Press Agency (PA!'), 18 October,
9 Hovenber, and 23 November 1950
International Railway Statistics 1946
Transport and Comounication Review, January - Nsrch 1949
UN Statistical Yearbook 1948
F,h Industrial and !Material Committee- Report of 25 February 1950
International Reference Service, Mey 3.948
0etw$rts der Oder and Aeisse, Wisseaschaftliche Verlagaanstalt,
Hannover, 1949, pp 69 and 136
Wirtschaftsdienat, August 1949 (Hanbrrg Publishing House in
collaboration with the University of Kiel)
Svensk-Polska Randelskau rens l4eddelanden, 31 August 1950
Ostdeetschland, Holzner Verlag, Hitzingen, 1950, p 137
Figure i shave which sections of the Polish railway system are siral.e-
tracked and those which are doutle-tracked.
Persons who have traveled on Polish railways have reported that the lines
below are doule track in their entirety:
Szc zec in-C-oi.eniew,
Szczecin-9carogrod-Slupsk-Gdansk-Tczew-Klblag-Kaliningrad.
Szczecin-Krzyz-Poznan-Kutno-Warsaw-Siedlce-Lukov-Brzese, with the exception
of the sections Krzyz-Wronki and Szaotuly-Rokietnica.
Kostrxvn-Piln-Bydgoszcz-Torun-Ilawa.
Fran urt-Poznan-Torun.
Gdynia-Eydgoszcz-Torun-Kutno.
Bydgoszcz-Inovroc,law.
Poznan-Leszno-iiroclav-Opole-pytos-Krakow-PrzesWsl.
Warsav-Radon-Krakav.
Warsaw-Koluszki-Czestochcva-Katowice-Oswiecim.
Opole-Kedzierzyn-Chelupski.
Poznan-Ostroy-Kluczbork-Lublinitc-Katowice.
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The follo:ing lines, according to two Polish of:iciaa ti~stablas; are
Portion
Double-Traked
Warsaw-
lbork
Warsaw-ielek
10 (55 kffi
9 (51 km)
Jasielek-Dzialdovo
10 (88)
8 (72)
Dzialdovo-1lawa
11 (60)
5 (28)
Tlawa-Malbork
10 (62)
3 (16)
Gniezno-Wrzeania near Poznan
5 (24)
2 (9)
lawroclaw-Herby Stare
27 (255)
14
(152)
Zeraj -Zagan
2 (13)
1
(8)
Cho3new-Baleelawiec
4 (25)
1
(7)
Czervi,nsk-Zielona Cora
2 (13)
1
(7)
Runt Gvizrlanow.-Scinawa
3 (19)
2
(16)
Wolow-Wroclaw
8 (40)
4
(18)
Wroclaw-Jelenia Gora
Wroclaw-Strzelin
Walbrzych-JJdlina
Keminlec-Krosnovice
7 (29)
(24)
Wroclaw-Olesnica-Kluczbork
17 (97)
1;:(3)
WLchoti-Lcd
z
.
Leezno-Krotoszyn
10 (71)
7 (43)
Ostrow-Zdun ki Wola
14 (93)
8 (50)
The remaining sections are all double track.
Kedzierzyn-Wyss
13 (75)
9 (56)
KitoriceDziedzice
10 (45)
8 (40)
Zebrzydovice Dziedzice
5 (30)
4 (25)
Dziodtice-Trzebina
10 (47)
6 (34)
Osvlecia- kavina
11 (48)
6 (28)
fstevice-C'helupski
Katovice46%kosxovy
Jledobcsyce-Riedavim
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w.~~....r~.~ .r..`...~, ~ _;,+ '?.,xp~ .:":.s .eta-n,,t "M r+?.'fi: ~irl~,.~ -'t:--''- Nr ,~.,.^-"_:~ `'?;~"~a ~Y4.},? '"E.~ ?.~wu~~~,;
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Krakow-Skawina
Kalwaria-Sucha
Tunel-Zabkovice
Lodz-Grotniki
Lodz-Tomas zclw
Yobbo-Lublin-Chelm
.Warsaw-Otwock
Warsaw.-Lochow
Lukov-Deblin
Przevorsk-Rozwadow
Rozwadoa-Sobow
section: are double track.
7 (34):
5 (34)
18 (129)
All sections are double tracer
All s ctious are double track
The Ryki-Leopoldow section is double track
2.(9)
l f5):.
11 (75)
5 (32)
5 (24)
2 (9)
All the above railway sections are indicated on Figure 1 as double track.
This is not completely correct, cince exploitation of only two timetables is
not sufficient to confirm with certainty whether all the sections are double
track. Since those stretches about which nothing can be confirmed are, however,
evenly di tr_buved over Uie lines rar-Dtionad t'.c - 1bil t r is at the vbo1
line is double track is act great that it is considered justifiable to regard
the whole stretch as double track. However, this is not absolutely certain,
As a detail in connection with Fig'ire 1, it can be pointed out that the
junction of lines east of Kolo on the track between Poznan and Kutno occurs
on a grade. Traffic from the north-south line which is to go in an east-west
direction must first be brought into Kclo, where east-bound.cers especially
must individually be turine1 by means of a turntable.
The essential features of Figure 3 can be regarded as holding good for
freight traffic also, since the volume of freight traffic is somewhat the sage
as that of passenger traffic.
All border stations can be used in transporting freight to the USSR as
well as to Czechoslovakia and Bast Germany. In passenger traffic, there is
this limitation, that in traveling to the Soviet Union a passenger can cross
the border only at Brzesc (Brest) regardless of what par: of Poland he is
coming from.
Lgpp'ended figures follewj
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-r-- Dnab/s-}rack /rues
Pe,F/y de..ble-track Ise #e,1)
S%nq/e-Frock %,nti
-.. Qcu nd ei ry, Sspf rrnb 1944
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Figure 2. Trait Rail Lines in Pi1azad
The
Tf,c
L E O F N D
a....dary, '*Ptcmbsi 1919
% ,1 /
Roden: -Lm*ow nc/tow rs;
Ryk~ -Lrn~on/dew +Ire~~rA?
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5 P
ID -4
Oeer 20
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