GROWTH IN INLAND FREIGHT TRANSPORTATION IN THE EUROPEAN SATELLITES, 1951-55, AND PROSPECTS THROUGH 1960

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• Sequence Number: 2
• Publication Date: November 27, 1957
• Content Type: REPORT

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ECONOMIC INTELLIGENCE REPORT
N? 64
GROWTH IN INLAND FREIGHT TRANSPORTATION
IN THE EUROPEAN SATELLITES, 1951-55,
AND PROSPECTS THROUGH 1960
CIA/RR 112
27 November 1957
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
tRET,
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WARNING
This material contains information affecting
the National Defense of the United States
within the meaning of the espionage laws,
Title 18, USC, Secs. 793 and 794, the trans-
mission or revelation of which in any manner
to an unauthorized person is prohibited by law.
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CORRIGENDA
r
? - ?
64
17 January 1958
TO: Holders of CIA/RR 112, Growth in Inland Freight Transportation
in the European Satellites, 1951-55, and Prospects Through 1960,
27 November 1957. SECRET
1. Page 1, paragraph 1, lines 6 and 7, should read
This rate of growth is slightly higher than the 64 percent
growth achieved in Soviet inland freight transport and substan-
tially higher than the 28 percent growth achieved in inland
freight transport in Western Europe during 1951-55.
2. Paste revised Figure I (attached) over Figure 1, following p. 4
3. Page 10, paragraph 21 lines 4 and 5 should read
increased from 2,808,000 gross tkm in 1950 to 4,824,000 gross
tkm in 1955,
4. Table 2, pp. 28 and 29, unit of measure should read
Billion Net Ton-Kilometers
5. Page 47, paragraph 1, line 6, should read
and multiplied by estimated average length of haul.
S-E-C-R-E-T
50X1
Ck1t.ey, Documents Division
Off of Central Reference
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ECONOMIC INTELLIGENCE, REPORT
GROWTH IN INLAND FREIGHT TRANSPORTATION
IN THE EUROPEAN SATELLITES, 1951-55,
AND PROSPECTS THROUGH 1960
CIA/RR 112
(ORR Project 43.1606)
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
S-E-C-R-E-T
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FOREWORD
The purpose of this report is to analyze and evaluate the develop-
ment of the inland transportation sector of the economy of the European
Satellites during 1951-55 and transportation plans for 1956-60. The re-
port attempts) where possible) to treat the area as a whole rather than
on an individual country basis. Principal emphasis is placed on com-
parison of growth in transport performance with that in transportation
facilities. This report considers railroad, highway, and inland water
freight transport. Air, pipeline, and coastal transport, which make
up a negligible portion of the total output of inland transportation
in these countries, are not included. Although the transportation of
passengers is important to the development of economies, it does not
affect development as directly or as vitally as the transportation of
freight.
Data from the Second Five Year Plans used in this report predate
the recent disturbances in the European Satellites. In view of these
events, it is likely that Satellite plans will be revised in the near
future. It appears doubtful, however, that plans for investment in
the transport sector can be substantially reduced without having serious
effects on the economies of the Satellites.
This report has been coordinated within ORB but not with other IAC
agencies.
S-E-C-R-E-T
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CONTENTS
Summary
I. Growth of Freight Transportation, 1951-55
Page
1
2
A.
Freight Traffic Performance
3
B.
Growth of Transportation Systems
5
1. Railroad
6
2. Highway
7
3. Inland Water
8
C.
Improvement in Operating Efficiency
9
1. Railroad
9
2. Other
12
II.
Growth of Freight Transportation Under the Second Five
Year Plans, 1956-60
12
A.
Performance
14
1. Second Five Year Plans
14
2. Performance in 1956
15
B.
Growth of Transportation Systems
18
1. Railroad
20
2. Highway
22
3. Inland Water
23
C.
Operations
23
1. Railroad
23
2. Other
24
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Appendixes
Page
Appendix A. Statistical Tables 27
Appendix B. Second Five Year Plans for Inland Transportation
In the European Satellites, 1956-60 35
Appendix C. Methodology 47
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Tables
1. Plan Fulfillment and Growth in Freight Traffic Per-
formance by Inland Transportation in the European
Satellites, 1956 17
2. Freight Traffic Performance by Inland Transportation
In the European Satellites, 1938, 1948-56, and 1960
Plan 28
3. Index of Freight Traffic Performance by Inland Trans-
portation in the European Satellites, 1951-55 30.
4. Average Annual Rates of Growth in Freight Traffic Per-
formance of the European Satellites, 1949-50, 1951-55,
and 1956-60 Plan 32
5. Distribution of Inland Freight Traffic in the
European Satellites, by Type of Transport, 1938, 1950,
1955, and 1960 Plan
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Illustrations
Following Page
Figure 1. Estimated Freight Traffic Performance
by Inland Transportation in the
European Satellites, 1938, 1948-56, and
1960 Plan (Chart) 14
Figure 2. Estimated Freight Traffic Performance
by Railroad Transportation in the,
European Satellites, 1938, 1948-56, and
1960 Plan (Chart) it
Figure 3. Estimated Freight Traffic Performance
by Highway Transportation in the
European Satellites, 1938) 1948-56, and
1960 Plan (Chart)
Figure 4. Estimated Freight Traffic Performance
by Inland Water Transportation in the
European Satellites, 1938, 1948-56, and
1960 Plan (Chart)
Figure 5. Indexes of Estimated Rates of Growth in
Freight Traffic Performance by Inland
Transportation in the European Satellites,
by Type of Transport) 1949-56 and
1956-60 Plan (Chart)
Figure 6. Distribution of Inland Freight Traffic
Performance in the European Satellites,
by Type of Transport, 1938, 1950, 1955)
and 1960 Plan (Chart)
Figure 7. Principal Railroad Routes in the European
Satellites, 1957 (Nap)
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4
14
14
Inside
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CIA/RR 112 S-E-C-R-E-T
(ORR Project 43.1606)
GROWTH OF INLAND FREIGHT TRANSPORTATION
IN THE EUROPEAN SATELLITES, 1951-55,
AND PROSPECTS THROUGH 1960*
Summary
Transportation systems in the European Satellites achieved a sub-
stantial growth in freight traffic performance during 1951-55. Inland
freight traffic -- that is, railroad, highway, and inland water traffic --
in the area as a whole increased from 93.7 billion net ton-kilometers
(tkm)** in 1950 to 155 billion net tkm in 1955, an increase of 65 per-
cent. This rate of growth is slightly higher than the rate of 64 percent
achieved in inland freight transport in Western Europe during 1951-55.
Investment in Satellite transportation, which had been high in the
Immediate post-World War II years, was small during 1951-55 relative
to the increase in freight traffic performance. The impressive growth
In freight traffic performance was achieved in large part by increasing
the intensity of utilization of equipment and facilities -- that is,
through improving operating efficiency. Consequently, Satellite trans-
portation systems have been operating at closer to capacity than pre-
viously and even so have been hard-pressed to meet traffic demands. In
some instances, transportation shortages have caused temporary diffi-
culties in other sectors of the Satellite economy.
The Second Five Year Plans of the European Satellites for inland
transportation call for substantial, though reduced) rates of growth
in freight traffic during 1956-60. Inland freight traffic for the
area as a whole is planned to increase by 43.5 billion net tkm, or
28 percent by 1960 in comparison with 1955. This rate of growth is
considerably less than the 46-percent increase planned in the USSR
but is above the 18-percent increase estimated for inland freight
traffic in Western Europe.
In 1956, in spite of unusually cold weather in January and February
and severe economic dislocations caused by events in Poland and Hungary,
The estimates and conclusions contained in this report represent
the best judgment of ORR as of 1 September 1957.
** Tonnages are given in metric tons throughout this report.
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inland freight traffic in the European Satellite area (excluding Hun-
gary) increased at slightly above the average annual rate of growth
envisaged by the Second Five Year Plans. Performance by country and
by type of transport) however, varied widely, and Satellite transpor-
tation systems again failed in some instances to satisfy traffic de-
mand fully. In Hungary the revolution and subsequent strikes caused
Inland freight traffic to fall to a level slightly below that in 1953.
The principal feature of the Second Five Year Plans of the Euro-
pean Satellites for investment in the transport sector is the begin-
ning of a changeover from steam to diesel-electric and electric motive
power on the railroads.
Much of the reserve transport capacity available during 1951-55
no longer exists. Consequently, greater capital investment per unit
of traffic increase will be required in the present plan period. The
Second Five Year Plans of the European Satellites call for increased
investment in the transport sector, but fulfillment of traffic plans
will still depend, at least in part, upon fulfillment of plans also
to increase operating efficiency. Temporary and local transportation
difficulties similar to those experienced in the past will therefore
probably recur during 1956-60.
I. Growth of Freight Transportation, 1951-55.*
Transportation systems in the European Satellites achieved sub-
stantial growth in freight traffic during 1951-55. The rate of growth
of inland freight traffic -- that is, railroad) highway, and inland
water traffic -- in the area was significantly greater than in com-
parable Western European countries and slightly greater than that in
the USSR. All of the Satellites substantially fulfilled original
long-term freight traffic plans with the exception of Poland. Per-
formance data indicate that there has been inconsequential diversion
of traffic from the railroads, which carry the great bulk of internal
commerce in the area, to other forms of inland transportation.
* The first long-term plan periods covered the years 1950-55 in Poland,
1949-53 in Czechoslovakia, 1950-54 in Hungary, and 1949-53 (revised
to 1949-52) in Bulgaria. All the other European Satellites used a
1951-55 plan period.
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Investment in the transport sector, which had been high in the
Immediate post-World War II years, was small during 1951-55 relative
to the increase in freight traffic performance. The impressive achieve-
ments in traffic performance were made possible in large part by in-
creasing the intensity of utilization of equipment and facilities --
that is, through improving operating efficiency. There are many in-
dications that the Satellite transportation systems have found it
difficult to handle steadily increasing traffic demands and that short-
ages of transportation have, in some instances, retarded economic
growth.
A. Freight Traffic Performance.
As indicated by Figure 1,* which shows freight traffic per-
formance by inland transportation in the European Satellites, all of
the European Satellites except East Germany regained their respective
prewar levels of inland freight traffic by 1950. Freight traffic in
East Germany reached the prewar level of performance in 1953. Total
Inland freight traffic in the Satellite area increased from 93.7 bil-
lion tkm in 1950 to 155 billion tkm in 1955, or 65 percent. The highest
rate of growth was achieved by Albania, the smallest of the European
Satellites, and the lowest rate of growth was that of Poland) largest
of the Satellites in terms of freight traffic.
Figures 2,* 3,* and 4* show the growth in freight traffic in
the European Satellites by railroad, highway, and inland water trans-
port, respectively, and Figure 5* shows rates of growth by each type
of transport. In spite of higher rates of growth in freight traffic
by other types of transport, rail transport remains by far the most
important inland freight carrier in the European Satellites, as shown
graphically in Figure 6* and indicated in Table 4.** An increase in
the share of highway transport in total inland traffic from 3.3 per-
cent in 1950 to 4.6 percent in 1955 reflects the development of that
carrier as a feeder service for the railroads rather than as a long-
distance competitive form of transportation. The share of inland
water transport in total traffic increased slightly) from 4.9 to
5.1 percent during 1950-55) but remained far below the 11.0-percent
share which it had in 1938.
* Following p. 4.
** P. 32, below.
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Inland freight traffic in the European Satellites as a whole
showed a much more rapid rate of growth during 1951-55 than that in
Western Europe. Although the growth in Western European traffic,
measured in absolute terms, was almost twice that in the European
Satellites during the period, the rate of growth in Western Europe
was only 28 percent 1/* compared with a 65-percent rate in the Sat-
ellites. The principal factor responsible for the higher rate of
growth in the Satellites was the more rapid development of heavy in-
dustry in the area, a phase of economic development which Western
Europe had already largely completed. Other contributing factors
were a reorientation of Satellite international traffic to the east
(resulting in a greater length of haul in some countries and sustain-
ing relatively high average lengths of haul in others) and the fact
that some of the Satellites had not yet fully recovered from World
War II by 1950.
The 65-percent rate of growth in Satellite inland traffic was
slightly larger than the 64-percent rate of growth realized by Soviet
inland transportation during the period under consideration. 2/ All
of the European Satellites except Poland had greater percentage in-
creases than the USSR during the period.
A comparison of transport achievements with traffic goals
established by the First Five Year Plans of the various European Sat-
ellites indicates that plans were realized in most instances. Satel-
lite railroads, which accounted for 90 percent of total inland traffic
in 1955, fulfilled or overfulfilled original long-term traffic plans
in Czechoslovakia (19)1-9-53), 1/ East Germany (1951-55), Hungary
(1950-54),** and Rumania (1951-55).*** In Poland, the largest Satellite
in terms of freight traffic, the Six Year Plan (1950-55) for railroad
freight traffic was not met.XXXX The current Bulgarian Five Year Plan
7
** The orginal Hungarian Five Year Plan (1950-54) called for the
railroads to perform 5,800 million tkm in 1954, but actual per-
formance in 1954 was 8,148 million tkm.
*** The Rumanian Five Year Plan (1951-55) called for the railroads
to perform 12 billion tkm in 1955, g but actual performance was 14.1
billion tkm.
**** The Polish Six Year Plan called for a 74-percent increase in
rail freight traffic, // but the actual increase was only 62.8 percent
during the plan period.
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Billion Net Ton-Kilometers
200
100
80
60
40
20
10
8
6
4
2
.8
.6
.4
.2
.08
.06
.04
.02
.01
Estimated Freight Traffic Performance by Inland Transportation
in the European Satellites, 1938, 1948-56, and 1960 Plana
Figure 1 50X1
TOTAL EUROPEAN SATELLITES
?
Poland \?
???????????? ......
......
Rumania*, ....................
..
-- --,-----
--------
...
,----
_
...
-
--------
? --
-,
-----j\-------2C East Germany
......
..............
Hungary
...----
_____??
\ Bulgariab

Albania \.), .......................
..........
..... .. ----
.. .............. ... ....... --?
1 iiii
?-? ...........
.... ......
I 1
1
1
1
I
1
1938 1948 1949 1950 1951 1952 1953 1954 1955 1956
1957
'Plan figures for tg56.60 pen& extrapolated from 1955 octopi and 1960 plan figures.
bat/lona is presertly irperatirg under a :953-57 plan period. 19.5640 plan figures are estimated.
26100 10-57
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1958
1959
1960
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Billion Net Ton-Kilometers
200
100
80
60
40
20
10
8
6
4
2
.8
.6
.4
.2
.1
.08
.06
.04
.02
.01
Estimated Freight Traffic Performance by Railroad Transportation
in the European Satellites, 1938, 1948-56, and 1960 Plana
Figure50X1
TOTAL EUROPEAN SATELLITES
...----
Po!a
...-------t..----c-
Germany
Rumania \ ............ . ...........
- ..
.
-----------
_ __
_

7 - - - --
_
, ?
----
.0- ......
----
............ ..........
.... ....
?????????""
__
....
Hungary
...--
?
Albania`? . .--- .....
., ........
........I .. 1 I
I
-
1
- -- - ...
1
.... .... ....-
- .... ....
I
.- -- - - ... - --.
I
1938 1948 1949 1950 1951 1952 1953 1954 1955 1956 1957
'Plan figures for 1956-60 period extrapolated from 1955 actual and 1960 plan figures.
baulgoria is presently operating under a 1953-57 plan period. 1956-6o plan figures are estimated.
cAlbonia negligble before 195i.
26101 10-57
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1959
1960
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Billion Net Ton-Kilometers
20
10
8
6
4
2
.8
.6
.4
.2
.06
.04
.02
.01
.008
.006
.004
.002
001
Estimated Freight Traffic Performance by Highway Transportation
in the European Satellites, 1938, 1948-56, and 1960 Plana
Figure 50X1
__---
_
__
_
?
_
_
TOTAL EUROPEAN SATELLITES
_____.----c---- -- ..--
----....----- `East Germany
J\K- Pola.21__
,
_
-
-
_---
_
...??
_____ , ___
_
_-
a. ...--
_
-
_
?
_
Czechosloyaki?,--
V.--
V
/
--
----
_--
-
.....-
-
_- ___- _--
---
---
-
RumaniaN __________
....-.... .......
......-"__..---
.. ..............
..
- ,
____-
--
Hungary/ /
.---V
_
?
_
_
_
/ ...............
. ......
,../..-
............ ..... "
...
....
CAlbania
_
_
_
_
_
_
I I I I
i
i I
I
I
I
I
1
1938 1948 1949 1950 1951 1952 1953 1954 1955 1956
'Plan figures for 1956-60 period extrapolated from :955 actual and 1960 plan figures.
baulgaria is presently operating under o 1953-57 plan period. 1956-60 plan figures are estimated.
1957
26102 10-57
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1959
1960
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Billion Net Ton-Kilometers
40
20
10
8
2
8
.6
.4
.2
.1
1938 1948 1949 1950 1951 1952 1953 1954 1955 1956 1957 1958
8 Plan figures for /956-60 period extrapolated from 1955 actual and 1960 plan figures. Albania negligble.
b Bulgaria is presently operoting under a 1953-57 plan period. 1956-60 plan figures ore.estimated.
26103 10-57
Estimated Freight Traffic Performance by Inland Water Transportation
in the European Satellites, 1938, 1948-56, and 1960 Plana
Figure50X1
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1959
1960
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/05/24 :
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500
400
300
200
100
90
80
Figure50X1
Indexes of Estimated Rates of Growth in Freight Traffic Performance
by Inland Transportation in the European Satellites,
by Type of Transport, 1949-56 and 1956-60 Plan*
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*Plan figures for $9345-45o period extrapolated from 1955 actual and /960 plan figures.
Bulgaria is presently operating under o 1953-57 plan period. 1956-60 plan figures ore estimated.
1958
1959
26104 10-57
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50X1
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"eM
Rail
Inland Water
Highway
1.5%
Distribution of Inland Freight Traffic Performance
in the European Satellites, by Type of Transport, 1938, 1950, 1955, and 1960 Plan
1938=100*
3.3
1950=133
*Size of circles proportional to index of total transport.
26014 10-57
4.6%
1955=220
Figure 6 50X1
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1960=280
(Plan)
50X1
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(1953-57) was being fulfilled on a proportionate basis at the end of
1955.* Failure to realize the original long-term plan in Poland should
perhaps not be taken too seriously, because this plan represented a first
attempt at long-range planning. The goal was probably established at a
level too difficult to attain even with an unusually great effort. In
addition, it appears that Polish economic growth was not able to gener-
ate sufficient traffic to meet planned levels.
There are numerous indications that the rapid growth in demand
for freight traffic during 1951-55 exerted considerable strain on trans-
portation systems in the European Satellites and that, at least in some
countries, shortcomings in transportation may have prevented more rapid
economic development. The East German and Czechoslovak railroads were
particularly hard pressed to provide adequate service to the economy.
Prague newspapers stated in 1954 that "railroad transportation is lag-
ging behind the expansion of the national economy," causing a slowdown
of production in mining areas. 57 A number of newspaper articles ap-
peared in the fall of 1955 complaining that a shortage of freight cars
was hampering production in various industries and stating in general
that if the Czechoslovak economy was to improve, rail transport would
also have to improve. 12/ A statement in 1955 by the Central Committee
of the Communist Party of East Germany that "the large number of de-
railments and breakdowns of transportation equipment have caused a pro-
duction deficiency in the brown coal industry" attests to like diffi-
culties on the East German railroads. 11/ Comparable evidence suggests
that similar transportation deficiencies existed in the other Satel-
lites, although perhaps to a lesser degree than in East Germany and
Czechoslovakia. 12/
B. Growth of Transportation Systems.
The rapid increase in traffic in the European Satellites since
1950 can be attributed only to a limited extent to an increase in the
capacities of the various transportation industries. Investments Ip
this sector, which had represented a large percentage of total invest-
ments in the immediate postwar years, received less emphasis during
1951-55. In Poland) for example, transportation and communications
received 4o.8 percent and 27.5 percent of total investment in 1946 and
1947, respectively, but only 13.1 percent in the period of the Six Year
* The Bulgarian Five Year Plan (1953-57) called for a 50-percent in-
crease in rail freight traffic. ?,./ Traffic in 1955 exceeded that of
1952 by 33.5 percent, suggesting that the planned 50-percent increase
will be exceeded.
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-E -C -R -E -T
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Plan (1950-55). 11/ In Hungary the share of transportation in total
investment was 20.7 percent in 1947-49 and 12.7 percent in 1950-54. lig
In East Germany the percentage of total investment allocated to trans-
portation and communications for 1951-55 was only 8.8 percent. 12/
The principal transportation routes in the European Satellites
are shown in the accompanying map, Figure 7.*
1. Railroad.
Railroad construction efforts in the European Satellites
during 1951-55 were directed brimarily toward improving and modernizing
existing facilities rather than toward building new railroad lines. The
main emphasis in new construction was toward building lines to bypass
capital cities so as to speed the flow of traffic. Significant new lines
completed in the period were as follows: (a) the Skierniewice-Lukow sec-
tion in Poland, permitting east-west traffic to bypass Warsaw 1g;
(b) portions of the Bucharest-Craiova line in Rumania 1//; (c) the Aszod-
Vac and Retszilas-Stalinvaros sections in Hungary, the former allowing
certain through traffic in northern Hungary to bypass Budapest and the
latter connecting the Komlo coal mines with the Stalinvaros steel mills 1?/:
and (d) the Turna-Roznava section in eastern Czechoslovakia. 12/ The
Outer Freight Ring, a railroad line in East Germany designed to bypass
West Berlin, was completed except for a 14-ki1ometer (km) stretch be-
tween Golm and Saarmund.
More important than construction of new lines was the
strengthening, realigning, double tracking, and otherwise improving of
existing lines in the European Satellites. In East Germany, where the
USSR removed most of the second track on double-track routes after World
War II, some restoration of the second track was accomplished, but the
system remains largely a single-track network. In Poland, most of the
effort on fixed facilities was concentrated on rehabilitation of lines
and improvement of junctions. The principal achievement in Czechoslo-
vakia was the upgrading of the low-capacity, single-track Friendship
Line between Zilina and Cierna to a high-capacity, double-track route 22/
facilitating both domestic commerce and trade with the USSR. In Hungary
and Rumania the principal east-west railroad arteries were improved, 21/
and the outstanding accomplishment in Bulgaria was the completion of the
Sub-Balkan Line -- a realigned and strengthened east-west route through
the central part of the country. 12/
* Inside back cover.
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Among the other railroad developments in the European Sat-
ellites were the completion of several large international bridges,
the electrification of several railroad lines, the expansion of yards
and stations, and the installation of improved signal and communica-
tions facilities. The new Giurgiu-Ruse bridge over the Danube River,
joining Bulgaria and Rumania, was opened to traffic in late 1954. 22/
Other recent bridge construction included the rebuilding of the
Komarom (between Hungary and Czechoslovakia) 111/ and Ujpest (Budapest) 2V
bridges across the Danube and certain spans over the Oder. Railroad
electrification has taken place on the Warsaw-Czestochowa line in Po-
land, EY on stretches of the Prague-Cierna route in Czechoslovakia, 27/
on the Halle-Koethen section in East Germany, gli/ and on a short stretch
in Hungary extending east from Budapest. 22/ Several major terminals
were improved and modernized, including certain key yards in East
Germany and Poland along the Berlin-Brest route used intensively for
trade with the USSR. There was considerable progress in the installa-
tion of improved signaling and communications facilities, particularly
on the East German and Polish railroads.
Locomotive and freight car inventories did not increase
nearly as rapidly as did rail traffic during 1951-55. Locomotive and
freight car parks in East Germany, for example, increased by 17.9 and
37.3 percent, respectively, 10/ compared with a 74.8-percent increase
In rail freight traffic. In Poland the freight car inventory increased
14.8 percent, the number of locomotives remained approximately un-
changed during the Six Year Plan, 3.1/ and freight traffic increased by
59 percent. The fact that additions to rolling stock since 1950 have
generally consisted of higher capacity units than pre-1950 inventories
only partly explains these differences. Other Satellites show similar
disproportions between increases in rolling stock and increases in
traffic. Because rolling stock is a principal element of railroad
capacity, it appears that Satellite railroad capacity increased at a
lower rate than performance during 1951-55. Consequently, it has been
necessary to make more intensive use of railroad facilities, and the
Satellite railroad systems are presently operating closer to capacity
than in 1950.
2. Highway.
The very low percentage of total traffic performed by high-
way carriers in the European Satellites reflects the small share of
resources allocated to highway transport in the area. Road construc-
tion activity during 1951-55 consisted largely of maintenance and
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Improvement of existing roads rather than extensive building of new
highways. Only in Poland, where about 5,000 km of hard-surface roads
reportedly were built during 1949-55, 32/ has new road construction
been significant. Data on this subject are limited and, as a result
of insufficiently precise definition of terms) are difficult to in-
terpret. It appears, however) that construction plans have not been
met.
Comprehensive data on motor vehicle inventories for the
European Satellites are not available. Although truck inventories
were expanded in all of the Satellite countries, growth in the Sat-
ellite truck park since 1950 has probably not kept pace with the
96-percent increase shown in Western Europe in 1950-55. 31/ In re-
cent years a large part of Satellite vehicle production has been
allocated to export, in spite of failure to meet traffic plans in
several countries, suggesting that these countries regard the export
of motor vehicles as economically more advantageous than larger ad-
ditions to domestic inventories.
3. Inland Water.
In spite of rather ambitious plans) the expansion of in-
land water facilities in the European Satellites since 1950 has been
negligible. Work on the waterways themselves has been restricted
largely to maintenance rather than improvement or expansion of the
existing network. Original plans included such extensive undertakings
as the following: (a) completion of an east-west waterway linking
the Oder and the Pripet Rivers and extending into the USSR, 21i/
(b) improvement of navigation on the Oder and Vistula Rivers in Po-
land, 32/ (c) construction of a Danube - Black Sea Canal in Rumania, S
and (d construction of the Trans-Tisza Eastern Main Canal in Hungary
to connect the Danube with the Tisza River. 31/ All of these projects
either have been abandoned or are being held in abeyance. The only
Improvement of any consequence in inland water routes since 1950 has
been the addition of the 21-mile Paretz-Niederneuendorf Canal bypass-
ing West Berlin,3t2/ which was motivated largely by political con-
siderations.
As nearly as can be determined from incomplete data, only
three of the European Satellites -- Hungary, Rumania, and Bulgaria --
increased the carrying capacities of their fleets in the same or greater
proportion to the increase in traffic during 1950-56. Poland and Czech-
oslovakia achieved increases in their fleets during 1950-56 but not to
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the extent of the increase in traffic performance, and East Germany
increased traffic performance with apparently little or no increase
in fleet. The latter three nations were able to increase their traf-
fic performance only by greater utilization of their vessels and,
to some extent, by mechanization of port loading facilities.
C. Improvement in Operating Efficiency.
The substantial increase in ton-kilometer performance in the
European Satellites during 1951-55 was realized to a large extent
through improvements in operating efficiency. This tendency has been
reflected in all forms of transportation but is especially evident
In rail transport, which accounts for the bulk of inland traffic in
the Satellites.
1. Railroad.
Because the number of freight cars often determines the
theoretical capacity of a railroad system, one of the more important
measures of the operating efficiency of a railroad system is the ex-
tent to which freight car capacity is being utilized -- that is, net
tkm per freight car per year. Net tkm performance per freight car
has increased substantially in the European Satellites since 1950,
permitting percentage increases in freight traffic performance to ex-
ceed percentage increases in freight car parks. In East Germany, for
example, freight traffic performance increased 75 percent during
1951-55, but the freight car park increased only 37 percent. 29/ An-
nual freight car performance, however, increased 28 percent, from
155,000 net tkm per car in 1950 to 198,000 net tkm in 1955.* Thus
about half of the increase in freight traffic performance during 1951-55
can be attributed to increased operating efficiency. Other Satellite
railroads experienced similar gains in annual freight car performance.
Decreases in average freight car turnaround time (average
time lapse between two successive freight car loadings) and increases
In average net load per loaded car have contributed heavily to the
Increase in freight car performance. Freight car turnaround time de-
creased appreciably in all of the Satellites during 1951-55. In East
Germany, turnaround time dropped from 4.12 days in 1950 to 3.53 days
In 1955, IS or 14.3 percent; and in Czechoslovakia, turnaround time
* Computed from traffic estimates and from freight car inventories of
106,644 cars in 1950 and 145,250 cars in 1955. L42/
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dropped from 4.9 days in 1949 to 4.2 days in 1955, L4.2/ or 14.3 percent.
In both of these countries) reductions in turnaround time were achieved
In spite of increases in average lengths of haul. On the Polish rail-
road system) where the average length of haul remained constant, turn-
around time dropped from 5.64 days in 1950 to 5.02 days in 1955,* or
11.0 percent. These achievements become even more impressive when
compared with the 1955 turnaround time of 5.2 days in West Germany and
10.5 days in France. L4-W Average net loads per loaded-freight car in
the Satellites have likewise improved since 1950. In Poland the aver-
age net load per loaded car increased from 17.19 tons in 1950 to 18.37
tons in 1955,11// or 6.9 percent. In Czechoslovakia, this average rose
6.5 percent from an estimated figure of 14.85** tons in 1950 to 15.81
tons in 1955. li9/ In East Ge/many the average rose U. percent on main
lines and 9 percent on secondary lines during 1951-55. _507 These in-
creases, as well as similar increases experienced in the other Satel-
lites, reflect for the most part a greater utilization of freight car
capacity rather than a rise in average car capacity.
Locomotive utilization increased to an even greater extent
than did freight car utilization in the European Satellites during
1951-55. In East Germany, for example, performance per freight loco-
motive (steam) increased from 2,808 million gross tkm in 1950 to 4,824
million gross tkm in 1955) 21 an increase of 72 percent. Contributing
heavily to these increases have been efforts on the part of each of the
Satellites to raise the average load of freight trains -- the so-called
"heavy tonnage movement." The Polish railroads) achieved a 14.1-percent
increase in average net train load during 1949-55 and contemplated fur-
ther increases in subsequent years. 22/ In East Germany the average
gross load of scheduled through freight trains reportedly rose from
1)068 tons in 1951 to 1,187 tons in 1955, an increase of 11 percent. 51/
In Czechoslovakia a substantial increase of 23.4 percent in average
gross weight of all freight trains was apparently achieved during the
First Five Year Plan (1949-53). .5)2/ The other Satellites have also been
successful in raising locomotive performance through increasing average
train weights.
* These estimates were based on (1) a 1949 figure (5.94 days),123/
(2) index numbers (1949 = 100; 1950 = 94.9), 1.1-Y (3) 1954 figures
(5.21 days), )151 and (4) an announcement that in 1955 turnaround time
Improved 3.6 percent in comparison with 1954.
** This estimate is based on an interpolation of a 1948 figure of
14.47 tons .12?/ and a 1955 figure.
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There is no evidence that the increases in freight traffic
performance achieved during 1951-55 were realized, in effect, through
borrowing from future freight car and locomotive capacity -- that the
Increases in equipment utilization were achieved at the expense of
capital equipment. If the increase in equipment utilization has been
accomplished through neglecting essential maintenance and/or overload-
ing equipment, the number of breakdowns and thus the number of cars
and locomotives undergoing repairs would have increased rather sharply.
That such has not been the case on the East German railroads, one of
the more hard-pressed of the Satellite railroad systems, is indicated
by the following tabulation showing the percentages of equipment under-
going repairs during the first 6 months of each of the respective
years
Percent of Total
Year
Freight Cars
Locomotives
1950
13.0
29.7
1951
9.2
32.9
1952
10.8
38.1
1953
14.7
37.2
1954
ii.4
32.6
1955
9.4
27.6
Labor productivity and fuel consumption are other measures
which, although they do not describe the degree to which locomotives
and rolling stock are being utilized, serve to bring out other impor-
tant aspects of the operating efficiency of a railroad system. Data
on the former are limited, but the trend appears to be toward greater
productivity per employee. In East Germany, for example, performance
per employee increased from 81,700 net tkm in 1953 to 83,600 in 1955.*
In Czechoslovakia, performance per employee increased from about
73,400 net tkm in 1948 to 167,800 in 1955.** Recent employment data
* These figures were computed from estimates of ton-kilometer per-
formance (see Table 1, p. 17, below) and from employment figures of
297,729 employees in 1953 and 306,425 in 1955. 2Y
** These figures were computed from estimates of ton-kilometer per-
formance (see Table 1) and from employment figures of 194,528 employees
in 1948 .2.71 and 188,900 in 1955. 2?/
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for Poland are sketchy, but performance per employee increased 5.3 per-
cent in 1953-54, from 152,250 to 160,380* net tkm.
A trend toward more efficient utilization of fuel has also
been evident in all of the Satellite countries in recent years. Con-
sumption of coal on the Polish railroads, for example, was reduced
from 57.5 kilograms (kg) per 1)000 gross tkm in 1949 (weight of coal
Is expressed in terms of standard or uniform BTU -- British thermal
units -- rated coal) to 46.2 kg in 1955, or 19.7 percent. A sub-
stantial drop from 75.7 to 61.0 kg per 1,000 gross tkm occurred in
East Germany during the same period. In Czechoslovakia, coal con-
sumption (expressed in terms of "normal fuel") decreased in 1948-53
from 132.0 .6.2/ to 100.3 kg per 1,000 gross tkm.**
2. Other.
Although the lack of complete data prevents calculations
of reliable ratios of tkm per motor vehicle or per ton of inland water
fleet capacity, it is estimated that these ratios in the European Sat-
ellites have been raised to some extent over the past several years.
As indicated previously, vessel deadweight tonnage for inland water
transport in Poland, Czechoslovakia, and East Germany remained rela-
tively stable during 1950-55, but traffic rose significantly. Motor
vehicle inventories have increased, but it is difficult to establish
the degree to which utilization of such equipment has increased.
II. Growth of Freight Transportation Under the Second Five Year Plans,
1956-60.***
The Second Five Year Plans in the European Satellites for inland
transportation call for substantial, though reduced, rates of growth in
freight traffic during 1956-60. The planned growth rate for inland
* These figures were computed from estimates of ton-kilometer per-
formance (including narrow gauge) of 44,617 million and 48,221 million
tkm and from employment figures of 293,000 employees in 1948 and
298,000 in 1954. 52/
** These figures were computed from the 1948 figure and an announce-
ment that in 1953 16.2 percent less fuel per 1,000 gross tkm were used
than in 19U8.
21,1/
*** All of the European Satellites except Bulgaria are presently op-
erating under a 1956-60 plan period. Bulgaria's plan period extends
from 1953 through 1957. For complete plan data, see Appendix B.
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traffic in the Satellites is substantially below that planned in the
USSR but above that estimated for inland traffic in Western Europe.
Although it is planned to increase highway and inland water traffic
in the Satellites more rapidly than rail traffic, rail transport will
continue to carry the great bulk of inland traffic during 1956-60.
In 1956, in spite of unusually cold weather in January and February
and severe economic dislocations caused by events in Poland and Hungary,
inland freight traffic in the Satellite area (excluding Hungary) in-
creased at slightly above the average annual rate of growth envisaged
by the Second Five Year Plans. Performance by country and by type of
transport, however, varied widely, and Satellite transportation sys-
tems again failed in some instances fully to satisfy traffic demand.
Polish inland freight traffic remained at approximately the 1955 level.
In Hungary the revolution and subsequent strikes caused inland freight
traffic performance in 1956 to fall slightly below the 1953 level.
Unless performance in 1958-60 rises high enough to offset the losses
in 1956-57, a downward revision of cumulative performance during the
Second Five Year Plan period will be necessary, perhaps to the extent
of about 7 to 10 percent. It is believed that the planned performance
for 1960, however, can and probably will be met in view of two major
factors: the fact that transportation facilities were largely un-
damaged during the revolution and the assumption that the demand for
transport of goods will be as high as originally planned for the year
1960, although patterns of origin of goods may be changed. The rate
of growth in Satellite rail traffic (excluding Hungary) in 1956 ex-
ceeded the average annual rate of growth planned for 1956-60, offset-
ting the facts that highway traffic performance was slightly below
its planned rate of growth and inland water traffic slightly below the
1955 level.
The principal feature of the Second Five Year Plans with regard
to investment is the beginning of a changeover from steam to electric
and diesel-electric motive power on the railroads.
Much of the reserve transportation capacity available in the Euro-
pean Satellites during 1951-55 no longer exists. Consequently, greater
capital investment per unit of traffic increase will be required in the
present plan period. Satellite plans call for increased investment in
transportation, but fulfillment of traffic plans will depend in part
upon fulfillment of plans to increase operational efficiency. Tempo-
rary and local transportation difficulties similar to those experienced
In the past will probably recur during the remainder of the 1956-60
period.
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A. Performance.
1. Second Five Year Plans.
Transportation plans of the European Satellites anticipate
substantial increases in freight traffic during 1956-60. Figure 1*
shows 1960 plans for inland freight traffic as well as performance dur-
ing 1948-56. Inland freight traffic in the Satellites is planned to
increase 43.5 billion net tkm, or 28.3 percent) above the 1955 level
by 1960. Although sizable) this growth is 28 percent less than that
during 1951-55) and, as shown in Figure 5,* indicates an even greater
reduction in the rate of growth in inland freight traffic. The larger
increase in the earlier period, however) reflects in part the fact
that in 1950 some of the Satellites were still in the process of post-
World War II reconstruction. The 18-percent increase planned for Po-
lish inland transportation is substantially below the average planned
for the area.
The 28.3-percent increase planned for Satellite inland
freight traffic during 1956-60 is substantially below the 46.2-percent
increase planned for Soviet inland freight traffic** but is above the
18-percent increase estimated for inland freight traffic in Western
Europe during 1956-60.
Figure 2* shows plans for rail freight traffic in 1960 as
well as performance during 1948-56. Rail freight traffic is planned
by 1960 to exceed the 1955 level by 36.7 billion tkm, or 26 percent,
* Following p. 4) above.
** The Soviet increase was computed from the following:
Performance
1955 gi/
(Billion Ton-
Sector Kilometers)
Railroad
Highway
Inland water
Total
Planned Performance
1960
(Billion Ton-
Kilometers)
Planned Increase
1955-60 n2/
(Percent)
971.0
1,374.0
42_0
42.5
85.0
100.0
67.4
121.3
80.0
1,080.9
1,580.3
46.2 (computed)
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compared with the increase of 53.1 billion tkm, or 62 percent, achieved
during 1951-55. Increases of 35 percent are planned in Czechoslovakia
and Rumania, 32 percent in East Germany, and 25 percent in Hungary.
Albania plans an 81-percent increase, and Poland plans a relatively
moderate 16.6-percent increase in rail freight traffic by 1960. As
shown in Figure 6* railroads in the European Satellites will continue
to carry the great bulk (89 percent planned in 1960) of inland freight
during the period under discussion.
Figure 3* shows plans for highway freight traffic in 1960
as well as performance during 1948-56. Highway freight traffic in the
Satellite area is planned by 1960 to exceed the 1955 level by 3.9 bil-
lion tkm, or 56 percent, compared with the increase of 4.0 billion tkm,
or 130 percent, achieved during 1951-55. The share of highway trans-
port in total inland traffic is to increase from 4.6 percent in 1955
to 5.6 percent in 1960. This increase, however, should not be inter-
preted as an attempt to develop highway transport as a long-haul ser-
vice in competition with rail transport. It is intended, rather, to
continue to develop highway transport as a short-haul feeder service
for the railroads. The 1960 highway traffic goals for the various
countries, expressed as percentage increases above the level of 1955,
are as follows: Rumania, 150; Albania, 110; Poland, 96; Hungary) 62;
East Germany, 39; and Czechoslovakia, 25.
Figure 4* shows plans for inland water freight traffic in
1960 as well as performance during 1948-56. Freight traffic by inland
waterways is planned by 1950 to exceed the 1955 level by 3.0 billion
tkm, or 37 percent, compared with the increase of 3.3 billion tkm, or
73 percent, achieved during 1951-55. Percentage increases for 1960
above the level of 1955 anticipated by individual countries are as fol-
lows: Albania, 110; Rumania, 70; Hungary, 46; East Germany, 42; and
Czechoslovakia, 25. Poland anticipates a 31.5-percent decrease in in-
land water traffic by 1960. The share of inland water transport in
total inland transportation was 5.1 percent in 1955 and is planned to
Increase to 5.4 percent in 1960 but will remain far below the prewar
share of 11.0 percent.
2. Performance in 1956.
Plan fulfillment and growth in inland freight traffic per-
formance in the European Satellites in 1956 varied widely by country
* Following p. 4, above.
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and by type of transport, as shown in Table 1.* Figure 1** shows
actual performance in 1956 and compares performance with average an-
nual rates of growth planned for 1956-60. Inland traffic in the
European Satellites, excluding Hungary, increased by 7.5 percent, or
at slightly above the average annual rate of growth of 5.1 percent
envisaged for the area as a whole by the Second Five Year Plan. Czech-
oslovak and East German transportation, in overfulfilling 1956 Plans
for total inland traffic, exceeded average annual rates of growth
planned for 1956-60. In spite of an announced 106-percent fulfillment
of the 1956 Plan in Rumania, inland freight traffic in that country
increased at slightly below the average annual rate called for by the
Second Five Year Plan. In Poland, inland freight traffic performance
remained at approximately the 1955 level, and in Hungary, as a result
of the revolution and subsequent strikes, freight traffic performance
In 1956 fell to a level slightly below that in 1.953.
Figure 2** shows freight traffic by rail transport in 1956
and compares performance with average annual rates of growth planned
for 1956-60. Rail freight traffic in the Satellites (excluding
Hungary) increased by 4.3 percent in 1956 compared with the 4.8-per-
cent average annual increase indicated by the Second Five Year Plans.
Freight traffic plans were overfulfilled in Bulgaria, East Germany,
Czechoslovakia, and Rumania but were underfulfilled in Albania and
Poland. In the latter country) rail freight traffic increased by less
than 1 percent in 1956. Hungarian rail freight traffic dropped 7.1
percent below the 1955 level.
Figure 3** shows freight traffic by highway transport in
1956 and compares performance with average annual rates of growth
planned for 1956-60. The 8.2-percent growth in highway freight traf-
fic in the European Satellites (excluding Hungary) in 1956 was slightly
below the 9.2-percent average annual growth called for by the Second
Five Year Plans. Plans for 1956 were met only in Bulgaria, Czechoslo-
vakia, and East Germany. In Poland and Rumania, where Second Five
Year Plans call for 14.4- and 20.1-percent average annual rates of
growth in highway freight traffic, respectively, 1956 traffic in-
creases were below the average 8.2-percent increase for the area as
a whole. Hungarian highway freight traffic dropped 6.8 percent be-
low the 1955 level.
* Table 1 follows on p. 17.
** Following p. 4, above.
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Table 1
Plan Fulfillment and Growth in Freight Traffic Performance by Inland Transportation
in the European Satellites
1956
Percent
Country
Plan Fulfillment
Change from 1955 Lt./
Railroad
Highway
Inland
Water
Total
Railroad
Highway
Inland
Water
Total
Albania 12/
88.o
93.0
87.3
92.2
2.0
12.3
o
9.9
Bulgaria 2/
105.3
104.8
92.4
101.8
12.1
6.6
3.9
7.4
czechosiovaki:fi
104.3
101.5
94.7
1014.021
8.2
9.6
4.1
8.2
East Germany f
104.0
108.0
98.0
103.0
8.0
9.0
5.0
7.9
Poland gi
97.6
87.6
N.A.
97.0
0
5.8
-23.0
0
Rumania 11/
108.0
N.A.
N.A.
106.0
8.5
5.1
-23.6
6.o
Total
4.3
8.2
- 4.2
7.5
Hungary 1/
N.A.
N.A.
N.A.
83.8
-7.1
-6.8
-12.6
-7.5
a. Derived from Table 2, p. 28, below. e. Tons carried.
b. 67/ 1. 12/
c. Figures are based on the 1956 Plan 68/ g.
and estimates of performance in 1956 (see h. 72/
Table 2). i. Based on the 1956 Plan /1/ and esti-
d. ?.2/ mates of performance in 1956 (see Table 2).
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Figure 4* shows freight traffic by inland water transport
in 1956 and compares performance with average annual rates of growth
planned for 1956-60. A late spring thaw and disruption of traffic on
the Danube caused by the Hungarian revolution contributed to a poor
showing by inland water transport in the European Satellites in 1956.
Freight traffic by inland water transport in the Satellites (exclud-
ing Hungary) decreased by 4.2 percent in 1956. Inland water traffic
plans were fulfilled in none of the Satellite countries.
Transportation systems in the European Satellites continued
to experience difficulty in meeting freight traffic demand in 1956.
Complaints of transportation shortages in the Satellite press were more
voluminous than in previous years, suggesting that transportation dif-
ficulties may have been more serious than during 1951-55. In Czecho-
slovakia the shortage of freight cars apparently became more acute,
resulting in the closing of five surface mines in the North Bohemian
Brown Coal Basin in June./ Czechoslovak plan fulfillment announce-
ments for the first 6 months of 1956 stated that shortcomings in rail
transport had serious repercussions in other sectors of the economy.
The East German press complained throughout the year of transportation
shortages, accusing the transport sectors of failing to keep step with
Industrial production and blaming temporary setbacks in production and
delay in the distribution of agricultural products on transportation
deficiencies. /W In Hungary a severe shortage of fuel, coupled with
a shortage of locomotives and poor condition of roadbed and track,
made necessary the cancellation of 55 percent of normal passenger oper-
ations in September 1956 in order that harvest freight traffic require-
ments could be met. II/ There is evidence of similar transportation
difficulties in the other Satellites in 1956.
B. Growth of Transportation Systems.**
The growth in freight traffic in the European Satellites achieved
during the period of the First Five Year Plan (1951-55 in most of the
Satellites) was realized to a large extent through increased utilization
of facilities and equipment. Second Five Year Plans call for further
Increases in operational efficiency. Much of the reserve transportation
capacity available in 1951, however, has disappeared. A larger incre-
ment of capital investment per additional unit of traffic performance
* Following p. 4) above.
** Excluding Bulgaria, which is presently operating on a 1953-57 plan
period and has not yet announced plans for 1958-60.
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therefore will be required in the present plan period (1956-60) than
was necessary in the 1951-55 plan period. Substantial additional
capital investment in the transport sectors of the various Satellite
countries will be needed if traffic levels envisaged by the Second
Five Year Plans are to be met.
Although differences in price levels in the 1951-55 and 1956-60
plan periods make difficult an accurate comparison of investment in
these two periods, it appears that the Second Five Year Plans of most
of the European Satellites call for larger sums to be invested in trans-
portation and communications* than were provided in the 1951-55 plan
period. Perhaps more revealing than a comparison of the actual amount
.of funds to be devoted to transportation is a comparison of the share
of total investment to be allocated to this sector in the two periods.
Only in Poland and Albania do Second Five Year Plans call for lesser
shares of total investment to be devoted to transportation and communi-
cations than were allocated in the 1951-55 period. Czechoslovakia has
announced neither the absolute amount nor the share of investment to
be devoted to transportation in the Second Five Year Plan.
The Second Five Year Plan for East Germany clearly reveals an
anticipated emphasis on transportation in the 1956-60 plan period.
This Plan calls for 7,084 million East German marks (Deutsche Mark
East -- DME) to be allocated to transportation during the 5-year period.
Funds to be made available to the railroads are to be almost double
the amount made available in the previous plan period. Of the total
amount to be invested in the East German economy, 16.1 percent is to be
devoted to transportation during 1956-60 compared with 8.8 percent dur-
ing 1951-55. I?/ This share is higher than that experienced in the
1951-55 plan period or anticipated by the present plans of the. USSR or
any of the other European Satellites.
The increase in investment in transportation under the Hungar-
ian Second Five Year Plan was only slightly less pronounced than that
In East Germany. Total investment in transportation was to increase
from 7.7 billion forints in the 1950-54 plan period /5/ to 10.4 billion
forints in the 1956-60 plan period, or a 35-percent increase. Invest-
ment in rail transport during 1956-60 was to increase more sharply, from
3,064 million .11.2/ to 5,300 million forints, or 73 percent. Total invest-
ment was to increase only 13.2 percent during this plan period, from
68.9 billion to between 76 billion and 78 billion forints. ?1/ The share
* Most announcements on investment combine transportation and communi-
cations.
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of transportation in total investment was also to increase under the
Second Five Year Plan. In the 1950-54 period, transportation received
11.2 percent of total investment in Hungary. ?2/ Under the provisions
of the 1955-60 Plan, this share was to increase to 13.5 percent. As a
result of the 1956 revolution, the Hungarian Second Five Year Plan will
undoubtedly be revised in many respects, the investment picture possi-
bly radically. No information is available to date on revised invest-
ment plans, but it can be assumed that the share of transportation in
the total budget will be changed, and possibly the absolute amount
budgeted for transportation as well.
The Polish Second Five Year Plan calls for 30,150 million
zlotys to be invested in transportation and communications compared
with 28,290 million zlotys allocated to this sector in the 1950-55
plan period. ?.31/ Rail transport is reported to receive 32 percent
more investment funds under the Second Five Year Plan directive than
were received during the 1950-55 period, but this figure probably
does not allow for the change in prices between the two periods. The
share of transportation and communications in total investment is to
drop from 12.9 percent in the 1950-55 period 84/ to 10.0 percent in
1956-60.
The Rumanian Second Five Year Plan proposes a slight increase
In the share of transportation and communications in total investment,
from 11.2 percent in the 1951-55 plan period ?5_/ to 11.5 percent in
1956-60. In Albania, 2.011 million leks, or approximately the same
sum invested in this sector during 1951-55, 86/ are to be devoted to
transportation under the Second Five Year Plan.
1. Railroad.
As in the case of the First Five Year Plans, investments
In rail transport under the Second Five Year Plans in the European Sat-
ellites are to be of an intensive rather than an extensive nature,
geared primarily toward improving and modernizing rather than extending
railroad facilities.
Planned investment in line construction appears to be di-
rected for the most part toward much-needed track overhaul. Length of
track to be overhauled includes 3,000 to 4,500 km, approximately 34
percent of total kilometrage, in Czechoslovakia; 3,000 km, or 29 per-
cent of total kilometrage, in Rumania; and 2,400 km, or 27 percent of
total kilometrage, in Hungary. The East German Plan calls for a rather
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modest 1,750 km, or 12 percent of total track kilometrage, to be over-
hauled during 1956-60. In Czechoslovakia, 3,860 km and in Hungary,
1,600 km of track are to be made capable of withstanding 18- to 20-ton
and 22-ton axle loads, respectively. Double tracking is to be com-
pleted on 170 km of line in Hungary and 134 km in Rumania. In Poland,
5.1 percent of total railroad investment is to be devoted to construc-
tion and reconstruction of second tracks.
Expansion and modernization of yards as well as improvement
of signaling are included in the Second Five Year Plans of the various
Satellites. Important yards are to be equipped with automatic switches
and car retarders, and loading is to be further mechanized in several
of the countries. The length of station sidings and yard tracks is to
be increased to accommodate heavier trains in both Hungary and Rumania,
and in the former country, several important stations are to be re-
built. Improvement of communications and signaling facilities is
stressed in the plans of all the Satellite countries except Albania.
In East Germany the length of line equipped with automatic block sig-
naling by 1960 is to be 15 times that in 1955. Automatic block signal-
ing is to be installed on 300 km of line in Rumania, more than 282 km
In Czechoslovakia, and 200 km in Hungary. The Polish Five Year Plan
calls for a "considerable" increase in the number of line block and
automatic block systems.
An outstanding feature of the new Satellite plans for rail
transport is the provision for the beginning of a changeover from steam
to electric and diesel* motive power. Railroad electrification plans
in the northern Satellites are ambitious. Second Five Year Plans call
for electrification of 933 km of line in Poland, 750 km in Czechoslo-
vakia, and 380 km in East Germany. It should be recognized, however,
that past electrification plans in both the Satellites and the USSR
have not been met. Plans call for the acquisition of 44o diesel and
284 electric locomotives in Czechoslovakia, more than 400 diesel and
electric locomotives in East Germany, 300 diesel and 30 electric loco-
motives in Hungary, and an unspecified number of diesel locomotives in
Rumania. Poland has not announced plans with regard to rolling stock,
but electrification plans suggest that sizable additions to the elec-
tric locomotive inventory will be made. Diesel and electric locomo-
tives, which handled only an insignificant volume of traffic in 1955,
are to account for 18 percent of total rail traffic in the European
* The term diesel means both diesel-electric and diesel-mechanical.
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Satellites in 1960. 11?/ These two types of motive power are to handle
25 percent of railroad traffic in both Hungary and Czechoslovakia by
1960. 89/
Although steam locomotives will continue to be the prin-
cipal type of motive power on railroads in the European Satellites in
1960) it is obvious that significant steps toward the modernization
of motive power are planned. In spite of the high initial cost and
need to import diesel fuel (or crude oil for manufacture of diesel
fuels), these countries have apparently become convinced of the many
advantages of diesel compared with steam operation, including greater
flexibility, lower maintenance costs) less time in maintenance, more
efficient fuel utilization, less wear and tear on roadbed and track,
and other points of superiority. Likewise) the advantages and econ-
omies of electric over steam locomotives on lines of high train den-
sity appear to outweigh high initial costs.
Freight car parks are to be expanded during the Second
Five Year Plan period in all of the Satellites, with the possible ex-
ception of Albania. In Czechoslovakia, 36,000 freight cars) most of
which will be 4-ax1e cars, are to be added to the park. The East Ger-
man freight car park is to be increased by 39)600 2-axle units of
higher average capacity than the present cars. The Hungarian plan
calls for the addition of 11,000 high-capacity freight cars. In Ru-
mania, 12,000 to 13,000 freight and passenger cars, in terms of 2-
axle units, are to be added to the rolling stock park. The Polish
Five Year Plan does not specify the number of cars to be acquired)
but allocates 22.4 percent of total railroad investment to the pur-
chase of rolling stock and states that 60 percent more freight cars)
In terms of 2-axle units (41 percent more in terms of physical units),
are to be added to the park than were during 1951-55. The announced
plan for Albania makes no reference to rolling stock.
2. Highway.
Following the same general pattern as that for railroad
construction, investments in road construction under the Second Five
Year Plans in the European Satellites are to be directed primarily
toward modernizing the existing road net. Emphasis is placed on
paving and otherwise improving roads and providing them with dust-
free surfaces. The Czechoslovak plan stands out in this respect,
calling for the paving of 15,000 km of roads, improving 50 percent
of all gravel roads, and increasing the percentage of dust-free roads
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from 24 to 29 percent of the total network. Only in Poland, where 3)000
km of new roads are planned) is new road construction significant.
Increases in truck inventories are planned in the Satel-
lites, but these appear to be modest in comparison with planned traf-
fic increases.
3. Inland Water.
Plans for inland water transportation in the European Sat-
ellites indicate that relatively little attention is to be devoted to
developing this form of transportation in the Second Five Year Plans.
Principal emphasis appears to be directed toward expanding and modern-
izing fleets and improving port loading and unloading facilities. In
Czechoslovakia, 32 tugs, 7 freighters, and 52 barges are to be acquired
In the 1956-60 plan period; and in Hungary) 15 tugs and 50 barges are
to be added to the fleet. The state-owned inland water fleet in East
Germany is to be expanded through the addition of new barges and motor
vessels, and 30 percent of the state-owned barge fleet is to be motor-
ized by 1960. Port loading capacity in East Germany is planned to in-
crease 15 percent by 1960 above the level of 1955. In Rumania the in-
dex of mechanized loading in ports is to increase 60 to 65 percent) and
the ports of Braila and Galati are to be developed during the 1956-60
plan period.
C. Operations.
In spite of plans for increased investment in the transport
sectors of all of the European Satellites except Albania, these coun-
tries apparently intend to continue policies of operating at near ca-
pacity in the 1956-60 plan period. Fulfillment of traffic plans in
all Satellites appears to be contingent upon further improvement in
operating efficiency. Consequently, the economies of the European
Satellites will probably continue to be plagued during the remainder
of the 1956-60 plan period with recurring local transportation diffi-
culties of a temporary nature similar to those being experienced at
present.
1. Railroad.
Percentage increases in freight traffic envisaged in the
Second Five Year Plans of most of the European Satellites appear to
exceed planned increases in freight car inventories. In East Germany,
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for example, assuming that planned freight car additions represent net
additions to the freight car park) the freight car inventory is to in-
crease about 27 percent,* but traffic is planned to increase 32 percent
by 1960. Assuming that these cars represent a gross addition to the
park from which retirements must be deducted, the difference between
planned percentage growth in inventory and in traffic is even greater
(this may be partly offset, however, because the new cars are planned
to be of higher capacity than the retired cars). This disparity is
apparently to be resolved by reducing freight car turnaround time 10
percent and by increasing the average load per car 4 percent by 1960.
The Czechoslovak Second Five Year Plan calls for an increase of about
31 percent** in the freight car park, assuming planned freight car
acquisitions represent net additions to the park, compared with a
planned increase of 35 percent in freight traffic. To offset this
difference, freight car turnaround time is to be lowered 14.3 percent)***
and average net load per loaded freight car is to increase 8 percent
by 1960. Other Satellite railroad plans reveal similar disproportions
between planned increases in freight car inventories and freight traf-
fic and anticipate similar compensating increases in operational effi-
ciency in the 1956-60 plan period.
2. Other.
Available data for types of transportation other than rail-
roads permit only rough comparisons between planned transportation ca-
pacity and planned traffic performance. Fulfillment of highway traf-
fic plans will apparently depend upon more effective utilization of
equipment to an even larger degree than will fulfillment of railroad
traffic plans. In Czechoslovakia and Rumania, the only countries for
which comparative data are available, truck inventories are to increase
by 50 and "more than" 100 percent, respectively, and truck freight
traffic is to increase by 235 and 150 percent. Although these inven-
tory data ignore such considerations as increases in truck capacity and
the increased use of trailers, it appears that substantial improvement
In utilization of equipment will be necessary if traffic goals are to
* Based on a 1955 inventory of 145,250 freight cars 52/ and planned
additions of 39,600 2-axle cars of higher unit capacity than those
presently employed on the East German railroads.
** Based on an estimate of 115,900 units for the 1955 freight car
park. 51/
*** Computed from turnaround figures of 4.2 days for 1955 52/ and
3.6 days planned for 1960.
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be met. A similar pattern is believed to hold true in the other Sat-
ellites, because highway transportation plans of most of these countries
include provisions for increasing the utilization of truck loading ca-
pacity.
Fleet inventory data announced in the Satellite Second
Five Year Plans for inland water transport do not permit statistical
comparison of planned traffic and fleet increases. In East Germany,
however, barge turnaround time (state-owned fleet) is to decrease 55
percent; and in Hungary, ton-kilometer performance per vessel per day
Is to increase 24 percent under the plan provisions. It is believed
that in these countries, as well as in other Satellites, planned in-
creases in fleet inventories are modest relative to planned traffic
increases.
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APPENDIX A
STATISTICAL TABLES
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Table 2
Freight Traffic Performance by Inland Transportation
in the European Satellites 21*
1938, 1948-56, and 1960 Plan
Million Net Ton-Kilometers
Country
and Type of Transport
1938
1948
1949
1950
1951
1952
1953
1954
1955
1956
1960
(Plan)
Albania
Railroad
Negligible
0.006
0.007
0.009
0.01
0.012
0.014
0.016
0.019
0.019
0.034
Highway
Inland water
0.01
Negligible
0.029
Negligible
0.037
Negligible
0.047
Negligible
0.063
Negligible
0.076
Negligible
0.092
Negligible
0.099
Negligible
0.122
Negligible
g: 37:25
010 g0022
Total
0.01
0.035
0.044
0.056
0.073
0.088
0.106
0.115
0a41
oa66
0.307
Bulgaria y
Railroad
1.08
1.96
2.43
2.75
3.07
3.40
3.98
4.16
4.54
5.08
5.44
Highway
0.048
0.067
0.072
0.079
0.083
omW
0a35
0a35
0.167
0.178
0.250
Inland water
0.1
0.778
0.832
0.845
0.947
1.06
1.16
1.56
1.79
1.72
2.72
Total
1.23
2.80
3.34
3.87
4.10
4.55
5.28
5.85
6.5o
6.98
8.41
Czechoslovakia 4/
Railroad
11.2
14.3
16.1
18.8
22.1
23.9
26.3
28.5
31.7
34.3
42.8
Highway
0.1214/
0.363
0.422
0.491
0.571
0.644
0.744
0.955
1.00
1.10
1.26
Inland water
1.64
0.629
0.700
0.806
1.05
1.19
1.26
1.26
1.48
1.55
1.86
Total
13.0
15.3
17.2
20.1
?LI
25.8
28.4
34.2
37.0
45.9
East Germany ?/
Railroad
22.l!/
10.8
13.9
16.5
19.3
20.9
24.5
26.5
28.8
31.1
38.0
Highway
0.8
1.46
1.65
1.94
2.20
2.40
2.57
2.94
3.19
3.48
4.44
Inland water
4.5
1.06
1.13
1.58
1.80
1.71
1.74
1.74\
2.17
2.27
3.08
Total
27.4
13.3
16.7
20.0
23.3
25.0
28.8
31.2
/!._
36.9
45.6
Hungary e
Railroad
3.044/
3.92
4.54
5.41
6.26
7.43
8.15
8.15
8.78
8.16
11.0
Highway
0.114/
0.241
0.246
0.237
0.381
0.566
0.766
0.826
0.868
0.809
1.41
Inland water
0.5
0.410
0.443
0.538
0.745
0.844
0.918
0.906
0.847
0.740
1.24
Total
112
4.57
5.23
6.19
/:22
8.84
9.84
10.5
13.6
* Footnotes for Table 2 follow on p. 29.
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Table 2
Freight Traffic Performance by Inland Transportation
in the European Satellites Li./
1938, 1948-56, and 1960 Plan
(Continued)
Million Net Ton-Kilometers
CountrY
and Type of Transport
1938
1948
1949
1950
1951
1952
1953
1954
1955
1956
1960
(Plan)
Poland 13/
Railroad
22.4
28.3
32.7
35.1
38.5
40.3
44.6
48.2
51.9
51.9
60.3
Highway
0.044
0.110
0.130
0.210
0.380
0.514
0.842
1.17
1.56
1.65
3.05
Inland water
0.456
0.227
0.334
0.264
0.339
0.557
0.593
0.574
0.774
0.596
0.530
Total
28.6
12?2
Rig
41.4
46.0
49.9
54.2
?1.2
Rumania
Railroad
5.80
5.64
6.6o
7.60
9.00
10.6
12.0
12.0
14.1
15.3
19.0
Highway
0.008
0.0W
0.025
0.042
0.072
0.122
0.172
0.221
0.272
0.286
0.680
Inland water
1.04
0.420
0.635
0.669
0.711
0.752
0.797
0.894
0.649
0.496
1.10
Total
6.84
6.07
7.26
Lai
222
11.5
13.0
13.1
15.1
16.0
20.7
Total European SateLlites
Railroad
65.54/
64.8
76.2
86.0
97.9
107
120
126
140
145
177
Highway
1.14 ii/
2.28
2.58
3.05
3-75
4.45
5.35
6.35
7.18
7.64
11.3
Inland water
8.254/
3.52
4.07
4.70
5.59
6.10
6.47
6.94
7.78
7.38
10.6
Grand total
1'1,2 g
To.6
132.9
93.7
141
1-22
a. estimates are derived from announced figures and announced indexes and/or percentage increases. In some cases,
particularly inland water transport estimates, ton-kilometer estimates are based on estimates of tons originated derived in the above manner and esti-
mated average lengths of haul and/or inventory data. I Imethodology can be obtained from the appropriate branch. Plan figures are
based on performance estimates for 1955 and announced percentage increases (see Appendix B). Totals are derived independently from unrounded figures
and do not always agree with the (Wm of their rounded components.
b. Bulgaria is presently operating on a 1953-57 plan period. The plan figures for 1960 are projected from the 1953-57 Plan, which calls for the
following percentage increases in traffic in 1957 compared with 1952: railroad transport, 50 percent; highway transport, 100 percent; and inland
water transport, 77 percent. 99/
c. Railroad and highway transport estimates for 1946 and 1953-56 are from 99/.
d. 1937.
e. Estimates for 1950-55 are from 95/ and represent net operating ton-kilometers.
f. 1936.
g. Estimates for 1949-55 are from 9?/. - 29 -
h. Estimates for 1949-56 are from 51/.
i. Estimates for 1948, 1950, and 1955-56 are from 9?/.
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Table 3
Index of Freight Traffic Performance by Inland Transportation
in the European Satellites
1951-55
1950
= 100
Country
and Type of Transport
1951
1952
1953
1954
1955
Albania
Railroad
111.1
133.3
155.6
177.8
211.1
Highway
134.0
161.7
195.7
210.6
259.6
Total
130.4
157.1
189.3
205.4
251.8
Bulgaria
Railroad
111.9
123.7
145.1
151.3
165.2
Highway
105.1
122.8
170.9
170.9
211.4
Inland water
112.1
124.9
137.3
184.9
212.2
Total
111.8
123.9
143.8
159.4
177.0
Czechoslovakia
Railroad
117.4
127.3
140.2
151.5
168.8
Highway
116.3
135.2
157.6
194.5
204.5
Inland water
130.5
147.5
156.3
156.3
184.2
Total
117.9
128.3
141.3
152.8
170.3
East Germany
Railroad
116.8
126.9
148.6
160.5
174.8
Highway
113.2
123.6
132.1
151.4
164.2
Inland water
113.8
108.1
110.1
110.3
137.3
Total
116.2
125.1
143.9
155.7
170.8
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Table 3
Index of Freight Traffic Performance by Inland Transportation
in the European Satellites
1951-55
(Continued)
1950
= 100
Country
and Type of Transport
1951
1952
1953
1954
1955
Hungary
Railroad
115.7
137.2
150.6
150.5
162.2
Highway
160.8
238.8
323.2
348.5
366.2
Inland water
138.5
156.9
170.6
168.4
157.4
Total.
119.4
142.8
158.9
159.6
169.6
Poland
Railroad
109.7
114.8
127.0
137.3
147.9
Highway
181.0
244.8
401.0
557.1
741.0
Inland water !4/
101.5
166.8
177.5
171.9
231.7
Total
110.4
116.6
129.6
140.6
152.7
Rumania
Railroad
118.4
139.5
157.9
157.9
185.5
Highway
171.4
290.4
409.5
526.2
647.6
Inland water
106.3
112.4
119.1
133.6
98.3
Total
117.7
138.4
156.4
157.6
181.7
Total European Satellites
Railroad
113.8
124.4
139.5
148.8
162.8
Highway
122.9
145.9
175.4
208.2
235.4
Inland water
118.9
129.8
137.7
147.7
165.5
Grand total
114.2
124.9
140.9
150.5
165.4
a. Because 1950 was an unusually low year for Polish inland
water traffic, 1949 is used as the base year.
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Table 4
Average Annual Rates of Growth in Freight Traffic Performance
of the European Satellites
1949-50, 1951-55, and 1956-60 Plan
Percent
Country
and Type of Transport
1949-50
1951-55
1956-60 Plan
Albania
Railroad
22.5
16.1
12.3
Highway
27.3
21.0
15.4
Total
26.5
21.9
15.2
Bulgaria
Railroad
18.5
10.6
Highway
8.6
16.1
Inland water
4.2
16.2
Total
14.5
12.1
Czechoslovakia
Railroad
14.7
11.0
6.2
Highway
16.3
15.4
4.6
Inland water
13.2
13.0
4.6
Total
14.7
11.2
6.1
East Germany
Railroad
23.8
11.8
5.7
Highway
15.3
10.4
6.8
Inland water
22.1
6.5
7.3
Total
22.8
11.3
5.9
Hungary
Railroad
17.5
10.2
4.5
Highway
-0.8
29.6
10.1
Inland water
14.5
9.5
7.9
Total
16.4
11.1
5.4
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Table 4
Average Annual Rates of Growth in Freight Traffic Performance
of the European Satellites
1949-50, 1951-55, and 1956-60 Plan
(Continued)
Percept
Country
and Type of Transport
1949-50
1951-55
1956-60 Plan
Poland
Railroad
11.4
8.1
3.0
Highway
38.2
49.3
14.4
Inland water
7.8
15.0W
-7.3
Total
11.4
8.8
3.4
Rumania
Railroad
16.1
13.2
6.1
Highway
148.0
45.3
20.1
Inland water
26.2
bJ
11.1
Total
18.3
12.7
6.5
Total European Satellites
Railroad
15.2
10.2
4.8
Highway
15.7
18.7
9.5
Inland water
15.5
10.6
6.4
Grand total
15.2
10.6
5.0
a. 1950-55.
b. The concept of average annual rate of growth is meaning-
less here, inasmuch as performance rose 134 percent between
1950 and 1954 but dropped in 1955 to a level below that of
1950. Statistically the period would show a slight annual
decrease.
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Table 5
Distribution of Inland Freight Traffic
In the European Satellites
by Type of Transport
1938, 1950, 1955) and 1960 Plan
Percent of Total
Type of Transport
1938
1950
1955
1960 Plan
Railroad
87.5
91.8
90.3
89.0
Highway
1.5
3.3
4.6
5.6
Inland water
11.0
4.9
5.1
5.4
Total
100.0
100.0
100.0
100.0
a. Excluding pipeline and air traffic.
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APPENDIX B
SECOND FIVE YEAR PLANS FOR INLAND TRANSPORTATION
IN THE EUROPEAN SATELLITES, 1956-60
1. Albania.*
a. Freight Traffic.
The index of the planned level of inland freight traffic for
1960 (1955 = 100) is as follows:
Railroad 181
Highway 205
Inland water 219 100/
Total (computed) 203
b. Operations (Highway).
Coefficient of vehicle utilization to increase from 57 to
68 percent.
Labor productivity to increase 49 percent.
Costs to decrease 20 percent.
c. Capital Investment.
Investment funds allocated to transportation to be 2,011 mil-
lion leks (US $4o million), or 9.2 percent of total investment.
(1) Railroad.
No new railroad lines to be constructed.
* Data are from 92/ unless otherwise indicated.
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(2) Highway.
(a) Routes.
57 km of new roads to be built including the Ulze-
Burrel, Milot-Ulze, Fier-Vlore, Burrel-Klos, and
Elbasan-Pishkas roads).
(b) Vehicles.
Transport capacity to increase 89 percent.
More than 500 vehicles to be imported.
More than 400 trailers to be imported.
More than 50 percent of vehicles to be equipped with
trailers.
2. Czechoslovakia.
a. Freight Traffic. 101/
The index of the planned level of inland freight traffic for
1960 (1955 = 100) is as follows:
Railroad
135
Highway
125
Inland water
125
Total (computed)
134
b. Operations (Railroad). 102/
Freight car turnaround time to be lowered to 3.6 days.
Average net load per loaded freight car to increase 8 percent,
to 17 tons.
Average gross weight of freight trains to increase to 935 tons.
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c. Capital Investment.
(1) Railroad.
(a) Fixed Facilities.*
750 km of line to be electrified (electrification of
Usti nad Labem - Ceska Trebova - Kosice and Prague-
Kolin lines should be completed). 104/
Electrification of the Hranice-Bohumin line to be
started.
General overhaul df track to be increased from 600 to
900 km annually.
3,860 km of track to be replaced with rails capable
of withstanding an 18- to 20-ton axle load. 105/
At least 5 classification yards to be equipped with
automatic switches and car retarders and 17 yards
with wireless communication facilities.
Mechanization of loading to be increased by 80 per-
cent.
Automatic block signaling to be installed on 282 km
of line and expansion of this signaling to be carried
out on the Usti nad Labem - Nymburk - Kahn and Prague
Ceska Trebova lines.
(b) Rolling Stock. 106/
284 electric locomotives and 440 diesel locomotives
(up to 1,200 horsepower) to be acquired.
36,000 freight cars (mostly 4 axle) to be acquired.
(2) Highway. 107/
15,000 km of dirt roads to be made dust free.
Length of dust-free roads to increase from 24 to 29 per-
cent of total network.
50 percent of gravel roads to be improved.
Truck inventory to increase by 50 percent. 108/
* Data are from 103/ unless otherwise indicated.
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(3) Inland Water. 109/
32 tugs, 7 freighters, and 52 barges
to be acquired.
Construction of transshipping center
to be completed, and reconstruction
Komarno ports to be begun.
3. East Germany.*
a. Freight Traffic.
The index of the planned level of inland
1960 (1955 = 100) is as follows:
Railroad
132
Highway
139
Inland water
142
Total (computed)
133
(including 6 tankers)
at Loubi nad Labem
of Bratislava and
freight traffic for
b. Operations.
(1) Railroad.
Labor productivity to increase 14 percent.
Freight car turnaround time to decrease 10 percent.
Average net load per loaded freight car to increase 4 per-
cent.
Locomotive utilization to increase 10 percent.
Operating costs to decrease 8 percent.
Specific fuel consumption to decrease it percent.
(2) Highway (Socialized Sector).
Utilization of loading capacity to increase 35 percent.
Labor productivity to increase 24 percent.
Operating costs to decrease 13.5 percent.
(3) Inland Water.
Ship turnaround time in the socialized sector of inland
water transport to increase 55 percent.
* Data are from 110/ unless otherwise indicated.
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Labor productivity to increase 73 percent.
Operating costs to decrease 28 percent.
c. Capital Investment.
Investment funds allocated to transportation to be 7,084 mil-
lion DME (US $31191 million) (computed), or 16.1 percent of total in-
vestment.
(1) Railroad.
Railroads to receive twice the amount of investment funds
received in 1951-55. 111/
(a)
Fixed Facilities.
350 km of track to be replaced annually.
380 km of track in the central German industrial area
to be electrified.
Length of track equipped with fully automatit block
signaling to be increased 15 times.
13 automatic humping installations and about 30 auto-
matic car retarders to be put into operation in classi-
fication yards.
Centralized traffic control to be developed, with in-
stallation beginning in 1958.
(b) Rolling Stock.
Freight car park to be enlarged by 39,600 2-axle units
(75 percent of new cars to be of large-capacity type).
More than 400 diesel and electric locomotives to be
acquired. 112/
(2) Highway.
Funds available for construction and maintenance to be in-
creased 52 percent.
The number of highway maintenance and construction enter-
prises to increase.
Road construction and maintenance to be mechanized.
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(3) Inland Water.
Port loading capacity to increase 15 percent.
Capacity of state fleet to be increased through addition
of new barges and motor vessels.
Motorized barges to comprise 30 percent of total barge
fleet.
U. Hungary.*
a. Freight Traffic.
The index of the planned
level of inland freight traffic for
1960 (1955 = 100) is as follows:
Railroad
125
Highway
162
Inland water
146
Total (computed)
130
b. Operations.
(1) Railroad
Average
Average
16 tons
Average
(2) Highway.
?
freight car turnaround time to decrease to 3.8 days.
net load per loaded freight car to increase to
load per train to increase to 740 tons.
Utilization of loading capacity to increase 12 to 15 per-
cent.
(3) Inland Water.
Ton-kilometers per vessel per day to increase 24 percent
through increasing speed of operation.
* Data are from 113/ unless otherwise indicated.
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c. Capital Investment.
Investment funds allocated to transportation and communications
to be 10,400 million forints 114/ (US $885.9 million), or 13.5 percent
of total investment. 115/
(1) Railroad.
Investment funds allocated to railroad transport to be
5,300 million forints 116/ (JS $541 million).
(a) Fixed Facilities.
530 km of industrial sidings to be constructed.
170 km of line to be double tracked (should render
Miskolc4.1jszasz, Szolnok-Debrecen, and Budapest-
Szekesfehervar lines completely double tracked).
2,400 km of track to be renovated (1,600 km to be
made suitable for 22-ton axle load).
Electrification to be completed on Budapest-Hatvan
line and to be begun on Budapest-Szolnok line. 117/
Length of station sidings to increase from 38 to
42 percent of total length of rail network.
The following stations to be completely or partly
rebuilt: Gyor, Hatvan, Debrecen, Szolnok, Zahony,
and several stations of secondary importance.
200 km of line to be equipped with automatic block
signaling.
(b) Rolling Stock.
300 diesel, 30 electric, and 120 steam (to replace
steam locomotives to be scrapped) locomotives to be
put into service.
11,000 high-capacity freight cars to be put into serv-
ice.
(2) Highway.
Budapest-Tatabanya, Budapest-Salgotarjan, and Miskolc-Ozd
highways to be hard surfaced.
1,700 km of trunk road to be provided with dust-free sur-
face.
17,000 new trucks to be put into service.
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(3) Inland Water.
15 motor tugs to be put into service.
Fifty 1,000-ton barges to be put into service.
5. Poland.
a. Freight Traffic.
The index of the planned level of inland freight traffic for
1960 (1955 = 100) is as follows 118/:
Railroad
116.6
Highway
196.0
Inland water
68.5
Total (computed)
118.2
b. Operations (Railroads). 119/
Average freight car turnaround time to decrease 9.8 percent.
Average net load per loaded freight car to increase 8.6 per-
cent.
Average gross load per train to increase 8.5 percent.
Commercial speed of trains to increase 12.7 percent.
Average daily run of trains to increase 5.5 percent.
c. Capital Investment.*
Investment funds to be allocated to transportation and commu-
nications to be 30,150 million zlotys (US $7,537 million), or 10.0 per-
cent of total investment. 121/
(1) Railroad.
Railroads to receive 31 percent more investment than in
the Six Year Plan (1950-55).
(a) Rolling Stock.
22.4 percent of total railroad investment to be allo-
cated for purchase of rolling stock.
* Data are from 120/ unless otherwise indicated.
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60 percent more freight cars in terms of 2-axle units
(41 percent more in terms of physical units) to be
added to the freight car park than were added in
1951-55. 122/
(b) Fixed Facilities.
20.4 percent of total railroad investment to be allo-
cated for development of stations and junctions.
5.1 percent of total railroad investment to be allo-
cated for reconstruction and construction of double
tracks.
14.1 percent of total railroad investment to be allo-
cated for electrification of about 933 km of line,
including the Stalinogrod-Breslau and Stalinogrod -
Krakow - Nowa Hute,lines as well as completion of the
Warsaw-Stalinogrod line.
Number of line blocks and automatic block signal sys-
tems to be increased.
Laying of 1,000 km of line (presumably including double
tracking, new lines, and other track).
(2) Highway.
3,000 km of new roads to be constructed.
6,000 km of existing roads to be modernized.
Truck park to be increased 35 percent. 123/
6. Rumania.*
a. Freight Traffic.
The index of the planned level
(1955 = 100) is as follows:
* 124/
Railroad
Highway
Inland water
Total (computed)
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of freight traffic
130 to 135
250
165 to 170
132 to 138
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b. Capital Investment.
Investment furids to be allocated to transportation and commu-
nications to be more than 12,650 million lei (US $2,013 million), or
11.5 percent of total investment.
(1) Railroad.
(a) Fixed Facilities.
134 km of single track lines to be double tracked
(Ilia - Vintul-de-Jos, Razboieni-Apahida and Podul-
Olt - Sibiu sections).
Sidings and shunting lines to be lengthened.
Capacity of Pojorata-Floreni (48 km on Dej-Darmanesti
line) and Deva-Pestera (83 km on Craiova-Arad line)
sections to be increased.
At least 3,000 km of track to be rebuilt with heavy-
duty rails.
3 or 4 principal shunting yards to be mechanized.
Automatic block signaling to be installed on 300 km
of line.
(b) Rolling Stock.
450 to 500 locomotives to be put into service, includ-
ing high-powered diesel electric locomotives.
12,000 to 13,000 2-axle freight and passenger cars to
be put into service.
(2) Highway.
(a) Fixed Facilities.
2,200 to 2,500 km of roads to be modernized (cement
surface predominant).
2,000 km of roads to be repaired.
(b) Motor Vehicles.
Motor transport park to more than double.
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(3) Water (Inland and Maritime).
(a) Ports.
Ports of Constanta, Braila, and Galati to be developed.
Index of mechanization of loading to be increased 60 to
65 percent.
(b) Fleets.
Capacity in tons,to be 3.5 times the 1955 capacity.
At least 8 medium and small vessels to be built and 5 or
6 large vessels to be imported.
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APPENDIX C
METHODOLOGY
Data on freight traffic performance are taken from official
announcements of the European Satellites. For years where absolute
figures are not available, estimates are based on announced indexes
and/or percentage changes. In some cases, ton-kilometer estimates
are based on tons-originated estimates, derived in the above manner
and divided by estimated average length of haul. Where no data are
available for a given year, estimates are based on extrapolation or
interpolation of past and planned future trends.
Investment data have been taken directly
from Satellite announcements.
The techniques utilized in estimating levels of operating effi-
ciency are given in some detail in the body of report. Measures
of operating efficiency which have been derived from freight traffic
performance, inventory, and estimates of employment are not strictly
comparable with those including passenger traffic performance. Be-
cause levels of operating efficiency are analyzed in relative rather
than absolute terms, however, the conclusions should not be affected.
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50X1
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hely ?
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benik
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?40?
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PRINCIPAL
RAILROAD ROUTES
in the
EUROPEAN SATELLITES
1957
5,0
10,0 15,0 Miles
100 150 Kilometers
SCALE 1:4,000,000
Principal railroad
Ni
12 Boundaries ore not necessarily those recognized by the U.S. Government. 16
11
Leskovac
Dubrovnik
?
Dirnitrovo Kazanluk
L. adornir
SOFIA
Stara Zagora
Sliven
Yambol
Burgas
uke Kukes
PriStina
N\ ?
Marek
Pazardzhik
Plovdiv
Blagoevgrad
Dimitrovgrad
Khaskovo
Lash
Peshkqek
NE Debar
Durres
NIA \
Elbasan
IP 9
Koroe
KOrdzhali
Nevrokop.
K
? Podkova
Istanbu
Vlone
0
.Permet/
Gjinokaster :
. ,......?
ISaranc
G RE
Alexandrotipolis
AEGEA
24
SEA
28
25323.1 10-57
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Figure 7
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