THE VOLUME AND NATURE OF INLAND WATER TRAFFIC IN THE USSR

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01093A000400040005-6
• Release Decision: RIPPUB
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• Document Creation Date: November 9, 2016
• Document Release Date: March 3, 1999
• Sequence Number: 5
• Publication Date: August 5, 1953
• Content Type: IR

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PROVISIONAL INTELLIGENCE REPORT
THE VOLUME AND NATURE OF INLAND WATER TRAFFIC
IN SHE USSR.
CIA/ER PR-36
{ORE Project 13?51)
5 August 1953
7 he data and com fusions contained in this report do
not necessary represent the final position of ORR
and should be regarded as provisional only and subject
to revision. Additional data or comments which may be
available to the. user are solicited.
"CIS D UMENT CONTAINS INFO ATION AFFECTING ThE NATIONAL
DEFENSE OF THE UNITED STATES WITHIN T MEANING OF THE
ESPIONAGE MAW, TITLE 18, USC, SECS. 793 AND 79k, THE S?
11I3SIOIi OR REVELATION OF WHICH IN ANY a?1NER AN U j UTH013ILED
PERSON T,9 PROHIBITED BY LAW.
DOCUMENT NO.
CENTRAL IWMLI ,1 E AGENCY NO CHANGE IN CLASS. E3
^ DECLASSIFIED
Ci-IANGED TO? T S C
CLASS.
NEXT REVIEW DATE:
AUTH: NR 7 ?2
DATE REVIEWER: 006514
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1. Vol . . . 0 O O 0 O O O 0 O O O O O O O O O 0
2 a Nstyy.e. . O O O 0 O 0 O 0 0 0 O O 0 O D O O O 0 O O
5
9
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B. Major Rotes and Systems . . . 0 O O O 0 O O O O O 0 a O O 17
1. Neva4Svir " -Lskk Omega System (Central- European
18
Basin) 0 0 o a o 0 o a a o o ? a o 0 0 0 0 o 0 a 0 0
2. Stalin (Whites Sea) Caned (Nortb rn European
Basin) 0 0 O O O 0 O 0 O O 0 0 C 0 0 0 O U 0 o 18
Sua awy a o 0 0 0 o a a 0 0 0 0 0 0 . 0 o a a o 0 0 o . o 0 o a
0 L.v t Q.c tion . 0 0 O 0 O O O O O 0 O 0 O O 0 0 0 0 0 0 O O O 0
II a Capabilities of the Soviet Inland Water Fleet a n a
Size and Quality . a o 0 o a o a 0 0 a 0 0 0 0 0 0 0 0 0
10 Size. 0 a 0 0 0 0 0 0 0 o a- a o o 0 a a c a 0 0 0 0 0
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a 0 Physical Condition. 0 0 0 0 0 o m o o a a o a a o
b. Operations. 0 0 0 o a a o 0 0 0 0 a 0 0
P o Over-All. Regional Capacities of Fleet and Port
1. Fleet Distrihaatic . a 0 a
2 0 Ports 0 0 O o O 0 a O O 0
3. Probable Trends 0 0 0 0 0
6. Fleet .a 0 o a a a 0 a
(1) size . a . . a a a
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((2)) Wality
Facilities a a o 0
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O 0 O O 0 a O O O O O O 0 a
O 0 O O O O 0 a 0 0 0 0 0 0
o n 0 0 0 0 0 0 -0 0 0 0 0 0
b. Ports o 0 0 0 o a 0 0
III. Soviet In] nd Shipping Operations
X0 N oi3 9.Nature o p o 0 0 0
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IV. Significance of Inland Water Traffic to the Economy
3. M riinskiy System (Northern European 18
Basin) * . . . . . . . . . .
4. Northern ~Dvina?River System (Northern European 19
Basin) . . 9 . . . ,
5. Western Dvina River (Northern European Basin) . . . 19
6. Volga-OkaKama.-Moskva River System, (Central 19
European Basin), . . . , . . . . . . . .
7. Dnestr.River System (Southern European Basin) . . ? 22
8. Dnepr River and Dnepr-Bug Canal System 22
Southern European Basin). . . . . . ? . . .
9. Don River (Southern European Basin) . . . . . . . . 24
10, Amu Darya R iver Lake Aral System 2
(Eastern European Basin)... . . . . . . . .
11. obe-Irtysh-Tobol-Tom" River System
Eastern (Siberia) Basin) . . . . . . . . . . . . . 25
12. Yenisey-Angara-Selenga River System 26
(Eastern (Siberia) Basin). . . . . . . , . . . .
13. Lena. River System (Eastern (Siberia) Basin) . . . 26
14. Kolyma River System (Eastern (Siberian.) Basin) . . . 28
15. Amos-Ussuri-Sungari River System 29
(Eastern (Siberia) Basin). . . . . . . .
16. V. I. Lenin Volga-Don Ship Canal (Southern 29
European.Basin) . . . . . . . . . . . . . . . .
17. Danube River (Southern European Basin}. . . . . . 30
of the USSR . . . . . . . . . . . . . . . . . .
Appendix A. Soviet River Traffic: PrincVa1 Cargoes in Selected 35
Ports . . . . . . . . . . . . . . . . . . .
Appendix B. Methodology . . . . . . . . . . . . . . . . . . . . 38
Appendix C. Gaps in Intelligence . . . . . . . . . .. . . . . . 39
Appendix D. Sources and Evaluation of Sources . . . . . . . .
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I A I
A 1
2. Size of the Soviet Inland Water Fleet., Selected. Years,
10 Volume of Soviet Inland Water Transport (including Towed
Lumber'). , 1925-52 p n a 6 0 a v o o v 0 0 0 v v O 0 0 v
by B isin', ? firth Five Year Plans 1950 e o a a o 0 0
1952 e n o 0 0 0 o 0 o o 0 0 0. o o 0 0 0 0 0 v o o v 0 11
4. rPst te,6 Daily Cargo Capacity of 200 River Ports in the USSR,
1913 to 1952 O O O O b O 0 . 4 V O O 2 0 0 O O
Die ribwtion of the Soviet Inland Water Fleet Capacity
Nature of Soviet Inland Water Traffic., Selected Years, 1913
to 1945 O -O O O O O 3 O O O O O 0 O O O O O O O 0 6 O O 0 ? O 12
6. Distribution of Soviet Inland Water Traffic by Basin, 1940
end 1950 Plait o 0 o u o 0 0 0 o v v o a o 0 0 0 a o 0 0 0. 16
59
Major Commodities Transported by the Soviet Inland. Water 1
Fleets 1950 Plan q o o v 0 o 0 0 0 o v 0 0 0 0 0 0 0 0 0 0 17
8. Typical Transfer Points for Soviet Inland Water Traffic . a . 33
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CIA/RR PR-36
((ORB Project 13-51))
SECURITY INFORMATION
THE VOLUME AID NATURE
OF INLAND WATER TRAFFIC IN ME U$SR*
2EM- ry
The Soviet inland water fleet is estimated to comprise about 5,000
self-propelled vessels ((passenger ships, freighters, and tugs) totaling
about 1 million horsepower and 9,100 non-self-propelled vessels (barges
arid lighters) with a total capacity of 7,932,000 metric tons. The severe
losses of World War 11 have been more than overcome, and. the fleet is
considerably larger than it was before the war. Reparations from the
Satellites, eLapecial.ly from East Germany., and an extensive domestic sal-
vaging program are largely responsible for the rapid recovery of the
fleet.
The Soviet inland water fleet is estimated to be in fair condition
Although barges In the fleet generally range from small craft of 80 to
800 metric tons, units up to 12,000 metric tons are reported to be in
use on std of the large rivers a Tugs used range up to 1,500 horsepower
on the large waterways anti from 30 to 250 horsepower on smt .l er routes o
Technicl developments in ship construction, including serial construction
and the use of steel rather than wood for construction, have contributed
to increased fleet efficiency. Considerable attention is being given to
improving com ications for vessel dispatching and control, which appear
to be very inefficient.
The Soviet inland water fleet is expected to continue to increase in
sine and quality during the next few years, but the increase will be
fairly slow. The self-propelled fleet is expected to expend at the rate
of from 6 to 3 percent, or 65,400 to 85,000 horsepower, ual.lyo Barge
capacity is expected to increase from about 7 to 10 percent, or about
600,000 to 800,0 uric tong, annually.
The performance of the Soviet inland water fleet is apparently very
poor. For example, during 1950, ships of the Volga Freight Ship Line
were idle 55.8 percent of the time. Poor work organization and poor
management at ports and wharves appear to be major factors in the in-
efficient operations of the inland water fleet.
This report contains information available as of March 1953
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The area from the Polish border east through the Volga system accounts
for the bulk of the Soviet inland water fleet. The, planned distribution
in 1950 allocated to that area 79 percent of the horsepower: of the self-
propelled fleet and 86 percent of the tonnage capacity of the non-self-
propelled fleet. Within that area the largest single concentration is
found in the Central European Basin.*
The USSR possesses an excellent network of inland water ports.. There
are at least 66 ports whose size, location., or traffic classify then as
of significance to Soviet inland water -traffic. Ports of major ii port ee
are scattered throughout the USSR, but there is a co ceYntration in the
area west of Astrakhan ? . Despite the fact that this area cc aprises less
than 15 percent of all Soviet territory, 38 of the major ports are west
of Astrakhana ? . About ones-fourth of all the important ports are located
on the Volga system (the Moscow CE na3. and the Volga, t: Oka, the Kama,
*rsd the Moskva rivers).
In 192:0 the ports in the Central European Basin accounted for 66.6
percent of all ton-kilometers of traffic handled, by the Soviet inland wale
systerlm; the Northern europeen Basin accounted for 14.3 percent; the
taster? . ? (Siberia) Basics, cc gpristng the area east of the: Urals and prob-
ably third in capacity, accounted for about 11.2 percent; &nd -the
thews Earr,ean Basin,, which is mostly around the Black Sea, with the
smallest capacity of all, accounted for only 5.9 percent Data on the
cargo capacity of individual ports are not available, but the Ministry
of the River Fleet (Glav odput?) has stated that )J!- river ports annually
handle over 500,000 metric tons of cargo, that 26 parts handle from
200,E to 500,000 metric tons, and that .30 ports handle fro: 100,000 to
200,000 rrsctr?ic tons.
it is estimated that the volume of traffic carried by the Soviet
inland water system in 1951 reached 105.6 million metric tons, or 51
billion ton-kilometers. Traffic in 1952 was expected to total about
119 million metric tons, or about 59 billion ton-kilometers.
Soviet inland water traffic consists primarily of bulk cargoes. The
major item of traffic is lumber, which is usually towed in rafts but which
also constitutes a large portion of barge traffic. Other important barge
cargoes are building materials, petroleum, grain, coal, and salt. Although
~A!re are numerous inland water routes and system in the USSR, Only 17
are of ma ~i or importance.
Basin is a terms used to describe an area drained by as group of rivers
its as contiguous geographic area.
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A significant measure of the value .of inland grater transport to the
USSR lies in the great emphasis which the Soviet government itself
presently places on river traffic, as seen from the extent of restoration
and construction programs.
Inland water transport is of considerable importance in the USSR today
and was evens more so in the slays of the Tsarist regime. Before the advent
of railroads, the rivers, seas, and lasses were virtually the sole inland
transport routes for domestic traffic and, at the saw time, furnished
routes to ocean ports for export cargoes.
The advent and expansion of the railroads changed this most total,
dependence on water transport. The shift was fairly gradual, however, and
in 1913 inland -rater traffic totaled 33.7 million metric tone and still
accounted for, the transportation of nearly one-third 01.9 percent) of all
do estic freight.
The Russian Revolution, with its widespread destruction. of the inland
Titer fleet and the Soviet policy of nearing industry into the interior
'c1 gely deficient in river transport),, decelerated the participation of
water transport in Soviet domestic traffic. By 1928 the share of inland
water transport in domestic traffic declined to 14.5 percent and in 1932
to 13.7 percent and on dawnwaard, so that a present inland water trans-
port carries only about 6 to 10 percent of all domestic freight. (This
trend in the volume of inland water traffic is shown in Table 1.))**
* Footnote references in arabic numerals are to sources listed in
Appendix .
Table 1 follows on P. .
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Vo1tu a of Soviet 3n]. Water Mransport
(including mod. der)
1925-52
Year
Metric Tons
Ton-Ki1ou titers
L1iuions)
1925
24.3 J
14.8 J
1926
32.8 J
19.8 J
1927
25.0
]J3,2
1928
18-33/,
15.9
1929
11
23.2
18.4
1930
ry
36.6
22 ;9
1931
1932
44.7
47.0
.2T.0 25.0 71
1933
44.7
25.8 5
1934
53,39
29.0
1935
64.7
33.9
1936
69.9
J
3 1.1/
1937
67.o J
33.0 J
1938
6646 J
32.0
193
73.0
35-07
l
1940
73.7 10
36.o
1941
N.A.
1942
N.A.
28.812/
1943
N.A.
29.4 ,_,w/
1944
N.A.
N.A.
1945
35.7 L3/
16.4 11
1946
39.3
20.4 b
1947
48.2
25.1 1
1
949
61.0 13
31.1~
9
,
X
73.8 1
37.6 llo
1950
81.2
45.2 J
1951
105.6 1
51.0 20
1952
u8.6 21
58:5 21
a. ERI a on the bass of data shotim for
b. Estimate from Soviet rail. data and average length
of haul reported from river transport in 19- 6 L4/
c. . The tom-kilovetors for 1950 divided by average
length of haul. In river transport plated for 1950. 17
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II. Capabilities of
Soviet Inland Water Fleet.
A. Size and Que1itZ.
1. Size.
There is little reliable or detailed information on the in-
ventory of the Soviet inland water fleet. The USSR has issued no com-
prehensive fleet statistics for a number of years, and estimates must
necessarily depend upon Western interpretations of deliberately vague
Soviet date.. Table 2 presents the best available statistics on the size
of the Soviet inland water fleet. The two types of vessels considered
are (e) self-propelled vessels (passenger ships, freighters, and tugs)
and (b) non-selfpropelled vessels (barges and lighters). The number of
self--propelled barges in the USSR is negligible.
Size of the Soviet Inland Water Fleet
Selected. Years. 1913 to 1952
Self-Propelled Vessels
Non-Self
Number
Horsepower
Capacity
Nitric Tons)
s
1913
5,302
1,039,000
23,149 22'./
13,678,000
1933
V
2,234
588,800
23/
7,024 23
5,514,000
1935
2,415 22
566,800
6,366 22
5,390,900
22/
1938
3,386
795,800
6,270
5,831,000
2
1939
2,250
723,000 22/
7,900 22,
8,060,000
2/
222 r
1941
4,060 /
744,000
1945
3,148 22/
' 61.0,000 22
5,644 22
3,800,000
1950
4,722 7
/
910,000
8,142
6,800,000
22
1951
4
911
982,800
q7
8,680 J
7,344,E
1952
,
5,032 :a/
i,061,400 ,/
9,376 c/
7,932,000
/
CIA, ORR, S7i eitiiuate, June 1952.
b. CIA, ORR, s/`lit estimate, based on data given for 1935-39.
c. CIA, ORR, s/TR estimate, on basis of Soviet figure (846 metric tons)
for average barge capacity. 24
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It is apparent from Table 2 that the losses of World War Il
have been recouped. The number of self-propelled vessels is double that
of 1939, and the horsepower of the self-propelled fleet is about 4+0 per-
cent more than in 1939. The number of non-self-propelled) vessels is
nearly one-fifth greater than in 1939. Carrying capacity is, however,
slightly less than in 1939, probably because of the loss of a large number
of barges on the Volga system during the war.
The progress toward rehabilitation and expansion of the Soviet
inland water fleet is all the more remarkable in view of- the devastation
suffered during the wac. The exact extent of such destruction has never
been ascertained, but the Ministry of the River Fleet (Glavvodput') has
stated that the USSR lost 4,280 self-propelled vessels and 4,029 non-
self-propelled vessels. 25 It should be noted, however, that the rapid
recovery of the fleet inventory has been brought about as much by re-
parations from the Satellites, especially from East Germany, and by an
extensive domestic salvaging program as it has by postwar construction in
Soviet shipyards. 26/
2. tAaal.it s
a. Phial (Condition.
Soviet inland water fleet is considered to be in fair
condition. Although many units are in poor condition, considerable effort
has been made since the end of World War II to improve both the fleet and
its operating efficiency. Information is available on the general
characteristics of the two main types of river craft, barges and tugs. It
is -known that most Volga River barges, tankers as well as dry-cargo barges,
range between 1,000 and 4,000 metric tons. Although some large (12,000-ton)
tankers are in use, and 1, 500- and. 3,000-ton barges are commonly used on
the large rivers, most barges range from 80 to 800 metric tons and have en
average draft of 0.6 to 1.5 meters. Tugs used on the large waterways range
up to 1,500 horsepower and are either screw-propelled or paddle-wheel-
propelled. On other waterways, tugs range from 30 to 250 horsepower and
are mostly paddle-wheel-propelled. (A shallow-draft, twin-screw type is
being developed.) Most freight and passenger boats used on Soviet water-
ways are old, and many are peddle-wheel-propelled.
The age of the Soviet inland. water fleet is a major factor
contributing to its present unsatisfactory status. In 1945, for example,,
55 percent of all tugs were over 25 years old. Barges are also well "beyond
the point of operating efficiency. In 1945, 30 percent of all barges in the
Soviet Fay East were over 20 years old, and those in Siberia were undoubtedly
much older. 201
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Since the end of World War II, considerable effort has
been expended to modernize the fleet and to improve its operations.
Soviet sources report numerous technical developments in recent years
which cut costs in all aspects of river transport. Technical developments
in construction have greatly increased barge carrying capacities. One
technical development is the trend toward the use of steel instead of the
more commonly used wood construction methods. Serial construction of.
single types of vessels has resulted in up to 50-percent reductions in
costs of construction. Greater cost reductions are forecast as a result
of the expansion of modern continuous-production methods. Electric welding
has resulted in a 5- to l0-percent saving ?of metal in the construction of
steel vessels as compared with old-style riveted vessels. ?9/ T re-
ssuai.: ing reduced w.reight and bulk of vessels has W de it possible to convert
morp rapidly frt n padti,.el wir-F51s to screw praat0-4ic n, with the `eeft 1.t that 41 percent of all diver vessel.:; built during the last 30 years have screw
propellers. Paddle-wheel units are, .however, extensively used, especially
in shallow waters. The new, large 1,200-horsepower paddle-wheel tugs are
claimed to exceed the best European and Soviet types by 10 to 15 percent
in cargo capacity. 30/
The increasing use of internal-combustion engines has re-
sulted in considerable savings in operating costs; 30 percent of the total
number of vessels are reported to be of this type. These compact engines
have made possible special fleets of small vessels which are suitable for
shallow rivers.
The use of modern diesels in place of oil-burning steam
engines has resulted in up to 75-percent reductions in fuel consumption.
On lines where steam engines are employed, the use of a new type of unit
with higher pressure, with water-tube boilers, and with more up-to-date
auxiliary mechanisms has also made it possible to reduce fuel consumption
considerably.
It appears that considerable attention is being given to
improved communication between vessels and dispatching and control points,
as well as between individual vessels. Ships in the Western regions are
being equipped with two-way radios. Complaints of poor operations, however,
indicate that equipment is not being used very efficiently. 31f Until
recently there was no organized training of radio operator specialists,
and merry ships' radio stations were idle because of a lack of trained per-
sonnel.. In some cases,, ship linen have given short training courses to
radio operators, but these courses are not at all, adequate. Ship-to-shore
c ications are in the experimental stage and are carried out very un-
satisfactorily. According to the schedule Approved by the Main Administration
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of Communications (Glavsvyaz'), shore radio stations on the Volga and
Kama rivers work on different schedules. For example, at Astrakhan' the
radio operates 2-r hours daily, but the station up the Volga at Saratov
is active only four times daily for periods of 1 hour. At Kuybyshev the
station is open all during the day but for only 15 minutes an hour at
night. All shore stations operate on different wave lengths, and each
has its own operating procedures and methods of radio traffic.
Part of the reason for confusion in radio communications
is that operating procedures are decided by individual ship lines according
to their own interests. For example, each ship line sets up aradio-net-
work within the area of its activity to satisfy its own requirements without
coordinating its work with the needs of other lines. 32_/
b. Operations3 .
The performance of the Soviet inland water fleet is
apparently very poor. For example, during the 1950 season, the Main
Administration of the River Fleet of the Central Basins (0lavtsentroflot)
did not organize operations properly, and the layover time of the freight-
carrying diesel ships was said to have reached enormous proportions. In
the Volga Freight Ship Line, ships were idle 55.8 percent of the time,
emd in the Moscow-Volga Canal Ship Line the figure reached 70.5 percent. 33/
Freight was delivered on schedule during 1950 by only
48 percent of the freighters of the Volga Freight Ship Line, 21 percent
of the freighters of the Northwestern Ship Line, 31 percent of the freighters
of the Lover Irtysh Ship Line, and 34 percent of the freighters of the
Yenissey Ship Line. In the Moscow-Volga Canal Ship Line, over 33 percent
of the freighters, and in the Volga Freight and Passenger Ship Line,
30 percent of the freighters made late deliveries.
Vessels are frequently held up because of poor work
organization and poor management at the ports and wharves. Time spent
during 1950 in loading and unloading operations in the river ports ex-
ceeded the established norms by 29 percent in the Ministry of the River
Fleet as a whole, 36 percent in the Volga Freight Ship Line, and. 30 per-
cent in the Kama ~?-11p, Line. 34
0iavtsentroflot evaluated this aspect of the fleet's
operations and issued a directive on 1.4 April 1951 which provided for the
organization of 12 ship lines, 9 of which were to go to Moscow. This
change probably represents reorganization of existing facilities. Self-
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propelled freighters were distributed among these lines. The directive
includes a freight shipment timetable, and to assure the shipment of non-
scheduled freight, 23 additional diesel ships were assigned to work on
route traffic.
B. Oven-A1.i ! . n Pegilaxmal Capacities of Fleet and Part Facilities.
1. Fleet Distribution.
Administratively and geographically the Soviet inland water
system is divided into four basins: (a) the Northern European Basin,
(b)) the Central European Basin, (c) the southern European Basin, and
(d) the Eastern (Siberia) Basin. The area from the Polish border east
through the Volga systena,which comprises the first three basins, contains
the bulk of the Soviet inland water fleet. The planned distribution in
1950 allocated. 79 percent of the self-propelled horsepower and 86 percent
of the non-self-propelled tonnage capacity to that area.
The high degree of concentration of.both tugs and barges in
the Central European Basin indicates clearly that the cargo transport
capacity of the Soviet inland water fleet is focused upon the Volga system
(che Moscow Canal and the Volga ; the Oka, the Kama, and tie Moskva r _vers) .
Distribution of the Soviet inland: water fleet capacity, by basin, Is shown
in e.b1e 3.
Table 3
Distribution of the Soviet Inland Water Fleet Capacity by Basin
Fourth Five Year Plan
1950
Fleet C
~
Basin
Thousand
BorsMower
Percent
of Total.
.Thousand
Metric Tons
Percent
of Total
Northern European
174.0
19.0
1,365.0
19.5
Central European
422.0
46.:
3,670.0
55.3
Southern European
124.0
13.6
770.0
11.0
Eastern (Siberia)
192.0
21.0
995.0
14.2
912
100.0
1.L4/6JC, .0
100.0
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According to the Fourth Five Year Plan (1946-50) the
Northern European Basin and the Eastern (Siberia) Basin are about ecual
in over-all cargo transport capacity. The Eastern Basin has more capacity
in self-propelled vessels, but the Northern European Basin leads in barge
capacity. The smallest portion of both tug horsepower and barge cargo-
carrying capacity is found in the Southern European Basin around the
northern and the western shores of the Black Sea. This apparent anomaly --
low watery transport capacity in an area of industrial activity -- is
explained by the facts that (a) rivers in the Southern European Basin are
generally poor routes for traffic because of floods and droughts and that
(b) many cargoes which migat normally travel by water go instead by rail.
2. Ports .
The USSR possesses an excellent network of inland water
ports. In the preparation of this report a primary list of about 250
ports was examined. These are situated throughout the USSR and vary in
size from such major installations as Moscow and Astrakhan', whose cargo
capacity approaches 25,000 metric tons daily, to small ports of primarily
local importance. There are, however, 66 ports whose size, location, or
traffic classify them as being of real significance to Soviet inland water
transport. (For the names, locations, and principal cargoes of these ports,
see Appendix A.)
Ports of major importance are scattered throughout the
USSR, but there is a concentration in the area west of Astrakhan' (approxi-
ma,tely 46?N-48%*a Despite the fact that this area comprises less than
15 percent of all Soviet territory, 58 percent (38 ports) of the 66 major
ports are in the area vest of Astrakhan'. There is also a noticeable
north-south concentration, and few major ports are north of Leningrad or
south of Astrakhan'. In the area of roughly from 46?N to 600H are located
53 of the 66 major ports. Although it is obvious that geographic factors
have something to do with the concentration of inland ports into a re-
latively small area, the decided geographic concentration of economic
activity is directly reflected in the location of Fake river ports.
In 1940 the ports in the Central European Basin
accounted. fc 68.6 percent of all ton-kilometers performed by the Soviet
inland water fleet. 35/ The Northern European Basin is believed to be
next in inland port capacity. In 19~~0 it accounted for 14.3 percent of
all ton-.kilometer perforwmce. 36/ The Eastern (Siberia) Basin, cc-
prising the area east of the Urals, is probably third in port capacity.
Despite the paucity of large river ports, the Eastern.(Siberia) Basin
has numerous smaller ports., which enabled it to account for 11.2 percent
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of all ton-kilometers performed in the Soviet river system in 1940,,3J7
The ports in the Southern European Basin, roughly around the Black Sea,
have the smallest capacity. In 1940 they accounted for only 4.1 percent
of the total ton-kilcmeter performance of the inland water fleet.
Data on cargo capacity for individual river ports are not
available, but there are several ports of major caliber by Western
standards and many whose cargo capacity is at least several thousand metric
tons a day. The Ministry of the River Fleet has stated that annually ea
of 14 river ports handle over 500.000 metric tons of cargo, that 26 ports
handle from 200,000 to 500,000 metri.c tons, and that 30 ports handle from
100,000 to 200,000 metric tons. 3./ Even after allowance for propaganda
and for the fact that timber cargoes form a large part of such traffic
`about half of all river-borne cargoes), it is apparent that there are a
number of ports of major- importance for general cargo traffic.
On the basis of the statement of, the Ministry of tae
River Fleet and such fragmentary data as are available, it is possible to
make extremely, tentative conclusions as to tae capacity of Soviet river
ports. A grouping of 200 river ports according to general cargo capacity
might be approximately as given.in Table 4.
Table 4
Estimated Daily Cargo Capacity of 200 River Ports in the USSR a/
1952
Daily Capacity b/
Annual Capacity c/
Metric Tons
(Metric Tons
25,000
2
10,000,000
10,000
12
24,000,000
5,000
6
6,000,000
2,500
30
15,000,000
1,000
50
].0,000,000
500
100
10,000,000
200
75,000,000
a. UN estimate --
b. Excluding lumber in ships and rafts.
c. On basis of 200-day operation annually.
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Although it should be emphasized that Table 4 gives the
barest sort of estimate, it looks fairly reasonable. It is estimated
that, in 1952, lumber transported in inland water ships and rafts totaled
about 50 pillion metric tons* and that the total of all traffic was
118.6 million metric tons, leaving about 68 million metric tons of other
traffic. For traffic data, see Table 5.)** The close conformity of the
estimated cargo capacity. with the estimated traffic and continuing re-
ports of efforts to achieve maximum operations lend credibility to the
estimate given in Table 4.
3. Probable Trends.
a. Fleet.
(1) size
The Soviet inland water fleet will continue to
increase in size during the next few years. The increment in both self-
propelled vessels and barges will, in all likelihood, be considerably
retarded by scrapping, particularly in the case of barges. The extent
of such scrapping will be directly affected, however, by such factors
as the availability of steel, propulsion equipment, production facilities,
and labor.
The 1950 Plan for lumber transport, which was not quite reached, called
for the transport of 51.6 million metric tons.
' * Table 5 follows an p. 13.
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Table 5
Nature of Soviet Inland Water Traffic 40/ a/*
Selected 'Years, 1913 to 1945
Timber
Total (Shipped)
Timber
((Toyed.)}
Million
Percent
Million
Percent
Million
Percent
Million
Percent
Ye*- r. MT
of
Tcdal
114"r
of Total
Mr
of To
-
cLmca sa
191.3
33.7
_
100.0
N .A.
N,A.
N.A?
N.A.
5.3
15.6
1 28
13-3
100.0
3.6
19.6
4.6
25.2
4.8
26.2
1;32
la-6.9
100..0
6.7
14-3 3
19.6
42.0
7.4
15.8
1935
64.5
100.0
9.6
14.9
26.4
44.0
7.4
11.5
1940
73.7
100.0
7.4
10.0
32.5
44.1
5.5..
12.9
1941
6/87.0
100.0
9.3
10.7
40.0
46.1
;10.,
12.5
1945
35.7
104.0
5.0
14.0
16.0
45.0
4.9
13.5
Construction
Materials
Other
Cargoes
Year
Million
MT'
Percent
Of Tote,.
Million
MT
Percent
of Totes.
Million
MT
Percent
Of Total
1913
N,.A.
N.A.
.5.9
17.5
22.5
66.9
1928
1.2
6.6
1.2
6.6
2.9
15.8
1.932
5.4
11.5
2?6
5.5
5.2 j
10.9 c
/
1935
NoA.
E.A.
4.5
7.0
14.6
a
22.6
1940
7.5
10.2
5.1
6.9
11.7
15.9
1941 b/
8.4
9.6
6.0
6.8
12.4 d/ 14.3 1/
1945
N.A,
N->A0
xV.AC
N.A.
9.8 27.5
a. Excluding Caspian yea traffic,
b . Plan data. %
C. inclux .ing Con 'crue'GlO 1 iW e a a . .
d. including construction materials and grain.
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Judging by the rate of increase since World War II,
however, the increase will. be fairly slow. The self-propelled fleet will
expand at the rate of abut 6 to 8 percent, an increment of about 65,000
to 65,000 horsepower annually. Barge capacity, is expected to increase at
about the same rate, or possibly a little more, on the order of 7 to 10 per-
cent, or about 600,000 to 800,000 metric tons annually.
(2) Quality.
It is probable that the quality of the Soviet in-
land water fleet will improve in the next fear years. The authorities
recognize the contributions which inland water transport can make and are
anxious to achieve higher standards. For example, the Deputy Minister of
the River Fleet stated last year that special ships are needed which must
be able to navigate evader ordinary river conditions, in shallow water,
and in the "high waves" which will be the "characteristic feature" of the
great water reservoirs 41/ (the reservoirs are not identified). This
official said that, Soviet scientists. anal builders have carried out research
work to find out what ships should be built for the new waterways, especially
.for the Volga. It was stated that builders will, heave to construct ships
with double bottoms; increase the steadiness of the river ships so- they can
be navigated without tipping, even under high waves; and diminish rolling
of the ships. Better maneuverability and higher speeds axe another goal.
It was said that research carried on by Soviet scientists has proved that
better design will increase ships' speed 12 to 2 times without necessitating
an increase in the power of the ships' engines. J The official also
spoke of "building the first diesel electric river ship (1fi si._=-ell -tro )
for the Moscow-Rostov express line. The engine of tae ship will develop
2,000 horsepower, he stated,exnd, capable of about 16 knots, will be the
fastest in the river fleet.
Shipbuilders are also improving the performance
of icebreakers for the river fleet. Two new types of icebreaker (the Don
and the Volga) have powerful diesel engines, can travel at about 10 knots
through ice 25 centimeters thick, and reportedly will be able to break ice
up.to 70 centimeters thick. 43f
Soviet builders are also working on special types
of ships for special uses. Among them will be pusher tugs, electric
trawlers which will use electric power supplies from shore (probably for
river fishing operations), and special cutters with water-jet-propelled
engines ~rodose to x?e~ctivn dvi ate1~, which will navigate on irrigation
canals and other shallow waters.
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The efficiency of the Soviet river ports will doubtless in-
ai.ease in the future, although not so much as in the past. few years
'Physical improvements should taper off now that war darn ge has been largely
repaired in the essential areas. There should be also a slackening of the
trend toward mechanization which took place in the past decade. From 1,040
to 1950, the mechanization of loading?ond unloading operations in river
ports increased 88 percent. (The total number of cranes used increased 3.8
times, the number of floating cranes, 6 times.) In 1950, 80.3 percent of
loading and unloading operations were mechanized as compared with 46.4 per-
cent in 1940. it is not known whether these percentages apply to tonnage
handled, to number of facilities at ports, or to nuiber of ports.) Labor
requirements have dropped 37 percent since 1940. Average production per
vorker has increased. 172 percent, and productivity of loading and unloading
operations has increased 1.5 times in this period. 44/ It is apparent that
n
this rate of increase is too high to be maintained.
There will be increased construction of facilities, since
ports and wharves are not keeping up with the additional burdens imposed
on them by traffic for such major customers as the new hydroelectric and
irrigation construction projects. One of the reasons for this is that
port construction is lagging behind shipbuilding. Fleets have grown
steadily, but wharf areas were not extended very much. 45/ One result of
in.at 3quate port and wharf facilities, has been extended ship layovers. In
zii-1951; ships were lying idle 30 percent of the operating time in Volga
pox to and 40 percent of the operating time in Dnepr ports. 46/
Ill. Soviet Inland Shipping erations.
A. Volume and Nature.
!.. Volume .
It is estimated that the volume of traffic carried by the
Soviet; inland grater fleet reached 105.6 million metric tons in 1951. l 7/
Ton-kilometers totaled 51. billion. 48/ Traffic ' in 1952 was expected to
totad about '119 million metric tons, .or about 59 billion ton-kilometers . 49/
(See Table 1..*)
Detailed intelligence is not available on the geographic dis-
tribution of the volume of river traffic. Certain conclusions, however,
are apparent as to the broad distribution of traffic. The Central European
Basin, comprising the Volga system accounts for by far the major sba.re of
traffic. The 1950 Plan provided that 71.5 percent of all ton-kilometer
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performance would be provided In that system. The Northern European Basin,
the Mariinskiy Canal and the Western Dvina, the Northers Dvina, the
Sukhona, and the Pechora rivers) is next in volume of traffic. In 1950 the
Plan provided that this systet would account for 11.8 percent of all ton-
kilometer performance. The Eastern (Siberia) Basin, the area east of. the
Urals, was scheduled to account for 10.6 percent of all ton-kilometers
performed.. The economically important Southern European Basin (comprising
the Dnelstr, the Pripet-Bug system, the Dnepr, the Don-Kuban., and the
:Donets), despite potential capacity for traffic, was scheduled to account
or olaly 6.1. percent of all inland water traffic under the 1950 Plan.
(For the distribution of Soviet inland water traffic by basin in 1940 and
according to the 1950 Plain, see Table 6.,)
2. Nature.
The traffic of the Soviet inland water fleet consists
primarily of bulk cargoes and river transport of products such 'aa in-
du atrial products and other finished goods, being important primarily in
eared, where other transport is lacking (for example, in Siberia; . The
major item of traffic ie lumber, largely towed in rafts but also a large
portion of- brrge traffic. The nature and relative importance of the major
,e odities carried by the, inland water fleet are shown in Table 7.*
'fable 6
Distribution of Soviet Inland Wester Traffic by Basin 5
190 and 1950 Plan
1940
1950 Plan
Billion Percent Billion Percent
sin Ton-Kilometers a/ of Total Ton-Kilometers of Total
entr~_ European
Northern European
Ss there European
Eastern (.Siberia) bl
24.7
6606
5.1
14.3
2.1
5.9
4.1
11.2
36.01
00.0
35.3
71.5
5.6
11e?
3.0
6.1
5.2
106
3
a . Tai ?Tc la tar d t .:fc~s' l Q u, revisFec ~ a isa d slightly 'to conform to
OR.R estii'eatea.
b. All of the area east of the Urals.
`' 1 7flors pr 17.
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w or commodities Transported by the Soviet
Inland Water Fleet
1950 Plan
~
ero
Metric Tons
of Total
Ton-Kilometers
of Total
~
Timber in Rafts
43.0
47.0
18.8
38.1
Timber in Ships
8.6
9.4
3.4
6.9
Building Materials
10.5
11.4
2.2
4.5
Petroleum Products
9.5
10.4
13.3
c 7.0
Grain
5.7
6.2
2.8
5.7
coal
4.0
4.4
2.0
4.0
Salt
1.7
1.9
2.4
4.9
Miscellaneous
8.5
9.3
4.4
8.9
91.5 100.0 100.0
Althou the actual performance of the Soviet inland water
fleet in 1950 is estimated to have been somewhat leer than indicated in
Table 4 i(at 81.2 million metric tons and 45.2 billion ton-kilorraeters), the
Plan clearly indicates the major item's of traffic and their order of magni-
tude in inland water transport cargoes. (For principal cargoes in selected
ports, see Appendix Ai
B. a or Route s azad-s tame .
Although there are numerous inland water routes and systems in the
USSR, those of significance to the present study number only 17. (Those
of purely :iccal importance, such as the Kuban, are not included in this
t-purvey. )
Since this section deals primarily with the volume and nature of
traffic on the inland waterways, only enough route information is presented
to place each waterway in its geographic setting, and port descriptions are
kept to a mini. Physical date on routes are available in other surveys
dealing with those aspects. 51/ Available descriptive data on river port
facilities, other than those available to Western--flag ocean shipping, are
so poor as to make their inclusion of little value.
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1. u
7he vasvir a Qnega route is the link between the
tic pasarta, i rwAs Um s or n coast of time $ the nwth?
cat interior. It is Passable fer an typos of river ehippi is
iowtant as a m# traffic ratite frcm I aineredl to the north. 7he
miniow 4 pth at the re to it 6 feet.
The Neva River carried' 1.6 million short tons of cargo in
.1935) and traffic has probably increased greatly since that time. Trafftc
is largely timber (75 percent of traffic in 1935) ; the remainder is made
up of building materials, grain, and petroleum. (Petroleum is 6 small
but probably essential part of total traffic.) an 1935 the Neva ranked
first in traffic density in the USSR, carrying 4,444,000 sort tons per
mile downstream; upstream traffic totaled only 1.36,000 short tons. 52/
Leningrad, at the atb of the Neva River, is the Y
t ' ' ea seq e t ra tv. It is a naJoar river port in the UM
as well as being air t.
afrgff ie on the Svir ?, like that en the Neva, is 1.aJPIY
r, g'aiaa, pe , e bui ing rAterie1e. 'iota car traU@-
t SvirO in 1935 was 2, 37O, t =mbMyly s. Dave nt
of the Mar ? i iy system leadicag southward will c cease the
vat o cargo an the Svirwith a probable sig aifieant i rese in
petralem products.
2. Stalin w.,Ia to 006) C Northern ZUE gn Rita
Stalin Canal is mat of p :rticWlaasriy great 1 ortanee
as a peaeett o reial route, although it has a minion depth CC but
22 feet. It is used primarily for the transport of ].camber in rafts.
3. Hariisoakiy System Inarthersa Eaar e .
The ariiz1 u: system at rivers, lakes, and canals (the
2 iita(l :iy Canal; the Yytegra, Kazvzha, cnd Shek na rivers; Lake_Zelo ;
and N ybinzk 'leeervier between Lake Aga and the Volga) a ots
the Northern European fir with the Central European and Southern
E ro, an basin of the MR. Since the controlling depth is ebosat' 5 feet,
through traff ie. is confined to aaaal 1. vesseal s .
A great amount-of traffic passes up the Bhekmm River but
does nat caaitix ae beyond., indicating the limitations of the section north
of Lake Reloye. The latest reliable figures (f 1935)1. show that only 166,000
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short two were carried on t h e Vytstgra River, t h o u g h 1,32O,000 abort toms
traversed the Shek , of which ?i a larger pr tion was carried upstream.
Timber is the greatest item of traffic ca both rtes, but grain, minerals,
sand building materials are also important.
Cherepovets is the loading port along the route. Located
the Rybinsk Reseervoir, it has railroad awnections and is accessible
to large river orseft.
' Idsa~rtr~rn Fvina River S , t ((Northern Eur an Basin ?
The Northern Dvirsa River and the Northern Dvina4 Canal
e et the port of Ar l.on the White Sea with the Shoksm River and
the south. It in a shallow route with a controlling depth of 3 to 4 feet
and is iza7.y important for the transport of lumber from the valley of the
Sukhms Northern Dvinat rivers and as an alternate route for the Staling
C . In 1935, about 90 percent of all traffic-on this system was timber.
?
5. Western Dvina River thorn c can ftsial
The Western Dvina River rises west of Moscow and flows into
the .f of Riga. It is navigable for about 380 miles and, despite very
Shallow stretches (( 1 depths are unknown), is an important rotate
Upstream traffic carries basic materials such as coal and cement,,, and. down-
stream traffic carries manufactured guts for export through Riga, its
main port. Other IM portent ports are Ogre, Daugavpils, and Vitebsk, which
is ai sted at the upper'llmit of navigation.
6. iol -0ks -K .a-Mosakvsa. River System (central Europpes Bassin).
The Vaig& River is the backbone of the inlaid waterway
system the 4 With a depth which r s from 3 feet at Rabev to
100 fact war Sts i .red, it is navigable for river ships all ties way from
the Caspian Sea its&l ev, a distance of 2s325 miles.
the preeminence of the Volga and its tributaries is evident
from ist statistics;, rehire show that. the Vow, the Oka, and the Kam
rivers carry 47 percent of all rivermb+'ne crce. The V P.
cts for 26 percent of the total,, the section from Astrakhan' to Stali*crai
cc=ti t v 50 percent of this amount. a Volga carries about 2.5 times
b as a other Soviet river, and the Kam carries the acct largest
mownt. Do pite its great length, therefore, the V . ranks highs
Soviet rivers in tsae?c csarried per ms ile df rogte .
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About half of all cargo carried on the Volga is petroleum
from the BrIm fields wing upstream from the Caspian Sea. The 1950 Plan
provided for the wrmwnt of 7.54 million metric tons of petroleum on the
Volga system out of to total of 9.5 million metric tons of petroleum moving
in river transport. r Grain is another major cargo on the Volga. The
1950 Plan provided for the carriage of 1.89 million metric tons of grain
an the system. Salt alone totaled 1 million metric Uwe in 1946.
The actual volbme of traffic an the Volga system is not
o rn, but according to the Fourth Five Year Plan (106-50) the system was
scheduled to raise its turnover 43 percent over that of 1940. The Kams
aloes vast to be used 155 percent more than in 1940. The Plan has not been
completely fulfilleddbut there has been an increase in traffic on the
routes of the V system. Inauguration of the Volga-Don Canal probably
will increase traffic to a. considerable extent.
In 1935 the total cargo on the Oka River far exceeded that
Co its tr1.butary the Moskva River (by 2 million short tons), especially
in bulk oil prc ncte, indicating that the Moskva was navigable only for
boats and that much traffic sent up the Oka had to be transshipped
by rail to Moscow. Since the opening of the a-Volga Canal., however,
such of this traffic n uses the canal and thus avoids transshipment.
Parts on the Volga are too numerous to mention in detail.
At least 10 are of major tsnce. These are listed below, starting at
the mouth of the river.
Astrakhan' is the leading river port in the USSR. It is
a major part for transferring of petroleum, lumber, cotton, and fish
fr Caspian roadstead fleet to river vessels and has major facilities
for staring petroleumm. The port is r tad to have been largely rebuilt
and 76 percent mechanized in 1946. 6 (To what base this percentage figure
lies is not Am-.) The port has -rail connections., a telephwe station
for river navigation control, and ship repair facilities. It is accessible
to the largest river barges but not to large Caspian Sea vessels.
imirorka is a major .port for petroleum and salt (the
port bandled lj,573#000 t twa of salt can go in 1935) . It is also a
major transfer point for cargo to be transferred from the Caspian road-
stead fleet to river vessels.
Stab aA. is the major point on the loner Vo1gd[ for
transehipping ? lumber and petroleum. In 1946 the part was' reported to be
85 percent mechanized and to have been rebuilt. 57/ The port has rail
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to the largest
- onnections and s.iipyards, anti the iaribor is accessible
river barges. The port handled 1+,'(85 000 short tons of cargo in 1935.
Sax atov is of major importance as a port for lumber, grain,
coal, fish, and petroleum. It is especially uaefUl as a transfer point
for petroleum and grain bound for t}iae western areas of the USSR . it is
accessible to barges with a capacity of 8,000 metric tons.
Above Saratov, Volsk is the next important port. It is
useful as a port for cement, petroleum, and lumber. It has a railroad
connection and is accessible to barges with a capacity of 8,000 metric
tons. 5J
Batraki is one of the lesser known Volga ports, important
for the traf'f'ic of petroleum,, coal, and salt- The Port has facilities for
the direct transshipping of petroleum between rail lines and large vessels.
52/
The port handled 663,0009 short tons of cargo in 1935-
Kuybyshev is a key port for Volga traffic. Near the cen-
tral point of the river, it is important for the traffic of lumber, petro-
leum, construction materials, grain, salt, and fish. It has a railroad
connection and boatyards and is accessible to large barges. Kuybyshev
handled 1,788,000 short tons of cargo in 1935.
Northwest of Kuybyshev, Gor'kiy is important for the
traffic of petroleum, grain, cement, salt, machine tools, and finished
indastrial.Products. Gor'kiy handled. 3,751,000 short tons of cargo in
1934. Largely mechanized,, the port is reported to have been rebuilt.
A major passenger port is also reported to be under construction at Gor'kiy.
Shcherbakov is the last major port on the Volga. A leading
port for petroleum, grain, and building materials, it Is accessible to
large barges from the Moskva-Volga Conal, as well as to 3,000-ton barges
from the middle Volga.
Moscow, ,although not actually on the Volga, is the largest
port accessible to the route. It is one of the largest river. ports in
the USSR, and its function as a port plays an important pest in its
econ y. The port is a major transshipment center. Located on the Moskva
River, it is connected with the Volga by the Moskva Volga Canal, which per-
mits river vessels to proceed from Moscow to the Caspian. Projected im-
provements to the system, to unite it with the Gulf of Finland and the
:Ba'?.tic by merana of large barges, will further increase its value.
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There are three main freight ports in Moscow: the
Northern, the Western, and the Southern, of which the Southern Fort is
the major one. There are, in addition, about a hundred minor cargo-
handling areas. Port facilities include piers, stationary cranes, launches,
and floating cranes. The port is equipped with excellent machinery to
handle freight. Since the war, traffic is reported to have increased so
much that in 1 month the Southern Port now handles as much freight as it
formerly handled in theeantire navigation season.
Cargoes moving up toward Moscow consist mainly of petro-
leum, grain, timber, and raw materials, shipped there from the lower
reaches of the Volga, from the Baltic republics, from-the Kama River, and
from the White Sea. Finished manufactured products from the Moscow area
bulk largest in traffic moving down toward the Volga. Moscow ships such
products as trucks and passenger cars, fabrics, ball bearings, sugar,
machine tools, and motors.
7. Dnestr River Stem Southern European Basin;.
The Dnestr River, 850 miles in length, rises on t.ie
:n~ ?i.hern side of the Carpathian Mmantainss and flows into the Black Sea
southwest of Odessa. Shallow water (the maximum depth is about 10 feet)
has in the past made the Dnestr of little consequence except for short-
hail traf'f'ic of 9. local nature. Since the end of World War IA, however,
the USSR has devoted considerable effort to improving navigation, and
the river is now of some value as a route for grain and timber moving
southward to Odessa.
Khotin, Yampol', and Tiraspol are the leading ports on
the route, but none of these is of great importance.
3 , 2ne River and a?negr-.Pug ana1 Systenn .Southern rEaa.rEaa ea
The Dnepr River, flowing through the Ukraine, is the
largest river west of the Volga and could be e. major route. Variation in
depth (from 3 to 20 feet), however, limits its use. Its connection. with
the Baltic, via the Dnepr-Bug Canal, was completely destroyed during the
war i~id has only recently been reconstructed. The actual status of re-
construction of the canal is not known, but it has been reported as fully
restored and improved (its prewar controlling depth was 3 feet).
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7he Dnepr River system ranked. fcwth in inland water
traffic in 19358 carrying 6 percent of all cargoes. The principal pro-
ducts carried are building materials, Though grain could be carried on
the river in large amount, actual traffic In grain is relatively mw2l,,
because the large grain markets are located to the north and to the north-
east, awor from water routes. Most of the grain, therefore, is moved by
rail. In 1935, grain accounted for 389,000 short tons out of 'a total
traffic load of 2.8 million short toss; the 195x, Plan provided for the
river transport of 900,000 metric tons of grain. 61. Timber shipments on
the Dnepr are probably increasing. The 1950 Plan provided for the move-
ment of 2#3 million metric tons of lumber in the Dnepr Basin, of which
much was to come from the Karelian. area. I The Dnepr River system.,
furthermore, vas scheduled to carry 1.77,000 metric tons of petroleum pro-
ducts in 1950. 63 Soviet press reports offer further indications that
the Dr pr. is to be oxpaMed as a. route for traffic. A report by an
official of the Dnepr Shipping fleet stated early in 1952 that freight
turnover in 1952 was scheduled to exceed that of .1951 by 18 to 20 percent
and that the volume of freight between Kiev and Dnepropetrovsk vas scheduled
to Increase 150 percent over the 1951 level. 6/
Kiev is the major Drpr port and is a try: center for
the Ukraine Restoration of extensive war damage and averbaul.ing of
port facilities were to have been completed by 1948. 65 The river
depth is about 10 feet in the Kiev harbor, Kiev handled. 1,185, 000 short
tons of cargo in 1935. Dnepropetrovsk is wiother major grain trwis-
shipping port on the river. Gomel'., on a tributary of the Dnepr, is lm-
portent as a lumber transfer point a Dnepropetrovsk end Zaporzozhaye,
below Dnepropetrovsk, are major gram, ports. The harbor installations
of Zaporzozhrye were designed for annual transebip ut of 1 million
metric tons, but they could be expended to transship 5 million metric tons
'She port is reported to have been rebuilt and modernized. T river depth
off harbor Is maintained at about 41.5 feet a The port handled 432,000 zhort
tons of cargo in 1933. ' Itrr-.monchug, between S.lcv and Dzepropetrovsk, is of
less importance as a grain port but is en Impor=ttant port for general in-
dustrial traffic.
The Dnepr Bug Canal. provides the only connection betwoen
the Black Sea and the Baltic Sea, It is limited, however, to small craft;
its prewar limiting depth was 3 feet,, 1mproveii nts on this canal probv'' 1y
have not been pushsed, because of its prox ity to the border and the d :r
of destruction in case of war.
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Don. River y Southern Eur gleans Basin) .
The Don River is about 800 miles long, and its depth ranges
from 3 to 12 feet,. Despite its potential value, the Don at the present
time is of primary importance for grain transport. Grain is normally about
40 percent of all Dora traffic, nad coal and ore are second. Petroleum
ranked third in traffic in 1935.
Ccxaletion of the Volga-Don Canal will greatly enhance the
value of the Don as a rclite for traffic. When the Don is connected with
the Volga, grain shipments in large volume will move to the cities on the
Volga and reduce the strain on railroads in that area. The downstream
movement of petroleum may also be important, although Baku petroleum
destined for shipment from the Black Sea is usually piped across the Caucasus to
to Batumi.
The leading Don ports are Rostov, Kalach, and. Svoboda.
Rostov is a river port and seaport of major importance at present, and ccm-
pietion of the Volga-Don Canal will enhance the value of the Don to Soviet
water transport. Soviet sources report that the river port of Rostov is
being reequipped. New buildings for passenger traffic are being erected,
as well as freight warehouses. Mobile cranes produced in the Krasnyy Flot
works at Rostov will be installed. at the port. 66/
10. a:Dar River-lek: Aral System ((Eastern. -saga Bali
'he Amu Dar `yea River rising in Central Asia and flowing
into Lake Aral, is navigable for 780 miles to Termez but is at present of
little importance except for local traffic. Shallow throughout its course
0 to 10 feet in depth), it is mainly important as a source for irrigation
of the desert area through which it flows. The river is a major factor
in Soviet plans for !Further irrigation of that desert area.
There are several ports of local consequence, but Araal'sk
on the north coast of the lake is the main port. According to Soviet re-
ports, loading end unloading work at the port of Aral lank is going on 24
hours a d;~y. Powerful cranes and conveyer systems unload barges with
Central Asian cotton, and freight from the railroad. is loaded into ships
bound for the Amu Dsr."yas River. Much of the freight is destined for the
construction of the Main Turkmenian Canal and other Central Asiatic pro-
jects. 67 A Soviet press report stated that water transport of building
materials to these projects during the first 1. months of 1952 exceeded by
15 tuns the total freight transported on the route in 1951. 68/ Allowing
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for some exaggeration, it is apparent that completion of the main Turkmenian
Canal, which will provide a navigable route from the Amu Darya to the
Caspian Sea and the inland water systems of the western USSR, will greatly
increase the present importance of the Am Dar'ya to Soviet inland water
operations.
11. Ob'-IrtyshmTobol-Tom' River stem Eastern Siberia. Baai '
The Ob' River; its chief tributary, the Irtysh River; and
the latter's tributary, the Tobol River, constitute a waterway route in
western Siberia extending from the Chinese border to the Arctic Ocean.
They form a basin of 1.25 million square miles, the fifth largest river
basin in the world. The Ob' has a total length of.3,225 miles from the
mouth of Obskaya Bay to the source of the Katun. Measured from the origin
of the Irtysh, the two rivers have a length of 3,500 miles. The Ob' is
navigable nearly to its source by vessels which draw 6 feet, as well as
by larger craft over most of the course.
These water routes are among the busiest of Asiatic USSR.
Most of the traffic is concentrated in the middle and upper reaches of
the rivers. The principal products of freight in the approximate order
of volume are lumber, grain, petroleum, fish, industrial products and
machinery, and mineral building materials. Detailed traffic late. are not
available, but before World War II the Ob' aIrtyah system carried more
than 3 million metric tons of traffic annually. 6
Novosibirsk is the major port on the Ob'. It is about
the fourth or fifth largest city in the USSR and is a center of industry.
Reported to be completely nmechanized, Novosibirsk is a leading trans-
shipping point for traffic between the Altai region and the Trans-Siberian
Railroad. The port is acdtissible to ships drawing 1.2 to 2 meters. 70/
Other i ortant ports are, from south to north, Biyek, Barnaul, kolpanhev,
ugut, S rovo, Berezovo, and Salekhard.
The Irtysh River is navigable for 2,100 miles. Although
it is only 3 feet deep in its upper courses, it is 20 feet deep where it
joins the Ob'. It rises in the southwestern slopes of the Mongolian Altai
Mountains and flows into Lake Zayaan, and thence in a general northwesterly
direction toward its junction with the Ob'. The main stream empties north-
ward into the Ob', which gives access to Arctic waters and also affords an
avenue of communications to the east. To the west there are connections
with the northern and central Urals.
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The Irtysh is a vary Ispartant chance). s icatiaana
in western Sibaria. It. has connections in ashy directims, an& is Im-
'taant for the transport of varied aaear a at grain, .1 r, $at, pet~ra-
and bonding materials.
Tobal ?sask, at the tic a c the Irtysh with the Wool a
is mare i runt for traffic an the Irtys then for traffic aS the .
Cmak aAaald palitiaaa1sk are aaa1i tart. Qmak is a n , unmet part
ter artych traffic in cm., grain, petroleum, Ara,,. and fc d pmts-
It is reported to be i d n )y equipped and ac assible t vessels vith
abut a a las draft.
Tha se@=A ant important tribo&tsry of the MI. Is the
?, flc vt 494 miles In a northwesterly directia n to c a me with
t W. AltbaAgh the Tom' is navigable from its a tt to the village
at vskiy, a distance of 370 raaileal depths In the qMer reaches are
probably only an t 2 car 3 feet (data an c asaa atroUlag depths are n avail-
able) .
Traffic ca the %Vno consists of than coal - sala,
which are sent gram the Kwwti unin to main is +etria l . cen rs
? is sas1a o a route ly tsar grain, salt, fish., coal:, rag.
products, and c cargoes for the workers of the Kamts Basin.
The major port the ! & is the industrial center of
k. It is a shipping point for time Mamets Sass , accessible t?
medium-size barges about 1-a~taar draaft Other large city parts on
tte ftn' are r o- aasnd Stalinsk.
12. Yeaisae -s 1e River System S Iberia
Taw `,r;enisaey River flats in as generally northerly direction
into the Kara Sea from the a autains of 7,'aive Amt ( ann Tuva). It is
navigable for 1.957 miles, and its mibia nn depth is 6 feet. Raving many
tributaries, it is we of the longest rivers in the world. In its lower
reaches the river forces the Yeuisaysy .f, 165 miles lam and from 12 to
40 miles wide, ranging in depth from 150 to 450 feet. Ot the numerous
tributaries of the Yenisey, the Angara River is the most important.,
(The Selenga River flows into Lake Baikal fr the south a r4 is often
not included in the Yenisey system.)
the Yemissaey serves e a ms jar north-muth trap*'
' ti route in western Siberia. The river is naviZable as far an
adz ; a distance of 1,957 miles. Traffic cc that stretch ot the
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river is small in volume, however, because of swift currents and many
shallows between Oznaachennoyaa and Minusinsk. Navigation is best in the
section downstream from Krasnoyarsk,, where the river reaches as width
of more than 2 miles and is at least 15 feet deep. The Kraasnoyar'sk-
Yeniseyek segment is the section best equipped with waterway installations
anal. carries the greatest voles of freight.
The main port on the Yenisey is Igaarka., which is a major
center for northbound lumber shipments over the Northern Se& Route. Large
ocean-going ships can go upstream 450 miles to Igarkaa. Timber is handled
shore by modern gasoline and diesel c le and is loaded by ships' gear.
The berths at Igarka are wooden, built only for the season,, and they are
invariably waashed away in the spring thaw. 71 Other major Yenisey ports
are Minusinsk, Yeniseysk, Ust'-Port, Dudirika, and Krasnoyarsk. Dudinkaa
is as new port, growing in importance because of the coal which is being
mined near there It has berths for two large ships, and fair or five
ships can anchor offshore end discharge into lighters. There is a small
river-craft repair yard at Dudinkaa. 72/ Krasnoyarsk is a grain, lumber,
and coal port. It has rail connections and a boatyard and is also a
passenger traffic center. At full water levels, the port is accessible
to boats of as 2.75-meter draft.
Lumber is the major northbound cargo in the Yenisey.
Furs and fish are also an important part of the northbound traffic on
the river. Passenger traffic on the river is comparatively large be-C
caise of the lack of other means of travel. Building supplies and food-
stuffs make up a major proportion of incoming products.
The Angora River, the major tributary of the Yenisey,,
rises in Lake Baikal and is about 1,200 miles in length. River depths
range from 3 feet to 50 feet. The Angara is important principally be-
cause it is e. feed line to Irkutsk, the &Teaat industrial center of the
Lake Baikal region. The major products transported on the river are
cc., iron ore, grain, and lumber.
The major ports on the Angara are Irkutsk., Bratsk, a sand
Bogus y. Of these, Irkutsk is by far the most important. The port,
an industrial center, handles grain and coal. It is on the Novosibirsk-
Vladivostok rail line.
The Seleng& River is relatively short and is navigable
for about 450 miles from. above its source into Lake Baikal. Though
shallow (3 to 12 feet in depth), it is important because it is a water
route for traffic between Mongolia and the Trans-Siberian Railroad at
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Ulan-Ude. Although Ulan-Ude does not rank among the largest inland water
, its con-
ports in the USSR (it handled. 112,000 metric tons in 1935 73/).
nection with the rail line makes it of great strategic value-. Ulna-Ude
is an important port for grain and petroleum. The port is accessible to
ships drawing up to 1 suer at mean water.
13. Lena. River System (Eastern -'Siberi!Q Basin; .
East Central Siberia depends for its freight transportation
almost entirely upon the Lena River acid its major tributaries, the Aldan,
Vitim, Olekma, and Vilyuy rivers. At the upper reaches (between Kachug and
Usta-Kut) the depth is a minimum of 15 inches, and between Usts-Kut and
Kirrensk the limiting minimum depth is 3 feet, Below Kirensic, however, the
river is navigable to its mouth for river steamers, the shallowest section
being 4 to 6 feet between Kirensk and Vitim. Below the Vitini the depth
run from 8 to 50 feet, with an average of from 13 to 20 feet.
Although traffic on the Lena is comparatively light, the
river is of importance as a. rear supply route for the Lake Baikal. area
and furnishes a connection to the Northern Sea Route. Most traffic is
carried on the upper reaches of the river. In 1945, over 33 percent of
all inland shipping in the Soviet Far East was concentrated in the upper
and middle courses of the Lena.
The normal annual freight traffic on the Lena runs around
125,000 metric tons, of which 39 percent is lumber, 24 percent grain, and
9 percent coal mined near the Vilyuy River. The remainder is made up of
salt, sugar, machinery, metal goods, furs, and gold from numerous fields
in the area.
The major port on the Lena is Yakutsk, which is tae supply
center for the whole area of northeastern Siberia and is being developed
extensively. It exports lumber and imports a variety of industrial pro-
ducts. Although Yakutsk handled only 107,000 metric. tons of cargo in 1935,
its volume is expected to reach 1 million metric tons annually. 74 Tiksi,
situated near the Lena River delta, is a major port of the Northern Sea
Route and also acts a a transshipment point for cargo to and from Yakutsk.
14. Kolyma River Systems (Eastern (Siberi, Bassin .
The Kolyss s River, formed by the c= iflueence of the Lulu and
Ayaes-Yurysatda rivers, lien in the northeastern section of Siberia. The
river flows in a. northerly and northeasterly direction to the East'Siberian
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Sea and is navigable from its mouth to ra distance of 1,220 miles. It is
60 feet deep in its lower course, falling to 5 feet toward its source.
The Kolyma is of major importance in the inland water
system of the USSR as the primary means of transport from the gold fields
and coal mines in the Kolymaa Basin. The river is the only means of im-
porting heavy machinery and exporting bulky ores to and from Seymchan,
and it has played a vital role in this exploitation. An automobile high-
way from Magadan on the Sea of Okhotsk to Seymchan is used mainly for
winter transport in this area.)
A.mba .rchik, one of the main ports of the Northern Sea Route,
is located close to the delta of the Kolyma and is the transshipment point
for goods and supplies which travel up and down the river. The major ter-
minal port at the upper end of the river is Seymchan. Other ports are
Zyr , Verkhne 4.olymsk, and Nizhne-Kolymsk.
15. Amur-Ussuri-Sungari River System Etzstern I(Siberia) Basin ?
The Amur River has as very important economic position in
the -Far Eastern USSR a It is navigable for ocean-going vessels from its
mouth up to Khabarovsk (up to 40 feet in depth), a distance of 600 miles.
it is open to vessels of 7-foot draft for 600 guiles further, where the
controlling depth ranges from 3 to 12 feet. Statistics for 19t3 show
that 2.2 million metric tons were carried on the Amur, and the increasing
development of this sector has placed can even greater load on the river. 75.
Lumber, grain, and industrial goods are the main commodities of traffic.
Sakhalin petroleum moving over the Amur to be refined at .Khabarovsk con-
stitutes about 10 percent of the total traffic. KomSomol'sk is the most
important Amur port, followed by Nikolayevsk and Khabarovsk, which has
large facilities for storing petroleum.
The Ussuri and Sungari rivers, tributaries of the Muir,
are of slight value to Soviet river transport capabilities, despite the
fact that they are relatively long and flow northward from Manchuria.
They are rather shallow, and their navigability is generally poor.
16. V. I. Leggin Volga.-Dora Ship Canal. ~(Sou.thern Eurro can Eaaiin
Despite the fact that it waar recently at in operation, the
V. 1. Lenin Volga-Don Ship Canal ((Volga-Don Canal) is of such significance
to Soviet inland water capabilities that its role must be considered in
any study of Soviet inland water traffic. This 60-mile route, connecting
the Don with the Volga below Stalingrad,, will be of the greatest economic
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and, strategic importance to the USSR. It will afford a route for medium
draft (about i2 feet) ships from the Black Sea to the Caspian Sea and to
the heart of the USSR. 76
Traffic will consist largely of bulk cargoes such as grain,
coal, and timber, and, according to one technical source, timber will con-
stitute 86 percent of all -traffic on the Volga-Don Canal for. the next 8
years. 7-
In addition to the porte of Rostov_on.JDon and Stalingrad
on the Volga which will be beneficially affected by the operation of the
Volga-Don Canal., three other ports will tserve the Volga-Don traffic .
Ust Donets will handle cargoes of coal and pit props. Soviet sources say
that new mechanisms will permit the loadihag of a 3,000-ton vessel in a
few hours. Tsimlya n k, which was to enter service in 1952, is to be a
transshipping center of timber from water to rail en route for Stavropol'
and nearby areas. The port is to be equipp' ed with portel and floating
cranes, fork-lifts, and wood-hauling mach yes . Kalach will be a port for
grain, cheemical fertilizers, and petroleum traffic transshipped from small
craft plying on the Upper Don to large Veaga barges. New wharves and
handling oquipment are being installed. .,$J
17. Danube River Southern E9;.ropeea Basin).
The Danube River is the only river which the USSR shares
to any important degree with another ce retry (the participation of
Afghanistan in traffic on the Amu Der'ya is negligible, and Soviet-flag
operations on routes such as the Dnepr-Bug Canal and the Sungari River in
Manchuria are believed to be unimport?mt).
Until 191+0, when the USSR forced from Rumania the cession
of territory along the north bank of the raver, the Danube did not flow
through Soviet territory. Acquisition of part of the river., however, made.
the USSR a Danube riparian country, a positton which it has actively ex-
ploited
River traffic operations are ?^arried out by the Soviet
Danubian State Steamship Company (Soveta*.oye 1''unayskoye Gosudarstvennoye
:Perokhodsto). The company was organized after World War II to exploit
river traffic witi the Satellites; it also engages in ocean-going traffic . 79 j
The river-.borne trade moves in a small fleet of ships, mostly tugs for
towing barge cargoes of grain, ores (bauxite), c-.end petroleum down the river
to rail transshipment points, as well as directly to Soviet ports on the
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Black Sea. Soviet trade on tae Danube destined for the USSR is carried
primarily in Soviet vessels, and the Satellite, fleets participate only to
a alight degree. For example, Rumanian and Hungarian tankers seldom pro-
ceed to Soviet ports, but instead discharge their cargoes into Soviet
tug-barge units for transport to the Uri. 80
The only Soviet Danube ports of importance are Reni,
lzmnil, and Kiliya Nova. The port of Kiliya Nova is located 47 kilometers
upstream from the mouth of the Killya aria of the Danube, on the left
bank of the river across from the Rumanian town of Kilia Verne. Kiliya
Nova has a ships' landing stage in about 15 feet of water ?l and has
emergency winter facilities. The port facilities are chiefly used for
handling grain. There is also a small shore-based Soviet Naval Command.
The port of Reni inbeeoniang an important hub of commerce between the
Balkan Satellites and the USSR. Petroleum from P1oesti comes to Reni by
barge and in then brought to the Ukraine by railroad. A petroleum pipeline
from Ploesti to Reni is presently reported to be under construction but
not yet completed. ?/ Petroleum from Ploesti is also brought by rail-
road as far as the Rumanian port of Giurgiu, where it is loaded into
barges and sent to Reni.
The Reni facilities for receiving petroleum consist of
a small pontoon dock of two old barges on which there is a pump. Os:
source reports that this dock can handle two tankers simultaneously,
each tanker unloading in 8 hours. 83/
Port facilities at Reni consist of railroads served by
four large stationary cranes; two mobile, tracked cranes; and two con-
veyer belts, which are served by time cranes and extend from the water's
edge to the railroad tracks. Cunt, machinery, and iron are from
Hungary, Rumania, and Czechoslovakia are sent from Reni to the USSR.
Part of the snore is reported to be covered with large stocks of bauxite
from Hungary awaiting transshipment to the USSR, as well as pyrites from
the USSR awaiting shipment to the Satellite countries. There is. also a
large grain elevator for Rumanian wheat awaiting shipment to Czechoslovakia
in payment for Czechoslovak machinery delivered to the USSR.
lztil is above Reni. The chief river traffic of. Izmail
is the importation of bauxite and the exportation of pyrites. Some grain
also arrives there from Rumania and Hungary. Petroleum traffic appears to
be shoat. Bauxite and pyrites are unloaded from bear ges by means of cranes
into railroad cets. 4 The quay at lzmail, which is in the center of the
port area, is built of stone with a paved surface and is about 500 meters
long. Along the quay there are several types of cranes ranging from nine
electrically operated cranes which run along a track parallel to the quay
+n various types of mobile cranes mounted on caterpillar trends. The
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electric cranes have a 5-ton capaity, and one which was constructed in
the Gene Works at, Budapest is brand new. There are about 10 caterpillar
cranes, varying in capacity between 1 and 1.5 metric tons, and there are
ngounnted on ri7 me. veau ii% ciuu).tiOf. 'L.Llere are c' LO ^ai, i1( cranes .i
the Ganz type, 1 steam-operated and. 1 motor-operated, whose capacity is
believed to be between 3 and 5 metric tons. Barges tie up broadside to
the quay, sometimes two and three abreast, and the electric cranes are
used to unloaad them into the first line of railroad., cars on the track
nearest the quay. The mobile cranes are used for the other tracks. The
port has at least 2 service tugs of 150 to 200 horsepower used for n ovinC
cargo about in the port.
1,V. Sis ificaance of Inland Water Traffic to the Economy of the USSR.
The Soviet economy is geared to rail transport, but the vital im-
portance of water transport in some aspects of the economy is apparent.
Soviet ixal.pnd water transport amounts to only 8 or 10 percent of total
ton-kilt ter performance, in. contrast to about 15 percent in the U.S.
The Volga, tor example, carries about three-fourths of the load. transported
by the Ohio River and its tributaries.
Inland water transport of heavy freight is of critical importance
in several strategic regions such as northern Siberia, which, for all
practical purposes, depends on water transport, particularly river trans-
port. . Freight movement in the regions adjacent to the Okhotsk Sea and
the Bering 5eaa is almost exclusively by water. Cargoes move into Siberia
from European USSR by means of the Trans-Siberian Railroad to junctions
such as Omsk, Novosibirsk, and Krasnoyarsk, where they are.reloaded oa
river boats at the junctions of the railroad with the rivers moving north
or south.
The river routes also make fan important and often overlooked con-
tribution to the Soviet position in foreign trade. Grain and lumber
exports are the chief sources of Soviet foreign exchange, and without in-
land water routes the large-scale movement of these cargoes to seaports
for transport abroad would be greatly handicapped.
Soviet waterways must aa1aao be evaluated on the basis of the camnodities
which they move. Although the rivers ?ra?~r their greatest loads in timber
and mineral construction materials which are of considerable economic value
but of little strategic importance, they also move much oil and grain, which
are ct great economic and strategic importance to the USSR.
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Inland water ra utes also are iaprtant its joint hauls to relieve
rail line,. By joint piing, inland water rams relieve Us rail lime
a large part of the burden of hauaa1ing any bock cargoes rr their
point at origin to their ea1tt to destinstia'. Ram Joint hsnlU g is
of special Importance in the transport at Bober, building materialaa,
pet rah. , gam, sA ems., which account for by for the largest wart
at all Inled water traffic. In spa cases the water route omatiteates
a wall, part or the'tatal distance vhioh aorta cargoes at travel, it
to a9mrs (the petralem traffic on the V gas for exaaVle) the water
-
heal i' tee the majr prtiae of the distance from twin to ds*
tt ti . The extent to which river traffic relieves rail lines of
lam haala at talk &xds Is illustrated In Table
Table 6
Typical Transfer Points for riot Inland Water Trsffttic
Ana, at GrIatin er Point
Upper Kama
Destined Tye Trier
Astray Dcmtets mein
StalitWad North Os a n#
"rater Trasaca asis
Doerr in-West vine 1`
Mar
Ztal?bis
Tavda ?va Tavda Urals
Lower Irtyah Omsk. Karaganda.
per Cb ? r ataeaal . Central Asi&
TM ? Again Rests Basin
'" thole Products :
Motu i, Caieaass Dnepr sin
Astrakhan ?, Voi?a Ri'beris
Astr ?, Batrski Kama khatan
Cherepovets Loni.ngt a
A t r a k h a n ? , Roaster Central R
Kam "("ftaoad Ufa Central ROWSR
- 33 u
River to Rail
River to Rail.
River to Rail.
Rail to River
River to Rail
River to Read
River to Rail
River to Rail
Pipeline4Re&-River
River to Rail
River to Rail
River to Rail
River to Rail
River to Rail
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Tables
Typical Transfer Points for Soviet Inland Water Traffic 85
(Continued)
Area, Transfer Pont Destination _Oriam
Grain
Kazakhstan, Seratov
Coal
Type of Ti-ensfer
Upper Volga River to Rail
Vorkuta Kotlas Archangel Rail to River
Donets Basin Krasnot yak Upper Volga Rail to River
nnepropetrovsk Dnepr Basin Rail to River
Another significant measure of the value of inland water transport
is the great emphasis which the Soviet government itself presently lays
on river traffic as seen from the extent of the restoration and construction
program, as well as from thy: propaganda campaign zrs d for the populari-
zation of water trarn;portation to relieve the burden on rail lines. Among
the first reconstruction projects of the U was the restoration of the
Baltic-White Sea Canal,, whose locks had be m destoyed in World War II
(their exact status is not known.) > This section is all the more signffim
drat, since the route is important prim Ily for the maven not of lumber;
it has great strategic importance, hover, as an Inland route for the
r ovexnent of naval vessels. The great emphasis laid upon the Volga-Don
Canal and the furor over its '?completion" (it is probably not yet in full
of is~yanother instance of Soviet efforts to expand the operation
of inland water ~.J~Y aabort 9
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APPENDIX A
SOVIET RIVER TRAFFIC;
PRINCIPAL CAITWES IN SECTED PORTS I
Coordinates
De eee
Route =/
Achinsk
56
91
Chulym
Manganese
Anadyr ? C/
65
177
Anadyr ?
Lumber
l
64
41
Northern Dvina
Lumber
Archange
91
Astr ? al
46
48
Volga
oil, grain, lumber, fish
Barnaul
53
. 84
ObI
Lumber
Batraki
53
48
Volga
Grain
Belaorsk
65
34
Stalin Canal
Lumber
9
Blagoveshchensk
50
127
Amur
Grain
Bryansk
53
34
Deana
Fertilizer, building
materials
Dnepropetrovsk
48
35
Dnepr
coal
udin
70
86
Yenisey
Lumber
Gl !
53
31
Sozh
Paper, potatoes
Gor?kiy
56
44
Volga
Lumber
Our ? yev
c
47
52
Ural.
Oil
Igarka c
67
86
Yeniaey
Lumber
Irkutsk
52
105
Angara
Plywood, mica
Kaliningrad S/
55
20
Pregel
Pulpwood
Kazane
56
49
Volga
Lumber, coal, oil,
chemicals
Khabarovsk
49
135
Amur
Grain, lumber, oil,
cement
Kr 3 kov
50
36
Orel
Flour, sugar, iradustria1
machinery
Kherson
47
32
Dnepr
Cotton, wheat
Kiev
51
31
Dnepr
Industrial machinery,
lumber
Klaypede. 2
56
21.
Neman
Pulpwood, fertiliier
Kolena
55
39
Oka
Locomotives, roiling
stock
Koms of l ask c /
51
136
Steel, lumber, industrial
equipment
may- s??l.low on p.37.
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Coordinates
ee
_
A Route
Traffic
Kostroma
58
41
Volga
Textiles, lumber, grain
Kotlas
61
46
Northern Dvina
Lumber
Kraeu ysk
51
46
Volga
Coal, oil
Krasnoyarsk
56
93
Yenisey
Lumber, pulpwood
Kuybyshev
53
50
Volga
Lumber, grain
Leningrad J
60
30
Neva
Lumber, pulpwood
Minsk
54
27
Svisloch'
Machinery tools, tex-
58
56
Kama
tiles
Fertilizer, chemicals,
Molotovsk cf
64
40
Northern Dvina
lumber
Lumber, pulpwood
Moscow
56
37
Moskva
Industrial equipment,
Nikolayev c/
47
32
Southern Bug
oil, grain
Grain, cotton, sugar,
Rikolayevsk
53
141
Amur
iron, ore
Grain, oil
Nordvik a
74
11l
Khatanga
Lumber
Novosibirsk
55
83
Ob'
Machinery, textiles,
Odessa J
47
30
Dnestr
flour
Grain, lumber, oil,
Omsk
55
73
Irtysh
cement
Lumber, coal
Onega S/
64
38
Onega
Lumber
Pavleder
52
77
Irtysh
Coal
Petropavlovskoye
55
69
Ishim.
Flour, meat, leather
Petrozavo dak
62
34
Lake Omega
Cement, industrial
Pinsk
52
26
Pripet
machinery
Lumber, paper, fish
Poti
42
41
Rion
Manganese, lumber, grain
Riga. !!
57
24
Western Dvina
Lumber, grain, ,c-pinery,
Rostov
47
40
Don
paper
Industrial machinery,
52
46
Volga
grain
Oil, grain, textiles,
Scymch
63
153
Kolyana
machinery
Gold mine equipment
Shcherbakov
58.
39
Volga
Machinery, lumber
Solikesk
6o
57
Kama
Potash salts, coal
Stalingrad
49
44
Volga
011, grin, machinery
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cps
.
_
art
North
East
Route b/
Stalinsk
54
87
TcM?
Steel, ferrous ores
Syzran'
53
48
Volga
Oil, lumber, leather
Tavda
58
65
Tavda.
Lumber
Toboi'sk
58
68
Tobol
Lumber,
furs
Tomsk
56
85
Tom'
Grain,
lumber
Ust' -Kut
57
106
Lena
Grain
Vil'nyus
55
25
Viliya
Paper,
ment,
agricultural equip-
fertilizer
Vitebsk
55
30
Western Dvina
Textiles, lumber
ViLUmirovka
48
46
Volga
Salt
Yakutsk
62
130
Lena
Lumber,
ducts
agricultural pro-
Yaroslavl'
58
39
Volga
Lumber,
trucks, buses
Zhlobin
53
30
Dnepr
Lumber
This list is riot untended to ctampris e l po t faid a] 1 categories
of traffic. Forts are selected on the basis of their size, location
nature of traffic, and other factors. Cargo date are illustrative of im-
portant commodities handled in port.
b. In some instances the route shown is an affluent of a main system.
c. Also accessible to other water routes.
E-0'-R-
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APPENDIX B
~;TIiODOLO 3Y
The intelligence processes involved in the preparation of this report
were-threefold:
1. Cs p ri son for inconsistencies.
2. Comparison with apparently unrelated data.
3. Comparison with US experience.
The first of these involved simply the collation of a large body of
reports on the saa topic. Those that appeared the most often in the
most reliable sources were generally chosen.
The second process was somewhat more difficult and occasionally called
into play a knowledge of factor3 other then transportation. For example,
in the preparation of the estimated sections of volume data, it was
necessary to inquire into the reasonableness of estimating .increasing
traffic in given years in the face of other confirmed reports of sharp
declines in general economic activity. A prime example is the forecast
in the report that petroleum traffic will increase along the Kam. River,
made on the 'basis of confirmed reports of great activity in the Bashkir
fields in that region.
The third process .._ comparing Soviet performance statements with
known US performance ?.. avoided several instances where apparently re-
liable soviet data from . technical jcurnaals simply did not stand up when
judged by US experience.
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APPENDIX C
rAPS IN IY LLIOMOE
The--re are sseverl serious gaps in intelligence on the nature and
volumt of.Sa,viet inland eater traffic. In the order in which the topics
are discussed in this report, there are serious gaps in available in-
formation on the size of the Soviet inlay water fle-et, its distribution,
and the capacity of fleets and ports. Soviet sources report fleet
statistics only it terms of horsepower and tonnage capacity, a snittg
reference to the actual number of vessels. Although estimates have been
prepared on the number of vessels in the fleet, such estimates are
necessarily based upon estimates drawn from Soviet data and are open to
question. Intelligence a to the distribution of the fleet has the same
weakness as that for the over-all size of the fleet. It is impossible
to aluloca to the actual capacity of the fleet by basin an the basis of
k:orseps? aer and tonnage. It is necessary to have data on tug speeds and
vessel sizes by categories before that can be dome n The greatest gaps
exist in intelligence on port capacities. In contrast to fairly good
data an the most important seaports, ?6 there are few reliable data
available on the cargo capacity of Soviet inland ports.
There are other important gaps, but they are rendered lean signifi-
cant by the possession of apparently reliable knowledge about various;
aspects of terse gaps. For example, precise data are not available from
Soviet ss rceas an the volume of traffic, but reasonably adequate sstatisti-
cas series have been prepared using apparently reliable Soviet figures
as base points and, check points.
Intelligence on the nature of traffic is adequate for over-all pur-
poses but weak with regard to Information on the nature of cargoes out-
side the broad categories; of bulk goods such as lumber, grain, and ores;.
Detailed information on the extent to which inland water routes are used
for the transport of high .value, low-weight cargoes on their origin and
-their destination would be a useful indicator of the value of inlaid
water for the transport of other than. bulk cargoes.
In contrast to the excellent data available on the capacity of Soviet
ocean parts, there is little organized Information on the cargo capacities
of the inland ports, and there is little opportunity for surveillance,
since there is little or no foreign-flag traffic on Soviet inland atera
wayss 4 Security restrictions are severe in the river ports and are
especially ago around. the cargo-handling installations in those areas. The
39
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most useful data available on Soviet inland part capacities are those
based upon Soviet statement3 or statistics co the volume of traffic
handled in certain ports. A1tb.c h such date are clearly inadequate as
measures of capacity, since they are measures of :dual cargo-handlin t,
they do furnish minimum d to an potential capacity.
SR-'yR-E WT
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Intelligence oii virtually all aspects of Soviet inland water trans-
port is almost entirely derived from published Soviet sources. This
fact at once places all ouch intelligence in a suspect category, since
official Soviet transport data have been :proved on merry occasions to be
of questionable accuracy. Certain gradations as to the accuracy of Soviet
published data, however, can probably be made with reasonable assurance.
Technical or statistical data of obvious economic or military intelligence
value are generally omitted from publications or are obscured.in presenta-
tion by reference to some unstated norms or percentages of Plan fulfillment
where Plan figures are not given. (The annual statements of Plana achieve-
ment are excellent instances of such techniques.)
In some cases, data are published in apparently reliable sources such
as technical journals and trade publications which can be proved to be
completely or almost certainly false. One excellent instance of this
.technique vas found in the preparation of this report.- An article in
Rechnoy Transport (River Transport), a technical journal, discussing the
relative economy of river transport versus transport by rail and pipeline,
contained some apparently accurate information on the subject. Analysis of
the figures, however, proved beyond question that the general conclusions
reached (favorable to water transport) were not supported by the partial
data given.
The State Department's publication Soviet Rehabilitation Policies and.
Practices in Liberated Areas of the USSR contains an excellent survey of
Soviet policies toward fleet restoration during the war and immediately
thereafter.
'Information of a general descriptive nature, however, is believed to be
highly reliable. Examples of such data are newspaper reports on the nature
of traffic, opening of new navigation routes, noteworthy performance of ship
crews., and other such factual data which do not in themselves reveal any
;significant intelligence.
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2. Sources.
Evaluations, following the classification entry and designated "Rve..,, "
have the follo ,wlug significance,.
Information
A - Completely reliable
1
- Confirmed by other
sources
B - Usually reliable
2
- Probably true
C - Fairly reliable
3
- Possibly true
D - Not usually reliable
1.
- Doubtful
E - Not reliable
5
- Probably false
F - Cannot be judged
6 - Cannot be judged
Evaluations not otherwise designated are those appearing on the cited
document; those designated "RR" are by the author of this report. No "RR
evaluation is given when the author author agrees with the evaluation of the cited
document.
1. NI S 26, Section 33, Fig. 33-1, Jun 1951. C. Eval. RR 2.
2. Kratkiy a taatisticheskiy sprsvochni.k po zheleznodorozhnomu, rechnomu
i more koa x 'z an por tu, 7, P". 11 . R . Eve.. RR 2.
q- 'WnB 3031 n - sal r 'Pr,%nancr aticn in the USSR. Part 1. South .nckiuriaabn
25X1A2g Railway Comp, Tokyo, 1 U. Evassl . RR 2 .
Sotsialistices'koyestroitel'aaty SSSR, 1933-36, Pp.
Eval. RR 2.
6.
Recha~o lira ns ort, No. 5, May 1935, p. 6. R. Evan l . RR 2.
7-
Khaachaatvrov Usnovy, p. 300. U. Evaal. RR 2.
8.
VodnyyTraansprt, No. 9, 1940, P. 3. U. Eva l. RR 2.
9.
Sotsialisticea,'koye stroitelletvo SSSR, No. 8, 1939, p. 167. U. ival. RR 2
10.
1. V. Kochetov, ZhcleznodorozhnPaya statistikaa,, 1948 edition. U.
Eval. RR 2.
ll.,
Great Soviet Encyclopedia, USSR, p. 95. R. Evaal. RR 2.
12.
Derived from 1940 ezti.mates end statements on river traffic in 1940
and 1942, cited in E. A. Vozriesen.skiy, The Warr Economy of the USSR
in thA Ppr i nA of +hp Ps-tr inti aq War. Moscow . 1 . - Ll.. Evasl. RR 2.
13.
Rechno Trans ort p . 20 U . Eva . RR 2 .
14.
CIA, ORR, S TR estimate from S/` soviet rail data and average length
of haul reported for river transport in 1946 as cited in CIA-00-W-20107:
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Y.I. Koldomasov, Fundamentals of the Planning of Hauling on
Railroad Transport, Moscow, 19+9, pp . 2 4--3-0. C. Eval. RR 2.
15. CIA, ORR estimate on basis-of Plan report by Cosplan, quoted in
Guclok, 18 Jan 1948. R. Eva].. RR 20
25X1 A2g 16 . NIS 26, Section 33, Fig. 33-1, Jun 1951. C. Eval. RR 2.
17,
18. udok, 17 ,pr 1951, p. a omen by Ministry of River Fleet that
1950 traffic exceeded that of 1940 by 26 percent. Eval. RR 2.
19. 1Z3est a, 20 Max 1952. Statement that freight hauling increased
25X1 A 20.
25X1X7
25X1A Eva-1. RR 3.
z5.
21. Rechno Trans ort, No. 1, Jan 1952. R. Eva].. RR 2.
22. NIS Zion 33, Fig. 33-21, Jun 1951. C. Eval. RR 2.
24. Voprosy ekonomiki zheleznodorozhnogo tray Moscow, 19 .
30. Ibid.
31. Rechnoy Transport, 17 Jul 1951,
32. Ibid. Eval. RR 2.
33. Rechnoy Transport, 8 Jun 1951,
34. Rechnoy_Transport, 30 Mar 1951,
26. Soviet Rehabilitation Policies and Practices in Liberated Areas of
the USSR State, T Oct l9 . U. Eval. RR 2
27, NIS 26 Section 33, Jun 1951, P. 79 if. C. Eval. RR 1.
28. Ibid. Eva]. ? RR 2,
29. USSR River Transport in the New St41
alin Five Year Plan, _ok. cit.
25X1X7 35,
36 NE I.
37. Ibid.
38. Ibid.
39. NIS 26, Section 33, Jun 1951, p. 19. C. Eval..RR 2.
40. NIS 26, Section 33, Jun 1951, Fig. 33-1. C. Dial. RE 2~
41. FBIS,, Moscow, 4 Dec 1951, V.M. Ptashnikov, Deputy Minister of the
River Fleet, 2 Dec 1951. R. Eval. RR 3.
42. ibid.
43. ]bid.
44.Rechnoy 17 Jul 1951,
45 . Ibid. Transport, ~w ,..
46. Ibid
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47. Izvestiya, 20 Mar 1952. R. Eval. RR 2.
48.
49. Rechnoy Transport, No.. 1, Jan 1952. C . Eva7_. RR 3.
50-
51. NIS 2
52.
53.
54.
55.
56,
57.
58.
59-
6o.
61.
62.
63.
64.
65.
66.
67,
25M7 68.
69.
70.
.
25X1A2g 71
(2:
73.
74.
75,
76.
25X1X7 77.
25X1A2g
78.
79,
80
81.
.
82.
83, 84.
85.
86.
Ibid.
WI-d.
Fourth Five Year Plan. S. Eval. RR 2.
N.TS 26, Section 33, Fig. 33.6, Jun 1951. C. Eval. RR 2.
Ibid.
Ibid.
Ibid.
Ibid.
Fourth Five Year Plan. S. Eval. RR 2.
Ibid.
Ibid .
Pravda Ukxa V, 21 Feb 1952. R. Eval. RR 2?
NIS 2;, Section 33, Fig. 33-6, Jun 1951. C. Eval. RR 2.
FBIS, Economic Abstracts, 233 $Tan 1952. C. Eval. RR 2.
Pravda Vostoka, Tashkent, a 6'9&y 1951. R Eval. RR 1.
Pravda Vostoka Tashkent, 23 Apr 1951. R. Eval. RR 2
Section 33, Fig. 33-1b, Jun . C. Eval. RR 1.
Ibid..
N1' 16 26, Section 33, Fig. 33-6, Jun. 1951. C. Eval. RR 2,
Ibid.
15N152-50, 2k. cit.
Ilid.
Fourth Five Year Plan. S. Eval. RR 2.
C'rA/RR .17, The Volume and Character of Soviet-Flag Ocean Traffic,
9 Dec 1952. S.
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