Janis 40

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01144A000200010001-8
• Release Decision: RIFPUB
• Original Classification: C
• Document Page Count: 152
• Document Creation Date: December 14, 2016
• Document Release Date: May 6, 2003
• Sequence Number: 1
• Publication Date: October 1, 1947
• Content Type: REPORT

Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
JANIS 40
EDITORIAL FILE
DO NOT REMOVE
No. 79:44144/4olume No. 1 of 2 9 NUT U.
NO. 02.
'ER NO,
L DOCS HEREIN
Nonregistered
European U.S.S.R.
THE CENTRAL INTELLIGENCE AGENCY
October - 1947
EDITORIAL FILE
DO NOT REMOVE
ARCHIVAL
PIZASE RE'rUBS
AGENCY
/14 : CIA-RDP79-01144A00020001
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
JANIS 40
THE CENTRAL INTELLIGENCE AGENCY
Washington, D.C.
1 October 1947
1. JANIS 40, the Joint Army-Navy Intelligence Study of EUROPEAN U.S.S.R., is published
herewith.
2. This is a ,CONFIDENTIAL NONREGISTERED publication. This document contains
information affecting the national defense of the United States within the meaning of the
Espionage Act, 50 U.S.C., 31 and 32, as amended. Its transmission or the revelation of its
contents in any manner to an unauthorized person is prohibited by law.
3. When complete, JANIS 40 will comprise a text volume of 12 chapters (Volume 1 of 2),
and a Plans Pouch (Volume 2 of 2). Contents will be as follows:
Volume 1 of 2. Text and illustrations.
Chapter I ? Brief
Chapter II ? Military Geography
Chapter III ? Oceanography
Chapter IV ? Coasts and Landing Beaches
Chapter V ? Climate and 'Weather
Chapter VI ? Ports, Shipping, and Navy
Chapter VII
Chapter VIII ? Cities and Towns
Chapter IX ? Resources and Trade
Chapter X ? People and Government
Chapter XI ? Health and Sanitation
Chapter XII ? Aviation (Limited-distribution supplement)
Chapter XIII ? Gazetteer and Map Appraisal
- Volume 2 of 2. Plans Pouch. Folded illustrations too large to bind.
4. To expedite distribution, the various chapters will be issued as they come off the press,
not necessarily in numerical sequence. As the individual chapters are received, they should
be arranged in numerical order in the binder provided, and the date of receipt entered in the
spaces below.
5. Table of Contents and List of Effective Pages of each chapter are given inside the
chapter covers. A list of the Plan's is given on the cover of the Plans Pouch. Distribution of
this publication is made by the Central Intelligence Agency to the Intelligence Agencies of the
Departments of State, Army, Navy, and Air Force.
Chapter
I
II
III
IV
V
VI VII
VIII
IX
X
XI
XIII
Plans
Pouch
Date
Rec'd.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
003/05/14: CIA-RD 0611:01144A000 01\0001-8
\
1304OIEENT,
NO {RAW fi /
se.14mAssii- /.
CLA$S. CRAW 191 14/ lp
NEXT REVIIEVOLTit / ?
AUDI! Ni
pATER /14
loon
This dpcst ent contains information affecting the national defense of thg.Unt
the meani -theEspip_nage Act, 50 U.S.C., 31 and 32, as amend_4_Its talon or the
reveLation if its contents in -ciny ihannertu cmttrnauthorited person is prohibited law.
.4
/Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
LIST OF EFFECTIVE PAGES, CHAPTER I
SUBJECT MATTER
Cover Page
List of Effective Pages and Table of Contents, Chapter I
(inside front cover)
Figure (insert, reverse blank)
Text and Figures
Figures (inserts, reverse sides blank)
Text
Table (3 inserts, reverse sides blank)
Figure (insert, reverse blank)
Text
Figures (inserts, reverse sides blank)
Text
Figure (insert, reverse blank)
Text and Figures
Figures (inserts, reverse sides blank)
Text
Figures (inserts, reverse sides blank)
Text
Figure (insert, reverse blank)
Text
Figures (inserts, reverse sides blank)
Text
Imprint (inside back cover, reverse blank)
CHANGE IN
EFFECT PAGE NUMBERS
Original unnumbered
Original unnumbered
Original Figure I-1
Original pp. I-1 to 1-18
Original Figures 1-7 to 1-9
Original pp. 1-19 to 1-24
Original Table I-1
Original Figure I-10
Original pp. 1-25 to 1-58
Original Figures I-11 and
1-12
Original pp. 1-59 to 1-72
Original Figure 1-13
Original pp. 1-73 to 1-78
Original Figures 1-16 to 1-19
Original pp. 1-79 and 1-80
Original Figures 1-20 to 1-23
Original pp. 1-81 and 1-82
Original Figure 1-24
Original pp. 1-83 and 1-84
Original Figures 1-25 and
1-26
Original pp. 1-85 and 1-86
Original unnumbered
TABLE OF CONTENTS
Note: The various topics of this chapter are based on information available in Washing-
ton, D. C., on dates ranging from 1 July 1946 to 1 May 1948.
1.
2.
3.
FOREWORD
INTRODUCTION
A. Physical characteristics
B. Ports
C. Transportation and telecommunications
D. People
E. Economy
MILITARY GEOGRAPHY
A. Relief
B. Drainage
C. Vegetation
D. Trafficability of surface materials . .
E. Military implications of terrain features
F. Natural features of focal areas
OCEANOGRAPHY
A. Tides
B. Circulation
C. Sea and swell
D. Ice
E. Temperature
F. Salinity
G. Conductivity
H. Color and transparency
Page
I - 1
I - 3
I - 3
I- 4
I 4
I 5
I - 5
I - 6
I - 6
I - 6
I - 8
I - 8
I - 9
I - 9
1-10
1-10
I - 10
I - 10
1-10
I - 10
I - 10
I - 10
I - 11
4.
5.
6.
Page
I. Bottom sediments I - 11
J. Other marine elements I - 11
K. Observations on vessel operation . I - 11
COASTS AND LANDING BEACHES I - 11
A. North coastal sector I - 12
B. West coastal sector I - 12
C. South coastal sector I - 13
CLIMATE AND WEATHER 1-14
A. General characteristics I - 14
B. Elements of weather and climate I - 17
(1) Precipitation I - 17
(2) Temperature I - 17
(3) Winds I - 17
(4) Visibility I - 17
(5) Cloudiness and ceilings I - 17
C. Weather as related to military operations I - 17
(1) Ground operations I - 17
(2) Air operations I - 17
(3) Naval and amphibious operations ? I - 17
(4) Chemical warfare operations . ? I - 19
PORTS, SIIIPPING, AND NAVY ? 1-19
A. Ports 1-19
(1) General and pertinent characteristics 1-19
(2) Summary of ports 1-21
B Shipping routes 1-24
(Table of Contents, continued, inside back cover)
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Original
160 140 120 100 SO 50
AE'R ICA
PACIFiC OCEAN
; SOUTH
AMkRICA
AUSTRALIA
38 BULGARIA
40 EUROPEAN U.S.S.R.
41 CAUCASUS AREA
70 INDOCHINA
71 SOUTH CENTRAL CHINA
72 NORTH CHINA
73 SOUTHEASTERN SIBERIA
74 MANCHURIA
75 KOREA
76 CHINA?EAST COAST
77 CHINA?SOUTH COAST
78 KAMCHATKA
79 SAKHALIN
80 KURILE ISLANDS
81 NORTHERN JAPAN
84 SOUTHWEST JAPAN
85 CENTRAL JAPAN
86 NANSEI-SHOTo
87 FORMOSA
102 MARIANA ISLANDS
103 PALAU ISLANDS
104 CAROLINE ISLANDS
150 BORNEO
153 JAVA?TIMOR
154 PHILIPPINE ISLANDS
155 CELEBES SEA AREA
157 NETHERLANDS NEW GUINEA
312 ARGENTINA
160 140 120
AREAS COVERED BY PUBLISHED JOINT ARMY - NAVY INTELLIGENCE STUDIES
0 500 1000 0500 2000 2500
11173 Map Branch, CIA, 3-49
Statute Wes on the Eluator
Van der Grintan's Projection
Im".1911.1e1.1.91m, Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Chapter I
BRIEF
Prepared by Central Intelligence Agency from
manuscripts submitted by chapter contributors
FOREWORD
Page 1-1
The purpose of this study is to make available, subject to limitations of time and material, one publication contain-
ing all the necessary detailed topographic information upon which may be based a plan for military operations in
European USSR. The study is intended also to provide an organized presentation of material to be used as a base on
which to plot information from other sources.
The various topics of this study are based upon information available in Washington, D. C., on dates ranging from
1 July 1946 to 1 May 1948, as indicated in the respective chapters.
To meet the varied requirements of users, the material is presented in two distinct patterns. Chapter I, entitled
"Brief," is a condensation of the material presented in much greater detail in the succeeding chapters. It provides
a "quick look," complementing the main body of the study.
This publication has been prepared from material contributed by a number of agencies of the United States Gov-
ernment, including the following: Board of Governors, Federal Reserve System; Board on Geographic Names, Depart-
ment of the Interior; Coast and Geodetic Survey, Department of Commerce; Corps of Engineers, United States Army
(Beach Erosion Board; Board of Engineers for Rivers and Harbors; Engineer Research Division, Army May Service;
Map Research Branch, Army Map Service) ; Deputy Chief of Naval Operations (Air) , Department of the Navy; Director
of Intelligence, United States Air Force; Engineer Intelligence Division, Office of the Chief of Engineers; Geological
Survey, Department of the Interior; Headquarters Air Weather Service, United States Air Force; Hydrographic Office,
Department of the Navy; Intelligence and Security Branch, Office of the Chief Signal Officer, United States Army; Intel-
ligence Division, General Staff, United States Army; Joint Meteorological Committee; Medical Intelligence Branch,
Office of the Surgeon General, United States Army; Office of Foreign Agricultural Relations, Department of Agriculture;
Office of Naval Intelligence, Department of the Navy; Research and Intelligence organizations, Department of State;
Weather Bureau, Department of Commerce.
Contents have been made up in two volumes; Volume 1, text, and Volume 2, Plans Pouch. A table of contents will
be found on the inside cover of each chapter, and on the Plans Pouch. The text includes the following chapters.
NOTE: In view of the scheduled early publication of more recent and comprehensive basic intelligence on Transporta-
tion and Telecommunications and a more complete gazetteer, Chapter VII is not being issued and Chapter XIII con-
sists only of Map Appraisal.
CHAPTER I BRIEF
CHAPTER II MILITARY GEOGRAPHY
CHAPTER III OCEANOGRAPHY
CHAPTER IV COASTS AND LANDING BEACHES
CHAPTER V CLIMATE AND WEATHER
CHAPTER VI PORTS, SHIPPING, AND NAVY
CHAPTER VII (Transportation and Telecommunications?See note above.)
CHAPTER VIII CITIES AND TOWNS
CHAPTER IX RESOURCES AND TRADE
CHAPTER X PEOPLE AND GOVERNMENT
CHAPTER XI HEALTH AND SANITATION
CHAPTER XII AVIATION (Issued as JANIS 40-1, limited distribution supplement.)
CHAPTER XIII MAP APPRAISAL (See note above.)
FIGURE I-1 shows the area covered by each JANIS.
CENTRAL INTELLIGENCE AGENCY
Original 4ILESUPPIN101111119
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-2
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
JANIS 40
LOCATION MAP
OF
EUROPEAN USSR
RED DOT ADJACENT TO MOSCOW IS CENTER OF RADIAL SCALE AND STEREOGRAPHIC PROJECTION
BOUNDARIES ARE AS OF 1937
500 1000 1500 2000
STATUTE MI LES
CONFIDENTIAL
200 0 ' 200 400 60" 800
120? 60?
GREENLAND
WHIT
SEA
SICILY
44/V GULF
FIGURE 1-2. Location map
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: Cli-ERP79-01144A000200010001-8
Page 1-3
1. INTRODUCTION
European USSR is the focal area of the Soviet Union. It
is the seat of the complex and centralized governmental
structure which dominates all phases of USSR life. It is
the hub of the Soviet transport and telecommunications
systems. Although occupying only about one-fifth of the
total Soviet area, European USSR accounts for over one-
half of Soviet agricultural production and, despite the
eastward shift in the economic center of gravity, probably
still includes at least half of total Soviet industrial capac-
ity. The area has more than 70% of USSR installed elec-
tric power capacity. Its ports normally handle over three-
fourths of total Soviet maritime cargo tonnage. The area
is by far the most urbanized in the USSR, and approxi-
mately two-thirds of total Soviet population is concen-
trated in European USSR.
A. Physical characteristics
Surface configuration, climate, and soil are, with their
reflection in historical development, contributing factors
in the division of European USSR into three general
regions.
Beginning above the Arctic Circle, the northern region
extends south roughly to the 60th parallel in the vicinity
of Leningrad. South of the permanently frozen tundra
along the Barents Sea is the taiga, an extensive belt of for-
est land. Long and severely cold winters alternate with
short but warm summers. The northern region has a
sparse population, for the most part engaged in lumbering,
fishing, hunting, and some mining. The land transport
system is very limited; rail transport is primarily confined
to the trunk lines from Arkhangel'sk and Murmansk to the
south. The region is of major importance because of the
port of Arkhangel'sk, western terminus for a warm-
weather shipping lane through the Arctic, and the newer
port of Murmansk, which is the Soviet Union's only ice-
free northern port.
The central region, an industrial and population con-
centration centering around Moscow, extends from Lenin-
grad south to about 51? latitude, and on the west now
includes Estonia, Latvia, Lithuania, and prewar Finnish,
East Prussian, and Polish territory. Summers are longer
than those in the north but are still relatively short.
There is a high density of population, which includes farm
labor as well as industrial and office workers. The region
is the hub of the Soviet rail, paved-highway and inland-
waterway systems. Timber production and reserves are
large. Prior to the eastward shift of industry, this region
contained the bulk of Soviet industrial capacity and prob-
ably still holds a dominant position in general manufac-
ture as contrasted with the heavy and extractive indus-
tries in the Ukraine and in the area of the Urals and
beyond.
The southern region includes the Ukraine, the Crimea,
and the western part of the steppe farm and grass lands.
The climate and topography of the Ukraine are similar to
the northern Great Plains of the United States and the
province of Saskatchewan in Canada. The Crimea and
the Caspian Sea coast are warmer and dryer than the
Ukraine. The Ukraine, with large farm population and
acreage, is a food surplus area. This region is also of
major importance industrially. It includes the Donets
basin's coal, considered the best field in the USSR, the
extensive and high-grade iron reserves at Krivoy Rog, and
related iron and steel production. The southern region,
because of its mild climate, is a recreation center for the
USSR. It contains the major Black Sea ports of Odessa,
Original
Sevastopol', and Rostov-on-Don; and the Caspian Sea port
of Astrakhan' at the mouth of the Volga.
Extending eastward to the Urals and south from the
Barents Sea to the Black Sea and the Caucasus, European
USSR comprises 1,659,000 square miles, or approximately
20(7( of the Soviet Union's total area of 8,336,900 square
miles. European USSR represents roughly one-half of the
area of Europe and is equivalent in size to approximately
55 r/c of the United States.
European USSR is the central part of the great, monot-
onous lowland plain which extends through northern
Europe, and, after interruption by the Ural Mountains,
eastward into Asiatic Russia. The nearly level to gently
undulating terrain is generally less than 600 feet above
sea level. A few districts within the plain have maximum
elevations of 1,200 feet, but most of these rise less than
700 feet above their surroundings. Many of the major
rivers flow at the foot of eastward-facing bluffs several
hundred feet high, and erosion of these bluffs by streams
and wet-weather gullies has locally produced a much dis-
sected terrain. The major highlands of the area border
the plain and do not break its continuity. The terrain is
generally suitable for the construction of airfields, and
for emergency use of frozen water surfaces and snow-cov-
ered areas. There are great expanses of marshes (the
Pripet Marshes are notable), swamps, and lakes which
affect cross-country movement. The area has an exten-
sive network of rivers, many of which are 1,000 miles or
more in length. Among the major rivers are the Western
Dvina, flowing westward into the Baltic Sea; the Onega,
the Northern Dvina, the Mezen', and the Pechora flowing
northward to the Barents Sea; the Dnepr, Don, and the
Dnestr flowing southward to the Black Sea; and the Volga,
greatest of European USSR rivers, flowing southeastward
into the Caspian Sea. Connecting the rivers are a num-
ber of canals, and it is announced Soviet intention to link
Moscow, subject to ice blocking in winter and low water in
summer, by navigable waterways with all seas bordering
USSR. Vegetation ranges from the tundra type in the
north, to the forests and cleared farming areas through
the central region and the Ukraine, and to the desert vege-
tation in the Caspian lowlands.
The coasts of European USSR are divided into three
widely separated sectors. The north coast is characterized
by marshy tundra with frozen subsoil, or by high granite
hills along the southern Barents Sea and rolling, forested,
often marshy coasts along the White Sea; both areas have
extensive sandy beaches fronted by shallow nearshore
depths except along the Murman coast, which is rocky
with obstructed approaches. Ice obstructs navigation
most of the year except along the Murman coast, which
is ice free but has granite hills fronting the irregular and
inlet-indented coast. On the west coast the north shore
of the Gulf of Finland is high and wooded, and the north
coast of Estonian SSR is cliffy with approaches obstructed
by islets and rocky shoals. The remainder of the coastal
area is a flat plain with sandy beaches; approaches are
generally clear; exit is often hindered by steep cliffs,
marshy bay heads, or sand dunes. Along the Black Sea
and Sea of Azov, the coasts are varied with low, marshy
river deltas and estuaries fronted by shallows; extensive
sand beaches frequently lie along narrow spits; whereas
there are many short sand or cobble pocket beaches along
the mountainous Crimean coast. Approaches are clear.
The climate of European USSR is strongly continental,
with long, cold winters and short, warm summers. The
climate is not so severe as in the comparable latitudinal
zone of North America or Siberia. Variations through the
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-4
Approved For Release 2001/Agg4,6CIA-RDP79-01144A000200010001-8
area are caused by latitudinal differences and the degree
of proximity to the relatively warm currents of the North
Atlantic rather than by topographic features. In winter,
mean temperatures range from the middle thirties along
the Black Sea coast to a few degrees below zero in the
northeast, and in summer from the middle fifties to the
middle eighties. Precipitation is low as compared with
western Europe or the United States; it is heaviest along
the Baltic coast and in the Ukraine. Except in the ex-
treme south, all winter precipitation is snow, which covers
the ground from October-November to April-May. From
December to March in the south and from October to the
last of May in the north, all water surfaces are frozen
from a few inches in the south to over three feet in the
north. Cloudy days and low ceilings are most frequent
in winter. Minimum frequency of cloud and low ceilings
occurs in summer with the exception of the Barents and
White Sea regions where the average cloudiness exceeds
75% coverage throughout the year. Natural sources of
water supply are plentiful in all parts of European USSR
except in the extreme south and southeast.
Trafficability in most of European USSR is determined
more by climate than by terrain. The most favorable
period for cross-country movement is winter, when water
surfaces and soils are frozen; the ice on Lake Ladoga was
the supply route for Leningrad during World War II when
land approaches were blocked. Spring thaws make con-
ditions least favorable. From June to October surfaces
are generally trafficable except during periods of excessive
rain; in October-November deep mud covers most of the
area.
Three key gateways from the west are through Grodno,
L'vov, and Odessa. The Grodno route was followed by
Napoleon in 1812 and by the central prong of the Ger-
man advance in World War IL
B. Ports
The ports of the north coastal sector include the two
principal ports of Arkhangel'sk and Murmansk. Ark-
hangel'sk, the principal export port, is closed by ice from
15 December to 15 May unless kept open by ice breakers.
Murmansk, the only year-round Soviet port in the north,
is a newer commercial port development, and also is an
important naval center. There are five secondary ports
and Molotovsk, a naval shipbuilding center which received
lend-lease goods during World War II and may be kept
open all year by the use of ice breakers. Lumber, chrome,
magnesite, apatite, fish, and flax comprise the chief ex-
ports; coal is the chief import. Also in this area are the
naval bases of Iokan'ga; Vayenga, chief operating base
for the Northern Fleet; and Polyarnyy, headquarters for
the Commander-in-Chief of the Northern Fleet.
The greatest concentration of important Soviet ports is
in the western coastal sector which contains eight major
ports and Kronshtadt, a fortified naval base from which
the Baltic Fleet operates, seven secondary ports and the
naval base of Oraniyenbaum. With the exception of Len-
ingrad, Oraniyenbaum, and Kronshtadt, all of the western
ports are in annexed countries. Leningrad, largest of the
Soviet ports, is also the most important shipbuilding cen-
ter in the USSR. Lumber, grain, and other agriculture
products are the chief exports and the imports are coal
and agricultural machinery. The Gulf of Finland is
closed to navigation for more than three months, but most
ports farther south on the Baltic Sea can either be entered
all winter by ordinary vessels or kept open by ice breakers.
The south coastal sector contains five principal ports,
including the primarily naval and military port of Sevas-
topol', and six secondary ports, all of which are open all
winter, some with ice-breaker assistance. Odessa, the
commercial and trading center of the Black Sea, and
Mariupol', principal port on the Sea of Azov and next in
importance to Odessa, handle the bulk of trade which in-
cludes grain, iron, manganese, oil exports, and imports of
machinery and manufactured goods.
C. Transportation and telecommunications
Railroads move the greatest amount of traffic in the
USSR; the Soviet policy is to emphasize freight transport
and to reduce passenger traffic. The state-owned rail-
road network of European USSR in 1941 was approxi-
mately 41,600 miles, one-third of which was double-
tracked. The prevailing gage of the track is the normal
Soviet 5'0" broad gage; there are various narrow gages
in the Baltic States and in USSR industrial use. Soviet
railroad trackage density is greatest in the area centering
around Moscow. Even in this area, the density of rail-
roads is less than half that for the entire United States.
Fifty percent of those lines within the invasion area were
destroyed by the Germans. By October 1947, all the
former double-track lines were reported restored as single-
track, and some trunk lines were entirely or partially re-
stored to double-track operation. Twenty-one strategic
rail lines totaling 14,725 miles, of which 9,240 miles, or
63%, are double-track, form the framework of the railroad
system of European USSR. These main railroads bolster
the political integration of the country, connect important
industrial areas and sources of raw materials, and pro-
vide outlets to the sea coasts and neighboring countries.
Eleven principal rail arteries radiate from Moscow, linking
it to all areas of the Soviet Union, including the ports on
the Baltic, Black, Caspian, and White seas. A compre-
hensive number of branch and transverse lines intercon-
nects the principal arteries.
Rail used on Soviet lines is generally of a poor quality
and lighter than rail used in the United States; ballast is
reported to be primarily sand. In 1941, the USSR had an
estimated 27,000 steam locomotives of 19 types, most of
which were much lighter and less powerful than those in
the United States; some are obsolete. Of an estimated
prewar total of 850,000 freight cars, which were almost
entirely two-axle, approximately 50% were reported de-
stroyed during the war; estimated freight car total in 1948
was 640,000 cars. Passenger cars are old and in poor con-
dition. At the end of World War II, the whole rail net-
work was in bad condition.
The Soviet roadnet of 1,042,000 miles is poor by western
European and United States standards. In 1947, the
principal highway system in European USSR consisted of
short feeder roads to railheads and a radiating pattern
of roads out of Moscow (seven of the eight principal roads)
for varying distances. These seven roads, three of which
are all-weather roads comparable to the better-type roads
in western Europe, link Moscow with areas of industrial
or military importance or are supply lines from important
ports. The eighth road, between Astrakhan' and Kazan',
is an important adjunct to rail and water transportation
in the Volga region. Many areas are without improved
roads, and many of the improved gravel or dirt roads are
impassable at certain seasons. Spring is the roadless
period; summer is the time of best trafficability.
The network of internal waterways in European USSR
is formed by long, wide, well-distributed rivers. Although
the low velocity of the rivers and relatively low elevation
of the watersheds facilitate development, inland water-
ways have not been utilized as effectively in the USSR as
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
kAgtuni Approved For Release 2003/05/14 : ClAgpile79-01144A000200010001-8
in other countries. Natural obstacles offset the advan-
tages since all waterways are closed by freezing during
the winter for a period from 70 to 200 days. During the
summer and fall, low water necessitates extensive dredg-
ing. A plan to develop the rivers and to connect them by
a system of canals has advanced about 30 toward com-
pletion. The longest and most modern artificial water-
way is the Moscow-Volga Canal, completed in 1937. The
lakes concentrated in the northwest, east and south of
Leningrad, are linked by the Mariinskiy canal system and
rivers to form an important outlet to the Baltic Sea. The
most important dams are in the upper Volga and Mos-
cow region; relatively few are necessary for navigation
because of the level terrain, and most of the dams serve
for power production. Reservoirs for irrigation are in the
lower Volga area. The major river ports are those of the
Volga-Kama-Oka system, on which are located the majority
of the inland shipbuilding yards.
The pipe lines supplying petroleum to European USSR
are inadequate in number and the older lines are in poor
condition. Although the most important oil fields are con-
nected by main or feeder lines to refineries or distribution
points, the pipe lines transport only 25 `A of the extracted
crude oil. New lines have been projected to supply Mos-
cow and to reduce Caspian Sea transport of Caucasus
petroleum. The longest and largest gas pipe line in Euro-
pean USSR is the 500-mile, 13-inch diameter carrier which
transports natural gas from the Saratov fields to Moscow.
Other gas lines are in the Kuybyshev, Groznyy, and L'vov
areas.
The government-controlled telecommunications system
is not dense in the USSR, approximately 0.75 telephone per
100 population in 1940, as compared with 16 per 100 in the
United States; the telegraph system is more extensive.
It is adequate for its purpose, however, since the main
function of the domestic network is to provide official
channels between Moscow and the various political sub-
divisions, factories, collective farms, etc., rather than to
serve private communication. Radio is the principal
means of international communication and is used do-
mestically to convey Moscow broadcasts to the people by a
wire distribution system.
D. People
European USSR has a population of 129,000,000, or
about two-thirds of the total Soviet population, and an
approximate density of 78 persons per square mile. This
population has a higher birth rate and a younger age com-
position than the population of Western Europe and
America. The area includes 80% of the key Slavic popu-
lation of the USSR, of which the most important stock is
the Great Russian, making up about 58 (j( ; the Ukrainian,
which has constituted a dissident minority problem since
the inception of the Soviet regime, a little more than 16 `A ;
and the White Russian, about 3%. The literacy, cultural,
and political maturity levels of European USSR are far
above those elsewhere in the country. The dominant
religion, which is subject to major restriction by the Com-
munist regime, is Christianity as represented by the Greek
Orthodox Church. The area contains the bulk of the pool
of labor skilled by Soviet standards, and has more than
half of the estimated total Soviet industrial labor force.
Workers are organized in large unions of the industrial
type which primarily perform administrative functions
and have a principal purpose of increasing production.
Urbanization is much more intensive than elsewhere in
the USSR. This area has an estimated three-fifths of
total Soviet urban area and six of the seven largest
Original
Page 1-5
cities?Moscow, Leningrad, Kiev, Khar'kov, Gor'kiy, and
Odessa. Prewar industrialization had resulted in exten-
sive population shifts from rural to urban areas and
brought about considerable overcrowding. As a result of
war destruction and the fact that reconstruction has been
slow, a large percentage of urban areas are seriously over-
populated. This is particularly true of Moscow and Len-
ingrad.
The Soviet Union has exerted strenuous efforts toward
the solution of its health and sanitation problems and
has attained some measure of success. Medical and pub-
lic health services are almost entirely state controlled
and supervised. In 1941, there were 130,348 physicians,
661,431 hospital beds for general medicine and surgery,
73,992 for psychiatric patients, and 141,873 maternity
beds. Water and sewerage systems, limited to the cities,
are neither modern nor sufficient in number. Innumer-
able pests, such as disease-bearing insects, poisonous fish
and snakes, and dangerous animals, are prevalent. The
most common diseases are tuberculosis, malaria, venereal
diseases, various types of enteritis and diarrhea. Typhus
and dysentery are endemic. The state assumes responsi-
bility for the production and distribution of food, and
collective feeding is a widespread practice. Bread is the
chief item in the diet; meat, fresh fruits, and vegetables
are scarce in the cities but abundant in rural regions.
Moscow is the center for the political and administrative
complex, dominated by the Stalin faction of the Com-
munist Party, which maintains absolute control of the
state. From Moscow issue not only the dictates and cur-
rent propaganda themes of the governing administrative
bodies and the Communist Party, but also the details of
the Gosplan (State Plan) as they are transmitted down
through successive administrative and regional levels to
the smallest manufacturing or agricultural enterprise to
the efforts, living standards, and ideology of each indi-
vidual Soviet citizen.
E. Economy
Natural environment and historical development have
made European USSR a relatively self-sufficient economic
area. Agriculture occupies approximately 50 (/- of the
population; although the principal consuming as well as
producing region, the area normally is self-sufficient in
foodstuffs and has some surplus. It contains both coal
and iron ore for the production of steel, large timber
areas, extensive water resources for developed and poten-
tial hydroelectric power, a pool of manpower skilled by
Russian standards, and industrial capacity ranging from
steel mills to plants producing military end-items and
precision instruments. A principal strategic deficiency
is in petroleum, for which the area primarily depends on
the Caucasus via the railroad, inland waterway, and pipe-
line systems.
Recent economic development and present operation
of the economy in European USSR, as throughout the
Soviet Union, is dictated in detail by the Soviet govern-
ment for the purpose of increasing the military-economic
potential in order to secure the USSR against "any con-
tingencies." This policy rather than consumer needs de-
termines the type and quantity of goods produced, and
has a similar influence on both imports and exports.
The state, through its planning commission, also directs
and allocates the flow of commodities within the USSR
from surplus to deficiency areas. The Gosbank (State
Bank) is the center of the Soviet banking system. Oper-
ations of the other banking institutions are closely co-
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-6
Approved For Release 20 ?N1 446 CIA-RDP79-01144A000200010001-8 4.44101514M
ordinated with those of the Gosbank. Its function is not
only to grant credit to an enterprise but also to ensure
that the credit is used as planned and that the borrowing
enterprise fulfills its quota under the plan.
European USSR bore the brunt of direct Soviet economic
loss from World War II damage. German advances en-
circled Leningrad, made deep inroads on the agricultural
and industrial areas westward from the outskirts of Mos-
cow, and overran the grain area and industrial centers of
the Ukraine and the Crimean peninsula. Industrial capac-
ity was greatly reduced by German destruction, by Soviet
destruction to deny production to the Germans, and by
Soviet removal of production facilities to other regions,
primarily beyond the Urals. Loss of plant was accom-
panied by dislocations in the labor force and in the
established production pattern.
World War II damage, and the planned eastward dis-
persion of manufacturing and other economic enterprises
which began prior to the war and has continued, have
somewhat reduced the former economic pre-eminence of
this area. A considerable strategic plant capacity has
been developed in the Ural Mountains area and eastward
toward the Pacific coast. Important new resources of
essential raw materials have also been developed in these
newer areas to provide basis for further development of
industrial complexes. The new railroad construction out-
lined by the Fourth Five-Year Plan is projected almost
exclusively for the area to the east. There is inadequate
information for a close appraisal of the effect of these
actual and projected developments on the relative sig-
nificance of European USSR in the total Soviet build-up
of industrial potential. Although much new capacity has
been established in the Urals and beyond, particularly in
the extractive and heavy industries, reduced productive
capacity in European USSR as a result of war damage or
removals has been largely, if not entirely, restored through
reconstruction or through installation of equipment seized
by the Soviets. In view of the existing availability in
the area of relatively skilled labor, established transport,
installed electric power generating capacity, and other
supporting economic factors, it is doubtful whether the
USSR could retain a substantial economic war potential
if in major part denied the established productive capacity
of European USSR.
2. MILITARY GEOGRAPHY
European USSR comprises 1,659,000 square miles, equiv-
alent to approximately 55% of the area of the United
States (excluding possessions) or about 50% of the land
area of Europe. Roughly rectangular in shape, the area
extends over 1,700 miles from the naval base of Sevas-
topol' in southern Crimea to the Polyarnyy naval base
on the Arctic Ocean, and more than 1,300 miles from
Klaipeda (Memel) on the Baltic Sea in the west to Sara-
pul near the eastern border of the JANIS 40 area.
The topography has an appearance of monotonous
sameness. Perceptible differences in relief are local only.
Elevations are over 1,000 feet only in a few small districts.
Drainage pattern and characteristics are similar through-
out the area. There are, however, large-scale differences
in vegetation and in the capability of surface materials
to support heavy traffic. These features generally divide
European USSR into seven terrain regions (Fromm 1-3
and PLAN 2).
In this topic, reference is made to PLANS 2 through 10,
which are folded illustrations too large to bind and are
included in Volume 2, PLANS POUCH.
A. Relief
(PLANS 2, 3, and 4)
The most significant geographic feature of European
USSR is the extensive plain with only slight relief in con-
trast to the rest of the European continent. Uniformity
of relief is not absolute, however, because of the frequent
alternation of lowland sections with more elevated and
more strongly dissected sections, locally termed heights
or hills. These eminences seldom rise more than 670
feet, minimizing the variation in relief.
One such break in this level-appearing plain is found
in the Southwest Russian Upland, region C-2 in FIGURE
1-3 and PLAN 2, which is deeply cut by numerous valleys
150 to 400 feet deep. Also, trending northwest - south-
east across this upland is a series of granite outcrops which
form a kind of elongated plateau, with elevations 900 to
1,100 feet above sea level and continuing as disconnected
low hills as far south as the Sea of Azov.
In the central part of European USSR there is another
series of uplands or elevated sections with a north - south
trend. The northern extent is known as the Eastern
Hills (region B-1c). Southward, successive parts are the
South Valdai Hills (C-1c), with elevations from 650 to
1,062 feet; the Central Russian Hills (C-3b) ; and the
Donets Hills (E-1d), where a maximum elevation of 1,220
feet for the series occurs southwest of Voroshilovgrad.
Eastern elevations known as the Pre-Volga Hills (C-3f
and E-2b) are in reality a north - south trending plateau
with elevation of about 1,000 feet above sea level. The
plateau extends from Kazan' to south of Saratov and domi-
nates the right bank of the Volga river either as high cliffs
or as bluffs. In the northeastern part of European USSR
are the Khrebet Pay-Khoy and the Timan Hills, each group
consisting of a series of northwest-southeast ridges which
do little to retard cross-country movement.
The major highlands of European USSR border the
great plain and do not break its continuity. These high-
lands are the Ukrainian Carpathian Mountains (region
D) in the southwest, the old and much worn-down Kola-
Karelia Low Mountains (B-1a) and the rough and rocky
land of Karelia (B-1b) in the northwest, a 300-mile seg-
ment of the Northern Urals (B-2e) in the northeast, and
the southern mountains of Crimea (region F-1). All of
these major relief features are considered "barrier fron-
tiers" bordering the plain.
Elsewhere throughout the area there are wide expanses
of level-to-rolling plain. There are also wide areas of
swamps and marshes which affect cross-country move-
ment. Despite the area's vast extent from the Arctic
Ocean to the Black and Caspian Seas and from the Car-
pathians to the Urals, the plain retains its integrity and
low elevation above sea level, with mean altitude of only
about 550 feet.
B. Drainage
(PLAN 4)
The rivers of European USSR are typically long, many
being 1,000 miles or more in length. They have low
gradients (average 4.6 to 7.8 inches per mile) and shallow
valleys. Many miles of their courses are bordered by
marshes or swamps. The mountain borders of parts of
European USSR have relatively little effect on the rivers.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
BRIEF
Page 1-7
11069
EUROPEAN USSR
PHYSIOGRAPHIC
DIAGRAM
BOUNDARIES
International, 1937
USSR, 1946
JAN IS
The United States Government has not recognized the
incorporation of Estonia, Latvia and Lithuania into the
Soviet Union: some other boundaries do not necessanly
correspond to the boundaries recognized by the United
States Government.
Scale 111,000,000
50 100 150 200 250 Mlles
0 5,0 100 ISO 200 250 Kilometers
CONFIDENTIAL
60
SWEDE
20
24
/52
FINLAND
28
68
64
28
32
36
40 44 48 52 56 60 64 68
NJ.
BARENTS SEA
Arc hangel
(Arfhaia 'sk) -
Leningrad _
- Novgorod
Rb,cnk Reservon
Volga
Kazan'
Smolensk
52
68
64
60
56
52
-
ugsk
Vorodpoh
Kiev
(Kiyev)
48
44
Odessa
Astrakhan
cv SEA OF AZOV
(A aovskeye More)
BLACK SEA
BULGARIA
-Sev'astopol'
-
28 32
\
M ,
CA
(Jams 41
36 40
44
48
52
48
44
11069 Map Branch, CIA, 2-49
Original
FIGURE 1-3. Physiographic diagram
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
U.S. GPO-S
Page 1-8
Approved For Release 209Z9g116 CIA-RDP79-01144A000200010001-8
Several important rivers rise near each other on the flat-
tish tops of the Valdai Hills and follow divergent courses.
These radiating streams include the Lovat', which flows
northward to the Gulf of Finland; the Daugava (Zapad-
naya (Western) Dvina) flowing west to the Baltic; the
Dnepr and Don whose courses are generally southward to
the Black Sea; and the Volga, the greatest of European
USSR rivers, which trends southeast and discharges into
the Caspian Sea. Another flattish divide separates the
northern tributaries of the Volga from the rivers flowing
northward to the Arctic Ocean. Important among the
latter are the Onega, the Severnaya (Northern) Dvina,
the Mezen', and the Pechora.
So nearly level are portions of both of these divides that
in the periods of spring flooding there is often a temporary
sharing of water between the diverging streams. Canals
have been built connecting various streams with adjacent
head-waters, and Moscow is now connected by water
to all seas bordering European USSR.
The area has a great number of lakes but they are
unevenly distributed. The greatest concentration is in
the Kola-Karelia lake region where the largest are Lake
Ladoga and Lake Onega. In the grassy lands of the south
the few lakes are insignificant in size except on flood plains
where some areas submerged in spring floods remain
as shallow lakes throughout the year. In addition, there
are lagoon and estuary type lakes along the shores of
the Black and Azov seas and the salt lakes in the Caspian
lowlands.
Marshes border many of the lakes and connect them
with adjacent water bodies. In the forested belt and
northward, swamps cover wide lowland areas. South-
ward of the forested belt, most marshes are along the
streams. It has been estimated that swamps and marshes
cover about 6.8(/( of the total land surface of European
USSR, the most extensive marshes being those bordering
the Pripyat' river.
The main high water period is in the spring and early
summer (April to June) , following the melting of the win-
ter's accumulation of snow. Streams overflow their banks
at many places, extending the borders of swamps and
marshes. Ground water is available everywhere, but in
general it becomes deeper and more mineralized from
north to south. Bordering the Arctic, for example, ground
waters lie close to the surface, are almost completely lack-
ing in mineral salts, and have a high organic content.
On the other hand, ground waters in the Black Sea area
lie at great depths (in part deeper than 1,000 feet) and
on the whole are very hard, saline, or brackish.
During the cold season the water bodies of nearly all of
European USSR are covered with a layer of ice. The
ground is frozen or snow-covered and drainage is essen-
tially at a standstill. The period of ice cover varies from
less than two months in the southwest on the lower Dnestr
to seven months in the northeast on the lower Pechora.
Thickness of ice varies from a few inches in the south to
over three feet in the north. Since a temperature below
32? F. is required for the freezing of salt water, duration
and thickness of ice on the salt lakec\ and the Caspian
Sea varies with salinity.
C. Vegetation
(PLAN 4)
The latitudinal extent and position of European
USSR?comparable to that of the area from St. Paul,
Minnesota, to beyond the Arctic Circle?give the ?area a
wide variety of vegetation. Zonation in a broad sense is
definite, with fairly wide areas of transition between zones.
Vegetation ranges from the tundra type in the north to
the Mediterranean forest in southern Crimea and to dry
desert forms of vegetation in the Caspian lowlands. Forest
and grass, however, are dominant.
For about 100 miles inland from the Arctic coast is the
tundra. Most of the subsoil remains permanently frozen.
This zone is similar to the Barren Grounds of Canada.
The dominant vegetation consists of lichens and mosses.
Toward the southern margin, however, are associations of
berry bushes and sedges and also dwarf forms of trees such
as birch, willow, and various conifers. Southward, but
mainly north of a line from Leningrad to Molotov (for-
merly Perm), is a transition zone where the trees grad-
ually become numerous and taller.
South of the Leningrad-Molotov line the growth of trees
becomes dense and forms an immense forest of conifers
mixed with birch. This coniferous forest belt, spreading
across European USSR from west to east, extends south-
ward for about 600 miles.
Farther to the south, but mainly north of a line from
Kiev to Kazan', the dominant conifers are replaced by
broadleaf trees such as oak, beech, ash, and maple. Here,
except in the swampy district of the Pripyat' river, much
of the forest has been cleared to provide cropland and
meadows. Crops include small grains, flax, sugar beets,
and vegetables.
Extending across the southern part of European USSR
is a vast grassland (steppe) on which trees are either
absent or rare. The grasses vary from tall feathergrasses
in the north to shorter and progressively wider-spaced,
tufted grasses in the south. Much of this region is now
under cultivation.
West and north of the Caspian Sea, and on both sides
of the lower Volga, the grasses become sparser and in
places saline. There are also low growing wormwood
shrubs common to desert regions. Only along the moist
Volga flood plain are there trees, thick grasses and reeds.
Cultivated areas are confined mainly to the flood plain.
The marginal mountainous parts of European USSR
are mainly forest-covered. The trees include fir, pine,
spruce, oak, beech, and chestnut. Above the timber line
are mountain meadows and some areas covered with
mosses and lichens.
D. Trafficability of surface materials
(PLANS 6 through 10)
The areal distribution of soil textural types and weather
records giving the seasonal distribution of precipitation
and the critical 32? F. isotherm in European USSR are
the principal criteria for estimating the ability of surface
materials in their natural state to support vehicles mov-
ing either across country or on unimproved roads made
entirely of local soils, and in some instances to support
troops, cavalry, and cargo animals.
The northern part of the country is covered with coarse-
to-fine soils of glacial origin, whereas the southern part is
covered with deep layers of fine-textured loessal, residual,
and alluvial soils. In general, the surface of European
USSR can be divided into four broad soil types. These
are: 1) the well-drained sandy and loamy soils over uncon-
solidated materials which are trafflcable at all times ex-
cepted during heavy"rainf all, 2) the moderately drained
deep, loamy and clayey soils over consolidated materials
which are nontrafficable during and for a considerable
time after heavy rainfall, 3) alluvial and other fine-tex-
tured soils that contain well- and poorly-drained soils
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
c bZI:.'1 Approved For Release 2003/05/14 : CIA61079-01144A000200010001-8
Page 1-9
closely combined, and 4) poorly drained soils. The last
two types are nontrafflcable except when firmly frozen.
PLANS 6 through 10 give an over-all view of soil typcs
and trafficability but cannot be relied upon for detailed
information for any one place. Also, certain areas have
local limitations on cross-country movement even though
the trafficability maps may show them as areas of favor-
able drainage. Such areas include the Carpathian, Ural,
and Crimean mountains, the Khibinskaya Tundra and the
Lovozerskiye tundras, the gullied areas of southern USSR,
the rocky portions of the north, the extensive bog and
marsh areas of the west and north (PLAN 4) , and the
saline soils of the Caspian Lowland.
Trafficability throughout most of European USSR is
affected more by climate than by terrain. Trafficability
is poorest in the spring, at which time even improved
roads commonly fail in spots. Steady melt begins about
1 March in the vicinity of the Black Sea and the melt period
moves from west and south to the northeast. During this
period little, if any, cross-country movement is possible.
Another unfavorable period for cross-country movement
is in October and November when alternate periods of
freezing and thawing of the surface soil disrupt the normal
soil-drainage before the onset of persistent freezing. Any
precipitation and freezing temperatures during this period
make for poor trafficability either through the formation
of deep mud or frozen ruts which affect the use of vehicles.
Winter is the most favorable period for widespread cross-
country movement. Surface materials are frozen deeply
enough in normal years to support most military vehicles.
Winter ranges from December to March in the south and
from October to the latter part of May in the north. Janu-
ary is the coldest month throughout the country. During
the season of continued frosts, depth of frozen surface ma-
terials varies from none in the extreme south to 40 or 60
inches in the central and northern areas. Maximum depth
of frost penetration is highly significant because it is di-
rectly related to duration of nontrafficable conditions in
the spring. For example, frost penetration of 6 inches
may be associated with poor trafficability of only 2 to 4
days when thawing takes place, but frost penetration of
36 inches or more ordinarily results in nontrafflcable con-
ditions for 4 to 7 weeks (PLAN 10) . Lakes, ponds, rivers,
and most swamps freeze over during October and November
and become trafflcable until the spring break-up.
In summer, surface materials of European USSR are gen-
erally trafficable, although trafficability from day to day
depends upon frequency, intensity, and duration of rain
and upon the higher rate of evaporation. Even in sum-
mer, in such places as the Pripet Marshes, areas east of
Leningrad, much of the northern forest and tundra belts,
and on river flood plains, local routes must be chosen with
care. Elsewhere cross-country movement should be feas-
ible during summer except during or immediately after
heavy or prolonged showers.
E. Military implications of terrain features
Insofar as the surface configuration is concerned, cross-
country movement is feasible in most places. However, it
may be prevented or retarded by: 1) the steep escarpments
on the west banks of the large rivers, 2) the wide river
flood plains bordering most of the streams, 3) an extensive
network of deep gullies and ravines in the southern part,
and 4) rock-strewn areas in the northwest.
Greater deterrents to cross-country movement than re-
lief are: 1) the drainage net throughout the country, 2)
the vast, poorly drained areas which are covered with bogs,
Original
swamps, and marshes, and 3) the numerous lakes in the
west and north. However, the barrier effect of the streams
and lakes is greatly reduced in midwinter when most are
firmly frozen. In fact, the ice on Lake Ladoga was used
as the major supply route to Leningrad in World War II
when all land approaches had been blocked. The major
rivers are serious barriers during the spring flood periods
and temporarily in summer following any excessive rain.
Both the Germans and the Russians crossed the Dnepr
and Don after some preparation but relief irregularities
and swampy bottomlands channelized all approaches to
these rivers.
The slight relief throughout much of European USSR
makes variation in vegetation of primary importance in
cross-country movement, deployment, and concealment.
In the north, the low moss, sedge, and scrub trees of the
tundra offer few obstacles to movement and only limited
possibilities for concealment and fuel supply. Southward
from the tundra, the great forest belt, although interrupted
by marshes, moors, and scattered man-made clearings, is
a serious barrier or impediment to movement, and offers
maximum concealment and an unlimited supply of wood.
In the transition zone between the forest belt to the
north and the grassland to the south, movement would
encounter alternating openings and wooded patches, and
open areas can be covered from adjacent forested areas.
In the vast grassland belt, cover and concealment are
poor. Concealment is possible only for crouching or prone
positions.
From the standpoint of trafficability of surface materials,
the most favorable season for movement is in winter
(December and February) when most surface materials,
including lakes and bogs, are firmly frozen. This is also,
however, the period when low temperatures and snow
hamper free movement because of their effect on personnel
and equipment. Another favorable trafficability period
occurs in summer (June to October) when most surface
materials are dry. Least favorable periods for movement
are during spring (March to mid-May) and autumn (Oc-
tober and November) when deep muds cover most of this
area.
F. Natural features of focal areas
Focal areas of European USSR are the great urban com-
mercial-industrial zones of Leningrad, Moscow, and Gor'-
kiy and the industrial-agricultural belt spreading from
Kiev through Rostov-na-Donu (Rostov-on-Don) to Stalin-
grad. Areas which are important because of potential use
as approaches to or bases from which to attack these major
strategic regions include: 1) the Kola Peninsula (Kol'skiy
Poluostrov) , the coasts of the Gulf of Finland, and a broad
belt connecting the two sections and 2) the so-called three
southern gateways to the USSR ? the routes through
Grodno, L'vov, and Odessa.
The Leningrad, Moscow, and Gor'kiy zones are located in
poorly drained planes broken by gently rounded hills of
moderate elevation. Dense forests alternate with crop
and pasture lands in the urban environs. The most traffic-
able approaches to these cities are the ridges which, al-
though forested in many places, are well-drained and have
few steep slopes.
The Kiev-Rostov-Stalingrad area lies within grass- and
crop-covered, gently-rolling planes which are broken only
by a high, steep escarpment on which Kiev is located and
a dissected area of moderate height (the Donets Hills)
northwest of Rostov. A few patches of trees grow on these
hills and on the sides of the major valleys. This area of
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-10
Approved For Release 209i/E116 CIA-RDP79-01144A000200010001-8 ammisiorpferfrerw
deep, black earths is easily traversed when dry or frozen
but quickly becomes an area of deep, impassable mud after
heavy rains or spring thaws.
The Kola Peninsula area has many local sections of
relatively level and firm land capable of utilization for the
construction of airfields or landing strips. The peninsula
lies almost on a direct air line between northeastern North
America and the population and economic concentrations
of European USSR.
The Tallinn area and similar sites along the Baltic coast
constitute possible staging areas for operations against
Leningrad and Moscow.
The Grodno gateway is the southwestern end of a series
of sand and gravel hills which form an almost unbroken
dry, gently-rolling, and partly-forested upland belt from
the Polish border via Smolensk all the way to Moscow.
This natural route was followed by Napoleon in 1812, and
by the central prong of the great German advance of 1941.
The L'vov gate also marks the western end of a natural
route provided by the central and nearly flat part of the
Southwest Russian Upland. This gently-rolling, grass-
covered upland belt extends almost in a straight line from
L'vov to Kiev. The southern prong of the German in-
vasion of 1941 followed this route.
A significant feature is the separation of the Grodno-
Smolensk and L'vov-Kiev routes by the almost impassable
Pripet marshes and swamps.
The Odessa gateway actually is divided into several sec-
tions along the north coast of the Black Sea east of the
city. These sections of the coast lie between the large
marsh-bordered estuaries and lead directly to low, gently
rolling grass- and crop-covered lands which continue
northward to the Kiev-Rostov area. The only natural
impediments to rapid cross-country movement and wide
maneuvering between the Black Sea coast and the Kiev-
Rostov area are the Kiev escarpment and the Donets Hills,
widespread networks of deep gullies, and belts of poorly
drained land along the major rivers (Dnepr, Donets, and
Don).
From the Kiev-Rostov-Stalingrad belt a route toward
Moscow lies along the broad lowland east of the Don. An
approach to Moscow from Leningrad lies over a series of
hills and wet lowlands; the most formidable of these wet
lowlands is the 02ero Il'men'-Volkhov valley basin south-
southeast of Leningrad.
3. OCEANOGRAPHY
The ocean coasts of European USSR consist of three
widely separated sectors. The north coastal sector bor-
ders on the southern Barents Sea, and includes the White
Sea (Beloye More) and a portion of the Kara Sea (Kars-
koye More) . The west coastal sector is the Baltic Sea
coast, including the Gulf of Riga and the south coast of
the Gulf of Finland. The south coastal sector borders
on the northwestern Black Sea, .and includes most of
the Sea of Azov (Azovskoye More).
A. Tides
The north coastal sector has semidiurnal tides with
small diurnal inequality. Tidal range is affected by topog-
raphy and varies greatly from place to place. The west
and south coastal sectors have negligible lunar tide, but
undergo periodic fluctuation in water level under the in-
fluence of wind, atmospheric pressure, river discharge,
and the annual thermal cycle.
B. Circulation
The current regime off the north coastal sector is domi-
nated by a relatively warm current recognizable as an
extension of the Gulf Stream. A complicated pattern of
tidal currents and wind-driven currents also exists. Wind-
originated local currents are also found in the numerous
channels and sounds of the west coastal sector, with a
slow circulation out of the Baltic Sea representing the
excess of precipitation and river inflow over evaporation.
A fairly steady current system exists off the south coastal
sector, subject to seasonal variations and the influence of
prevailing winds.
C. Sea and swell
Sea conditions in summer are good in all three coastal
sectors. They are generally poor in winter, although in
the presence of ice the wind fetch is reduced, resulting in
lower wave heights. Currents also temporarily affect
wave height and steepness, depending upon the degree
to which current direction and wind direction are opposed.
Information on swell conditions is inadequate, but it is
unlikely that severe swell occurs independently of high
seas, particularly in the protected waters of the west and
south coastal areas.
D. Ice
Ice forms in winter off all the coasts of European USSR
except the Murman Coast (Murmanskiy Bereg) in the
north coastal sector. The White Sea has a short naviga-
tion season less than that of our Great Lakes, and sea
ice forms over all the area east of its entrance. In the
west coastal sector the Gulf of Finland is closed to naviga-
tion for about three months, but most ports farther south
on the Baltic Sea can either be entered all Winter by or-
dinary vessels or be kept open by ice breakers. In the
south coastal sector, Sevastopol' normally is ice-free, and
most other ports south of latitude 45?3'N are open all
winter, with ice breaker assistance in some cases. Ice-
bergs do not Occur in any waters of European USSR.
E. Temperature
The coastal waters of European USSR are fairly cool,
with summer maximum surface water temperatures of
about 60?F. in the White Sea and 50?F. in the open Barents
Sea; 70?F. at the head of the Gulf of Finland and 60?F. in
most of the rest of the Baltic Sea; and 75?F. in the south
coastal sector.
F. Salinity
The surface salinity of the open Barents Sea is that of
the normal Atlantic Ocean, 34 to 35 parts per thousand.
It drops to about 20 parts per thousand in the northern
part of the White Sea, and still lower toward the heads
of the gulfs and off the mouth of the Pechora. In the
Gulf of Finland, it increases from 2 or less at the head
to 6 at the mouth, and in the Baltic Sea it ranges between
6 and 8 parts per thousand. Surface salinity in the open
Black Sea is 17 to 18 parts per thousand, decreasing off
river mouths. Dead water in a mild form is encountered
along the Murman Coast and may also occur in the Black
Sea.
G. Conductivity
Electrical conductivity of the surface waters ranges from
a minimum of 0.002 reciprocal ohm per centimeter cube
near river mouths to a summer offshore maximum of
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
BRIEF Page 1-11
0.035 in the north coastal sector, 0.015 in the west coastal
sector, and 0.025 in the south coastal sector.
H. Color and transparency
In the north coastal sector the color of the offshore Gulf
Stream water is intense blue, and the coastal waters are
greenish. The waters of the west coastal sector are of
various shades of green, yellow-green, and greenish brown.
The Black Sea is probably greenish near shore and blue
offshore. In all sectors the waters are less transparent
near the coast than offshore, and are least transparent in
spring and early summer.
I. Bottom sediments
Bottom sediments off the north coastal sector vary with
locality. Mud, stone, or sand make up much of the floor
of the Barents Sea; inshore, rock or stone is found west
of Novaya Zemlya and is common off the headlands,
around the small islands, and in the straits; patches of
mud characterize the deeper portions of the White Sea
and the inlets. There are also areas, many of consider-
able extent, of sand, sand and mud, or clay.
Sediments along the west coastal sector are patchy;
near shore they consist of mud, sand, sand and mud, clay,
stone, or rock, while in the deeper waters of the central
portions of the Black Sea, and also in the adjoining gulfs,
mud, sand and mud, sand, or sandy clay will usually be
found.
Off the south coastal sector mud, or sand and mud pre-
dominate, with nearshore sediments mostly sandy. There
are patches of rock or stone off most of the numerous head-
lands.
J. Other marine elements
Phosphorescent organisms such as Noctiluca probably
occur in all coastal waters of European USSR. Although
there are no records of them from the Baltic, they are
abundant in the Black Sea. No large seaweeds are to be
found, although small forms and eelgrass will be encoun-
tered on rocks everywhere. Floating tree trunks carried
down in the spring freshets will be encountered in and off
the White Sea.
Hydrogen sulfide, a highly toxic gas, is found dissolved
in the water of the Black Sea below about 400 feet, the
content increasing with depth.
K. Observations on vessel operation
In the north coastal sector, well-developed temperature
and salinity gradients in summer in the White Sea result
in short periscope depth and assured ranges. During late
spring and early fall there is a limited period of isothermal
water with long ranges at all depths. Temperature in-
versions (increase of temperature with depth) in the same
months result in long periscope-depth ranges and short
assured ranges. In the Barents Sea off the Pechora short
periscope-depth and assured ranges will also prevail dur-
ing the summer. Offshore the mean depth of isothermal
water is 100 feet, resulting in long periscope-depth ranges
(2,000 yards or more) ; the well-developed negative tem-
perature gradients below this isothermal layer result in
short assured ranges (1,200 to 1,400 yards) .
In the eastern part of the Gulf of Finland during
spring and summer, periscope-depth and assured ranges
will be short, increasing in the central portion of the Gulf
to 2,000 yards or more for periscope-depth and 1,200 to
1,400 yards for assured range. Long periscope-depth
ranges and short assured ranges, resulting from tempera-
Original
ture inversions, will be encountered in the Gulf of Finland
in early spring and late fall. In the Baltic Sea in the
summer, the depth of the isothermal layer will be 100 to
150 feet, resulting in long periscope-depth ranges and as-
sured ranges of 1,400 to 1,600 yards. During limited
periods in late spring and early fall, the isothermal layer
will increase to over 400 feet in depth, giving rise to long
ranges at all depths.
In the south coastal sector, offshore in the Black Sea
the periscope-depth range during summer will usually be
long, 2,000 yards or more, and the assured range 1,200 to
1,600 yards. In the northwest portion, influenced by dis-
charge from the Danube and other rivers, extreme tem-
perature and salinity gradients exist in spring and sum-
mer, resulting in short periscope-depth and assured ranges;
in the fall, although isothermal conditions exist, salinity
gradients will still lead to short sonar ranges.
Snapping shrimp have not been reported from any of the
coastal waters of European USSR, and few of the other
noise-making organisms are known to be present. Fish
feeding on mollusks or crustaceans will probably be heard
however, in all coastal waters; likewise, seals and porpoises
in the north and south coastal sectors, and whales in the
Barents Sea may give rise to spurious echoes.
Positive ballast increments of 10,000 to 20,000 pounds
when diving from periscope depth to 400 feet will be neces-
sary to maintain trim at depth in spring and summer in
the White Sea, in the Barents Sea off the Pechora, and
in the northwestern portion of the Black Sea. Similar in-
crements of 10,000 pounds or more will be necessary in-
shore in the Gulf of Finland from late spring to early fall.
In the Baltic and the central waters of the Gulf of Fin-
land ballast increments will be positive in the summer but
may be positive, isoballast, or negative in spring and fall.
Offshore in the Barents Sea ballast increments will usually
be positive, but may be negative during periods of isother-
mal water or temperature inversion. Offshore in the Black
Sea ballast increments will usually be positive in the sum-
mer, but will be isoballast or negative in spring and fall.
In the northwestern portion of the Black Sea in early
spring and late fall, although isoballast conditions will be
indicated by BT card, vertical salinity gradients will usu-
ally necessitate flooding to attain trim.
4. COASTS AND LANDING BEACHES
The coasts and landing beaches of European USSR are
divided into three widely separated sectors corresponding
to geographic locations: the North Coastal Sector, facing
the arctic and bordering the Barents and White Seas; the
West Coastal Sector, facing the Baltic and including the
Gulf of Finland and the Gulf of Riga; and the South
Coastal Sector, bordering the Black Sea and The Sea of
Azov (Azovskoye More) (FIGURE 1-9).
Sector 41. North Coastal Sector (Karskaya Guba to the Nor-
wegian Boundary) .
Low, mildly undulating marshy tundra with frozen sub-
soil, or high barren granite hills along the Arctic coast;
and undulating, forested, often marshy coast along the
White Sea. Extensive sandy beaches in both areas
fronted by shallow nearshore depths and often by rocks
or drying flats. Ice obstructs navigation or landing most
of the year, except along the Murman coast. Communi-
cation lines are scarce and beach exits generally poor.
Sector 42. West Coastal Sector (Mys Kryuserort (Ristniemi)
to Stutowa (Stutthoff) ).
North shore of Gulf of Finland high and wooded, north
coast of Estonian SSR cliffy; remainder of area flat coast-
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-12
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
amgmrmtrJANIS 40 e .
al
plain. Short beaches of sand, pebble, rock, or mud as
far as Gulf of Riga, where almost continuous sandy beach
begins, often backed by dune barriers. Approaches ob-
structed by islets, rocky shoals, reef patches or shallow
flats, except along Baltic where coast is generally clear.
Coast borders the approaches to Leningrad, Vyborg, and
principal ports of Estonian, Latvian, and Lithuanian
SSR's. Roads and trails inland generally numerous al-
though direct exits often hindered by steep cliffs, marshy
bayhead areas, or sand dunes.
Sector 43. South Coastal Sector (Danube river mouth to
Port-Katon)
Wide variety of terrain, with river deltas and estuaries;
prevailingly low and marshy and fronted by shallows.
Generally extensive sand beaches, frequently along nar-
row spits. South coast of Crimea has short sand or
cobble pocket beaches between breaks in cliff y mountain-
ous coast, with approaches clear, and exits to resort towns
and improved mountain roads.
A. North coastal sector
(Sector 41, FIGURE 1-9)
From the Ural foothills at Karskaya Guba to Pechor-
skaya Guba (Pechora Bay), the region known as the Bol'-
shezemel'skaya Tundra, the coasts are low and backed
by level tundra except to eastward, where the foothills ap-
proach the coast, creating occasional rugged, rocky ter-
rain. Vegetation is limited to moss, grass, bushes, and
stunted trees covered with lichens, and the subsoil is per-
manently frozen 2 feet below the surface. Coniferous
forests extend inland beginning at distances from the coast
varying from 50 miles to 100 miles. The off-lying islands,
Ostrov Vaygach and Novaya Zemlya, become progressively
mountainous to northward. The northern two-thirds of
Novaya Zemlya is covered with ice and glaciers which
present a fairly level surface inland. Around the south-
ern tip of Novaya Zemlya and on Ostrov Vaygach the coast
is low and gently sloping, but the shores are generally
steep and rocky.
From Pechorskaya Guba to the entrance to the White
Sea, the area known as the Malozemel'skaya Tundra, is a
low, mildly undulating plain, broken at the center by the
Timanskiy Kryazh, which is generally less than 650 feet
in elevation. The coasts are low, with occasional sand
hills behind the beaches and low scattered hills inland.
Where the Timanskiy Kryazh and its apparent extension,
the Kryazh Kanin Kamen', approach the coast, the shores
are rugged and rocky. The hilly island, Ostrov Kolguyev,
is low and level along the shores of the southeastern half.
Steep shores and the Zimniye (Winter) Gory, lie along
the eastern coast of the White Sea. A moderately high
headland separates Dvinskaya Guba and Onezhskaya Guba
on the southern coast, but the terrain is low and undulat-
ing along the rivers at the heads of these bays. The
rugged, rocky western coast is backed by low wooded
marshy terrain, with many lakes. Hills 2,000 feet in height
rise at the head of Kandalakshskaya Guba, on the north-
western coast. The northern coast of the White Sea is
wooded and rises to rocky hills which fringe the coast to
eastward, creating an almost continuous cliff along the
western shores of the entrance to the White Sea.
Along the entire Murman Coast (Murmanskiy Bereg)
of Kola Peninsula (Poluostrov Kol'skiy) bold, rounded
granite hills front the coast, which is irregular and in-
dented by many bays and inlets. Inland the terrain con-
sists of high, undulating tundra with many lakes. This is
the only north coastal subsector which remains generally
ice-free throughout the year.
Extensive sandy beaches predominate from the eastern
sector limit at Karskaya Guba to the White Sea and along
the shores of the White Sea; they are generally fronted by
very shallow depths, sandy shoals, and drying flats.
Beaches along the Arctic shore are backed by tundra ter-
rain, while those bordering the White Sea are backed more
generally by sand and clay bluffs or by sand dunes. The
relatively few known beaches on the off-lying islands are
restricted to the heads of bays and along river mouths,
fronted by flat bottom slopes or nearshore rocks, and
backed by steep slopes, tundra, or tongues of glaciers.
West of the White Sea, the few known beaches are short,
scattered areas, averaging generally one mile or less in
length, located at the heads of shallow bays and generally
obstructed by rocks. Many of them front small isolated
summer fishing settlements or villages with few accessible
trails. In general, beach exits to roads are very limited.
The many large rivers in this area are navigable for many
miles inland and serve as primary communication routes.
In every case, however, the river mouths are filled with
shifting sandbanks and are usually unnavigable by other
than small boats. Channels have been dredged through
the mouths of several rivers flowing into the White Sea;
elsewhere high water must be awaited to assist passage.
Roads in the sector are limited to winter and unimproved
roads except along the southern and western shores of the
White Sea where there are also railroads. Murmansk, 26
miles inside Kol'skiy Zaliv (Kola Inlet), is served by rail;
good roads in the vicinity are of only local extent. A spur
of the Pechora railroad, which otherwise lies far south-
ward of the coast, is reported as under construction to
Amderma, on the Kara Sea. Soil trafficability is con-
sidered generally poor throughout the coastal area. Sum-
mer weather reduces the sandy humus tundra to shallow
marshes, but good drainage and the frozen subsoil add
somewhat to trafficability. Reindeer sleds are the native
mode of transportation throughout the year. The terrain
around the White Sea is fair for trafficability and bears
the normal obstacles of forests, marshy localities, hills,
and rocky areas.
B. West coastal sector
(Sector 42, FIGURE 1-9)
From Mys Kryuserort (Ristniemi) to Leningrad the
northern shore of the Gulf of Finland is high and wooded,
rising gradually to 300 feet at Koyvisto. Shoal patches
are scattered throughout Vyborgskiy Zaliv (Gulf of Vii-
purl) , which extends 19 miles northeastward from Mys
Kryuserort to Vyborg (Viipuri), a port with excellent har-
bor facilities and served by both rail and road connections
inland. The primary port of Leningrad is approached by a
channel with a minimum depth of 31 feet, and has rail
connections with all parts of Europe. The city is exposed
to floods in the spring and fall as a result of backwash from
the gulf during periods of heavy wind. A broad coastal
plain reaches from Leningrad to Luzhskaya Guba (Lupo-
skaya Guba), with marshes, flat sandy beaches and mead-
ows along the coast, intersected by short, shallow rivers
and dune stretches covered with rock detritus. Precipi-
tous cliffs edge the eastern shore of Luzhskaya Guba. The
shores of Narva Laht (bay) are generally low, sandy and
wooded, with approaches generally obstructed by numer-
ous islets and rocky shoals. From Ledipaa Nina, the east-
ern entrance point of Kunda Laht, to Poosaspad Neem
(Poosaspea) , the northwestern point of Estonian SSR, the
coast is based upon a rocky limestone platform with many
peaked, precipitous cliffs, showing level stratification, and
intersected by deeply cut river valleys. The shoreline is
indented by numerous bays with sandy beaches and
wooded shores. Exits inland are available at breaks in the
steep coast, but connection with the interior is available
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Original
mragmeigefferm Approved For Release 2003/05/14: CINU79-01144A000200010001-8
Page 1-13
only at the ports of Tallinn and Paldiski. Movement in
the natural countryside is hampered by large land tracts
and the absence of good roads.
The ragged western coast of Estonian SSR from Rooslepa
to Kiriku Nina (point) is low, rocky, and fronted by off-
lying shoals. The islands Hiiumaa (Dago) , Saaremaa
(Osel) , Muhu (Moon) , and Vormsi, which lie to the west-
ward across the entrance to the Gulf of Riga, are flat to
slightly rolling. They are formed of limestone platforms
covered with a considerable thickness of sand and coarser
rock detritus. The sounds between the islands are gen-
erally shallow, fouled by sandbanks, and not suitable for
navigation. The coastal stretch along the Gulf of Riga
from Kiriku Nina to Kolkasrags is low and flat, broken
only by river courses draining into the sea. The shore
is generally of firm sand except for swampy areas around
the Kasari and Parnu river mouths, where there are ex-
tensive bog areas, flooded meadows and forests, which
impede movement inland. Shallow flats skirt the coast,
extending 1.5 to 3.5 miles off-shore. Parnu, at the head of
Parnu Laht, and Riga, approximately 7 miles inland from
the mouth of the river Daugava (Zapadnaya Dvina) , are
the principal commercial ports on the gulf. From Kolkas-
rags, the northernmost point of Latvian SSR, to Ovigl, the
coast is generally low and bare, with a few scattered hills.
From OviSI southward to Liepaja, the Baltic coast of
Latvian SSR is flat and sandy, backed by dunes and par-
tially wooded sand hills. From Liepaja (Libau) the coast
trends southward to Klaipeda (Memel) , in Lithuanian
SSR; the shoreline alternating between low sand hills and
forest groves. Cultivated areas lie between the low sand
hills close to the coast and the fir forests, which begin
about 1 mile inland. A dune barrier separates the coastal
plain from the sea along this Baltic coast, behind which
numerous small coastal rivers form swamps and ponds,
which greatly hinder movement inland. Most of the har-
bors are oriented diagonally to the sea. The railroad is
laid out upon the dune wall. The roadstead for Liepaja,
an important commercial city at the outlet of the lake
Liepajas Ezers, is entirely unprotected and not favorable
for anchorage.
From Klaipeda the coast trends southwestward for 50
miles along the Kurische Nehrung, a narrow sandy penin-
sula which separates the Baltic from Kurisches Haff, a
large inland body of water whose northern entrance forms
Klaipeda harbor. The eastern shore of the Haff is low
and marshy in the north at the delta of the river Nemunas;
from there southward, it is low and thickly wooded. The
northern part of the Haff has depths from 3 to 6 feet,
and the southern and wider portion, 2 to 3 fathoms. Ku-
rische Nehrung joins the Zamland peninsula near Krants,
where the coast rises steeply to a height of 365 feet at
Gallgarben. The center of the peninsula is covered with
well-cultivated fields and the shores are high and wooded.
The coast then follows another sandy peninsula, the
Frische Nehrung, which is the ocean barrier for Frisches
Haff, whose entrance channel, at the northern end, runs
through the harbor of Baltiysk (Pillau). A ship canal
runs from Baltiysk through the northern section of the
Haff to Kaliningrad (Konigsberg) , a primary port on the
river Pregel'. General depths in the Haff are 1.2 to 2.5
fathoms over soft clay and sand bottom. Frische Nehrung
is a long, wooded dune peninsula extending from Baltiysk
to Sztutowo (Stutthof) , the sector limit.
Short, generally obstructed beaches border the shores
of the Gulf of Finland and the island and mainland shores
just north of the Gulf of Riga along the west coast. South
and southwestward along the Gulf of Riga and the Baltic
Original
Sea, sand beaches are almost continuous. Roads and rail-
roads are generally available along this coast, although
direct exits from the beaches are often hindered by steep
cliffs, marshy bayhead areas, or sand dunes.
C. South coastal sector
(Sector 43, FIGURE 1-9)
The Danube delta is low, sandy, devoid of trees, and
fronted by a shallow flat. From the Danube delta to
the mouth of the Dniester, the coast skirts a low-lying
plain which is just above sea level in places, with occasional
small hills. From the Dniester mouth northward to the
bay Odesskiy Zaliv the coast becomes steep, with precipi-
tous clay cliffs intersected by ravines. Odessa, one of the
principal trading ports of the Black Sea, is situated at the
southern extremity of the bay, with a breakwater-protected
harbor. The city is connected to the general railway sys-
tem which serves the principal European cities, and first-
class roads connect it with inland cities of the USSR. From
Odesskiy Zaliv to the mouth of the Dnepr, the coast is
moderately high, steep, and reddish in color. Eastward
from the Bug estuary the shore has an almost even eleva-
tion of from 145 to 160 feet, consisting of clay bluffs broken
by gullies and valleys. The secondary port of Nikolayev
is situated on the eastern bank of the river Bug about 21
miles above the entrance. At the head of its estuary the
Dnepr flows into the Black Sea through many interlacing
channels, forming a large marshy delta bordered by ex-
tensive shallow flats. Kherson, a primary port, is situated
on the northern bank of Koshevaya branch, at its junction
with the Dnepr. The southern shore to the Dnepr estuary,
Kinburn peninsula, which divides the Dnepr estuary from
Yegorlytskiy Zaliv (Yagorlilski Bay), on the south, is low
and sandy with scattered hills, small groves of trees, and
bushes. South of the shallow Yegorlytskiy Zaliv a low,
sandy peninsula, Tendrovskaya Kosa extends southeast-
ward for 34 miles to the mainland. From this junction
point the remainder of the northern shore of Zaliv Kar-
kinitskiy (Gulf of Karkinitt) is moderately high, and in-
dented in the eastern part by numerous small bays and by
extensive shallow flats which occupy the entire eastern
end of the gulf.
The southern shore of Zaliv Karkinitskiy from the point
Mys Kartkazak to Bakal'skaya Kosa (spit) , 24 miles south-
westward, is low and flat; bordered by extensive shoals.
Westward of the spit the coast is steep, gradually rising
in height to Mys Kara-Burnu, the northeastern entrance
point to the bay, Bukhta Yarylgachskaya; thence continu-
ing low, rocky, and cliffy to the cape, Mys Tarkhankut,
where the coast turns eastward. From Mys Tarkhankut,
the western extremity of the Crimea, the coast is high
and steep for 12 miles, and from there to Ozero Bogayly
(Kichik-Byel lake) is low and sandy. Southward of the
lake the coast is steep, and the reddish-clay cliffs are inter-
sected in places by river valleys. Sevastopol' harbor,
entered between the points Mys Konstantinovskiy and
Mys Aleksandrovskiy, is well sheltered from southward and
is one of the safest ports on the Black Sea. The harbor
never freezes and is accessible to vessels of the deepest
draught. Southwestward to Mys Khersonesskiy the coast
is high and rocky, deeply indented by several bays, with
moderately steep and barren shores.
The mountainous southern coast of the Crimea, from
Mys Khersonesskiy for about 135 miles east-northeastward
to Kerch Strait (Kerchenskiy Proliv) , consists generally of
gently descending mountain slopes or terraces, which in
the south drop in abrupt precipices to the sea. Between
these are many bays with smaller indentations, intersected
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-14
Approved For Release 2051/a1t CIA-RDP79-01144A000200010001-8
mmiwomemeashalmmi
by brook basins which dry in summer. Approaches from
seaward are unobstructed and general depths of 5 fathoms
lie close to the shore. A primary road skirts the coast
from Sevastopol' to Feodosiya with roads leading over the
mountains from coastal towns to the main highway farther
inland. Yalta, a generally ice free port on the southern
coast, has a well-sheltered harbor with a least depth of
17 feet. Feodosiyskiy Zaliv (Feodosiya Bay), between Mys
Il'i and Mys Chauda, affords good anchorage in depths
from 5 to 12 fathoms over soft mud bottom. Eastward
from the bay to Mys Takil' the coast is considerably lower
and characterized by hills rising in height to 630 feet at
Opuk.
Kerch Strait, which connects the Sea of Azov with the
Black Sea, varies in width from 2.5 to 8 miles, and is
encumbered by extensive shallow banks and shoals. The
coast along the western side of the strait consists of high
uplands, rising in places to hills which terminate in bluffs
and cliffs along the shore. In the low-lying areas between
the hills, are marshes and lakes. The northern coast of
Kerchenskiy Poluostrov (Kerch Peninsula) , from Mys
Khroni to the southeastern end of Arabatskaya Strelkt, is
high and backed by hills. Arabatskaya Strelka is a low,
sandy spit about 60 miles long and between 0.3 and 4.5
miles wide. The eastern side of the spit is fringed by a
shallow flat with depths of 20 feet one mile offshore.
Kosa Fedotova, which forms the eastern shore of Utlyuks-
kiy Liman (Utlyuk Estuary), is likewise low and sandy.
Good anchorage is available anywhere in the southern
part of the estuary in depths of 19 feet, but the northern
part is shallow. The northern shore of the Sea of Azov
trends east-northeastward from Kosa Fedotova to the head
of Taganrogskiy Zaliv (Gulf of Taganrog). The coast con-
sists mainly of cliffs of even elevation fringing barren
plains or steppes. Several sandspits, bordered by extensive
flats, project in a south-southwesterly direction from the
general line of the coast. Obitochnyy, Byerdyanskiy, and
Byelosaria bays are entered westward of the spits and
afford good shelter from easterly winds. Within the
northern side of Taganrogskiy Zaliv, which extends from
Belosarayskaya Kosa (Byelosaraika Spit) to the Don delta,
a level, and in places salty, steppe terminates at the coast
in steep clay cliffs. Although precipitous in places, the
cliffs are generally broken up into terraces by landslips,
and intersected by deep ravines cut by streams. The
shore consists of a narrow beach of sand and shells.
Several low sandy spits, fringed by shallow flats, extend
southward from the general line of the coast. Mariupol',
on the western bank of the river Kal'mius, and Taganrog,
near the head of the gulf, are important ports on the
northern coast. The low marshy delta of the Don com-
prises the eastern shore of the gulf and is fringed by a
very shallow flat and numerous islands, almost awash.
Of approximately 24 deltoidal branches through which
the Don empties into the gulf, the route through the
Peschanoye mouth, thence through the Staryy Don, is
used as the approach to the port of Rostov-na-Donu, which
is situated about 27 miles eastward from the Peschanoye
mouth. The southern shore of the gulf consists of terraced
clay cliffs of even elevation, intersected by ravines. The
spits which extend from this side are more extensively
fringed by flats than those to the northward.
Beaches are long and sandy throughout most of this
sector, many of them bordering narrow spits or barriers.
Fronted by flat-bottom slopes, approaches are otherwise
generally clear nearshore. Exits are usually limited be-
cause of sand dunes, salt lagoons, or low cliffs; or by the
general absence of good roads. In the southern Crimea
beaches are short, often isolated by steep slopes or rocky
headlands, and fronted by rocky nearshore areas. There
is usually direct access to the coastal road.
5. CLIMATE AND WEATHER
A. General characteristics
The climate of European USSR is strongly continental,
with long, cold winters and short, moderate summers.
The area extends from 45? to 70? N., corresponding to the
portion of North America from the Great Lakes to the
north coast of Canada, so that there is considerable di-
versity of climatic characteristics. Climatic differences
are caused primarily by latitudinal difference and by
degree of proximity to the waters of the Baltic Sea and
the Gulf of Finland. In general, the climate of European
USSR is not so severe as in the comparable latitudinal zone
of North America or Siberia. The severity of the climate
of western USSR is lessened considerably by the eastward
movement of air modified by the warm ocean currents of
the North Atlantic.
The topography of European USSR is almost entirely
unbroken by relief that would cause marked variations in
weather. Only in the region of Kola and Murmansk, in
the western Ukraine, and along the eastern border of the
area are there any extensive mountain areas. Even these
are low and well eroded and offer only a partial block
to the movement of air. Because of the lack of topographic
variations, no well-defined borderlines between zones of
homogeneous climatic conditions are evident (FIGURES
1-4 and 1-5).
Along the north coastline the ground, and in most cases
the sea, is frozen during the winter which lasts from
September to May (FIGURES 1-4 and 1-5). The three
months of summer weather consisting of cool, foggy, rainy
days, thaws only the surface of the ground, leaving it in a
marshy condition. Mean temperatures along this coast
are approximately 10? F. in winter and reach the high
fifties in summer (FIGURES I-4 and 1-5). Precipitation is
usually in the form of snow in winter and rain in summer.
Maximum precipitation occurs in summer with a monthly
average of about two inches.
Along the Baltic Sea and the Gulf of Finland, winter
temperatures vary not with latitude, but with distance
from the water as the chief source of warmth in the area
during the winter season. On the coast the mean tem-
peratures range between approximately 25? F. in winter
and the middle sixties in summer.
Over the central and eastern portions of European
USSR, the continental influence of the large Asiatic land
mass is evident in the dry, cold winters with mean tem-
peratures approximately 10? F. and the warm summers
with moderate rainfall and mean temperatures in the
fifties and sixties.
The southwestern zone of European USSR?the Ukraine
?is similar in climate and topography to the northern
Great Plains of the United States and the province of
Saskatchewan in Canada. The winters are long, dry, and
cold, and the summers are hot and short. The mean
winter temperatures in the Ukraine decrease rapidly to-
ward the north since the Black Sea has an ameliorating
effect only on the coastal climate. The summers are
cooler along the Black Sea coast.
The southeastern zone of European USSR?the Volga
Basin and the Caspian Sea coast?is considerably drier
than the Ukraine. Astrakhan', near the Caspian Sea, has
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
megifflimmgmENNiiipproved For Release 2003/05/14 : CIAEIM79-01144A000200010001-8
Page 1-15
EUROPEAN
U.S.S.R.
MEAN
WINTER
ISOTHERMS (?F.)
FOR
DECEMBER
JANUARY
FEBRUARY
L. _I JANIS Boundary
0 50 100 200
0 50 100 200 300 KM
15FMEM:=1711111
CONFIDENTIAL
30001
20?
30?
40?
50?
FIGURE 1-4. Mean winter isotherms (F.)
an arid climate with a mean annual rainfall of approxi-
mately seven inches. The rainfall increases toward the
north where the Caucasus Mountains do not block the
moist air from the southwest. The temperature varia-
tions in the dry air of this region are greater than those
along the Black Sea coast at comparable latitudes.
Original
Tabulated data on mean conditions are only an indica-
tion of the general trend of conditions; they do not give
an adequate description of extreme conditions. Through-
out the year, there is considerable day-to-day variation in
weather conditions comparable to the changes which may
be expected in North America or western Europe.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-16
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8 mmegpineme.mm,
JANIS 40
EUROPEAN
U. S. S. R.
MEAN
SUMMER
ISOTHERMS (?F.)
FOR
JUNE
JULY
AUGUST
W.771 JANIS Boundary
0 50 100 200 300 MI
0 50 100 200 300 KM
CONFIDENTIAL
20?
30?
40*
50?
60?
Original
FIGURE 1-5. Mean summer isotherms (F.)
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
g^=4/ww/i/mkix/*//ia Approved For Release 2003/05/14: CIW79-01144A000200010001-8
Page 1-17
B. Elements of weather and climate
(1) Precipitation
European USSR is a region of low precipitation compared
with the United States or western Europe. Its precipita-
tion regime is transitional from the moist maritime regime
of western Europe to the arid regime of central Asia. Mean
annual rainfall exceeds 25 inches in few localities. Great-
est annual rainfall occurs in the west, along the Baltic
coast and in the Ukraine. Least rainfall occurs in the
east and on the islands off the Arctic coast. Except near
the Black and Caspian Seas, maximum rainfall occurs in
summer as convective showers, and minimum precipita-
tion occurs in winter in cyclonic storms. On the southern
sea coasts, maximum precipitation occurs in the winter
associated with cyclonic storms from the eastern Mediter-
ranean and Black Seas.
Winter precipitation falls as snow except in the extreme
south. Snow cover over most of European USSR lasts
from October or November to April or May.
Droughts occur frequently enough to be a constant
threat to agriculture.
(2) Temperature
Severe, long winters and short, moderately warm sum-
mers with extremely brief transitional periods are the
rule in all but the southern part of this area. Mean daily
maximum temperatures are below freezing at most sta-
tions throughout the winter. The difference in mean
daily maximum temperature in European USSR is from
the low forties in the south to almost zero in the north-
west. Mean daily minima range from the middle thirties
along the Black Sea coast to a few degrees below zero in
the northeast. In the summer the mean temperature
range is from the middle fifties to the middle eighties.
(3) Winds
Prevailing winds during the winter are southerlies at the
surface and westerlies aloft, although the distribution of
wind is fairly uniform around the compass. In summer,
northerlies prevail. Gales and calms are frequent, and
the changes in wind direction and velocity are great.
Highest wind velocities occur in winter, and the lowest in
summer, although the range is small.
(4) Visibility
Restrictions in visibility are caused primarily by fog,
dust, precipitation, and blowing snow. There is a maxi-
mum of low visibilities in the morning coincident with a
maximum of radiation fogs. In general, low visibilities
are most frequent in winter when they are caused by blow-
ing snow and fog, and least frequent in summer (FIGURE
1-6) . The Arctic coast is an exception; warm air from
the continent is cooled by the cold waters, causing a high
frequency of advection fog and resulting poor visibility in
the summer.
(5) Cloudiness and ceilings
Cloudy weather and low ceilings occur most frequently
during winter. This coincides with a maximum of stratus
clouds which occur when outgoing radiation is greatest.
Throughout the year there is a maximum of low ceilings
and cloud cover in the early morning. Minimum fre-
quency of cloudy days and low ceilings occurs in the sum-
mer at most stations. Exceptions are stations along the
Arctic coast where stratus clouds are frequent in summer.
Frequency of low clouds and cloudy days varies greatly
from station to station because small topographic features
have considerable influence on the formation of low clouds.
Original
C. Weather as related to military operations
(1) Ground operations
Conditions for mobility of equipment and personnel are
best during the winter when the ground is thoroughly
frozen, and in the fall and late summer when the soil is
completely thawed and drained. During the spring and
early summer, melting snow and ice cause extremely
muddy conditions which restrict operations to a minimum.
Winter temperatures are extremely low and much dis-
comfort is experienced by personnel working outdoors.
Equipment must be specially protected against cold.
Along the Arctic coast summer weather thaws only the
surface soil, leaving the subsoil frozen. The resulting
marshy conditions greatly restrict ground operations in
summer.
(2) Air operations
Flying hazards are much the same as those encountered
in the northern United States and Canada. The frequency
of weather conditions favorable for contact flying is shown
on FIGURE 1-5. The large storms moving across European
USSR are usually not so severe as those over the United
States and Canada. Hazards are fog, low clouds, gusty
surface winds, and reduced visibility in winter. Icing is
common, but the most dangerous types of icing are not
frequent in the north where temperatures are very low.
In summer, cumulus clouds and thunderstorms are fairly
common. Summer fogs are frequent in northern coastal
areas. Maintaining airstrips during thaw in the spring
is difficult. In winter, snow-removal equipment is neces-
sary at all air bases unless aircraft are equipped with
special landing gear.
(3) Naval and amphibious operations
The three coastal sectors of European USSR?north,
west, and south?have quite different climatic conditions
but in each, winter is the most hazardous season for naval
and amphibious operations.
In the north coastal sector?Barents, Kara, and White
Seas area?conditions are especially difficult from October
to May. Ice begins to close the Kara and White Seas by
early October and, although ice breakers keep certain sec-
tions open until December, normal navigation is not pos-
sible until late April or May (FIGURES 1-7 and 1-8) . During
the winter 1943-44, the Bakaritsa Terminal of Ark-
han gel' sk was kept open by ice breakers, and it is reported
possible for ice breakers to keep Arkhangel'sk open. Even
in the most favorable months of August and September,
ice is a danger in the Kara Sea. The western portion of
the Barents Sea is not icebound, and Murmansk is an all-
year port. Winter operations are further hampered by
gales, rough seas, blowing snow, and freezing rain or sea
spray.
During the more favorable period?May to October?fog
is a hazard to navigation, and onshore winds often cause
waves high enough to hamper amphibious operations.
The west or Baltic coast, although frozen for a shorter
period than the north coast, becomes even more completely
icebound. The ports of Leningrad and Vyborg are closed
to navigation for more than 100 days of the year. Gales
occur on 3 or 4 days a month from November through Janu-
ary and seas are moderate to rough on an average of 8
days a month until the sea becomes frozen in December.
Sea fogs may be a hindrance from May to July but, gener-
ally, conditions are favorable during the summer season,
light seas prevailing more than 50% of the time.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-18
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
JANIS 40
EUROPEAN
U. S. S. R.
PERCENTAGE FREQUENCY
OF
CONTACT FLIGHT
CONDITIONS
MORNING (0700 OR 0800
LST OBSERVATION).
NOON (1300 OR 1400 LST
OBSERVATION).
EVENING (1900 LST
OBSERVATION).
JANIS BOUNDARY
0 50 100
200 300 im
0 50 100 200 300 Km
CONFIDENTIAL
20?
30.
40?
50?
60*
PETROZAVODSK
100
BO
60
40
20
oJFMAMJJASOND
100
80
60
40
20
oJ FMAMJJASOND
100VYSHNIY VOLOGHIK
80
60
40
20
oJFMAMJJASONO
100
80
60
40
20
oJFMAMJJASOND
VELIKIYE LUKI
100
BO
60
40
20
oJ FMAMJJASOND
VOLOGDA
64?
56*
100
80
60
40
20
oJFMAMJJASOND
100
80
60
40
20
oJFMAMJJASOND
100
80
60
40
20
oJFMAMJ J ASOND
MOSKVA
VARATOV
100
80
60?
40
20
oJFMAMJJASOND
100
80
60
40
20
JFMAMJJASOND
100
80
60
40
20
oJFMAMJJASOND
UMAN1
100
80
60
40
20
oJFMAMJJASOND
STALIN GRAD
100
80
60
40
20
JFMAMJJASOND
URACSK
100
80
100ROSTOV - NA- DON U
60
40 80
20 60
oJFMAMJJASOND 40
20
oJFMAMJJASOND
ODESSA
40?
30.
4CP
50?
417
FIGURE 1-6. Percentage frequency of contact flight conditions at specified hours
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
EUROPEAN
U. S. S. R.
24?
28?
32?
36?
40?
BA REN
MEAN MONTHLY LIMITS OF
ADVANCING UNNAVIGABLE SEA
AND LAND-FAST ICE
MONTHS OF ADVANCE SEA
MUR MANS
svT0IPT,t40,
NOVEMBER-MARCH BARENTS
DECEMBER-MARCH BALTIC
DECEMBER-MARCH WHITE
DECEMBER-FEBRUARY AZOV aCASPIAN
JANUARY- FEBRUARY BLACK
NOVEMBER
DECEMBER
JANUARY
FEBRUARY
MARCH
ARK!-
(ARC
? Major City ?..? International Boundary 9371
e Secondary City ?,? U. S. S. R. Boundary
JANIS Boundary
APPROXIMATE SCALE
50 100 200
MILES
KILOMETE
18? 22? 26?
LAKE
0./
LADOGA
TALLINN
LENING AD
01E50 BELOYE
ESTONIA
PEIPUS ICHUDSKOrE [VERO,
LA T I A \?. PSKOV
RIGA (RIGA) ) I iI
28? 32? 36?
...., .
28? 3
? .....,. .
? ......? k.
? NIKOLAYEV I
46
\ 1 ., ? (NIKOLAEV)
? --
'#,,
LITHUANIA 56?
ESS
NES 1501(5K
LIMAN
ROMANIA
.VOLOGDA
RYBINSKOYE
VODOKHRANILISCHE
40?
36?
ZALIV KARKINITSX
A ZOViKOYE, Mat
(SEA ()F
BULGARI
SEVASTOPOL
WARSZAWA
WARSAW
22?
26?
28?
32?
36?
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A00020091881-.8
HE I -
MONTHLY LIMITS OF ADVANCING ICE
JANIS 40
ULAN X'
11J.C411 .L
44?
52? 56? 60? 64? 68? 72?
1KHANGEUSK
kRCHANGEL)
40?
44?
48?
52?
68?
64?
46?
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
EUROPEAN
U. S. S. R.
MEAN MONTHLY LIMITS OF
RETREATING UNNAVIGABLE SEA
AND LAND-FAST ICE
MONTHS OF RETREAT SEA
MARCH-JUNE
MARCH-MAY
MARCH-APRIL
FEBRUARY-MARCH
FEBRUARY
FEBRUARY
MARCH
APRIL
? Major City
? Secondary City
MAY
JUNE
BARENTS
WHITE
BALTIC
AZOV a CASPIAN
BLACK
? International Boundary 1937
U. S. S. R. Boundary
JANIS Boundary
APPROXIMATE SCALE
50 100 200
300
MILES
0 50 100 200
I
300
KILOMETERS
mLNIMIPPIPPRIPL
56?
52?
13?
22?
26?
68?
64?
24?
28?
32?
36?
40?
1
BA REN
MOTOVSKIY ZAI IV
MURMANS
Mys Soyoloy Nos
)11
OZERO
VYNZERO
PETOZA VODSK
LAKE
or.ef
LADOGA
TALLINN
LENING AD
OZERO BELOYE
FEIRUS ICUUDSKCIVE
()ZERO IL MEN
PSKOV
ARKF
(ARC
,VOLOGDA
RYBINSKOYE
V000KNRANILI504E
40?
NIKOLAYEV 7
(NIKOLAEV)
ESS
ESTROVSK
FR/ H HAFF
ROMANIA
BULGARI
ZALIV KARKINITSK
...i4
A ZOVSKOYE MO
(SEA OF AZOV
SEVASTOPOL
22?
26?
28?
32?
36?
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14 : CIA-RDP79-01144A000200010001-8
FIGURE I - 8
MONTHLY LIMITS OF RETREATING ICE
JANIS 40
4,1911.1119919PRRIIMI
44? 480 520 560 600 640 680 720
I.CHANGEL'SK
RCHANGEL)
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIPapr79-01144A000200010001-8
Page 1-19
The south or Black Sea coast has much less severe
weather conditions than the other two sectors. Gales are
recorded on 5 or 6 days per month from January to April,
and seas are rough to heavy on 5 to 8 days a month during
that period. The north coasts of the Sea of Azov and of
the Caspian Sea are frozen for about 80 days from mid-
December to mid-March, but ice breakers maintain limited
navigation. Fog may hamper navigation on 5 to 10 days
a month from December through March. Summer con-
ditions are generally favorable, light seas prevailing from
April through November.
(4) Chemical warfare operations
Highest frequency of winds less than 7 m.p.h. occurs in
the morning and evening at most stations in this area;
summer shows a higher seasonal frequency than the other
seasons. There is more random variation in the fre-
quency of winds of from 11 to 12 m.p.h. than of winds below
7 m.p.h.; summer and fall are slightly the most favor-
able seasons in wind speed; diurnal variations are random
and no generalization can be made as to the relative favor-
ability of one time of day. In winter, the atmosphere is
usually stable, turbulence is primarily in connection with
high wind velocities; the atmosphere is most stable at night
and least stable in the afternoon. In summer, the atmos-
phere is frequently quite unstable, and instability is aug-
mented by solar heating during the day; such unstable
conditions are most frequent in the southern part of this
area, and least frequent along the Arctic coast. Except
in the extreme south, all winter precipitation falls as
snow, considered as less effective than rain in removing
gases from the atmosphere.
6. PORTS, SHIPPING, AND NAVY
The principal and secondary ports of European USSR
are briefly discussed in geographical order within each
classification in each of the three areas, beginning with
the North Coast and followed by the West and South
Coasts. Data on their natural and physical features and
commercial and military significance are summarized in
TABLE I-1. Minor ports and landings are more briefly
summarized in TABLE 1-2.
All ports are shown on the location map (FIGURE 1-10).
Astrakhan', the only European USSR port of any im-
portance in the Caspian Sea area, briefly discussed in A,
(2) , (d) of Topic 6, is discussed in detail along with
the ports of the Caucasus Area in JANIS 41, Chapter VI, C.
Data on anchorages relating to the ports and landings
are shown in TABLES I-1 and 1-2. Anchorages relating to
beaches are discussed in Chapter IV.
The available data on naval establishments at the ports
are included as an integral part of the descriptions. Data
on personnel, organization, and vessels of the Navy and
Merchant Marine are not included in this topic, in view of
the scheduled early publication of more recent and com-
prehensive basic intelligence on those subjects.
Shipping routes are briefed in Topic 6, B.
A. Ports
(1) General and pertinent characteristics
(a) Areal distribution.?Estonia, Latvia, and Lithu-
ania were annexed and organized as Soviet republics in
the summer of 1940, but those actions have not been recog-
nized by the United States Government. Prior to the
acquisition of the ports of these countries, East Prussia
Original
and part of Finland, the west coast of European USSR
was a small section of the shores of the Gulf of Finland
near Leningrad. Now the greatest concentration of im-
portant ports of European USSR is on the west coast, and
the acquisition of numerous secondary and minor ports
has placed the Soviet Union in a position to dominate ship-
ping in this area.
The ports and landings are classified and distributed as
follows:
NORTH COAST
Arkhangel'sk
Murmansk
Molotovsk
Onega
Belomorsk
Kern'
Kandalaksha
Iokan'ga
Polyarnyy
Vayenga
Amderma
Khabarovo
Guba Varneka
Guba Belush'ya
Nar'yan-Mar
Unskaya Guba
Solovetskiy
Guba Pon'gama
Keret'
Guba Kovda
Guba Bol'shaya
Por'ya
Gavrilovo
Teriberka
Port-Vladimir
Bukhta Ozerko
WEST COAST SOUTH COAST
Principal Ports
Leningrad
Kronshtadt
Tallinn, Estonia
Riga, Latvia
Ventspils, Latvia
Liepaja, Latvia
Klaipeda, Lithuania
Kaliningrad
Baltiysk
Secondary Ports
Oraniyenbaum
Vyborg
Uuras
Makslakhden Sa-
tama
Koyvisto
Paldiski, Estonia
Parnu, Estonia
Odessa
Kherson
Sevastopol'
Mariupol'
Rostov (na-Donu)
Nikolayev
Yalta
Feodosiya
Kerch'
Osipenko
Taganrog
Minor Ports and Landings
Ochakov
Skadovsk
Khorly
Vilayoki
Repola
Lis'yenosskaya Ga-
van'
Ust'ye
Luzhskaya Guba
Narva, Estonia
Kunda, Estonia
Loksa, Estonia
Haapsalu, Estonia
Rohukiila, Estonia
Virtsu, Estonia
Ainai, Latvia
Pavilosta, Latvia
Sventoji, Lithuania
Yevpatoriya
Balaklava
Mys Kiik-Atlama
Genichesk
Azov
Note: The native spelling is used in this topic for the names of
places and natural features in Estonia, Latvia, and Lithuania.
Generally the more commonly known geographic place names
and the functional names of port installations are retained in
English.
(b) Conditions affecting navigation
1. PHYSICAL CLASSIFICATION.?Any type of harbors
may be found among USSR ports. Natural harbors in-
clude the estuarine Arkhangel'sk and the inlet shelter of
Murmansk. Leningrad is a partial natural harbor im-
proved by artificial means, whereas Kronshtadt is almost
entirely artificial. Classified by physical characteristics
and the nature of artificial works there are harbors of all
types?lagoon, jetty, island-protected, embayment, etc.
The harbor at Kandalaksha is an embayment. Almost
all of the harbors are subject to silting and the entrance
channels and bottoms alongside the wharves must be
dredged to maintain charted depths. During World War
II, maintenance was inadequate and generally neglected,
and depths may be less than stated.
2. ICE.?Navigation is hindered by ice on all three
coasts but most severely on the north coast, where some
ports are closed for seven months of the year. Belomorsk,
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-20 JANIS 40 g"elfffROFF016/
for example, is closed from mid-October until mid-May.
Arkhangel'sk is normally closed from December to May;
but in the winter of 1943-1944, to meet the war exigency,
the facilities at Bakaritsa, 2 miles above Arkhangel'sk, were
kept open to navigation. Opposite conditions prevail at
Murmansk and nearby waters which are warmed by a
branch of the Gulf stream, and navigation is rarely inter-
rupted by ice. Ice in the open sea is more dangerous in
the spring than in the fall.
On the west coast, Kronshtadt is icebound from Novem-
ber to April, but ice breakers are able to extend the naviga-
tion period. In severe winters navigation is stopped from
January through March. Ice impedes navigation at Len-
ingrad early in winter, but ice breakers extend navigation
except for about 15 weeks, from late January to early
May, when the ice is between 2 and 3 feet thick. In con-
trast, Ventspils and Baltiysk are generally open with ice-
breaker assistance, although ice may bar them from the
open sea.
Ice presents a serious obstruction to navigation along
the northwest part of the Black Sea and in the Tagan-
rogskiy Zaliv (gulf). The rivers usually freeze over, but
the navigation period is extended with the use of ice
breakers. The ports of Odessa and Kherson are usually
kept open and the port of Sevastopol' is never icebound,
but the ports of Mariupol' and Rostov are usually closed
by thick ice.
3. WATER LEVEL.?The ports along the north coast
are variously affected by the tidal rise. The high water
springs are 183A feet at Iokan'ga, but only 3 feet at Ark-
hangel'sk (city). Tidal rise of water along the west and
south coasts is small. In the western part of the Black
Sea it is not more than 3.2 inches. The water levels at
ports along all three coasts are affected by winds, atmos-
pheric pressure, and the volume of water discharged from
the rivers. The range in river and narrow inlet ports is
generally greater than in coastal ports. The water levels
in TABLE I-1 are referred to a low water datum, except
where otherwise noted. The amount of silting in recent
years precludes precise statement of depths.
(c) Status of ports.?Complete and detailed informa-
tion as to the extent of war damage and subsequent recon-
struction is not available. Aerial photographs provide a
basis for description of the condition of the south coast
ports as of 1944 and 1945. Generally the descriptions of
the west and north coast ports are based upon prewar con-
ditions.
Warehouses, transit sheds, petroleum-storage tanks, me-
chanical handling facilities, and shipbuilding and repair
yards were damaged or destroyed at practically all ports.
Many of the harbors had wrecks of vessels and floating
dry docks, and frequently the protecting breakwaters were
breached.
It is probable that the ports have been restored to their
general prewar conditions, with some possibility of modi-
fication and enlargement at certain places.
(d) Clearance from ports.?The Baltic States ports
frequently had dual-gage tracks on the wharves; but the
Soviet program of conversion to 5'0" gage, combined with
a shortage of rail steel, makes it improbable that the
4'8'/2" gage exists at any of the European USSR ports at
the present time. Many of the ports, however, have nar-
row-gage lines, generally 60 or 75 centimeters; there are
about 40 miles of meter-gage track in Latvia.
Rail clearance from the west coast ports is superior to
that on the south coast, and greatly superior to clearance
on the north coast. North coast rail clearance must uti-
lize either the Murmansk - Leningrad line or the Arkhan-
gel'sk - Vologda - Moscow line. These two lines are con-
nected by a branch line between Belomorsk (Murmansk
line) and Obozerskaya (Arkhangel'sk line). Rail lines
from west coast ports connect into a fairly comprehensive
railnet. Generally the railroads of the south coast ports
connect into trunk lines to the north, but war construction
provided a lateral coastal line which facilitates east - west
movement.
Highways are distributed in a pattern similar to the
railroads in the west and south coast areas, but are prac-
tically nonexistent in the north, where are found chiefly
improved dirt roads which become almost impassable
when deep rutted and frozen, and during thaws.
The inland waterways of European USSR are used to a
great extent for the movement of bulk cargoes. More
than one-half of the total movement consists of timber
in rafts or barges. Minerals, particularly coal, and grain
and construction materials are other important commodi-
ties moved.
An announced aim. of the Soviet canalization program
is to provide navigable water from all the coasts to Mos-
cow. A tangible result completed in 1933 is the Stalin
White Sea - Baltic Canal between the Gulf of Finland and
Belomorsk on the White Sea. It is known that destroyers
of the Engels class (about 314 to 321 x 301/2 x 93/4 feet,
1,150 to 1,417 tons) used this canal during the war. This
500-mile inland route as compared with the 2,200-mile
open-sea route is relatively very important.
When frozen over, the inland waterways provide a much
better sleigh highway than the low-grade, deeply rutted
dirt roads, particularly in the northern areas.
(e) Methods of operation.?The large amount of bulk
commodity traffic has governed the design of port facili-
ties. At ports such as Arkhangel'sk and Leningrad a con-
siderable amount of the wharfage is located on islands or
detached moles, which have no connections with the main-
land for inland clearance. This is particularly true for
timber-handling wharves, where timber is landed from
rafts or barges floated down the rivers and then outloaded
into deep-draft vessels. Facilities of this nature have rela-
tively little value for operations involving the discharge
and inland clearance of general military cargo.
Many quays in old sections of the ports have narrow
aprons which restrict vehicular clearance of cargo. In
many places with railroad trackage on or near the quays,
the rail clearance potential is limited by a single-track
line out of the yards. Often the paved streets, frequently
cobblestones, lead to nearby industrial plants, and beyond
them deteriorate to low-grade dirt roads.
Mechanization of port operations is about on a par with
other forms of transportation. To facilitate discharge of
lend-lease cargo it was necessary to include cargo-han-
dling equipment. In many places coal bunkering is by
manual methods. Grain-handling ports, however, gen-
erally have an adequate amount of mechanical equipment.
Floating cranes appear to be deficient in number and in
capacity for handling large and heavy cargo. Most of the
cranes are of only about 3-ton capacity and possibly old.
War damage to mechanical equipment was extensive.
(1) Trade of ports.?Foreign trade is a government
monopoly and fluctuates to meet the planned economy.
Imports have been limited to vital factories, machine
tools, oil-well equipment and pipe, some metals, raw cot-
ton, and rubber. At Murmansk, however, a large percent
of import tonnage is coal from Spitzbergen, where the
Soviets have a concession; in 1936 a total of about 475,000
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Original
roved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
58
EUROPEAN
USSR
COASTAL DIVISIONS
AND BEACH AREAS
Beaches
Sectors
Subsectors
42
42-C
Note: The entire island of Novaya
Zemlya is included in 41-A
18?
22?
26?
70?
66?
22?
Li
26?
30?
34?
KIY ZALI?
adirnir
mys
orelqx
olu if(
04?
(414:s.
(44s
BELOI
SOLOVETSKIV
OSTROVA
62?
urn
errodvorets
?
? a
atc in
EIPUS
UDSK
URIS
.I4AF
?gia
Sha
hka
7V 1.
e
Pe
7 al
Al
(Al
54?
P (
.4124167 9- rs1
/
A0002sss 0031
rid Ka uga
Ri n
11 TULA,.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
30? 340 38? 42? 460
62?
STROV
EZH ,p5HARSKIY
? \ ?C..1 \\I* --
\ -
61
uba
OTO
OVAYA ZEMLYA
kA.
LI
KJV ZALiV
adimir
Mys Tenberskiy
*berka
-
I
I M Karlin
ys Cherpyf
Mys iSvyq!oy ttos
0
SEN
,
STROV KOROA nrA.3
.50G.
Mys Svyatoy,
Nos
INDIGSKAY?
GUS
ESHSKAYA
GUN
olu rov
nin
olu s rov
\
\
Mys Russkiy Zavoro
4-
G4-q'
0044-0k.
TROV
EYSKIY
,,,PSTR9Y. DOL
Mys Media:My,
'
0 C.2
q
OSTROV
MORNOVETS
yNi/oronoy
MEZENSKAY
GUS
BELOYE M
SOLOVETSKIVE
OSTROVA
My. II
Bel
S7
coNy doma
OZ
LACHA
n s
?
V likiyU t
OZE
BELO E
ZERO
US KOYE
So
.Ve OGDA
?
husov.
INSK
RA ILI CUE
VI
ere
glich
Votki k
Gavn v? am
? ni i ?
IVA 0 ?
l' okh
Tey ov.
SH
?v Yur' v- 'ski
v)
lakhna
INSK
? emen
orodets
GOR 1Y
(GO KI)
sk
Sa apul.
P lovo
? novka
yv
odol's
abuga
h topol'
go esh en
ate
? YAZA
TULA
I as 200 14 : CI R
latyr
SISOVO
200111111
elekens
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
FIGURE 1-9
COASTAL DIVISIONS AND BEACH AREAS
JANIS 40
'weetIFIREOPIO
STROV
AUH USHARSKIY
ce.,4c7
Asv
4 ?
41-A
54? 58? 620 66? 700 746
OSTROV DOL
Mys Medynskiy
AG
IN 1
rts V y,
* risos
NS
ov chi
( Or Ow Ze
Ka ug
TU
ya G
OBRU
Ly
h kovk
RYAS
Unec
intsy
? Sta ..ub
aeko
Z111
YELE
( lo imie
Lutsk
"
Rovno wn
ovgor. -Severskiy?
C RNI *V
? ?
Sh pe
nye
? Staro
oP ?'
4141%. orost sh
?
ra
stov
Bakhmach
? ? Kon
ezhin
YEV chnY ?
K1E )
Par
elaya
?
edi
? ros
a
khov
et ? o ask
o i v-ay
od Pskiv
oz nuts
pyansk ?
?
?
an
IR
vouk
VOGRA
inka?
DN
amenka
?
A ksand
ROD RZ
E RP
Tiraspol'
z
N OLAY V
KOL V)
rsonKa hovka
?
NESTRO 5 I
LIMA
OVSKAY
hilta Noua)
tfryi liarkhonkot
- 43-A Yevpatoriy
SIMFEROP
Bakhchisar.
S?EVASBTaOlaP.v0'
evLa
?
43-E3
$od t
syurupinsk
SL Y 0
No k
z ovka
? ROSH
Sine 'n'PO
4/WYE
gritaTi aY. ? eit
TLINO
qc. Ppl i
ka TorshabY A ?
L I Ti kOh aPY01 MAI OL'
OS1PEN
AP
0)
43-D
esk
STROV IIIRYUCHIlY
Us
Its
lupka
Burgas.
? Major City
O Secondary City
? Town
0
50 100 200
0 50 100 200 300 KILOMETERS
mos.
APPROXIMATE SCALE
300 MILES
BOUNDARIES
? ? ???????? Interaction
4?1????? S S R,1
JANIS
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
VA
000
abuga
Moz
I IR
.
sad
S ura?
04 G R' S
P lovo
? ? novka
YV
odol's
Kasimo
h topol'
go esh en
Ka uga
YAZA03
'
asovo
ac
or hansk.
tsk. CHAP
OV
?K' .an .%
ka vo
erdob k
tischevo
?
ak Atkarsk
al ho ? B an a
amara
shc
aya
ita,
ets
Zoloch
ol ans
?
eski
?
?
Pov. no
ryu 'rksk
ras yy ut
Novo zen
Rowe,
Valuyk Ye strato ki
pyansk ?
vatovo
arob
OZERO E
ubovka
ARTE
VSK
ORO
ORLVK
.
hi3 ovo
YE KA
LINO
o oz4vsk'
akhtins
h y
43-D
ity
ko
?
E MORE
AZOV)
This coast
in JANIS
ncluded
38?
BOUNDARIES
? Internationa1,1937
USSR ,1946
JANIS
42?
46?
50?
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
46? 500 540
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
I .
Approved For Release 2003/05/14: CIURD79-01144A000200010001-8
Page 1-21
tons of coal were imported by the USSR from those mines.
A large amount of Baltic and Black Sea traffic, since the
end of the war, has been the movement of dismantled
factories and plants into the Soviet Union.
Grain and timber are the leading exports of the USSR.
They likewise comprise the bulk of coastwise shipping
traffic, timber from the north and grain from the south
and west. Coal and ore in large quantities are moved be-
tween ports on the Black Sea ? Sea of Azov routes, par-
ticularly between Kerch' and Mariupol'.
A comparison in short tons of the trade through Euro-
pean USSR ports to total USSR trade is:
IMPORTS:
1934
1935
1936
1937
European USSR
605,337
680,300
632,013
632,431
Total USSR
1,130,045
1,387,896
1,273,453
1,417,309
EXPORTS:
European USSR
10,977,256
11,656,143
9,984,736
7,964,069
Total USSR
19,114,268
18,949,240
15,657,259
14,296,269
Statistics on the amount of trade through the former
Finnish ports are not available. Available statistics in
short tons for the ports of the Baltic States and Kalinin-
grad of former East Prussia are:
IMPORTS:
1934
1935
1936
1937
Estonia
315,044
325,614
422,625
446,398
Latvia
950,095
1,098,706
1,156,695
1,284,408
Lithuania
No data
No data
No data
1,221,822
Kaliningrad
No data
1,142,000
1,398,000
1,717,000
EXPORTS:
Estonia
575,656
527,360
499,380
518,307
Latvia
1,040,000
1,094,374
1,110,963
2,016,843
Lithuania
No data
No data
No data
695,736
Kaliningrad
No data
259,000
258,000
241,000
There was also a great volume of domestic commerce
and coastwise shipping. Statistics are inadequate to pre-
sent a definite picture of cargo movement, but available
information indicates the relative importance of coastwise
shipping and the extent to which it governs the methods
of port operation. In 1937 the total maritime cargo car-
ried in Soviet shipping amounted to about 23,000,000 tons.
Overseas trade amounted to about 6,000,000 tons and the
remainder was coastwise. The coastwise shipping trade
of the former East Prussian ports in short tons was:
Kaliningrad (Konigsberg) :
1936
1937
Receipts
2,800,000
1,383,000
Shipments
600,000
723,000
Baltiysk (Pillau) all trade
32,290
36,266
The year and amount of highest tonnage of trade
through the individual ports are shown in TABLE I-1.
(2) Summary of ports
(a) North Coast ports
1. PRINCIPAL PORTS.?For summarized details see
TABLE I-1 and for location see FIGURE I-10.
a. Arkhangel'sk.?The city is on the right bank
of the Severnaya (North) Dvina, about 26 miles above its
deltaic mouth. Its population in 1939 was 281,091, pre-
sumably at the height of the timber-handling season.
From the outer port of Ekonomiya the harbor extends
along the banks of the channel Maymaksa past several
island facilities (including Solombala) and Arkhangel'sk
railroad station on the mainland left bank opposite the
city, and 5 miles farther to the last sawmill above Baka-
ritsa. The port is the leading timber-milling and shipping
point, handling in 1935 about 8-1/3 billion board feet. In
the preceding year, 546 vessels of unreported tonnage
called at Arkhangel'sk.
Original
Normally the port is closed by ice, but during the winter
of 1943-1944 ice breakers kept navigation open at Baka-
ritsa 2 miles upstream. Most of the wharves are con-
structed of wood, but those at Bakaritsa are reinforced
and during the war received 67-ton tanks with a base area
of 10 square feet. At Ekonomiya there are railroad
tracks which are connected with Arkhangel'sk by a per-
manent bridge; but crossing of the Severnaya Dvina is
by ferry or temporary ice bridge in winter to the railroad
station and the main line south. Facilities at Arkhan-
gel'sk station and Bakaritsa are the only ones not requir-
ing water crossing for clearance to the interior. Motor-
vehicle operations are impeded similarly, as well as by
low-grade roads. A naval establishment is at
Arkhangel'sk.
b. Murmansk.?Murmansk (1939 population,
117,054) is the most important commercial port on the
north coast and the western terminus of the Northern
Sea Route to the Far East. Located in the virtually ice-
free Kol'skiy Zaliv (gulf) , it has a roadstead that will
accommodate a ship of any size. The Soviet announced
development to a 5,755,000-ton annual cargo turnover by
1942 was interrupted by the war, and approximately two-
thirds of the city and port damaged. Lend-lease supplies
were delivered here for movement to the interior via the
Leningrad ? Murmansk railroad. Apatite, timber, flax,
and fish products are exported; coal from the Soviet con-
cession in Spitzbergen is the principal import. An in-
tegral part of the Northern Fleet is located at Murmansk.
2. SECONDARY PORTS
a. Molotovsk.?Construction of this port was
started in 1936 to provide a White Sea port that could
be kept open the year round for commerce and for the
repair and construction of both commercial and naval
vessels. It is located on the estuary Nikol'skoye Ust'ye,
about 19 miles west of Arkhangel'sk. The dredge-main-
tained channel was adequate in 1944 for 28-foot-draft
vessels. Construction and improvement were continuing
in 1945, and the shipyards purportedly will be large
enough to handle capital ships. An extensive amount of
readily available timber makes Molotovsk an efficient loca-
tion for construction of wooden ships; steel would have
to be brought in, but timber could be loaded in the return-
ing bottoms. Some naval facilities are adjacent to the
commercial harbor.
b. Onega.?This shallow-draft port, open about 5
months of the year, is a timber-exporting point located
about 4 miles inland on the bank of the river Onega,
which empties into the White Sea.
c. Belomorsk.?Belomorsk is the northern end
of the Stalin White Sea ? Baltic Canal (Belomorsko-Bal-
tiyskiy Kanal Imeni Stalina). Its artificial harbor is
about 1 mile wide by 134 miles long, with an 800-foot-wide
entrance about 26 feet deep. A shallow-draft port, its
dredged channel has a least depth of about 16 feet.
d. Kem'.?The harbor is between the islands Os-
troy Rabocheostrovsk and Ostrov Yak; and the deepwater
port for Kem' is located on the east side of Ostrov Ra-
bocheostrovsk, which lies parallel to the mainland. A
large railroad-served pier has 28- to 32-foot depths along-
side. The town is at the head of a 4-mile-long estuary
on the west coast of the White Sea. It is a small saw-
milling and fishing town with small military supply in-
stallations.
e. Kandalaksha.?The harbor is an embayment
practically landlocked, at the head of the Kandalakshskaya
Guba (gulf). A pier and two shore wharves, believed tim-
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-22 JANIS 40 merviftwornenomm
ber-decked open-piling structures, provide about 870 linear
feet of wharfage in 10 to 20 feet of water. There are nu-
merous protected anchorages in 6 to 38 fathoms over a
bottom of mud over rock. The Niva mouth is about V2
mile north of the wharves.
f. Iokan'ga.?This advance antisubmarine and
minesweeping naval base has little commercial importance.
Prior to World War II it was a small fishing port. The
principal pier is about 400 feet long and 60 feet wide in 30
feet of water at the end, and about 15 feet at the root
(1944) . A June 1944 report states there are several smaller
piers. All are believed of timber construction. The har-
bor is a sheltered area between the mainland and a group
of off-lying islands on the Murman Coast. There is a com-
modious and sheltered anchorage for several large vessels.
The base activities are under the jurisdiction of the White
Sea Forces Command.
g. Polyarnyy.?The headquarters of the Com-
mander-in-Chief of the Soviet Northern Fleet are located
at this normally ice-free naval base harbor. The base
facilities are at the head of a small bay, Yekaterininskaya
Gavan, which opens onto the large inlet Kol'skiy Zaliv.
There are three larger wharves and several smaller ones
with alongside depths ranging from 8 to 31 feet. Poly-
arnyy was a principal submarine base during the war. It
is reported that the brick administrative buildings and
barracks show rapid deterioration.
h. Vayenga.?Vayenga Naval Base is about 14
miles northeast of Murmansk and is the chief operating
base of the Soviet Northern Fleet. Due west of the base
is an airfield. The Fleet anchorage is in the Guba (bay)
Vayenga, which opens into Kol'skiy Zaliv. In October
1945, a pier for capital ships was being constructed.
(b) West Coast ports.?During the twenty years pre-
ceding the annexation of the Baltic States, the USSR had
only the one principal commercial port, Leningrad, and
the secondary port of Oraniyenbaum. The acquisition of
Estonia, Latvia, Lithuania, part of Finland, and East Prus-
sia increased the principal Soviet commercial ports on the
Baltic from one to eight. (Kronshtadt has been the most
important naval base in the area for some time.) Second-
ary ports were similarly increased, and practically all of
the minor ports were gained in this territorial acquisition.
1. PRINCIPAL PORTS.
a. Leningrad.?The former capital of Russia is
on the Nevskaya Guba (bay) at the mouth of the Neva,
which "flows into the head of the Gulf of Finland. The
city is a large industrialized center with a 1941 population
of about 3,500,000. Prior to the war it was the main for-
eign commercial port of the Soviet Union, and about three-
fourths of all USSR shipbuilding was done at the yards
in the port area.
The upper harbor in the mouth of the Neva is connected
by a dredged channel with the breakwater-protected lower
harbor south of the river mouth. Bulk commodity ter-
minals are in the lower harbor, and the general cargo
wharves are in the upper harbor. Nearly 30,000 linear
feet of the port's wharfage have alongside depths ranging
from 18 to 30 feet. An announced Soviet intention is to
develop the river portion to the "largest river port in the
world". Eleven railroad lines radiate from Leningrad,
and good highways lead from the city. More than 500
bridges of all types and sizes are within greater Leningrad.
b. Kronshtadt.?This artificially formed port on
the south side of Ostrov Kotlin, 13 miles west on the Lenin-
grad approach channel in the Gulf of Finland, was a lead-
ing port of the older Tsarist Russia. The dredging of the
channel to Leningrad, however, resulted in practical elimi-
nation of Kronshtadt as a commercial transshipping point.
It is the most important naval base in the Baltic and, with
Leningrad, the vital nerve center of the Soviet Baltic Fleet.
The base has repair facilities for capital-size vessels
There are several large dry docks, and the canal basins
which course into the developed part of the base can be
dried.
There are off-lying fortifications, three of them cause-
way-connected to Kronshtadt. A large shed housed at
least 80 motor torpedo boats. Ten chambers with a con-
crete roof for bomb protection contained jetties and repair
facilities. The extensive wharfage on the isolated mole
protecting the harbors could serve only as a transshipping
facility for movement to the island or the mainland. Dur-
ing the winter travel over the ice to the mainland is by
motor vehicle and sleigh.
c. Tallinn, Estonia.?Tallinn, the capital of Es-
tonia, is on the southern coast of the Gulf of Finland. The
harbor area is comprised of two artificial breakwater-pro-
tected harbors, Old Harbor and New Harbor. On the bay
Teliskopli Laht are two shipyards, and in the New Harbor
area is another small yard. A small naval basin in the
rear of the Old Harbor was the base for the small Estonian
Fleet and was used likewise by the Soviets during 1939-
1941. The Germans later used the port, principally as a
refueling point. Tallinn is the headquarters of one of the
five Soviet naval districts in the Baltic area. A Finnish
source (1944) stated that the main base of the Soviet Baltic
Fleet had been moved here from Kronshtadt, but this is
not confirmed. The area was extensively damaged or
destroyed.
d. Riga, Latvia.?Riga is the main port of Latvia.
The harbor comprises the river Daugava and the tribu-
taries from its mouth for 23 miles upstream. The city is
about 10 miles upstream and the principal wharves are in
this stretch and at the city. Scattered along the 13 miles
above the city are shallow-draft wharves for river craft and
timber rafts and barges. The more important wharves are
mainly of masonry wall construction retaining solid fill.
Railroad trackage is on or available to most of the impor-
tant wharves.
e. Ventspils, Latvia.?Ventspils is on the river
Venta about 11 miles south-southwest of the entrance to
the Gulf of Riga. The outer harbor is formed by two
curved timber breakwaters. The commercial harbor ex-
tends from the mouth of the Venta to a point about 8 miles
upstream with wharves on the right bank. The 450- to
800-foot-wide river is about 251/2 feet deep for a distance of
about 2,000 yards upstream.
f. Liepaja, Latvia.?Liepaja, on the Baltic Coast
in the southwest corner of Latvia, is principally a grain-
and lumber-exporting point and ranks commercially next
to Riga among the Latvian ports. The harbor consists of
an outer harbor and a commercial harbor within it in the
lower part. At the north end of the outer harbor an arm
known as Naval Harbor Canal (Kara Ostas Kand1s) ex-
tends inland to a naval basin. Formed in the north side
of the basin are two 620-foot by 92-foot by 30-foot-deep dry
docks. On the south from the outer harbor a Harbor
Canal leads inland to the lake Liepajas Ezers, and this
canal is a Winter Harbor. The more important wharves
are in Commercial Harbor, Harbor Canal, and Winter
Harbor. The Soviet Navy utilizes the outer harbor and
the naval portion.
g. Klaipeda, Lithuania.?This port, the most im-
portant of Lithuania, has an important transit trade in
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
mtimigimimimmi Approved For Release 2003/05/14: CI1BW79-01144A000200010001-8
Page 1-23
timber, grain and other agricultural products. The en-
trance and northern part of Kurisches Haff comprises the
harbor. Normally accessible to vessels of 22-foot draft,
the port had so silted by 1945 that vessels drawing no
more than 16 feet could enter. The most important fa-
cilities are on the east side of Kurisches Haff, between the
entrance channel and the mouth of the river Dange, which
flows through the town.
h. Kaliningrad.?This river port, formerly KO-
nigsberg, East Prussia, has extensive facilities for ocean-
going vessels in the mouth of the river Pregel', which flows
into the eastern end of Frisches Haff, a shallow lagoon on
the Gulf of Danzig. The harbor consists of the Pregel'
and its two branches. Off the Pregel' are three large ar-
tificial basins, two of which contain 7,800 linear feet of
wharfage with alongside depths of 23 to 27 feet. A naval
base with piers and wharves was in the area. An uncon-
firmed report states that the Soviet Government was strip-
ping the port of undamaged equipment.
i. Baltiysk.?Formerly Pillau, East Prussia, this
port is on the eastern shore of the Gulf of Danzig, at the
seaward entrance to the ship channel to Kaliningrad. Its
harbor is artificially formed by breakwaters. Several
small basins open from the inner and outer harbors. East
of the commercial harbor is a recently constructed five-
basin naval harbor. Submarines were based at Baltiysk.
2. SECONDARY PORTS
a. Vyborg.?The former Finnish port of Viipuri
is on the bay Port Vyborg, on the north shore of the Gulf
of Finland. The city is a lumber and manufacturing cen-
ter and prior to the war it exported more lumber than any
other port in Europe. The city and suburbs are on the
mainland and causeway- or bridge-connected islands.
The sea end of the Saima Canal (Saymenskiy Kanal) ,
which provides access by small steamer to the Finnish
lake system, is at Vyborg. There was a seaplane base at
the port.
b. Uuras.?This port, also formerly Finnish, has
no trade tributary area of its own and is important only as
the outer port for Vyborg.
c. Makslakhden Satama.?This former Finnish
port is on the eastern side of Vyborgskiy Zaliv at the head
of a large inlet extending southeast from Reyd Uuras. It
serves the nearby town of Rempeti, and the principal ex-
port is lumber. Its nine piers are in shallow water, but
most of them are served by railroad tracks.
d. Koyvisto.?This former Finnish port on the
north coast of the Gulf of Finland is a relatively small
port with traffic in timber, coal, and salt. The small har-
bor area has water depths that are less than 5 fathoms,
but oceangoing vessels can berth alongside some of the
facilities.
e. Oraniyenbaum.?Prior to the annexation of
the Baltic States, Oraniyenbaum, in addition to Lenin-
grad, was the only Baltic commercial port of any impor-
tance available to the Soviet Union. Opposite Kronshtadt
on the south side of Nevskaya Guba at the eastern end of
the Gulf of Finland, the port provides an artificial harbor
formed by breakwaters. During the war a minor naval
operations base was located here.
f. Paldiski, Estonia.?On the south shore of the
Gulf of Finland, Paldiski is an ice-free alternate port for
Tallinn and a fishing center. Its artificial harbor is pro-
tected by breakwaters. Off the port in Paldiski Laht is an
extensive anchorage area in 6 to 16 fathoms over a mud
bottom.
Original
g. Parnu, Estonia.?This port in the mouth of
the river Parnu, which empties into Parnu Laht in the
northeast corner of the Gulf of Riga, is an important ship-
ping point for lumber and agricultural products.
(c) South Coast ports.?The south coast was sub-
jected to extensive war damage and the concentrated de-
struction in the ports was exceptionally effective in many
of them. Details as to the extent of damage and the
amount of reconstruction are not available. The quayage
listed in TABLE I-1 includes damaged quayage (1945) which
averages about one-third of the total. The months in
which the USSR military forces reoccupied the principal
and secondary ports are:
Rostov
Taganrog
Mariupol'
Kherson
Nikolayev
Feb. 1943
Aug. 1943
Sep. 1943
Mar. 1944
Mar. 1944
Kerch'
Odessa
Feodosiya
Yalta
Sevastopol'
Apr. 1944
Apr. 1944
Apr. 1944
May 1944
May 1944
1. PRINCIPAL PORTS
a. Odessa.?This city is one of the largest of the
USSR and the port is the leading foreign-trade point on
the Black Sea. It is located on the southwestern shore
of the Odesskiy Zaliv (bay) in the extreme northern part
of the sea, west of midway between the mouths of the
Yuzhnyy (South) Bug and the Dnepr on the east and the
Dnestr on the west. The main part of the harbor is
sheltered on the east by a curving breakwater and on the
north by a detached breakwater parallel to the shore.
North of the main part is a dog-leg breakwater and a de-
tached breakwater protecting the petroleum and working
part of the harbor. In 1945 only about 7,500 linear feet
of the total wharfage was usable.
b. Kherson.?The port and town on the Dnepr
comprise an important trading center for the area. The
city is on the right bank of the Dnepr at the confluence
of the shallower Koshevaya, but its port facilities are on
both banks of the Dnepr and along the Koshevaya. Ap-
proach from the Black Sea is by a 50-mile channel through
Dneprovskiy Liman and thence through the Rvach en-
trance through the deltaic mouth of the Dnepr to the city.
The only dry dock building yard in the USSR is reported to
be located at Kherson.
c. Sevastopol'.?The harbor of Sevastopol' is said
to be the safest in the Black Sea. It is located on the west-
ern coast of the Crimean Peninsula and 'consists of Se-
vastopol'skaya Bukhta, a well-sheltered bay with numer-
ous smaller bays and coves indenting its shores, and sev-
eral smaller bays. The port is primarily a naval base.
The operating and administrative headquarters of the
Commander-in-Chief of the Black Sea Fleet were located
here until the port was captured by the Germans in July
1942.
Sevastopol'skaya Bukhta never freezes over. The bay
and developed harbor areas could accommodate the entire
Black Sea Fleet, consisting of 1 battleship, 5 cruisers, 19
destroyers, about 50 submarines, and about an equal num-
ber of auxiliaries at anchor and at mooring buoys. Most
of the facilities were designed for naval use, but there are
commercial facilities which have been little used for that
purpose.
Shipyard facilities include slips and building ways large
enough for destroyers, and one large dry dock for ships of
30,000 tons. Fleet maintenance and outfitting is carried
on here, but the principal building yards are at Nikolayev.
The submarine pens or motor torpedo boat stalls and
workshops in Quarantine Bay are practically the only in-
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-24
Approved For Release 209M116 CIA-RDP79-01144A000200010001-8
stallations which were not extensively damaged or de-
stroyed during the war.
d. Mariupol'.?Mariupol' is the principal port of
the Sea of Azov, and ranks second to Odessa among South
Coast ports. The city had a 1939 population of about
222,400. The weight tons of foreign cargo trade handled
through this port has averaged from two to four times the
amount through Odessa, but consists chiefly of heavy bulk
commodities. In 1936 the foreign and domestic trade of
this port amounted to about 3,860,000 short tons. The
town has a wide range of industry, including steel mills,
foundries, machine shops, armament and other factories,
flour mills, and a shipyard. It is the main shipping point
for Donbass coal, and is a principal grain-shipping port.
The commercial part of the port, consisting of a 3-basin
inner harbor including the grain basin and an outer har-
bor, is about 3 miles southwest of the city, which is at the
mouth of the river Kal'mius on the northern shore of the
Taganrogskiy Zaliv (gulf). There is a newly constructed
basin at the steel works on the north side of the Kal'mius.
e. Rostov.?Rostov-na-Donu, on both banks of
the Don, is about 27 miles upstream from the river mouth
and 64 miles from the roadstead, Bol'shoy Taganrogskiy
Reyd, in the northeastern part of the Sea of Azov. It is
the largest city on the southern coastal area of European
USSR, with a 1938 population of about 800,000. The prin-
cipal industries include fabricated metal and agricultural
machinery manufacture. The chief exports are grain,
coal, and timber. The limiting depth of 12 feet in the
channel from the roadstead to the port necessitates trans-
shipment at the roadstead to or from oceangoing shipping.
Port facilities extend along the river front of Rostov and
the contiguous town of Nakhichevan'. Floods inundate a
considerable portion of the area on the left bank and im-
pede clearance to the south. There was extensive war
damage to the area, including destruction of all bridges.
1. SECONDARY PORTS
a. Nikolayev.?Nikolayev is on the left bank of
the Yuzhnyy Bug, about 23 miles above the mouth. The
city (1944 population, about 120,000) is the commercial
and trading center of a large agricultural hinterland, and
the port an important shipping point for grain and ore.
Prior to the war Nikolayev was the foremost shipbuilding
center of southern European USSR with the only yard in
the Black Sea area capable of building capital naval ships.
The town and yards occupy a promontory between the
Yuzhnyy Bug and the Ingul rivers. The 28-foot-deep
channel is maintained by dredging to the river mouth and
about 20 miles beyond through Dneprovskiy Liman
(Kherson or Dnieper Bay) . There was extensive war dam-
age and destruction.
b. Yalta.?Yalta is an ice-free port on the south-
eastern coast of the Crimean Peninsula, and is noted as a
resort. Exports are locally grown fruits, leaf tobacco, and
wine. There is no direct rail access, but paved and im-
proved roads lead to nearby places with connections. The
harbor is relatively small and port facilities are not ex-
tensive.
c. Feodosiya.?Feodosiya is near the root of the
Kerch Peninsula (Kerchenskiy Poluostrov) about 70 miles
northeast of Yalta on the eastern Crimean coast. The
town of 29,600 (1930) is on the low shore at the western end
or head of the Feodosiyskiy Zaliv (bay). It is the export
center of the rich grain-producing region of the Crimean
Peninsula and the principal commercial port of the Cri-
mea. Damage and demolition to the port was consider-
able.
d. Kerch'.?Kerch' is on the northwestern side
of Kerch Strait (Kerchenskiy Proliv), which connects the
Sea of Azov with the Black Sea. The town, with a 1939
population of 100,000, is the Crimean industrial center for
minerals, agricultural products, and fisheries. Consider-
able damage was done during the war to this port of call
and important transshipment terminal for much Sea of
Azov - Black Sea shipping. The Eastern Black Sea Pilot-
age District headquarters are located here. The port is
icebound for about 40 days during January and Feruary.
e. Osipenko.?The town, with a 1939 population
of about 51,600, is situated on level land backed by a bold
tableland at the head of a bay, Berdyanskiy Zaliv, on the
northern coast of the Sea of Azov. It is a principal grain-
shipping port for southern European USSR and about
80% of its commerce is in grain. The harbor, ic.e-closed
about 69 days a year, is formed behind a detached break-
water and an angular mole.
f. Taganrog.?An industrial and administrative
center with a 1939 population of about 188,800, Taganrog
is located on the northern coast of Taganrogskiy Zaliv, a
gulf in the northern coast of the Sea of Azov. The harbor
is comprised of 3 basins. Exports are grain and other
agricultural products, and coal.
(d) Astrakhan'.?The town proper is on the left bank
of the Volga (46?20'N, 48?02'E), about 60 miles inland
from the Caspian Sea. The 1939 population was 253,655.
Principal commodity movement through the port is trans-
shipped petroleum and its products en route up the Volga
or by rail to the hinterland from Baku and other Cauca-
sian oil fields and refineries. About one-fourth of the
USSR fishing catch is processed at Astrakhan'. The port
occupies an 8-mile section on both sides of the Volga main
channel and portions of four distributaries. Principal
wharfage consists of about 12,000 linear feet in approxi-
mately 18 feet of water, and about 3,000 linear feet in
about 12 feet. The entrance channel is about 100 miles
long and the 12-foot inner roadstead is the limiting depth.
The nontidal water level affected by winds and floods may
rise as much as 13 feet and drop as much as 5 feet from
mean level. Temperatures may drop to -22?F. in winter,
with the river frozen for about 100 days. January mean
temperature is 19.2?F. and July mean is 77?F. Two single-
track railroad lines (5'0" gage) and one 26-foot-wide motor
road lead from the area. Astrakhan' is the terminus of
the Volga - White Sea - Baltic inland waterway system.
There are about eight shipyards of various sizes and ca-
pacities. A Soviet Naval Academy and the headquarters
of the Caspian Sea Flotilla are at Astrakhan'.
(e) Minor ports and landings.?These relatively
smaller places are summarized in TABLE 1-2.
B. Shipping routes
Except for a couple of light-traffic passenger routes there
are no established shipping routes. Soviet ships are op-
erating in the normal trade routes but there is no definite
pattern discernible. The only unusual route is the north-
ern route from Murmansk and Arkhangel'sk to the east
coast of the USSR. This route is open from mid-July to
the end of September, and occasionally during most of
October, but ice-breaker assistance is required along vir-
tually the whole route. Caspian Sea routes to and from
Astrakhan' are predominantly tanker occupied.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
NAME AND LOCATION
ANCHORAGE
ENTRANCE
WEST COAST, SECONDARY PORTS (Continued) :
Paldiski, Estonia 59?21'N, 24?03'E In Paldiski Laht in 6 to 16 fms.
The best protected anchorage
is SW of the old harbor in 8 to
9 fms. over mud.
Parnu, Estonia 58?23'N, 24?29'E An area of Parnu Laht about 5
miles long and 21/2 miles wide.
Harbor opens directly into Pal-
diski Laht with depths rang-
ing from 51/2 to 22 fms.
Across the bar, 58 to 116 yards
wide and 18' to 20' deep.
The
th(
ME
old
ha
Low(
Sa
wi)
15'
SOUTH COAST, PRINCIPAL PORTS:
Odessa
46?30'N,
30?45'E
Extensive in bay off the port in
30' to 40' over soft mud and
shells. In the harbor road, in-
side the breakwaters, is pro-
tected anchorage in 28' to 32'.
The E, and most-used entrance
is 350' wide, 31' to 33' deep. N
entrance is as wide but 30'
deep.
Abot
bo)
Kherson
46?37'N,
32?37'E
Vessels moor to buoys in road-
stead outside channel.
Dredged channel from Black Sea
had a 1940 depth of 23 feet.
Roac
abl
Channel through bay had a
bottom width of 350'. The
40'
Rvach entrance to the Dnepr
is used by seagoing vessels.
Sevastopol'
44?37'N,
33?32'E
For vessels of deepest draft and
large enough for the Black Sea
Fleet.
Entrance to main harbor is about
2,000' wide between 5-fm. con-
tours; midchannel depths are
10 fms. deep. Channels to
small harbors are well marked.
Cons
Bl(
lot
mi
10
ha
Mariupol'
47?05'N,
37?34'E
Several areas ?in 15' to 25.5' of
water.
About 81/2 miles long, 24' deep in
1941, with a bottom width of
328 feet.
Mor(
WE
ari
Rostov
47?13'N,
39?42'E
Unlimited in roadstead, Bol'shoy
Taganrogskiy Reyd. Vessels
prohibited anchorage in
reaches of river, canals, or
Approach channel is 250' wide
and 12' deep. Except for the
last 7 miles below Rostov, river
channel is extremely sinuous.
A 3z
wi
str
dredged channels.
SOUTH COAST, SECONDARY PORTS:
Nikolayev
46?57'N, 31?59'E Prohibited in harbor; vessels A 43-mile-long, 150-foot-wide,
berth at wharves or moor to 28-foot-deep channel from
buoys close off the wharves. Black Sea, through Dneprov-
skiy Liman, thence up the
Yuzhnyy Bug.
Mole
ha
ac
sa)
de
Yalta
44?30'N, 34?10'E
About 1/2 mile S of town and har-
Entrance from south has 33' to
Abol
bor in roadstead in 10 to 13
35' depths in fairway.
To:
fms. over mud and sand. An
appreciable current and a swell
when winds are southerly.
pa
pa
th
ab
Feodosiya
45?02'N, 35?24'E
In bay off the port in 5 to 12
Between breakwater and mole
Mol(
fms. over soft mud. Sheltered
about 980' wide and had a
ac
from all but easterly winds.
depth of about 30'.
ab
Kerch'
45?21'N, 36?29'E
Roadstead in W part of Kerchen-
About 3 miles long, 260' wide, and
Aboi
skaya Bukhta for vessels draw-
19' deep in 1941. In 1938 it was
22
ing 12' to 13'. Vessels of
20.5'. Branch channels to Pe-
to:
deeper draft anchor in Yu-
zhnyy Peregruzochnyy Reyd.
troleum Pier and metallurgical
works are about 15' deep.
Osipenko
48'45'N, 38?47'E
Extensive in Berdyanskiy Reyd
A 'VA-mile-long channel from
A 2:
in 18' over soft mud.
entrance to Berdyanskiy Zaliv
to protecting breakwater is 300'
wide at bottom and main-
tained at 22' deep.
be
pa
sh
Taganrog
47?12'N, 38?57'E
Extensive in Bol'shoy Taganrog-
skiy Reyd in 18' to 23' over good
Dredged channel, 5% miles long,
180' wide at bottom, with least
Thr(
fo
holding ground.
depth of 13' in 1938.
te
de
pprove or e ease
II I
- ? -
amen/III I I
001-
Approved For /05/14 : CIA-RDP79-01144A000200010001-8
AND LOCATION
ANCHORAGE
ENTRANCE
HARBOR WATER AREA
;ONDARY PORTS (Continued) :
59?21'N, 24?03'E In Paldiski Laht in 6 to 16 fms.
The best protected anchorage
is SW of the old harbor in 8 to
9 fms. over mud.
58?23'N, 24?29'E An area of Parnu Laht about 5
miles long and 21/2 miles wide.
tINCIPAL PORTS:
46?30'N, 30?45'E
46?37'N, 32?37'E
44?37'N, 33?32'E
Extensive in bay off the port in
30' to 40' over soft mud and
shells. In the harbor road, in-
side the breakwaters, is pro-
tected anchorage in 28' to 32'.
Vessels moor to buoys in road-
stead outside channel.
For vessels of deepest draft and
large enough for the Black Sea
Fleet.
47?05'N, 37?34'E Several areas ?in 15' to 25.5' of
water.
47?13'N, 39?42'E Unlimited in roadstead, Bol'shoy
Taganrogskiy Reyd. Vessels
prohibited anchor age in
reaches of river, canals, or
dredged channels.
.CONDARY PORTS:
46?57'N, 31?59'E Prohibited in harbor; vessels
berth at wharves or moor to
buoys close off the wharves.
44?30'N, 34?10'E About 1/2 mile S of town and har-
bor in roadstead in 10 to 13
fms. over mud and sand. An
appreciable current and a swell
when winds are southerly.
45?02'N, 35?24'E In bay off the port in 5 to 12
fms. over soft mud. Sheltered
from all but easterly winds.
45?21'N, 36?2il'E
46'45'N, 36?47'E
47?12'N, 38?57'E
Roadstead in W part of Kerchen-
skaya Bukhta for vessels draw-
ing 12' to 13'. Vessels of
deeper draft anchor in Yu-
zhnyy Peregruzochnyy Reyd.
Extensive in Berdyanskiy Reyd
In 18' over soft mud.
Extensive in Bol'shoy Taganrog-
skiy Reyd in 18' to 23' over good
holding ground.
Harbor opens directly into Pal-
diski Laht with depths rang-
ing from 51/2 to 22 fms.
Across the bar, 58 to 116 yards
wide and 18' to 20' deep.
The E, and most-used entrance
is 350' wide, 31' to 33' deep. N
entrance is as wide but 30'
deep.
Dredged channel from Black Sea
had a 1940 depth of 23 feet.
Channel through bay had a
bottom width of 350'. The
Rvach entrance to the Dnepr
is used by seagoing vessels.
Entrance to main harbor is about
2,000' wide between 5-fm. con-
tours; midchannel depths are
10 fms. deep. Channels to
small harbors are well marked.
About 81/2 miles long, 24' deep in
1941, with a bottom width of
328 feet.
Approach channel is 250' wide
and 12' deep. Except for the
last 7 miles below Rostov, river
channel is extremely sinuous.
A 43-mile-long, 150-foot-wide,
28-foot-deep channel from
Black Sea, through Dneprov-
skiy Liman, thence up the
Yuzhnyy Bug.
Entrance from south has 33' to
35' depths in fairway.
Between breakwater and mole
about 980' wide and had a
depth of about 30'.
About 3 miles long, 260' wide, and
19' deep in 1941. In 1938 it was
20.5'. Branch channels to Pe-
troleum Pier and metallurgical
works are about 15' deep.
A 71/2-mile-long channel from
entrance to Berdyanskiy Zaliv
to protecting breakwater is 300'
wide at bottom and main-
tained at 22' deep.
Dredged channel, 53/4 miles long,
180' wide at bottom, with least
depth of 13' in 1938.
The bay Paldiski Laht, between
the island Vaike-Pakri and the
mainland, the new harbor and
old harbor. The protected
harbors are small.
Lower sections of the Parnu and
Sauga (rivers) and a small
winter harbor generally 12' to
15' deep in lower part.
About 700 acres of enclosed har-
bor with 13' to 3.3' depths.
Roadstead in the
about 1,700 acres
40' depths off the
Dnepr has
with 30' to
town.
Considered best and safest in
Black Sea area. About 4 miles
long and 3/4 mile wide with
midchannel depths from 8 to
10 fms. Numerous coves and
harbors open from bay.
More than 250 acres of sheltered
water area in the two port
areas.
A 33/4 mile stretch of the Don
with 18' to 22' depths in mid-
stream.
Mole-protected coastwise trade
harbor is an area of about 40
acres with 12' to 23' depths.
The foreign port, about the
same size, is from 25' to 30'
deep but mostly 28'.
About 35 acres, mole-protected,
ranging from 27' to 33' in SE
part and 9' to 10' in N and NW
part. Recent reports indicate
these charted depths consider-
ably shoaled.
Mole-protected basin of about 64
acres with depths of 24', except
about 3 acres of 19'.
About 140 acres, 14' deep in S and
22' deep in N. Soft mud bot-
tom.
A 25-acre mole-protected basin
behind a 2,100' breakwater
parallel to and 1/2 mile off the
shore.
Three mole- and breakwater-
formed basins have a total wa-
ter area of about 69 acres with
depths (1938) of 13' and 14'.
pproved For Release 210i/05i14 : CIA-RI7P79-01144A00020001 01 8
Approved For Release 2003/05/14 : CIA-RDP79-01144A000200010001-8
TABLE I - 1 (Con ed)
LINEAR FEET OF WHARFAGE IN VARIOUS
DEPTHS
RANGE OF WATER LEVEL
ICE CONDITIONS
INLAN
1,855
775
2,630
. .
3,120
3,120
9,490
5,430
4,435
1,100
20,455
.
4,120
4,120
740
3,300
7,785
4,730
16,555
. ..
11,265
3,720
800
15,785
12,940
12,940
1,075
9,240
10,315
135
300
1,590
460
2,485
340
3,790
600
4,730
.
4,360
1,940
6,300
2,985
2,985
?
3,355
3,620
?
6,975
No data available.
Extreme recorded changes are 6'
above and 3' below mean level,
caused by winds.
Nontidal. Maximum rise 2'7"
and maximum fall is 4'0".
Seasonal variation of Black
Sea and outflow of rivers.
Nontidal. Canalization above
keeps level fairly constant ex-
cept during spring floods when
maximum rise may reach 8.5'.
Interferes with navigation at Rail and hig
times during the winter.
Severely cold in winter with
navigation blocked by ice from
late December to early April.
From 2" to 4" thick from Decem-
ber to March; 10" in 1937.
Usually kept open.
Average 12" to 14" but may reach
27" in severe winters. Usually
kept open.
Nontidal, but regular fluctua- Never frozen over.
tions have a mean range of
28".
Nontidal, but there is a regular
seasonal variation. Other va-
riations caused by wind with a
mean range of 6'.
Nontidal. River level subject to
considerable fluctuation. Level
may be lowered by as much as
9' and raised by as much as
10'.
Nontidal. The variations are 2.6'
above or below mean water
level, with fresh winds raising
or lowering the level occasion-
ally by as much as 3'.
Ice averages 105 days each year
and 30" thick. Easterly winds,
if continuous, may pack the ice
to 10' thickness.
Ice from 1' to 11/2' thick generally
closes river between early De-
cember and late March.
River frozen about 92 days each
year from mid-December to
mid-March with ice about 20"
thick. Ice breakers keep port
open.
Nontidal. Range is about 2' with Ice-free.
maximum rise of 1'2" and fall
of 10".
Nontidal. Range of 2' above and
below the established datum of
5.25" above average minimum
recorded.
No lunar tides. A difference of
3' has been observed.
No lunar tides. Maximum fall
about 1.5' and rise about 3'
from mean sea level.
Nontidal. Range due to winds is
about 8.5'.
Open to navigation the year
around. Ice breakers rarely
required.
Icebound for about 40 days dur-
ing January and February.
Ice forms from mid-December to
late March. Open period of
navigation is about 296 days.
Ice closes port from mid-Decem-
ber to March and may attain
2.2' thickness.
Narrow-gage
Parnu to
5'0"-gage
highways
and Riga.
Three R.R. 11
sa. New
coast to E
northward.
Single-track
roads lead
coast.
Single-track
feropol'. E
into the
net.
Double-track
USSR net.
roads lead
the coast.
Double-track
provide Ro;
rail connec
Sea port. l
to be poor.
Rail connectio
work and rt
son, Odessa,
No R.R. cle
lead inland
Rail line to
Roads lead
coast.
Rail line to US
' seasonal low
to W.
Rail line cont
network. T
roads lead frt
Rail connecti
double-track I
er roads lead
lower type rot
Approved For Release 2003/05/14: CIA-RDP79-01144A0002000191Vap I_ 1
PRINCIPAL AND SECONDARY PORTS
JANIS 40
.11.1.111.111
:AND CLEARANCE
YEAR AND MAXIMUM KNOWN
VOLUME OF TRADE THROUGH
PORT
NAVAL ESTABLISHMENTS
BUILDING OR REPAIR
FACILITY
highway connections. 1936
gage lines lead from No data.
to several points on
,ge line. Low-g rade
tys extend to Tallinn
iga.
R. lines lead from Odes-
aw road leads along
to E. Other roads lead
trard.
14,421 No data. No data.
An aerial photo indicates mine- Engine repairs in government
sweepers and gunboats were shops and other vessel repairs
based here. in privately owned yards.
1935 841,040 Not a naval establishment.
?ack R.R. and several 1935
lead inland and along
.ack line through Sim-
t'. Highways connect
he Crimean Peninsula
rack
net.
lead
1st.
line connects into
Low-type (dirt)
inland and along
266,806 No exclusively naval establish-
ment but Comitern yards built
motor torpedo boats and gun-
boats.
1935 312 Prior to capture by the Germans,
the port was the main base of
the Black Sea Fleet and the
headquarters of its Comman-
der-in-Chief. Except for a
small portion, the port was for
naval use.
1935 1,495,233 No data.
(In 1932 about 1,7'75,800 short
tons of coal was shipped.)
rack lines to N and S No data.
e Rostov with the best
)nnections of any Black
)rt. Roads are reported
)oor.
nections with USSR net- 1935
Ind roads lead to Kher-
dessa, and Kirovograd.
. clearance. Highways No data.
iland and along coast.
le to USSR network.
lead inland and along
No data.
1,163,106 No port area for exclusive naval
use. There are some naval
barracks, a naval aviation
school, model-testing basin,
and Admiralty offices.
None.
All shipyards were destroyed by
the Germans but minor repairs
were obtainable in 1944. The
Marti yards built small war-
ships.
Several yards building and re-
pairing commercial and naval
vessels. The only floating dry-
dock building yards in USSR
are reported located here.
Several building and repair
yards. Ships of all sizes up to
destroyers were built here.
The Navy Yard was primarily
a maintenance yard. A dock
on the north side would receive
capital ships up to 30,000 tons.
Present status of the two marine
repair plants is unknown. The
one in Zintsev Harbor could ac-
complish all commercial re-
pairs required by the merchant
fleet in the Sea of Azov.
Two small yards for river craft.
The chief naval shipbuilding
yards of the Black Sea area
and the only one in the area
capable of building capital
ships. Two other yards built
and repaired naval and com-
mercial vessels.
Small-craft repairs only.
1935 561,034 No data available on any naval Small port-owned shops for re-
establishment. pairs to moderate-sized vessels.
to USSR network. Two 1936
al low-type roads lead
e connects into USSR 1934
.k. Three third-rate
lead from town.
)nnections with two No data.
-track lines. All-weath-
ds lead along coast but
type roads lead to N.
23,875 None.
126,800 None.
None.
About 7 miles S of the harbor is
a small yard for repair of com-
mercial vessels and building of
small craft.
Small-craft repairs.
A small yard for small-craft and
above-water repairs to larger
vessels. A larger yard re-
ported under construction.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For ReleNYMNI
NAME AND LOCATION
WEST COAST, PRINCIPAL PORTS (Continued)
ANCHORAGE
ENTRANCE
:
Tallinn, Estonia
59?26'N,
24?45'E
North of Old Harbor and in Tel-
iskopli Laht in 6 to 16 fms. over
mud. Small craft in 5 fms. or
less near New Harbor.
Through Tallinna Laht (bight)
and Reid (road) natural
depths of 10 to 40 fms. Adja-
cent to Old Harbor and ship-
yards depths are 5.5' or more,
and at least 4,fms. at New Har-
bor.
Riga, Latvia
56?57'N,
24?06'E
In roadstead 2 miles northwest of
entrance moles in 10 to 11 fms.
over mud, but unsafe during
strong northerly winds. Some
anchorage in river clear of
navigation channel.
The bar of the Daugava extends
more than 1 mile seaward from
head of entrance moles. The
least depth of dredged channel
was 27' in 1939. Depth lessens
to 20' at uppermost part of
harbor.
Ventspils, Latvia
57?24'N,
21?32'E
In roadstead 23/4 to 41/2 miles off-
shore in 8 to 10 fms. Several
third-class anchorages in Out-
er Harbor.
Dredged channel 110 yards wide
with controlling depth of 23',
possibly 25'.
Liepaja, Latvia
56?31'N, 21?00'E
Klaipeda, Lithuania
55?43'N,
21?07'E
Kaliningrad
54?42'N,
20?29'E
Baltiysk
54?38'N,
19?54'E
WEST COAST, SECONDARY PORTS:
Or aniyenbaum
59?55'N,
29?47'E
Vyborg
60?43'N,
28?48'E
Uuras
60?38'N,
28?34'E
Makslakhden Satama
60?27'N,
28?43'E
(Port for Rempeti)
Koyvisto
Roadstead outside harbor is en-
tirely unprotected, 5 to 7 fms.
In roadstead in 10 to 13 fms., un-
safe when winds are from
south through west to north.
Vessels can moor along the
Preget' channel, but no free-
swinging anchorage is avail-
able.
Open anchorage in 10 fms. in
roadstead and mooring in en-
trance channel in about 30'
over hard sand.
In Nevskaya Guba for medium-
draft vessels with best shelter
in 13' to 18'. Strong easterly
winds cause a heavy sea.
About 3 miles below Uuras in 7
to 10 fms. and above Uuras in
4 to 7 fms. None in harbor.
Same as Vyborg.
Shallow-draft anchorage in har-
bor but the bay Makslakhti has
depths from 16' to 33'. Chan-
nel fairway passes through the
bay anchorage.
60?22 N, 28?38'E In 7 to 10 fms. adjacent to Zaliv
Approved For Release 2003/05/11P3M0R15017gLeiqUA170tel20
among shoaled spots.
A 600'-wide, 27'-deep channel
leads from the open sea to the
middle of three entrances to
Outer Harbor. Entrance to
Commercial Harbor is 500'
wide and 24.5' deep. Entrance
to Naval Harbor Canal is 300'
wide and about 28' deep.
Normally 820' wide and 23' deep
but reported in 1945 as suited
for vessels drawing no more
than 16'. Entrances to New
Basin are 21.5' and 23' deep,
150' and 100' wide.
KOnigsberg Ship Canal, about 20
miles long, least bottom width
of 156', and a least depth of 26'.
Seaward entrance to Outer Har-
bor is 360' wide and 30' deep.
Connection from SE end of
Outer Harbor with Konigsberg
Ship Canal is 450' wide and 28'
deep. Approach channel is
1,200 yards long, 328 yards
wide, with a least depth of 33'.
Entrance for Frisches Haff is
from 400 to 475 yards wide with
a center least depth of 30'.
A dredged channel leads across
the shoal fronting the harbor
to 500'-wide entrance between
breakwaters.
Tortuous among islands with the
10 miles from Reyd Uuras de-
creasing from 30' to 20' at Vy-
borg.
Same approach as Vyborg. En-
trance between the break-
waters is about 110 yards wide
and 24' deep.
A 24'-deep channel leads from
the roadstead, Reyd Uuras, into
S end of harbor. A 7.5'-deep
channel leads to N end.
Marked 30' deep channels lead 7
00 4;?, irel Gulf of Finland and
11 miles from Vyborgskiy Za-
ny.
Two
bas
bor,
15'
Comr
trit
str(
Outel
wit
Co)
mil
2,01
an(
Up
fro
More
ha:
to
of
shi
str
Com
no
Ho
(le
m(
Corn
tvv
ex
Out
to
lo:
R(
to
at
Se
hf
Abo
cIE
Twc
w:
The
d(
d(
c1(
Bet'
S,
11
21
A
a
f]
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
()CATION
ANCHORAGE
ENTRANCE
HARBOR WATER AREA
LIN]
L PORTS (Continued) :
59?26'N, 24?45'E North of Old Harbor and in Tel-
iskopli Laht in 6 to 16 fms. over
mud. Small craft in 5 fins, or
less near New Harbor.
56?57'N, 24?06'E In roadstead 2 miles northwest of
entrance moles in 10 to 11 fms.
over mud, but unsafe during
strong northerly winds. Some
anchorage in river clear of
navigation channel.
57?24'N, 21?32'E In roadstead VA to 41/2 miles off-
shore in 8 to 10 fms. Several
third-class anchorages in Out-
er Harbor.
56?31'N, 21?00'E Roadstead outside harbor is en-
tirely unprotected, 5 to 7 fins.
55?43'N, 21?07'E In roadstead in 10 to 13 fms., un-
safe when winds are from
south through west to north.
54?42'N, 20?29'E Vessels can moor along the
Pregel' channel, but no free-
swinging anchorage is avail-
able.
54?38'N, 19?54'E Open anchorage in 10 fms. in
roadstead and mooring in en-
trance channel in about 30'
over hard sand.
RY PORTS:
59?55'N, 29?47'E In Nevskaya Guba for medium-
draft vessels with best shelter
in 13' to 18'. Strong easterly
winds cause a heavy sea.
60?43'N, 28?46'E About 3 miles below Uuras in 7
to 10 fms. and above Uuras in
4 to 7 fins. None in harbor.
60?38'N, 28?34'E Same as Vyborg.
60?27'N, 28?43'E Shallow-draft anchorage in har-
bor but the bay Makslakhti has
depths from 16' to 33'. Chan-
nel fairway passes through the
bay anchorage.
Through Tallinna Laht (bight)
and Reid (road) natural
depths of 10 to 40 fms. Adja-
cent to Old Harbor and ship-
yards depths are 5.5' or more,
and at least 4 fms. at New Har-
bor.
The bar of the Daugava extends
more than 1 mile seaward from
head of entrance moles. The
least depth of dredged channel
was 27' in 1939. Depth lessens
to 20' at uppermost part of
harbor.
Dredged channel 110 yards wide
with controlling depth of 23',
possibly 25'.
A 600'-wide, 27'-deep channel
leads from the open sea to the
middle of three entrances to
Outer Harbor. Entrance to
Commercial Harbor is 500'
wide and 24.5' deep. Entrance
to Naval Harbor Canal is 300'
wide and about 28' deep.
Normally 820' wide and 23' deep
but reported in 1945 as suited
for vessels drawing no more
than 16'. Entrances to New
Basin are 21.5' and 23' deep,
150' and 100' wide.
Konigsberg Ship Canal, about 20
miles long, least bottom width
of 156', and a least depth of 26'.
Seaward entrance to Outer Har-
bor is 360' wide and 30' deep.
Connection from SE end of
Outer Harbor with Konigsberg
Ship Canal is 450' wide and 28'
deep. Approach channel is
1,200 yards long, 328 yards
wide, with a least depth of 33'.
Entrance for Frisches Haff is
from 400 to 475 yards wide with
a center least depth of 30'.
A dredged channel leads across
the shoal fronting the harbor
to 500'-wide entrance between
breakwaters.
Tortuous among islands with the
10 miles from Reyd Uuras de-
creasing from 30' to 20' at Vy-
borg.
Same approach as Vyborg. En-
trance between the break-
waters is about 110 yards wide
and 24' deep.
A 24'-deep channel leads from
the roadstead, Reyd Uuras, into
S end of harbor. A 7.5'-deep
channel leads to N end.
Two artificial harbors, a fishing
basin, and two shipyard har-
bors, with depths ranging from
15' to 33'.
9,140
Comprised of the Daugava and 4,180
tributaries for 23 miles up-
stream, about 8,900 acres.
Outer Harbor about 300 acres 2,800
with half about 13' to 27' deep.
Commercial Harbor is about 8
miles of the Venta. The lower
2,000 yards is about 25.5' deep
and about 600' to 800' wide.
Upper part gradually decreases
from 21' to 16' and less.
More than 600 acres in several
harbors with depths from 18'
to 32'. In 1917 a German force
of 25 transports and supply
ships 6 cruisers, and 50 de-
stroyers assembled here.
Comprised of entrance and 2,540
northern part of Kurisches
Haff, 61/4 miles, and the Dange
(lower part of the river Ak-
mena) .
Comprised of the Pregel' and its 5,850
two branches and three basins (Additi
excavated from the left bank. Kran
Griin
Outer Harbor about 80 acres, 28' 5,930
to 30'. Inner Harbor 700 yards
long, about 12 acres, 21' deep.
Rear Harbor about 60 acres, 19'
to 21' deep. Naval Harbor,
about 15 acres in 23' to 33'.
Several smaller and shallower
harbors.
About 50 acres with 20' to 25'
depths and a 111/2'-deep boat
harbor of about 4 acres.
Two harbors, North and South,
with a total area of about 50
acres with 10' to 24' depths.
The larger portion has general
depths of 10' to 17' with a 24'-
deep channel. A 24' to 36'
deeper part is between Ostrov
Ravansaari and Ostrov Uuran-
saari.
Between off-lying islands, Ostrov
Revonsari and Ostrov Villin-
Sari general depths are 12' to
16' with central part of 20' to
26'. A maintained 24'-deep
channel is in center.
60?22 N, 28?38'E In 7 to 10 fms. adjacent to Zaliv Marked 30' deep channels lead 7 A recession of the shoreline of
Salmi with
am s oa ed spots.
NNItilFtherkrANV6120 0 3ffikiPPID ?WM f#1014414010 0 0240ftiyonly4ton
Ko
10 mi es from y " borgskiy Za- about 200 acres in 7 to 10 fms.
liv. free of hidden dangers.
1,980
?
Approved For Release 2 5/14 : CIA-RDP79-01144A000200010001-8
TABLE I - 1 (Continued)
,INEAR FEET OF WHARFAGE IN VARIOUS
DEPTHS
RANGE OF WATER LEVEL
ICE CONDITIONS
INLAND Cl
140 2,785 8,315
180 12,535 7,375
300 8,500
1,080 19,580
560 20,800 Lunar tides are negligible. A
range of about 4' is caused by
winds.
7,685 31,775 Rise varies from 2' to 3' and fall
from 1' to 1.5'. Spring thaws
may cause rise of as much as
.10' and a westerly wind may
raise the level as much as 5'.
11,300 Normal variation is from 1' above
to 1' below. Ice thaw increases
depth by 4' to 5' or more.
4,205 25,130 Nontidal with normal variation
from 3' above to 2' below mean
water level.
40 2,850 1,800 950 8,140 Frequently varies as much as 1'
above or below mean level, oc-
casionally as much as 2'.
50 6,700 23,600 2,800 1,800 40,750
Iditional wharfage on the Novyy Pregel' above
:ramer bridge and on the Staryy Pregel' above
rune bridge, but details are unknown.)
30 4,705 5,480
In middle of bay range is from
4' above to 3' below mean level;
in the Pregel', 6' above to 4'
below mean level.
1,385 17,500 No tidal influence. Water rise to
3' above and fall to 3.25' below
mean level.
... 8,250 , 8,250
(About 800' not considered usable.)
5,670
9,355 15,025
;0 590 920 3,350 4 6,840
0 550 2,135
3,420 3,420
Lunar tides insignificant. Flood
waters may cause rise of 4' and
westerly winds 10' to 12'.
No tides: level is affected mainly
by wind.
Similar to Vyborg.
Similar to Vyborg.
Ice breakers maintain open
channels except from mid-
January to end of February.
Ice breakers can keep open navi-
gation although port is usually
icebound from 4 to 10 weeks
between December and mid-
April.
Normally ice-free during entire
year. Ice breakers required in
severe winters.
Normally sufficiently ice-free to
be usable all winter. Ice
breakers available for thin ice
which forms between Decem-
ber and March.
Lower part frozen over several
months of each year, upper
part only few days. In severe
winters ice breakers clear
channel.
Closed on an average of 11.6 days
per year. Maximum period
was 91 days.
Port is closed on an average of
less than a day each year but
Baltic Sea fixed ice frequently
bars the port. Formation is
between 5 December and 17
March.
Similar to Leningrad. Ice break-
ers keep channel open when
possible.
May close between December
and May. Ice breakers usually
keep harbor open.
Similar to Vyborg.
Similar to Vyborg.
1,710 .. 5,005 Similar to Vyborg. Similar to Vyborg.
Approved For Release 2003/05/14 : CIA-RDP79-01144A000200010001-8
5'0"-gage connec
net. A 759-cfr
leads from r
weather roads.
There was dua
(4'81/2" and 5'0
only broad
Railroads and
radiate from R
R.R. lines of 5'0"
connect this
ports and inla
inland.
R.R. lines of 5'0" E
Highway clear(
grade roads.
Two rail lines car
broad-gage ne;
sonal roads lea(
way net.
Good R.R. clears
sides of the r
road connectio
work.
Single-track R.R.
Kaliningrad, a:
highway.
Steam R.R. line t(
trifled line t
Highway to Leni
other roads are )
R.R. connection
and USSR lines
lead in three d:
terminus of Saim
menskiy Kanal).
Rail and highway (
both Finland an
Saima Canal at
vides waterway t(
land.
Similar to Uuras.
Rail and highway
similar to Uuras.
TABLE I-1
Approved For Release 2003/05/14: CIA-RDP79PPlitalititi0240PICiMWDARY PORTS
JANIS 40
J.411 J./ A.,
ND CLEARANCE
YEAR AND MAXIMUM KNOWN
VOLUME OF TRADE THROUGH
PORT
NAVAL ESTABLISHMENTS
BUILDING OR REPAIR
FACILITY
.tonnections with USSR
759-cm. gage line also
corn port. Good all-
roads.
s dual-gage trackage
Ind 5'0") but probably
road gage remains.
Is and good highways
from Riga.
of 5'0" and 60-cm. gage
this port with other
Id inland. Roads lead
)f 5'0" and 75-cm. gage.
clearance is via low-
ads.
nes connect into USSR
age net. Only 2 sea-
ads lead into the high-
. clearance from both
the river. Excellent
)nnection to the net-
1937 Imports
410,013
Exports
391,322
Total
801,335
1937 Imports
1,126,426
Exports
1,480,363
Total
2,606,789
1937
353,937
1937 Imports
144,797
Exports
164,998
Total
309,795
1937 Imports
1,221,822
Exports
695,736
Total
1,917,558
1936 Coastwise
3,400,000
Foreign
1,656,000
Total
5,056,000
ck R.R. connects with 1937
;rad, as does a good (Mostly
r.
Z. line to W and elec- No data.
line to Leningrad.
f to Leningrad is good;
ads are lower type.
lection with Finland No data.
SR lines. Main roads
three directions. Sea
s of Saima Canal (Say-
? Kanal) .
tighway connections to
lland and USSR. The
Canal at Vyborg pro-
tterway to interior Fin-
Uuras.
No data.
No data.
highway connections No data.
to Uuras.
coastwise trade)
Was main base of the Estonian
Fleet. Served as Soviet naval
base (1939-1941) . Used by
German Navy. Present use
not known, but it is the head-
quarters of a naval district.
No naval significance known.
Several yards for repair. Ship-
building activities suspended
several years ago but may now
be resumed.
Three small yards.
Torpedo boats were stationed Small repairs to hull and ma-
here in 1940. chinery. No dry docks re-
ported.
A naval base since Czarist days.
Naval portion designed as an
advance base for the Soviet
Baltic Fleet. Probably next to
Tallinn in importance.
German base for U-boats and de-
stroyers. No data on use by
USSR since capture in Janu-
ary 1945.
There is a small naval basin but
Soviet use is unknown.
36,266 A U-boat training and opera-
tional base during the war.
Soviet use is unknown. Con-
sidered a defense installation
for Kaliningrad. Expansion of
naval harbor was in progress.
Naval ship repair and building
yards. Two graving docks
about 600' long, 85' long at
mean high water level.
Minor repairs to hull and ma-
chinery. The one yard re-
ported converted to a naval re-
pair base by the Germans in
1939.
The Schichau yards have been
expanded and in 1944 were re-
ported to have 20 berths for
submarine repairs. Two other
small facilities.
Only small yards for repair of
small ships.
Minelayers, minesweepers, and No major repair facilities.
motor torpedo boats based
here.
No data but believed a naval air
station.
No data.
No data.
No data.
Two shipyards in North Harbor
for repair and construction of
small craft.
A war-damaged small yard on
Ostrov Ravansaari.
No data.
None.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
NAME AND LOCATION
NORTH COAST, PRINCIPAL PORTS:
Arkhangel'sk
Murmansk
64?28'N, 40032E
68?58'N, 33?03'E
NORTH COAST, SECONDARY PORTS:
Molotovsk
Onega
Belomorsk
Kern'
64?35'N, 39?47'E
63?55'N, 38?04'E
64?32'N, 34?48'E
64?57'N, 34?37'E
(Port is Rabocheostrovsk, 64?59'N, 34?47'E)
Kandalaksha
Iokan'ga Naval Base
Vayenga Naval Base
Polyarnyy Naval Base
67008N, 32?25'E
68 ? 04'N, 39 ? 30'E
69?05'N, 33?27'E
69?12'N, 33?28'E
WEST COAST, PRINCIPAL PORTS:
Leningrad
Kronshtadt
59?56'N, 30018E
59?59'N, 29?46'E
ANCHORAGE
ENTRANCE
Off city in roadstead 30' to 68'.
Numerous in approaches to
city. Temporary in bay out-
side the bar.
Kol'skiy Zaliv for vessels of any
size, 100 vessels simultaneously
anchored in 1944. Good in
harbor area off Rosta.
Protected for about 5 vessels in
30' over good holding ground.
Seaward from river mouth.
Usual is 2 miles E of Shogly
Ostrova in 21' to 23'. Depths
of 12' to 36' between mainland
and island.
Extensive roadstead exposed to
NE winds, 20' to 36'. Small
craft only in harbor.
Outside, just N of Ostrov Yak,
and off the port.
Off the town in 15 to 38 fms.
Small vessels between 6- and
10-fm. contours, 1,200' offshore.
A mile-long section of roadstead
west of Ostrov Vitte in 6 to 12
fms. over mud and sand. More
exposed off Ostrov Sal'nyy in
10 to 16 fms.
In 18 fms. with Mys Karbas bear-
ing 352? and Mys Alysh, 249?.
Six 1st-class anchorages, of
which 3 are at mooring buoys.
SE of harbor, off naval base in
20 to 24 fms., poor holding
ground.
No free-swinging berths in port.
About 44 ships can be moored
to buoys in depths of 22' to 28'.
Near Kronshtadt in Nevskaya
Guba third-class berths are
available but exposed to strong
easterly winds.
In Malyy Reyd opposite Central
Harbor in 28' over mud, ex-
posed to southeasterly winds.
Fair-weather anchorage in
Bol'shoy Reyd in 13 to 16 fms.
A few mooring buoys in harbor.
A 350' fairway, 23.5' at H. W.,
crosses the bar. The channels
inside are upward from 600'
wide and generally 24' deep; 26
miles to the city.
Through Kol'skiy Zaliv about 26
miles, 2 miles wide, 100 fms.
deep.
Exter
trit
dep
Aboul
wid
20
Dredged channel, 5 miles long, About
180' wide, 27' to 30' deep. Con-
stant dredging required.
Karel'skiy Farvater maintained About
by dredging, 14.5' at low water abr
neaps (1937) .
Dredged channel 2 miles long, Irregi
300' wide, 15.5' deep (1936) anc
leads to head of harbor. dee
ins]
Between Ostrov Yak and Ostrov Abou)
Rabocheostrovsk, less than 600' 2,6(
wide in places, least charted
depth of 24'.
Fairway close to NE shore has a 3.5 m
clear width from 1.2 to 4 miles 7 ti
and depths from 5 to 38 fms.
Main entrance between Ostrov Abou
Sal'nyy and Ostrov Medvezhiy, yar
about 1/2 mile wide between 10- in
fm. contours.
Free and clear with depths of 18 A mi
to 38 fms. wit
are
but
N entrance 1,000' wide, 30 to 40 Abou
fms. deep. 2,0(
A dredged channel, 13.5 miles The
long through Nevskaya Guba
from Kronshtadt to Lower ab(
Harbor of Leningrad had a wit
minimum bottom width of 350' in
and a dredged depth of 31' Sh)
(1928) in the open section. al)
The protected section was 280' thr
wide. It was reported in 1945 Ne'
that limiting draft was 23' for dec
vessels entering the harbor.
Several entrances through pro-
tecting mole but south channel
(Yuzhnyy Kronstadtskiy Far-
vater) is the only one per-
mitted merchant vessels. It
has a 30-foot project depth and
leads about 6.5 miles through
Bol'shoy Reyd.
ApprovedFqiagawsersionvegirrrelr-'1115rrr..........
-01144A000200010001-8
Abou
an
of
Ha
liei
oth
17'
car
Approved For Release 2.611111000200010001-8
TABLE I - 1
SUMMARY OF PRINCIPAL AND SECONDARY PORTS, EUROPEAN USSR
HARBOR WATER AREA
LINEAR FEET OF WHARFAGE IN VARIOUS
DEPTHS
RANGE OF WATER LEVEL
ICE CO/
Extensive in several channel dis-
tributaries; various widths and
depths.
About 3 miles long, 1/2 to 1 mile
wide, mid-channel depths 10 to
20 fms.
bout 250 acres, 28' to 30' deep.
bout % mile wide, 19' deep
abreast town.
'regular, shallow with shoals
and rocks. From 25' to 30'
deep at entrance to 15' to 20'
inside.
.bout 1.5 miles long, 1,000' to
2,600' wide, 18' to 26' deep.
..5 miles long, 1/2 to 1 mile wide,
7 to 38 fms. deep.
About 4 miles long, 500 to 2,200
yards wide, 10 to 18 fms. deep
In central part.
mile-long indentation of coast
with shoaled margins. Depths
are 18 to 38 fms. at entrance
but only 3 fins. at head.
,bout 1.5 miles long by 1,000' to
2,000 wide, 6 to 24 fms. deep.
'he port (Morskoy Kanal and
lower part of the Neva) has
about 12,000 acres of water
with about 8 miles of quayage
in depths from 18' to 28'. The
Ship Channel (Morskoy Kan-
al) extends for about 2 miles
through Lower Harbor to the
Neva and is about 31' to 32'
deep and 135 yards wide.
Lbout 300 acres in four harbors
and a smaller basin. Depths
of the 47-acre Coastal Trade
Harbor are not known but be-
lieved more than 13'. The
other three harbors are from
17' to 28'. Several miles of
canals provide lighter quayage.
20'-25' 12'-20' 0'-12' Unknown Total
6,100 39,635 9,290 2,580
1,000 10,960 4,375
57,605 At bar: H.W. springs 3.6', neaps
3.0'. At city: H.W. springs 3.0',
neaps 2.5'. MSL at city 1.9'.
Normally close
May. Bakari
winter of 194:
1,245 740 18,320 Mean H.W. springs 12.0', neaps Virtually ice-fr
9.75'. quired occasi(
2,240 1,600 3,840
1,000 2,390 200 3,590
1,450 1,450+
Mean H.W. springs 3.0', neaps Similar to Arkl
2.5'; mean water level 1.5'.
Mean H.W. springs 5.5', neaps Closed from ea
4.5'; mean water level 2.75'. mid-May.
2,900+ Mean H.W. springs 4.75', neaps Closed from mi(
( 4.0'; mean water level 2.5'. May.
1,390 2,690 1,270 5,350 Mean H.W. springs 6.0', neaps Closed from ez
5.0'; mean water level 3.5'. mid-May.
820 100 920 H.W. springs 7.25', neaps 6.0'.
750 750 1.500 H.W. springs 18.75', neaps 15.25';
mean water level 11.0'.
470 2,570
2,190 380+ 2,570
Closed from ez
end of May.
Ice up to 6" th)
ters. Never
tion.
Mean H.W. springs 12.0', neaps Only shallow
9.75'; mean level 7.0'. strong winds
eluding winti
1,090 4,130 Mean H.W. springs 12.0', neaps
9.75'; mean level 7.0'.
13,910 15,780 3,070 4,050 2,100 38,910 Nontidal average range is from
3.0' above to 1.5' below mean
water level. Maximum rise
7.0' above; greatest fall, 3.0' be-
low mean level.
6,315 1,800 8,955 5,600 2,640 25,310
(Note: about 5,100' with 25' or more depth is on
breakwater mole without any shore connec-
tion.)
Lunar tides are negligible.
Range caused by winds is from
3' above to 2' below mean level.
Approved For Release 2003/Or4:ielMINITMIMMPOSO1IGiilii001-8
Usually free ur
may form bt
interfere wit
Closed to navig
weeks, 22 Jar
number of ic
the navigati
age thicknes,
never more t
Normally icel
vember to A
extend navii
vere winters
are not poss
through Mar
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
SSR
PRINCI
ICE CONDITIONS
INLAND CLEARANCE
YEAR AND MAXIMUM KNOWN
VOLUME OF TRADE THROUGH
PORT
NAVAL ESTABLISHMENTS
Normally closed December to
May. Bakaritsa kept open
winter of 1943-1944.
Virtually ice-free, breakers re-
quired occasionally.
Similar to Arkhangel'sk.
Closed from early November
mid-May.
R.R. to Vologda and net from
station on left bank; spur to
Molotovsk. Poor local roads.
R.R. to Leningrad; spur connec-
tion with Polyarnyy. Roads
are poor.
R.R. to Arkhangel'sk. Poor plank
roads in immediate area; no
highway inland.
to On branch of Murmansk - Len-
ingrad R.R. between Belomorsk
and Obozerskaya on Ark-
hangel'sk - Vologda line.
Closed from mid-October to mid-
May.
Closed from early December
mid-May.
Closed from early November
end of May.
On branch of Murmansk - Lenin-
grad line from Belomorsk
through Onega to Obozerskaya
on Arkhangel'sk - Vologda line.
N end of Stalin White Sea -
Baltic Canal. Poor-grade road
to Kern' and Kandalaksha.
to On Murmansk - Leningrad line.
Road to Belomorsk and Kan-
dalaksha.
to On Murmansk - Leningrad line;
branch from a few miles S
leads to Finland. Low-grade
road follows branch and main
line to Krem'.
Ice up to 6" thick in severe win-
ters. Never closed to naviga-
tion.
Only shallow waters freeze, but
strong winds break up ice, pre-
cluding wintering in harbor.
Usually free until February. Ice
may form but insufficiently to
Interfere with navigation.
Closed to navigation for about 15
weeks, 22 January to 5 May. A
number of ice breakers extend
the navigation season. Aver-
age thickness of ice is 2.3' and
never more than 3.3'.
Normally icebound from No-
vember to April. Ice breakers
extend navigation, but in se-
vere winters vessel movements
are not possible from January
through March.
Poor local roads.
Short tons
1936 2,222,121
(Mostly export; includes minor
Imports through Molotovsk.)
1937 951,613
No exports; small imports in-
cluded in Arkhangel'sk total.
1935 289,865
Main operating and repair ba
for White Sea Flotilla, re
base of Northern Fleet.
Principal Arctic naval ba
The Northern Fleet "Service
the Rear" administrative hea
quarters is at Murmansk wi
operations facilities at contig
ous Rosta.
New port. Not a naval base b
will do building and repair
include battleships.
None.
1937 75,202 Minor naval activities.
1937
No data, small volume.
65,927 None.
None.
No commercial significance. An advance base for anti-su
Only small fishing village prior marine and mine-sweeping o
to World War II. erations.
15-mile extension of Murmansk - No commercial significance.
Leningrad line reported. Local
roads and to Murmansk.
An extension of Murmansk -
Leningrad line. Poor local
roads.
Rail and highway connections
into USSR network.
None except local on the island.
During winter when Nevskaya
Guba is frozen vehicles cross
the ice to Leningrad.
No commercial significance.
1934 Imports
Exports
Chief operating base of t
Northern Fleet. Developme
continuing.
Hq. of Commander-in-Chief
the Northern Fleet. Operati
base for submarines and c
stroyers.
374,054 Not a naval base but berths
4,320,986 available and used by nal
vessels. Naval academy her,
Total 4,695,040
(About 33.1% of imports and
22.6% of exports through Euro-
pean USSR ports.)
No data available; primarily
naval supplies.
Chief naval operating base f
the Baltic Fleet. Capital shi
were berthed here. Vario
naval installations.
Approved For Release 2003/05/14:
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
TABLE I - 1
PRINCIPAL AND SECONDARY PORTS
JANIS 40
4111410?111614110,
LAND CLEARANCE
YEAR AND MAXIMUM KNOWN
VOLUME OF TRADE THROUGH
PORT
NAVAL ESTABLISHMENTS
BUILDING OR REPAIR
FACILITY
Vologda and net from
-1 cm left bank; spur to
wsk. Poor local roads.
Leningrad; spur connec-
with Polyarnyy. Roads
or.
dichangel'sk. Poor plank
in immediate area; no
ay inland.
Leh of Murmansk - Len-
R.R. between Belomorsk
Obozerskaya on Ark-
'sk - Vologda line.
;11 of Murmansk - Lenin-
line from Belomorsk
h Onega to Obozerskaya
hangel'sk - Vologda line.
of Stalin White Sea -
Canal. Poor-grade road
f and Kandalaksha.
mansk - Leningrad line.
Belomorsk and Kana.
-
nansk - Leningrad line;
from a few miles S
to Finland. Low-grade
Mows branch and main
Krem'.
11 roads.
Short tons
1936 2,222,121
(Mostly export; includes minor
imports through Molotovsk.)
Main operating and repair base
for White Sea Flotilla, rear
base of Northern Fleet.
Naval and commercial yards.
1937
951,613 Principal Arctic naval base.
The Northern Fleet "Service of
the Rear" administrative head-
quarters is at Murmansk with
operations facilities at contigu-
ous Rosta.
Commercial and the major repair
base for Northern Fleet.
No exports; small imports in-
New port. Not a naval base but
Proposed development to largest
cluded in Arkhangel'sk total.
will do building and repair to
building yards in USSR.
Include battleships.
1935
289,865
None.
None.
1937
75,202
Minor naval activities.
Small machine repairs at saw-
mill shops.
1937
65,927
None.
For small craft only.
No data, small volume.
None.
Minor repairs.
No commercial significance. An advance base for anti-sub- Small shop facilities. Dry dock
Only small fishing village prior marine and mine-sweeping op- 500' long by 45' wide.
to World War II. erations.
;xtension of Murmansk - No commercial significance.
rad line reported. Local
Ind to Murmansk.
;nsion of Murmansk - No commercial significance.
rad line. Poor local
I highway connections
SSR network.
;ept local on the island.
winter when Nevskaya
is frozen vehicles cross
to Leningrad.
1934 Imports
Exports
374,054
4,320,986
Total 4,695,040
(About 33.1% of imports and
22.6% of exports through Euro-
pean USSR ports.)
No data available; primarily
naval supplies.
Chief operating base of the
Northern Fleet. Development
continuing.
Hq. of Commander-in-Chief of
the Northern Fleet. Operating
base for submarines and de-
stroyers.
Not a naval base but berths are
available and used by naval
vessels. Naval academy here.
Chief naval operating base for
the Baltic Fleet. Capital ships
were berthed here. Various
naval installations.
Some repair facilities for naval
vessels. A 1,200-ton floating
dry dock was largest available.
Machinery and above-water hull
repairs. Repair ship moored
here.
Commercial and the chief naval
shipbuilding yards of the Bal-
tic Fleet are located here. Two
yards can build battleships.
Arming of ships is carried on
here.
Considerable repair facilities in-
cluding dry docks for battle-
ships, but lack of large cranes
limits scope of activities.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
FIGURE I-10
PORTS AND LANDINGS, EUROPEAN USSR
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8 JANIS 40
41111.11?1111111.111111111
Vi 62.MM7ft 74.
EUROPEAN
USSR
eggyor
AURA VA
LOCATION MAP
PORTS AND LANDINGS
? PRINCIPAL PORT
C) SECONDARY PORT
? MINOR PORT OR
LANDING
NOTE A
? JANIS
TRAKH
I, DNA
Is RN timid
ER VI 64
,4 1:
SO
DOUR
TEVPATORIY
-
SEVASTCPOL
DAL AKIA44 .
L A ? C
IOUNDAR115
?4?4 U5511.1946
!Mill /AM
CONFIDENTIAL
' IRAN
42'
45 50
Approvea ror Keiease 1UUJ/U0/14 : U-U1144HUUUZUUU1UUU1-d
8-1?0001.000ZOOOVIVI?1?0-6/dCltl-VI3 : 171./90/?00Z aseeieu -10d peACLICIdV
TABLE I ? 2
MINOR PORTS AND LANDINGS
European USSR
NAME AND COORDINATES
ANCHORAGE
DESCRIPTION
ENTRANCE
HARBOR
DEPTH
LANDING FACILITIES
CLEARANCE
FACILITIES
REMARKS
Least
width
Least
depth
Number and description
Depth
alongside
Rail 1 Road
NORTH COAST:
Amderma, Kara Sea
(Karskoye More)
(69?46'N, 61?40'E)
Khabarovo, Barents Sea
(69?40'N, 60?25'E)
Guba Varneka (bay),
Ostrov Vaygach
(island)
(69?42'N, 60?03'E)
Guba Belush'ya (bay),
Novaya Zemlya
(71?32'N, 52?19'E)
Naeyan-Mar (Pechora)
(67?39'N, 53?02'E)
Unskaya Guba (inlet),
White Sea (Beloye
More)
(64?47'N, 38?25'E)
Solovetskiy, White Sea
(65?01'N, 35?42'E)
Guba Pon'gama (bay),
White Sea
(65?21'N, 34?25'E)
Keret', White Sea
(66?17'N, 33?33'E)
Guba Kovda (bay),
White Sea
(66?41'N, 32?52'E)
Partly sheltered anchor- 2 mi.
age
Unsheltered, in 36'
Feet
No data
Feet
No data
Feet
1 pier, with pierhead 100' by No data Good
60', approach 325' by 35'
1 mi. 39 39 1 offshore wharf 110' by 30', About 8
2 approaches
1 pier, 175' by 20'
Sheltered, in 29', has 1,500 yds.
twenty 3d-class berths
in E bight
Sheltered, in 50' to 60', 1.6 mi.
good holding, with 1st
class berths
Unsheltered in 20' to 23',
within bay at river en-
trance, over mud and
sand
700 yds.
Unsheltered, in 36' to 42', 800'
over mud and sand
Sheltered, in 36' to 114', 300'
mud over rock, in bay
off inner harbor
Sheltered, in 30' to 48',
with 1st class berths
Sheltered in 36' to 90',
good holding, with 1st
class berths
Sheltered in 36' to 72',
good holding, with 1st
class berths
3,000 yds.
800 yds.
500 yds.
36
78
10 to 12 over
bar, 1. 1. w.
(Report
deepened,
not con-
firmed)
10 over bar,
1. 1. w.
(1934)
14, 1. 1. w.
37, 1. I. w.
54
48 1. 1. w.
36 to 21
78 to 30
1 pier, pierhead 60' by 20', at
Posselok, on NE side of E
bight
2 piers on SW side of E bight
1 timber offshore wharf, 200'
by 20', with 2 approaches
20' wide
29 to 14, I. 1. w. 1 quay 950' long
1 quay 1,400' long
1 quay 880' long
None Terminus of R.R. from Kotlas. Port
for local fluorspar mines. Lighters
based within river 800' W of pier.
Closed in winter.
None None
Pier is 6.3 mi. SW of wharf at Khabarovo,
a lumber shipping point. Road con-
No data do. do. nects 2 wharves. 3 sheds each 150'
by 25', 1 shed 125' by 25'. Closed in
winter.
About 6 do. do.
Located at W entrance to Proliv Yugor-
skiy (strait), on Arctic Sea Route.
16
do. Shdoort Fine wei winter. Future expansion planned. Closed in
About 6 do.
natural harbor. No cranes.
Trucks go on wharf. 5 small
sheds. Several lighters and launches.
8 large oil tanks. Seaplane base in
bay. Closed in winter.
24 (Est.) R.R. to No data Located about 65 stat. mi. up river.
20 (Est.) pro-
Kotlas Tidal range about 2.5'. Port has
14
pro- large coal depot, marine repair yard
posed, with floating dry dock 300' by 60',
warehouses, lighters, 2 automatic
pboiyssi-
cranes, 6 steam cranes, 1 floating 50-
built ton crane, 1 conveyor. Oil depot
under construction (1942). Coal and
lumber chief trade. Closed in winter.
No data Tidal rise 4.0' to 4.5' above 1. I. w.
Closed in winter.
42 to 24, 1. 1. w.
1 pier, 700' by 140'
13,1.1. w.
None
18 to 7, 1. 1. w.
1 masonry quay 500' long
14, 1. 1. w.
None
4 small wharves
Shallow
48 to 30, 1. 1. w.
1 pier
15
None
150 to 36
1 pier
18
None
60 to 36
7,700' of timber wharves on
Ostrov Berezovyy.
18
Narrow
gage
Wharves on Ostrov Ovechiy.
18
R.R.
Wharves on Ostrov Yelovets.
No data
(Islands.)
None Small natural inner harbor for vessels up
to 12-ft. draft. Repair yard with
graving dock 171' by 110', entrance
27.7' wide, 12.5' max. depth on sill.
3 storage sheds. Closed in winter.
No data Best anchorage on W shore of White
Sea. Pier in inlet at head of bay.
Closed in winter.
None Lumber-shipping port, closed in winter.
None Lumber-shipping port, with several saw-
mills on 3 islands. Minor repairs
done at Kovda village. Closed in
winter.
0
CD
0-
0
. .
0
134
rriCJ
-rro
???1
C.0
Co
C0
CD
8-1?0001.000Z000VIVI?1?0-6/dCltl-VI3 :171490/?00Z eseeleti JOd peACLICIdV
TABLE I ? 2 (Continued)
NAME AND COORDINATESFACILITIES
ANCHORAGE
DESCRIPTION
ENTRANCE
HARBOR
DEPTH
LANDING FACILITIES
CLEARANCE
REMARKS
Least
width
Least
depth
Number and description
Depth
alongside
Rail 1 Road
NORTH COAST (Continued)
Guba Bol'shaya Por'ya
(bay), White Sea
(67?05'N, 35?23'E)
Sheltered, in 36' to 54',
over mud and stones,
with 3d class berths
200 yds. 54,
Feet
1. 1. w.
Feet
60 to 42
1 marginal wharf, about 1,600'
long
Feet
18 to 20,
1. 1. w
None
Poor
Gavrilovo, Barents Sea
(69?11'N, 35?51'E)
Unsheltered, in 90', off
small harbor
300'
33
30 to 6
7 piers
No data
None
None
Teriberka, Barents Sea
(69?10'N, 35?08'E)
Sheltered, in depths up to
120' close to shore, four
1,000 yds.
(Inner bay)
236
236 to 30
12 small piers
About 3,
1. 1. w.
See "Re-
marks"
None
3d-class berths
Port-Vladimir, Barents
Sea
(69?25'N, 33?08'E)
Sheltered, in 66' to 60',
with one 3d-class berth
600'
66
66 to 30
1 quay 700' long
1 quay 525' long
5 small piers
Shallow
do.
do.
None
None
Bukhta Ozerko (bay),
Barents Sea
Sheltered, in 72' to 30'
over mud, with fifteen
275'
13
72 to 15
2 piers 200' by 18' with floats
at outer ends
About 15
(at float)
None
No data
(69?44'N, 32?08'E)
3d-class berths
WEST COAST:
Vilayoki, Vyborgskiy
Zaliv (Gulf of Viipuri)
(60?37'N, 28?19'E)
Sheltered, in 36' to 30',
with four 2d-class
berths
500 yds.
25
60 to 30
1 quay
17
No data
Poor
Repola, Vyborgskiy
Zaliv
(60?40'N, 28?29'E)
Sheltered, off an island, 1
mi. distant SW, in 25'.
Three 3d-class berths
300 yds.
25
35 to 16
1 timber offshore wharf, 2 ap-
proaches, light railway on
wharf face about 500' long.
About 5
None
Fair
Lis'yenosskaya Gavan',
Gulf of Finland
Unsheltered, with 3d
class berths
Open ap-
proach
12
10
270-ft. quay at outer end of
mole, served by R.R.
10
Good
Poor
(60?00'N, 29?58'E)
Ust'ye, Gulf of Finland
(59?47'N, 28?45'E)
Sheltered except from N,
in 70' to 36', with 1st
class berths
Open en-
trance.
90
70 to 18
1 pier about 1,800' long, with
pierhead about 300' on face.
1 pier about 450' long
12
8 (at pier-
head)
No data
Good
Luzhskaya Guba (bay),
Gulf of Finland
(59?45'N, 28?20'E)
Fair shelter, in 72' to 30',
with 1st class berths.
Open to storms from N
0.5 mi.
72
72 to 30 in bay;
15 to 10 in
river
In Luga (river) near mouth:
1 offshore wharf, 335' by 18',
with 1 approach
1 offshore wharf, 1,050' by 33',
with 4 approaches
1 offshore wharf, 525' by 33',
with 1 approach
1 offshore wharf no, by 35',
with 3 approaches
1 offshore wharf 200' by 15',
with 3 approaches
No data
do.
do.
do.
do.
Good
Good
On E side, at Ruch'i : Quayage
of concrete caissons, solid
fill, under construction in
Believed
about 30
1944. Length over 5,000'
One of 3 deep, narrow inlets grouped
-together. Lumber-shipping port,
serving sawmills. Small marine re-
pair yard, with floating dry dock for
155-ft. vessel. Closed in winter.
Principal Murman fishing station, with
several factories. Closed in winter.
Fishing station and military outpost.
Small airfield nearby. Proposed term-
inus of R.R. from Murmansk. Sev-
eral sheds. Tide range 13'. Closed
in winter.
Fishing station on Ostrov Shalim
(island) Guba Ura (bay). Open in
winter.
Channel must be buoyed for entry of
vessels of over 10' draft.
Local road from NE side of bay con-
nects to main highway. Closed in
winter.
Large sawmill on upland. Closed in
winter.
About 11 mi. WNW of Leningrad.
Mole is about 500 yds. long, 35' wide
at outer end, with approach thereto
25' wide.
Closed in winter. Kopenskoye Ozero
(lake), with seaplane base and naval
facilities, entered by canal 6' deep 0.5
mi. W of main pier at Ust'ye.
Quayage at Ruch'i nearly completed in
1944; built for naval use, with rail
connections. Luga (river) accessible
to ships up to 270' long, 16' draft.
Vessels of 14' draft can berth at
wharves. 2 wharves in the Luga,
1,050' and 525' long, probably to be
combined, with 1,890' total length.
Boat canal connects the Luga with
Narva. Ozero Lipovskoye (lake),
entered close W of Luzhskaya Guba,
reportedly developed as destroyer
base, with 28' entrance depth.
-a
Q
CD
"0
0
CD
a.
11
0
to
Ztho
Cfr-????
?D?'N
0. ?
0
0
?-?1
CD
Co
8-1?0001.000Z000VIVI?1?0-6/dati-VI3 :14/90/COOZ aseeieu JOd peACLICIdV
TABLE I ? 2 (Continued)
NAME AND COORDINATES
ANCHORAGE
DESCRIPTION
ENTRANCE
HARBOR
DEPTH
LANDING FACILITIES
CLEARANCE
FACILITIES
REMARKS
Least
width
Least
depth
Number and description
Depth
alongside
Rail 1 Road
WEST COAST (Continued):
Narva, Estonia In roadstead off river
(59?10'N, 28?13'E) mouth 2.5 mi., in 60'
Kunda, Estonia
(59?31'N, 26?32'E)
Loksa, Estonia
(59?35'N, 25?42'E)
Haapsalu, Estonia
(58?58'N, 23?32'E)
Rohuk lila, Estonia
(58?54'N, 23?25'E)
Virtsu, Estonia
(58?34'N, 23?30'E)
Ainaii, Latvia
(57?52'N, 24?21'E)
Ilvilosta, Latvia
(56?53'N, 21?11'E)
Sventoji, Lithuania
(56?02'N, 21?05'E)
100 yds.
Part sheltered, in 42' over Open entrance
sand, with 1st class
berths
In bay, open to NW?NE, Open entrance
in 120', with 1st class
berths
Sheltered, in 18', over 140'
mud, with 3d class
berths
Sheltered, in 18' over 140'
mud, with 3d class
berths
Fair shelter, in 42'-30',
over mud, with 2d
class berths
Roadstead, in 30', off
harbor 1.8 mi.
Roadstead, off harbor,
1.5 mi. in over 30'
Unsheltered roadstead, in
over 30' at 0.7 mi. off-
shore
Feet
Feet
10 30 to 10 in river
up to Narva
60 48 to 24 in bay;
5 to 2 in inner
harbor
180 180 to 24 in bay;
15 in inner
harbor
Feet
Quays with 860' total berth- No data R.R. to
age, at Narva-Joesuu. 1 Narva
crane
Quayage totaling 1,200' at 28 to 5
Narva
2 lighter piers at Gakkova, on 3
on E side of bay 14 mi. N of
Narva-Joesuu
1 stone mole 600' long
1 stone mole 400' long
1 mole with 280' berth
1 mole with 280' berth
10 13 1 L-head pier with pierhead
85' by 20'
6 small piers (1 with R.R.
trackage)
15 18 to 15 Middle mole, 15' wide, with
800' berth space, R.R. track-
age, 10-ton hand crane.
1 pier, 425' by 20'
From N, From N, 15;
1,000'; from from S, 36
S, 1.5 mi.
600' (to pier) 10 (to pier)
130' (between 14 (silts to 5)
jetties)
50 to 20
16 to 6
13 to 10
S Mole, undamaged section
with 580' berth space, R.R.
trackage
Mole with about 900' berth
space, R.R. trackage
1 pier with 125' berth space
1 pier 750' by 75', with 1
crane and R.R. trackage
Marginal wharf with about
200' berth space
80 yds. 10 (1939) 10 to 8 (1939) No data
Good Narva 8.0 mi. above Narva-Joesuu, at
river mouth. Sheds at both points.
Closed in winter.
5 to 2 Good Good Terminus of R.R. branch. Export
5 to 2 point for cement, clay mfrs. 4
cranes, 1 warehouse. Closed in
winter.
13 None Good Artificial inner harbor, with 1 ware-
13 house, large pottery on shore. Small
marine repair plant, marine railway
of 300-ton capacity, 105-ft. cradle.
Industrial R.R. track to wharf.
14 to 8 Fair Good Entrance channel depth believed in-
creased to 13'. Closed in winter.
5
17 Good Good Artificial harbor, has depths of 19' to
6'. Considerable war damage. For-
mer sub and destroyer base. Closed
Believed in winter.
15
No data
13 to 10 Good Good Wharves on NW side of island connected
to mainland by a short causeway.
Closed in winter.
Good Good Artificial harbor. Water piped to pier.
No bunker supplies or repair facilities.
Closed in winter.
12 Good Good Harbor in river mouth. Timber load-
ing point, open in winter. R.R. con-
nects to Kuldiga - Liepaja line.
No data Good Good Originally a small artificial fishing
5
8 (at pier-
head)
harbor, conversion to port for larger
vessels begun 1937. No data avail-
able later than 1941. Extensive con-
struction proposed, part known to
have been completed.
0 :171./90/?00Z aseeieu JOd 130A0iddV
8-1?0001.000ZOOOVIV 1.1.0-6/
8-1?0001.000Z000VIVI?1?0-6/dati-VI3 :14/90/COOZ aseeieu JOd peACLICIdV
TABLE I ? 2 (Continued)
NAME AND COORDINATES
ANCHORAGE
DESCRIPTION
ENTRANCE
Least
width
Least
depth
SOUTH COAST:
Ochakov, Black Sea
(46?37'N, 31?33'E)
Skadovsk, Black Sea
(46?06'N, 32?55'E)
Khorly, Black Sea
(46?04'N, 33?18'E)
Sheltered, in 21 to 29 feet, 245'
with 3d class berths
Unsheltered, 2 mi. off- 100'
shore, in 24' to 30'
Unsheltered, 2 mi. off- 105'
shore, in 22'
Yevpatoriya, Black Sea Partially sheltered, 1 mi. Open ap-
(45?12'N, 33?23'E) offshore, in 30' to 33' proach
Balaklava, Black Sea
(44?30'N, 33?36'E)
Mys Kiik-Atlama (cape),
Black Sea
(44?57'N, 35?24'E)
Genichesk, Sea of Azov
(Azovskoye More)
(46?10'N, 34?49'E)
Azov, Sea of Azov
(47?07'N, 39?25'E)
Unsheltered, off harbor, 330'
in 150' to 180'
Partially sheltered, in 18' 0.5 mi.
to 42'
Sheltered roadstead, 130'
depths 19' to 21' 3.5
mi. off town
River moorings, in 12'
Feet
28
1 pier 200' by 25', with R.R.
connection
1 mole 1,150' long, 20' wide
16. 5 16 to 13 Timber open-pile wharves, of
1,640' total length, around
basin
HARBOR
DEPTH
LANDING FACILITIES
CLEARANCE
FACILITIES
Number and description
Depth
alongside
Rail
I Road
Feet
Feet
28 to 18 1 mole 2,280' long, 20' wide
10 to 3 Fair
Fair
1 pier 330' by 10'
6 to 3
1 pier 250' by 15'
8 to 6
17 (1938)
22 (1938) 1 timber wharf 260' by 46'
1 timber wharf 210' by 46'
1 timber wharf 295' by 50'
40 to 30 30, shoaling to 4 timber piers (destroyed)
shore
3
14 to 3
20 to 13 Good Fair
18 Good Fair
18
15
10 to 8 Good Fair
118 118 to 15 Stone quays on 2 sides of inlet, Believed None
total length about 7,600' about 10
to 5
" 36 42 to 18 1 pier 600' long (pierhead 100' About 18 None
13 (1941)
by 75')
1 pier 250' by 20'
3 piers each 100' by 10'
1 mole 400' by 15'
21 to 19 Quays of 900' total length,
with R.R. tracks
250' 12 12 1 quay 1,575' long
REMARKS
Small coastal port, sub and M. T. B.
base. Moles (1 on each side of
point) damaged by demolition. Kept
open in winter by ice breakers.
Artificial harbor 575' by 450', with
grain warehouses and oil tanks, repair
shop with marine railway. Sub base,
grain-shipping port. Closed in winter.
Artificial harbor 1,050' by 700' with
grain warehouses. Small repair shop
with marine railway; small stores of
coal and oil. Usable in winter.
Natural harbor, in bight fronting town.
Grain and salt shipping port, using
lighters for loading. Had warehouses,
believed destroyed. New wharf under
construction May 1944. Had oil
depot, status not known. Open in
winter.
Good Harbor is a narrow inlet, used as sub,
M. T. B. base, with repair shop and
marine railway. Dredging reported
in inner part; vessels up to 350' long,
have access. Open in winter.
Fair Harbor is cove in Dvuyakornaya Bukhta
(bay) on N side of cape. Pier dimen-
sions and depths estimated. Open in
winter.
About 10
About 5
About 10
to 5
10 to 7.5 Good Fair
Vessels anchor in roadstead and lighter
cargo. Grain-shipping point, closed
in winter.
12 Good Fair Grain-shipping point, lightering to
Taganrog.
1 wharf 12
-a
a
ea
CD
00Z eSeeleti -10d peAoiddv
-0
CD
6
0
0
0
1%3
0
0
0
0
0
1e.1, Approved For Release 2003/05/14: CINNP79-01144A000200010001-8
41140
Page 1-29
7. TRANSPORTATION AND TELE-
COMMUNICATIONS
The transportation and telecommunications systems of
the USSR closely resemble a spider web with Moscow the
center, European USSR the closely woven part, and a few
tenuous lines to the north and east. In European USSR
the mesh is more closely knit to the south and west from
Moscow, connecting with the many ports on the Baltic
Sea, and the Black Sea - Sea of Azov coasts. European
USSR comprises a little less than one-fourth of the area
of the country, yet it has about 62% of the railroad route
trackage, about 55% of the principal navigable waterways,
and an approximated 60 to 70% of the roads. The oil
pipe lines in the area are about 302 of the USSR total;
they are extensions of lines in the Caucasus producing
area, where most of the USSR oil pipe lines are located.
Percentile figures on telecommunications are not avail-
able, but the density of population, industry, and trans-
portation in European USSR normally would necessitate a
similar percent of communications.
The state-owned transportation and telecommunications
systems are integral parts of the extremely centralized
government operational control of all resources and fa-
cilities. This control is centered in Moscow with a mini-
mum of decentralized authority, and European USSR, in-
cluding the annexed territories, is the keystone of the eco-
nomic structure which is planned to give the USSR an in-
creased military-economic potential to safeguard the coun-
try against "any contingencies".
A. Transportation
Monopolistic government control of transportation has
not brought the efficiency of the USSR systems to a point
of favorable comparison with either the West European
countries or the United States. The transportation fa-
cilities of Imperial Russia were sufficient for the low-
standard and near-complete autarky, but the destruction
and deterioration incidental to World War I and the sub-
sequent internal strife returned transportation to near-
primitive inefficiency. Subsequently, all of the technical
advancement achieved in other countries was used by the
Soviet Government to raise the USSR transportation
standards. By the beginning of World War II, USSR
transportation had reached a point slightly below the
standards of other European countries. The bulk of the
development was in European USSR, and particularly in
the areas later occupied by the German forces. As a re-
sult of World War II from 50 to 75% of the transportation
facilities in those areas were damaged or destroyed. Off-
setting this loss was the developed know-how. Since the
war, repair and reconstruction has progressed rapidly but
progress is short of the announced goals.
Serious weaknesses remain and the various modes of
transportation will continue imbalanced for the immedi-
ate foreseeable future. Although some reports indicate
that the strained inland transportation system is keeping
up with the industrial and agricultural output, other sta-
tistics on individual commodities point to a lag on the
part of transportation, resulting in some wastage. The
markedly seasonal climatic regime causes congestion of
the transportation facilities, especially railroads at har-
vesttime. Despite increased canneries and refrigeration
plants, transportation falls short and there are losses in
* In view of the scheduled early publication of more recent and
comprehensive basic intelligence on this subject, Chapter VII
material is summarized in Topic 7 and will not appear as a
chapter of JANIS 40.
Original
the fishing and dairy industries. In some years as much
as 207 of the timber remains where felled, or along the
waterways, for lack of transportation. All of the statistics,
however, reflect the fact that railroad transportation bears
between 85 and 93 % of the freight-turnover burden.
Emphasis has been placed on development of railroads
for the movement of commercial freight, and the majority
of ton-miles of freight traffic is carried by the railnet. This
freight traffic receives primary consideration in the Soviet
planning, but the railroads carry a tremendous passenger
traffic as well. The 915,718,000 passengers carried by U. S.
railroads in the peak year of 1944 is less than the 1,142,-
000,000 reported carried by railroads of the USSR in 1937.
USSR passenger-mile traffic is much less than that of the
U. S. The relatively high number of passengers traveling
for shorter distances in the USSR results from the almost
totally inadequate automotive transportation and high-
ways.
The Soviet Union has no modern highway network for
long-distance automotive transport. Hard-surfaced roads
are almost exclusively in the area around Moscow, in an-
nexed western territories, and in some industrial centers.
The few roads of this type are used generally for local traf-
fic only. Trucks handle more tons of cargo than do other
forms of transport, but the relatively short haul relegates
highways to a low fourth place in the comparative amount
of ton-mile traffic borne.
Inland waterways and coastwise shipping carry much
more traffic than is borne over the highways. The water-
ways bear 70%, more than coastwise shipping, but this
traffic is primarily timber. In 1946 there were 21.8 mil-
lion tons (presumed metric) of timber moved on the in-
land waterways of all USSR; about 80% was rafted and the
remainder was carried by barge and boat. Although the
European USSR network of inland waterways (which also
radiates from Moscow) is extensive, the long seasonal in-
terruptions caused by winter freezing and summer shal-
lowing of some rivers impedes its usage even for slow-
moving bulk cargoes which do not require reliable schedul-
ing. Although lumber is the principal cargo on the
waterways, it is a greater burden on the railroads. In
1945 only 46% of all industrial wood and 287 of firewood
was borne by the inland waterways, with the remainder
carried by the already congested railways. Part of this
railroad traffic, however, is the 7% of all industrial lumber
which is used by the railroads for ties and bridge timbers.
The shortening of river haul and the extending of railroad
haul has been needed not only for timber but for all forms
of carload freight. The Soviet awareness of the condi-
tion and the trend toward corrective action is:
AVERAGE MILEAGE FOR A TON OF CARLOAD FREIGHT
YEAR
WATERWAYS
All freight Timber
RAILROADS
All freight Timber
1928
540
344
309
311
1932
332
211
393
344
1937
307
286
426
457
1940
303
224
435
466
1950
(Plan)
331
246
429
405
In addition to the planned increase of distance that
cargo will be moved on the inland waterways, an an-
nounced Soviet objective is to link all coastal waters with
Moscow through improvement of the rivers and canals.
The completion of the Moscow-to-coasts project will
raise the relative position of the already important coast-
wise shipping. A tangible result of the program is the
Stalin White Sea - Baltic Canal, completed in 1933 for
vessels with 93/4-foot draft. Extensive port damage or de-
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-30
Approved For Release 2003/241s4.4(FIA-RDP79-01144A000200010001-8
struction on the south and west coasts must be repaired
and reconstructed, along with building of new bottoms to
replace the many coastwise shipping vessels which were
destroyed during World War II, for realization of increased
coastwise trade. The annexation of the Baltic States, East
Prussia, and parts of Finland has provided the Soviet
Government with many additional good ports on the west
coast. This relieves Leningrad, "the window in the west";
of its tremendous commercial burden as the only prin-
cipal commercial port on that coast. An outlet to the
Black Sea for shipping plying the enclosed Caspian Sea
will affect the coastwise shipping picture and particularly
petroleum transportation.
Oil pipe lines of the USSR are mostly in the Caucasus,
with extensions into the area of European USSR. The
war demonstrated the vulnerability of the Caucasian fields;
development of other fields probably will affect the loca-
tion of future pipe-line distribution systems. Another
element in the future pipe-line development might well
depend on the arrangements with the Balkan countries.
Imports from those countries probably will continue for
some years and the transportation method might well be
new-constructed pipe lines from those areas into European
USSR.
Statistics on distribution of USSR freight are inadequate
and, like all other statistics emanating from the Soviet
Government, are not fully reliable. An approximate dis-
tribution in the USSR for 1940 (premised upon the an-
nounced planning figures for 1941) is compared with
United States freight ton-mile traffic in 1940 in TABLE 1-3.
TABLE I - 3
APPROXIMATE DISTRIBUTION OF COMMERCIAL FREIGHT
1940
Transported by
USSR
ton-miles
Percent
United States
ton-miles
Percent
Thousands
Thousands
Railroads
295,000,990
83.6
379,161,000
55.3
Trucks
8,468,190
1.8
51,003,000
*
7.4
Waterways
31,637,100
9.0
118,057,100
17.2
Coastwise vessels
17,182,800
4.9
70,618,050
*
10.3
Oil pipe lines
2,430,150 *
0.7
67,270,000
9.8
Total
352,719,230
100.0
686,109,150
100.0
* Estimated.
Notes on trucks: Ton-mileage in USSR probably includes hauls
within cities, while the United States figure includes only inter-
city service. In 1940, USSR had 890,500 trucks, compared with
4,950,500 registered in the United States. The Soviet average
haul was only 6.5 miles, while United States average hauls (sta-
tistics are incomplete) range from 50 to 430 miles.
A map of the strategic transportation system is shown
in FIGURE I-11. A more detailed and comprehensive map
is contained in four sheets, PLANS 22 to 25, inclusive.
(1) Railroads
(a) General
1. DEVELOPMENT.?The first railroad in Russia was
built from Leningrad a few miles south to Pushkin in 1837,
only seven years after the first public passenger-carrying
line was constructed in the United States. The almost
lethargic development of railroading in Tsarist Russia is
sharply contrasted with the rapid progress in the United
States. A comparison of route mileage is:
U.S.
USSR
1860
30,283
3,109
1913
249,803
36,382
1916
254,251 *
39,000 approx.
*Peak of U.S. expansion, 30 June.
During the period of the Revolution and the ensuing civil
war all of the now-nationalized railroads (two-thirds for-
merly owned by the Tsar and one-third by private individ-
uals and industries) deteriorated through neglect of main-
tenance as well as through actual damage and destruction.
The length of route in the USSR was lessened through the
loss of the Baltic States and Finland, but the mileage in
those territories was regained by subsequent annexation of
those territories in 1939-1940. Development to World War
II under the Soviet Government is:
Route trackage, miles
Freight traffic, millions
short tons
1923 1933 1938 1941
45,893 51,334 52,816 70,215
74.4 295.6 570.0
Between 1921 and 1928 little expansion or improvement
took place, but from 1928 to 1941 the Soviet railroads were
expanded and improved in four major ways. The total
length of route mileage was increased about 47 percent. A
program of electrification was inaugurated in 1929, and
by 1941 comprised about 2% of the system. In 1929 a
USSR commission came to the United States to study sig-
nal systems in operation, and in 1931 installation of auto-
matic signals was started in experimental tests. Until
1937 signal expansion was slow and German and Belgian
equipment was used. Part of this installation was dis-
mantled and after further improvement expansion became
more rapid until 1941 when there were 5,160 miles of rail-
road equipped with automatic signals. Along with the
extension and construction of lines, electrification, and in-
stallation of the automatic blocking system, the roadbeds
of lines were strengthened and improved.
A substantial part of the 47% increase of the route mile-
age consisted of acquisitions in the annexed territories,
but it is estimated that about 14,000 miles, or 65%, of the
total increase was newly constructed by the Soviet Govern-
ment. During the same 13-year period the amount of
double-track lines grew from 9,700 miles to 18,500 miles,
and ,about 65% of the growth was newly constructed by
the USSR.
Belated realization of the necessity for double-tracking
is indicated by the fact that the USSR had increased the
amount of second track by only 792 miles, or about 2 % , be-
tween 1913 and 1928 to a total of about 9,700 miles in 1928.
Between 1928 and 1941 the increase of about 8,800 miles
was more than 90 percent. During World War II a large
proportion of the double-track lines was damaged or de-
stroyed, and sections of the undamaged portions were
crippled by use of the second tracks to replace the de-
stroyed sections of the main-line tracks. At the end of
the war only about 75% of the prewar total of double-track
line was in existence.
European USSR includes about 41,800 route miles and
has had the most complete development, but the trend
of economic movement to the east probably will result in
extensive development in that direction. Considerable
improvement is yet necessary to bring the USSR system to
a position generally comparable with that of the United
States. In the beginning of 1946, mileage of all tracks
owned by all classes of railroads, except switching and
terminal companies, totaled about 368,000 miles in the
U. S. First main track amounted to 227,000 miles of road
compared with the existing 70,215 (1941) and planned
74,100 miles (1950) of USSR. The planned second track
and some new electrified lines brings the planned total
amount of railroad route track to about 97,000 miles for
1950.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
m.111.0410.11.1mmm BRIEF
Page 1-31
There has been a gradual increase in the mechanical,
engineering, operating, and administering efficiency. The
USSR needs are more nearly like the U.S. needs than those
of any other European country. The trend of USSR de-
velopment indicates copying of U.S. standards.
2. ADMINISTRATION.?All railroads are Government
owned and are controlled by the Ministry of Land Com-
munications. The administrative structure resembles the
large railroad companies in the United States. The cen-
tral administrative office is functionally organized into
normal railroad departments, traffic, power, roadbed and
construction, communications, and administration. Each
department has both central and field staffs to supervise
its operational and administrative responsibilities. Each
of the regional offices is a smaller replica of the central
office, and each of the district offices is yet a smaller copy.
The Soviet railnet is divided into 10 recently organized
administrative regions. Each of the regions includes from
3 to 7 districts with 55 districts composing the entire USSR
network. Each of the district headquarters administrates
various amounts of lines but averages about 1,200 miles
consisting of from 4 to 11 operating divisions. The amount
of track in an operating division generally varying in-
versely to the complexities of operation and the volume of
traffic, ranges from 60 to 500 miles.
European USSR includes, either partly or wholly, 8 re-
gions and 36 districts, administering about 41,800 route
miles (TABLE 1-4) . Wholly beyond the limits of Euro-
pean USSR are the Central Asia and Far Eastern regions.
The supervisory channels are comparable to any line
and staff organization, i.e., a technical and a command
and administrative channel. For example, the head of
the traffic department of an operating division is under
orders from both the director of the division and the head
of the traffic department of the district (the next higher
echelon and geographical unit) . Some conflict of orders
does occur when the technical supervisory personnel issue
direct orders outside of the administrative or command
channel between echelons. In 1943 all but unskilled labor
personnel was militarized and brought under martial law
in order to strengthen the discipline of the railroad work-
ers. So far the military status has not been revoked.
The number of employees for each mile of running track
is an indicant of administrative and work efficiency. The
number of employees has varied as follows: 971,000 in
1928; 1,526,000 in 1932; and 1,512,000 in 1937. A com-
parison of those numbers with the amount of operating
line reflects a 50 (/ increase of employees for each mile
between 1928 and 1932, but a reduction in 1937 from the
high rate of 1932. The organization is far below the effi-
ciency of railroads in other large countries. The con-
trast between USSR railroads and the private companies
in the United States is extreme. In 1937 there were 27
employees in the USSR as compared with 6 in the United
States for each mile of operated running track.
The government has established a secondary school sys-
tem and the Railway Transport Institute for higher learn-
ing to train railroad employees in all aspects of the in-
dustry. The existing administrative and technical staff
personnel has had some technical training.
3. PATTERN OF THE RAIL NETWORK.?The railnet of
European USSR resembles a spider web formed on the 11
arteries radiating from Moscow in all directions (FIGURE
I-11, and PLANS 22 to 25) . Surrounding Moscow is a 35-
mile belt line which forms a hub to which these radiating
lines are connected. At increasing distances from Mos-
cow are other lines which form a series of nearly complete
concentric rings to connect all of the radial lines. The
Original
TABLE I - 4
DISTRIBUTION OF EUROPEAN USSR RAILROADS BY REGIONS
AND DISTRICTS (1941) .
Administrative
regions and districts
NORTHWESTERN:
Estonian
Kalinin
Kirov
Latvian
Northern
October
Pechora
WESTERN:
Administrative
headquarters
Route
trackage
Miles
Tallinn 861
Rzhev 1,111
Petrozavodsk 1,228
Riga 2,014
Vologda 1,243
Leningrad 1,485
Kotlas 926
Belorussian *" Gomel 1,668
Belostok Grodno 1,197
Brest Litovsk Baranovichi 972
Lithuanian Vil'nyus 1,161
Western Smolensk 1,430
SOUTHWESTERN:
Kishinev Kishinev 1,105
Kovel' Kovel' 877
L'vov L'vov 1,546
Odessa Odessa 1,454
Southwestern Kiev 1,305
Vinnitsa Vinnitsa 1,301
CENTRAL:
Gor'kiy Gor'kiy 1,077
Moscow Belt Moscow (Moskva) 137
Moscow-Donbass Kashira 1,182
Moscow-Kiev Kaluga 1,552
Moscow-Kursk Moscow 1,139
Moscow-Ryazan' Moscow 1,155
Yaroslavl' Yaroslavl' 1,059
DONBASS:
South Donets Yasinovataya 870
Southeastern Voronezh 889
Southern Khar'kov 1,517
Stalin Dnepropetrovsk 1,706
Stalingrad Stalingrad 920
North Donets Artemovsk 1,062
VOLGA:**
Kazan' '" Kazan' (1,645) 1,378
Kuybyshev *Kuybyshev (1,369) 1,156
Ryazan'-Ural'sk * Saratov (1,327) 1,167
CAUCASUS:
North Caucasus " Rostov (1,622) 357
URAL-SIBERIAN: * *
Perm * Molotov (991) 582
Total 41,789
* Only part of region in European USSR; total miles in the
Administrative District are enclosed in parentheses.
"* White Russian SSR.
ring closest to the Moscow belt encircles the city at dis-
tances ranging from 30 to 60 miles, and the ring farthest
is about at the perimeter of the JANIS 40 area. The pattern
of radial lines and concentric circles is densest in the area
from Leningrad counterclockwise to Rostov-na-Donu. In
the north and east the pattern nearly disappears, con-
necting links becoming fewer in number until the system
becomes wide meshed and sparse.
a. Moscow belt line.?Each of the 11 principal
lines has its own terminal on the belt line. Although well
located, the terminals are usually congested because of
inadequate size for the increasing rail traffic. There are
no grade crossings, intersections being either elevated or
depressed. Because of the level topography of the area
and the necessity of observing maximum grade limits, such
an arrangement requires an excessive amount of trackage
for interchange connections and grade approaches. This
elaborate intersection system was adopted in the early
development of railroads, because there wei e no brakes on
the cars and there was no sure and safe way to control
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-32 JAN IS 40
them at crossings. Later, however, as cars were equipped
with brakes they were distributed at every sixth or seventh
place throughout the length of the train in order to pro-
vide maximum control while trains were being shunted
over grades.
Electrification of the belt line has been under way for
some time and the line now may be entirely electrified.
b. Northwest sector (PLAN 22) .?This sector in-
cludes the important shipping and shipbuilding center,
the large industrial city of Leningrad. The railroads in
this part of European USSR focus on Leningrad in a
pattern similar to the radial pattern from Moscow. Out
of Leningrad lines run to the important ports of Mur-
mansk, Tallinn, Riga, and connect with the other ports
in the area. Important lines also connect directly with
Poland, Finland, and the Ukraine. The fastest trains in
European USSR are operated on the line between Lenin-
grad and Moscow.
Several lines in this area are segments of the several
concentric circles that arc around Moscow to provide con-
nections with all the radiating lines at various distances
from the city.
c. Northeast sector (PLAN 23) .?The density of
rail lines is less in this part of European USSR than in any
other sector. The two more important lines are 7 and 8
which radiate from Moscow. Line 7 is the northernmost
of the European USSR lines connecting with the trans-
Siberian railroad. Line 8 is the connecting link between
Moscow and Arkhangel'sk. The newly built line to the
Pechora coal fields and the LTst'-Ukhta oil fields branches
from line 8 at Konosha.
Three transverse lines to the west connect with lines to
Leningrad. The northernmost branches at Obozerskaya
and connects with the Murmansk line at Belomorsk.
d. Southwest sector (PLAN 24) .?This quadrant
of European USSR includes the rich agriculture regions
of western Ukraine and the vast Pripet Marshes. In this
area the mesh is more closely knit than in any other quad-
rant. Scarcely any of the area is more than 25 miles from
a rail line. Important lines connect with Poland, Czecho-
slovakia, Hungary, and Rumania on the west, and to
Odessa and other ports on the Black Sea.
Several lines swing in an arc across the radial lines in
this area to connect the northwest area with the southern
and eastern parts of European USSR. The only 4'8?"-
gage line known to be in operation as of 1947 is between
Kiev, Kazatin, Zhmerinka, L'vov, and westward. This
standard-gage line formed a double-line with the 5'0"-gage
lines 3 and 16 between the same points. The Soviets were
using this standard-gage line to bring in the dismantled
plants and machinery from the defeated countries without
need for reloading.
In this area are 8 of the 11 tunnels in European USSR.
Five of the tunnels are immediately north of Sevastopol'
on line 4. The other three are on less important lines;
two on the line between Stry and Mukachevo, and the
third is about 20 miles south of Yaremtsa.
e. Southeast sector (PLAN 25) .?In this part of
European USSR is the most important network in the
Soviet railroad system, with the exception possibly of the
Moscow belt system. The important Donbass net has a
large amount of originating freight, as well as a consider-
able amount of through freight. The Donbass is con-
nected with three main lines to Moscow, and northward
over them are carried coal and iron from the region.
These trunk lines connect Moscow with the Black Sea and
Sea of Azov ports and the Caucasus via Rostov.
Also in this area is the important lower Volga region
and the important Caspian Sea traffic entering the area via
the port of Astrakhan'.
Two tunnels are on a single-track line southeast of
Voroshilovgrad.
Several of the lines that are from the northwestern part
of European USSR terminate at the north ? south line 6,
the westernmost of the three lines which run approxi-
mately parallel from the south coast to Moscow.
4. VULNERABILITY.?Principal cities such as Moscow,
Minsk, Leningrad, Brest, Khar'kov, Kiev, Briansk, Rostov-
na-Donu, and L'vov, where there are considerable operat-
ing and repair facilities, are highly vulnerable in terms of
relative denseness of railroad targets. The most vulner-
able point in the Moscow area is Zheleznodorozhnyy Rayon
(55?47'07"N, 37?39'05"E) which contains three rail ter-
minals, yards, and important shops within a small area.
?Those static facilities would normally contain a large
amount of equipment, rolling stock, and motive power.
On the other hand, this density alleviates the degree of
vulnerability because of the alternate routes for rerouting
of traffic, and the ready availability of repair labor, mate-
rial, and equipment. Although Moscow is the most im-
portant rail center, the network is not particularly vulner-
able at this point. Considerable destruction would be
required for example, to effectively disrupt rail traffic to
and through the city because Moscow has 11 radial trunk
lines with both direct and indirect connections. The in-
ner belt line and the outer encircling line with numerous
junctions would permit traffic to be rerouted with a modi-
cum of interruption.
The thinly spread sections of the railnet, especially the
single-track lines or parts of lines, in contrast to the rail-
road centers, present various points where destruction of
lines and trains on the lines would create a stacked-up
condition of traffic which would have to be unsnarled
before repairs could be started. Trains on such lines
would have to be backed to the nearest junction and
clearance line to allow the work trains to be brought to the
damaged section. The lack of highway routes and equip-
ment in these remote areas of European USSR generally
restricts transportation of repair freight to the damaged
line. European USSR areas susceptible to this kind of
interruption are the remote and sparse divisions of the
north through east to southeast. The lines in those areas
are extremely short of alternate routes, junctions, repair
equipment and facilities, and even readily available labor.
The longer operating divisions entail a thinner distribu-
tion of the available repair facilities and personnel.
Notably among the sparse parts of the railroad net-
work are the lines 8 and 9 from central European USSR
to the north coast. There are only three transverse lines
between these two important routes. The northernmost,
Belomorsk (on the Murmansk line) to Obozerskaya (Ark-
hangel'sk line) , is 300 and 400 miles respectively north
of the next transverse line between these two important
trunk lines. The severance of these lines would prac-
tically isolate the north coast area from the interior of
European USSR. When not frozen over the Stalin White
Sea-Baltic Canal, terminating at Belomorsk, would be
capable of only a small amount of relief movement.
The few tenuous lines from European USSR to the east
and beyond to Siberia have no alternate routes, and the
rail connection with the oil fields of the Caucasus is via
lines to Astrakhan' and Rostov-na-Donu. There are no
alternate routes and the junctions south of Rostov and
Astrakhan', are few. Suspension of rail traffic through
Original
Approved For Release 2003105114: CIA-RDP79-01144A000200010001-8
anaimeasimpproved For Release 2003/05/14: Clitipp79-01144A000200010001-8
Page 1-33
Rostov and Astrakhan' would place the entire burden on
the inland waterways and Black Sea shipping.
Two rail lines connecting the Crimea Peninsula with
the mainland are single-track and the easternmost, line
4, crosses the soft-bottomed Sivash or Putrid Sea (Gniloye
More). That crossing and the five tunnels and two bridges
immediately outside of Sevastopol' make line 4 excep-
tionally vulnerable.
Thousands of bridges are required to cross the numer-
ous rivers, streams, canals, and marshes of the Russian
plain. The compacted roadbed through the marshes at
curves and bridge approaches are points which, although
repaired, would necessitate slow-order traffic for an ex-
tended period. Many of the bridges across the larger
rivers, such as the Volga, Dnepr, Oka, Daugava (Zapad-
naya Dvina), and Neman (Niemen) are particularly vul-
nerable. Many of the war-destroyed bridge replacements
are temporary expedients and many others, although not
destroyed, have been structurally weakened. Six bridges
spanning the Volga are the vulnerable links of the east
with the central and western European USSR.
More than one-half of the country's trackage was con-
centrated in the area overrun by the Germans (see FIG-
URE I-11 for limits of the farthest German penetration)
and for a few years that part of the railnet will be doubly
vulnerable because of the inadequacy of the reconstruc-
tion, but subsequently will be improved and slow order
operation eliminated.
5. RECONSTRUCTION AND EXTENSIONS.?Although rail-
roads were repaired expediently as the Soviet forces fol-
lowed in the wake of the retreating Germans, the govern-
ment was confronted with a tremendous task of recon-
struction and rehabilitation of more than 25Y of its
railroad trackage and about 13,000 railroad bridges. Si-
multaneously the lines and bridges were to be strengthened
for the planned increasing loads and greater volume of
traffic.
The reconstruction, according to the announced Fourth
Five-Year Plan, was scheduled to provide single-track
service initially and subsequently to be followed by the
second track so that by 1950 the railroad network would
be restored to its prewar condition with some improve-
ment. By October 1947, all of the former double-track
lines in the German-occupied area were reportedly re-
stored to single-track condition, and some trunk lines
entirely or partially restored to double-track operation.
During 1946-1950, in addition to the reconstruction and
strengthening of lines, 4,500 miles of new railroads and
3,550 miles of new second tracks are planned, but almost
exclusively for the Urals area, Siberia, and Central Asia.
Repair of automatic block signals and installation of
new extensions is planned along with other improvements,
and it is estimated that by July 1947 about 5,300 miles of
line were equipped. Line 1 between Leningrad and Mos-
cow is reported fully automatic.
The current Five-Year Plan envisages great strides in
electrification extended over 3,300 miles of lines. Most of
this, however, is conversion and new construction of lines
in the Urals and in Siberia. About 200 miles in European
USSR was to be rehabilitated.
The locomotive and rolling stock equipment on the
USSR railroad was only slightly below the 1941 position
in numbers of pieces. Reductions through war losses and
retirements were almost offset by lend-lease and captured
equipment. Captured freight cars were smaller in ca-
pacity than lost cars so the lost freight carrying capacity
of the equipment was not equally offset. The goal for
Original
1950 is 30,500 locomotives, 450,000 two-axle and 325,000
four-axle freight cars. The number of passenger cars on
hand is not known but 6,000 steel cars are to be built by
1950, and, allowing for retirements, should provide an
inventory of about 37,000 cars.
(b) Railroad plant and equipment
1. TRACK AND RIGHT-OF-WAY
a. Track.?In 1941 double-track lines of the 21
strategic railroad routes in European USSR (FIGURE I-11)
totaled about 9,240 miles or 63% of the total trackage.
The other routes (PLANS 22 to 25, inclusive) are mainly
single-track lines. At the end of World War II the whole
network showed evidence of war-necessitated neglect and
the tracks were in very bad condition. Second main
tracks, yards, and sidings were cannibalized for replace-
ment purposes on the main lines. About 6,200 miles of
tracks destroyed by the Germans were replaced with
broken rails. Regional distribution of the 1946-1950 pro-
gram is unknown but the total calls for about 31,000 miles
of new rails, and for replacement of about 40% of the
worn-out rail. The tracks of the heavy-duty lines, Mos-
cow ? Leningrad and Moscow ? Donbass, were the first to
be strengthened under the current program.
b. Gage.?The prevailing gage of the USSR rail-
roads is 5'0", but there are small amounts of others rang-
ing from 60 centimeter to 4'81/2". There are some 75-cm.-
gage lines which are integrated industry or mine facili-
ties. Although state-owned, that trackage is not a part
of the general railroad system and administration. In
White Russian SSR in January 1941 there were about 245
miles of single-track narrow-gage and 275 miles of 4'8'/2"
gage. As of 1947 about 420 miles of 4'81/2" single-track
line and a single-track 5'0"-gage line formed a double line
between Kiev and Poland, via L'vov. In addition, the
annexed Baltic States contained both 4'8'/2"-gage lines
and several widths of narrow-gage lines, as well as 5'0"-
gage line. The lines in the Baltic States which in 1941
were 4'81/2" gage, (758.7 miles in Lithuania and 190.1 miles
in Latvia) subsequently have been converted to 5'0" gage.
Distribution of railroad mileage by gages in the Baltic
States as of 1941, the converted 4'8 1/2"-gage mileage being
included with 5'0"-gage mileage, is:
COUNTRY
MILEAGE BY GAGES
5'0"
Meter
75 cm.
75 & 60 cm.
60 cm.
Estonia
448.6
419.4
Lithuania
758.7
321.9
Latvia
1,462.7
24.9
319.4
341.1
Total
2,670.0
24.9
738.8
321.9
341.1
c. Grades and curves.?The terrain of European
USSR is generally flat and a large portion of the railroad
alinement is tangent and most of the grades are less than
one percent. The curves on which there are data are
generally moderate, but there are some locations where
the degree of curvature is sharp; the sharpest is 8?44', a
radius of 656 feet. The sharper curves are generally at
terminals and junctions, but some are in the rougher ter-
rain areas. No data are available as to whether the prac-
tice of grade compensation on curves is followed. Al-
though the grades are generally gentle, there are a few
sections of track where the grade is as much as 2.5%; a
somewhat larger number are between 1.25 and 1.50 per-
cent. These maximum grades compare with some short
lengths of maximum grade of approximately 47( in the
United States. The steep grades are more frequent in the
southeastern part of European USSR, but there are some
on Leningrad ? Murmansk line. Known grades and
curves on the 21 strategic lines are shown in TABLE 1-6.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-34
Approved For Release 200 j3ing446CIA-RDP79-01144A000200010001-8
d. Roadbed and ballast.?Local conditions re-
quire slight variations of some sections from the standard-
ized roadbed diagrams. Deviations are mainly from speci-
fied slopes of cuts and fills whereas widths of subgrade
tops and ballast sections are uniform. Ballast is possibly
the worst deficiency of the USSR roadbeds. Most of the
ballast is sand, unstable when wet, and when very dry
blown away. Between these extreme conditions sand
normally is a poor ballast with inadequate load-bearing
and distributing properties. A few sections have stone,
gravel, slag, or shell ballast, but sand is more prevalent.
In 1938 only 6.7% of the railroad mileage had rock ballast.
The Fourth Five-Year Plan provides for rock-ballasting of
about 9,300 miles of track.
The kinds and sources of stone ballast (FIGURE IX-58)
are:
KIND
Basalt
Granite
Limestone
Sandstone
Tr achyte
LOCATION
Karelia
Karelia, Ukraine, Caucasus
Widely distributed, principally south-
east quadrant from Moscow
Urals, Caucasus, southwestern
Chiefly in Caucasus
e. Ties.?Wooden ties are exclusively used, be-
ing principally pine from the area north of a line from
Kiev through Kuybyshev to Sverdlovsk. Ties constitute
a large part of the timber freight which is about 12`,4 of
railroad freight. During 1934, the last year of available
data, 19.6 million ties were used by the entire USSR rail-
road system and probably for all purposes. During the
same year 43.3 million ties were laid in the United States
for replacement on about 350,500 miles of track. New
lines constructed in USSR during 1934 amounted to about
1,600 miles of first and second track, and, on the basis of
an average of about 2,770 ties used on a mile of track,
about 4,432,000 ties would have been used for the new
track construction. This would indicate that about
15,168,000 ties were used for replacement in the entire
USSR during 1934. Information on European USSR is
not separable, but it probably is proportionate to the
whole system.
During 1934 the replacement ties laid in the United
States averaged 123.6 a mile as compared with 240 in
USSR. This indicates that the service life of the ties in
the USSR was about one-half of that of ties in the United
States. Soviet data indicate that the service life of
treated and untreated ties are comparable to United States
experience, about 4 to 5 years for untreated, 8 to 10 for
zinc-treated, and 12 to 15 years for creosoted ties. The
larger number of treated ties used in USSR are pressure
creosoted. Although the Class I railroads in the United
States use mostly treated oak for ties, the USSR has had
to prohibit continued use of that type of timber because
of the lessening supply, and to use pine almost exclusively.
The spacing of ties varies in the USSR as it does in the
United States depending upon the many variables on the
specific line and sections of lines. Known data for spe-
cific points on the 21 strategic and branch lines are shown
in TABLE 1-6. Assuming an average nine-inch-wide tie
the number of ties range from 3,750 per mile (7.9" apart)
on bridges to as low as 1,730 per mile (27.6" apart) on
principal lines (TABLE 1-6) . The usual 2,580 to 2,960
ties, or an average of 2,770 ties for each mile of line, com-
pares with an approximate 3,200 ties in the United States.
It is expected in the Fourth Five-Year Plan to increase
the average number of ties by about 50.
f. Rail.?A "T" shape rail, similar to that used
in the United States, is standard for the USSR, but the
quality of steel is poorer and the weight is less. The
weight of rail is being gradually raised and the Bessemer
process is being slowly supplanted by the basic open
hearth method, following the experience of United States
production, to raise the quality.
Rail weighing 77.4 pounds per yard or more was laid
on about 23.2(4 of the line mileage existing in 1933. By
1938, rail sections weighing 77.41 and 87.9 pounds a yard
were in use on about 51.9% of the railroad mileage.
World War II interrupted the planned introduction of
two new dimensional types of greater weight. Under the
Fourth Five-Year Plan those two and yet a third type
have been authorized for production with some tonnages
already rolled toward the planned goal of about 31,070
miles of new rail. These new types (C-50, I-U, and 65)
weigh 102.01, 87.9, and 131.04 pounds per yard and the
dimensions are approximately the same as similar weight
United States rails.
The lengths of rail sections have been generally longer
than the standard lengths of 33, and now more commonly,
39 feet used in the United States. The most commonly
used length in the USSR is 41 feet with specifications
similar to universal practice permitting variations in
length. Specified standards for Soviet rail sections in
feet, with the year of adoption are:
PRIOR IO 1924
1927
1946
35.
32.81
41.
42.
41.
82.
49.2
49.2
g. Signaling.?A Soviet commission visited the
United States in 1929 and, after study of the signal sys-
tems in use, placed orders for experimental signal squip-
ment. Test installations were made of several types with
color light signals and by 1932 there were 121 miles of
equipped line. Progress was slow and most of the equip-
ment was German and Belgian manufacture which
proved to be unsatisfactory and, in 19382the signal equip-
ment of some of the lines was dismantled.
Improvement and development continued until 1941
and about 5,160 miles of line were equipped with auto-
matic signals. Most of this equipment was damaged,
destroyed, or removed by the Germans, but by the end
of 1945 about 75% had been restored to service. During
the following 18 months about 1,400 miles of line were
equipped with new electric block signaling. This would
indicate that about 5,270 miles of automatic block signal-
ing equipment was in operation in July 1947.
The USSR-manufactured signal equipment has not
proved entirely satisfactory. Short circuits and grounds,
combined with uncertain operation of relays and other
Soviet-manufactured parts, have caused signal failures
and a resultant number of accidents. Much of the short
circuits and ground failures are caused by poor insula-
tion, both material and personnel inefficiency in manu-
facture being contributory causes.
Much signaling equipment is required to equip the re-
mainder of railroads in all of the country, as well as in
European USSR, and to replace the equipment on the
temporarily repaired systems. On the lines not equipped
with automatic block systems, the staff or tablet system
is used.
h. Electrification.?Initial electrification was in
1926 on the suburban lines of the Baku area, using over-
head conductors to supply direct current at 1,200 volts.
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA:RDP79-01144A000200010001-8
BRIEF Page 1-35
The first installation in European USSR was a 1,500-volt
d.c. system adopted and first installed on the 11.8-mile
Moscow suburban area section to Mytischchi section on
the line to Arkhangel'sk. Conversion continued in the
Moscow area until 1936 by which time about 112 miles
of the suburban lines were electrified.
In the Leningrad district 44 miles of route were con-
verted during 1933-1934. In 1932 a start was made with
electrification of main lines in mountainous and industrial
areas using a 3,000 volt d.c. system. By 1939, there were
827 miles of electrified line with a total trackage of about
1,100 miles located in the Caucasus, Urals, Donbass, Kri-
voy Rog, Kuzbass, Moscow and Leningrad areas, and on
sections of the Leningrad ? Murmansk line. It was re-
ported that 1,242.8 miles of line were electrified by 1942,
and in 1946 European USSR contained 653 miles of elec-
trified lines.
Railroads leading in and out of Moscow, Leningrad,
Tallinn, and Kiev are operated on steam-generated cur-
rent. Elsewhere there are hydroelectric developments
as well as some steam plants. Line construction has been
designed for direct current of 3,000 volts on main lines
and 1,500 volts on suburban lines supplied by overhead
conductors and pantograph contact. The electric loco-
motives generally employed have a tractive force esti-
mated to be about 55,000 pounds at the rims at about 10
miles per hour. A new-type electric locomotive is reported
to have been placed in operation in 1946, but details of
its characteristics are not available. A special transfer
switch has been installed on the locomotives to permit
operation at either voltage.
The Fourth Five-Year Plan incorporates a program for
electrification of existing lines and new-constructed lines
so that by the end of 1950, an aggregate of 3,309 miles of
electrified lines is expected. The largest part of the elec-
trification is to be carried out on the lines in Siberia and
the Urals, but about 186 miles in the Moscow area were
scheduled for 1946.
2. STRUCTURES AND FERRIES
a. Clearances and load limits.?Specifications of
1860 remained in effect until 1926 when new standards
were adopted, but these remained in effect only 10 years.
No diagram of the latest standards of construction limits
is available, but clearances and load limits were estab-
lished for the 75-cm.- as well as 5'0"-gage lines. It is
probable that these latest specifications are designed for
the maximum-dimensioned equipment now being con-
structed in the country. Load limits on bridges are shown
in TABLE 1-3 where data were available.
The tunnels of the Moscow subway system are about
18 feet in diameter.
In addition to clearances normally prescribed, there
are standards for fences, telephone and telegraph poles,
guard huts, and other structures to be placed at certain
minimum distances in the tundra zone to overcome some
of the problems caused by snow drifting. In that region
platforms are not to be built higher than the rail.
b. Bridges, culverts, and tunnels.?The com-
paratively flat terrain of European USSR made it neces-
sary to utilize only a relatively small number of tunnels,
but the many streams and rivers require a tremendous
number of bridges and culverts. The rivers are subject
to wide seasonal variations and the bottoms consist of
layers of sand, gravel, and clay, with solid rock at con-
siderable depth in most places.
The types of bridges most frequently used are simple
truss spans, cantilevers, and steel arches. The method of
detail design of steel-span crossings is similar to modern
Original
American practice and the quality of structural steel used
is about the same as in the United States. Replacement
or strengthening of old bridges and construction of new
crossings has kept pace with the new and heavier equip-
ment used on the lines. The World War II damage and
destruction to bridges is estimated to have been between
40 and 50`,; of all railroad bridging. As a result, the
Soviet Government was faced with the task of rebuilding
about 13,000 bridges with a total length of about 186 miles.
Complete data are not available on the bridges of the
country or even on the 21 lines discussed as strategic
lines. The more important and known bridges on those
lines are included in the brief discussion of the lines, and
TABLE 1-3 includes the axle load limitations on bridges
of some sections of several of the lines. A summary of
the 428 railroad (a few are dual highway) bridges located
on FIGURE I-11 and PLANS 22 to 25 is shown in TABLE I-5.
TABLE I - 5
PARTIAL SUMMARY OF RAILROAD BRIDGES
Bridge lengths
Feet
Number
Total length
Feet
Typical span
length
Feet
246- 328
112
31,414
59- 82
328- 820
201
111,844
180-213
820-1,476
68
73,097
246-361
1,476 and up
47
138,392
361-508
Partial total
428
354,747
There are many culverts located along the lines, espe-
cially where the track alinement is over level or gently
sloping land, but data on numbers and dimensions are
sketchy.
Partial data are available on 11 tunnels totaling 26,036
feet in European USSR. Five of these tunnels, totaling
about 5,935 feet, are on line 4 immediately out of Sevas-
topol'. One 4,216-foot tunnel is on line 13, just east of
Kaunas and between Kaliningrad and Vil'nyus (Wilno) ,
and this is the only known double-track structure. The
longest, 6,765 feet, is at 48?23'N, 39?14'E, southeast of
Voroshilovgrad, and a shorter 2,625-foot tunnel is a few
miles farther southeast. Two others are on the single-
track line between Stry and Mukachevo; the one at
48?48'N, 23?21'E, is 5,249 feet long, and the other located
about 15 miles out of Stry is 426 feet long. The eleventh
located tunnel (48?20'N, 24?19'E) about 20 miles south of
Yaremtsa is 820 feet long. All but possibly two, the 426-
and 820-foot tunnels, were either damaged or destroyed
by the retreating German troops in 1942-44.
c. Ferries.?Little information is available on
the location or details of ferries operated in connection
with the railroads. There is a car ferry between Stalin-
grad and Krasnaya Sloboda, across the Volga river, con-
necting line 18, on the right bank, with the line to Verkh-
niy Baskunchak, on the left bank. During the Stalingrad
siege a car ferry was operated across the Volga at Astrak-
han' to connect the war exigency line, Baku ? Astrakhan',
with the Astrakhan ? Saratov line (19) in order to trans-
port oil northward from the fields of Baku. Crossing of
the Severnya Dvina from Arkhangel'sk on the right bank
to the railroad station on the left bank is via car ferry
during the months when the river is unfrozen, but after
a solid freeze tracks are laid on the ice.
3. FACILITIES.?War effect on yards, shops, engine
houses, stations, freight storage buildings, water and re-
fueling points was equal to the destruction and damage
of the railroads as a whole. The USSR must accomplish
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-36 JANIS 40 mrommidormilil.
considerable repairs of the operating facilities in order
to realize maximum utilization of the available equipment.
a. Shops.?Work and repair shops are usually
placed at intervals consistent with the operating demands
of the lines. Each administrative district has at least one
shop which is adequate for the complete overhaul of cars
and locomotives. Some of these larger shops at more
important centers are equipped for the production of new
units.
b. Engine houses.?Most of the Soviet railroad
engine houses are rectangular and arranged in echelon
instead of the more efficient semicircular and turntable-
equipped roundhouse. The rectangular house necessi-
tates considerable grading, tracks, frogs, and guard rails
to provide access.
c. Stations and terminal yards.?Many of the
stations and terminal yards have been reconstructed and
enlarged, and new ones have been built as the traffic has
required. The yards are located at nearly all junction
points and several are situated in the larger centers of
rail operations. Moscow contains terminals of 11 trunk
lines; Leningrad has 5 large terminals; and numerous
cities have two or more terminals. The stations and yards
of the smaller cities and towns are smaller and simpler
than those of Moscow and Leningrad. Along the lines,
stations are spaced at fairly short intervals in European
USSR and average distances vary from a maximum of 8.3
miles on line 12 to a minimum of 3.7 miles on line 17.
d. Watering and fueling points.?Data are in-
complete but known data of the number and average
distances apart on the 21 strategic lines are shown in
TABLE 1-6. On many of the lines water is available at
the stations in addition to points along the route. Con-
siderable war damage was inflicted on the water towers
and tanks, but damage to fueling points, except oil, only
imposed slight hindrance to the operations. There are
no data indicating operating difficulties because of in-
adequate distribution of fuel or water points.
e. Storage facilities.?Incomplete and meager in-
formation is available on freight storage facilities at rail-
road stations and terminals. Only five to eight ware-
houses or storage sheds have been reported along some
of the most important lines. Prompt pickup of consumer
goods, most of which is in short supply, may explain the
small storage requirement in connection with the USSR
railroads. These facilities are presumed adequate for
current needs and supplementation to meet any growth
of need could be readily accomplished.
4. EQUIPMENT.?The postwar 5'0" gage equipment
situation of the Soviet railroads was little poorer than
the 1941 inventory in numbers of locomotives and cars,
but the effective carrying capacity was considerably less.
Acquisitions, consisting of lend-lease, captured, and re-
covered equipment just about offset the war losses and
retirements. At the end of 1945, it is estimated, the USSR
railroads had about 25,300 to 25,900 locomotives, 770,000
to 842,000 freight cars (in terms of 2-axle units) , and
about 34,100 passenger cars. The goal for 1950 has been
set at 30,500 locomotives, 450,000 2-axle and 325,000 4-
axle freight cars, and construction of 6,000 new steel pas-
senger cars. The passenger car inventory, allowing for
some retirements, should about equal the 1941 inventory
of 37,000 cars. There are sparse data on equipment for
other gages.
a. Locomotives.?It is estimated that in 1941
the Soviet Union had about 27,000 5'0"-gage steam loco-
motives of 19 different types. Data on the numbers of
diesel and electric locomotives are not available.
The 5'0"-gage steam locomotives varied in wheel ar-
rangement from 0-6-0 switch engines to two main line
locomotives which reportedly had a 4-14-4 wheel arrange-
ment and from dimensional data had an estimated start-
ing tractive effort of about 76,900 pounds at the rims.
Data on locomotives, as well as all other equipment, are
inadequate for an inventory listing in any classification.
The rated tractive effort of most of the main line equip-
ment ranges from about 31,000 to 58,250 pounds with an
average below that of United States equipment. The
equipment is generally lighter than U. S. locomotives.
There are no data on the motive power of other gages,
except that in March 1939 the Estonian 75-cm. lines had
92 locomotives.
Most of the steam locomotives use coal in this area, but
oil and wood are also used. Wood is used on the non-
electrified sections of the lines to Murmansk and Ark-
hangel'sk.
Many of the locomotives were more than ten years old
in 1941, and the inadequate maintenance given all equip-
ment during the war contributed materially to the ap-
palling condition of the equipment at the end of the war.
About 2,000 locomotives will have to be retired by 1948,
but plans envisage construction of 2,350 larger units in
the same period to reach an inventory of about 26,250.
Withdrawal from service may be delayed to retain a higher
inventory, possibly 27,200. The number of units in op-
eration in European USSR is unknown.
Data on diesel-electric and electric motive power are
meager. Some diesel units are used for switching and
on long runs in places where water supply is poor or coal
is uneconomical. In 1946 some 1,000-horsepower in-
ternal-combustion units were placed in operation. Most
of the electric main-line units are adapted for operation
on either the 1,500-volt suburban systems or the 3,000-
volt main lines.
The Soviet Union plans to produce 865 diesel-electric
units during the Fourth Five-Year Plan, compared with
only 17 main-line diesels constructed prior to the war.
In 1937 during the Second Five-Year Plan 110 units were
scheduled for production, but only one locomotive was
built and the total production for five years was only 15
units. Premised upon that performance toward meeting
set goals it is estimated that the diesel inventory will be
not more than about 450 locomotives by 1950, the end
of the Fourth Five-Year Plan.
The inventory of electric locomotives is similarly not
very clear. It is known that 162 units were listed on
hand at the end of 1937, and it is estimated that domestic
production increased the inventory to 247 units by June
1941. Apparently no electric locomotives were lost dur-
ing World War II and under the various lend-lease ar-
rangements 96 units were received. Reportedly 178 main-
line electric locomotives were removed from Germany.
These acquisitions, with no allowance for retirements,
would make the total inventory as of December 1946
about 520 units. If the goal is met the electric units
would form an inventory of about 1,050 units, but it is
believed that the full schedule will not be met and the
actual inventory will be about 800 units. Several known
types are: the passenger service "Pb 21" with a 37,500-
pound tractive force and a maximum speed of 87 mph;
the passenger-freight "VL" with a maximum speed of 53
mph; and the "SS" freight unit with maximum speed of
43 mph. The Moscow area has some electric motor cars.
b. Rolling stock.?The Soviet Union is attempt-
ing to meet the compound traffic requirements of long
haul and heavy loads, comparable to the United States
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
mielowesmmo Approved For Release 2003/05/14: CINM79-01144A000200010001-8
Page 1-37
traffic, and the frequency of trains and small quantities
of freight, which is predominant in Europe. The trend
is development of both passenger and freight cars, as well
as motive power, along lines followed by the American
railroad companies.
Prewar freight cars were mostly 2-axle units with ca-
pacities ranging from 17 to 22 short tons. Even at the
beginning of the war, some of them were only hand-
brake equipped and had only link and hook couplers.
The 4-axle cars amounted to about 257, of the units in
the pool in 1941. New cars will be the heavier 4-axle
units and by 1950, despite war loss of pfoductive capacity,
it is planned to have 325,000 or 42 (/, of the total inventory
consisting of the larger cars to supplement the 450,000
2-axle units. The freight cars constructed today are gen-
erally all-metal, 55- to 77-short ton capacity, and equipped
with automatic couplers and brakes. Existing proportion
of the various types of cars is unknown, but it is estimated
that about 9% are 13,200-gallon tank cars which are
largely used in the Baku-Batumi oil traffic. The an-
nounced ideal distribution of types is:
TYPE
Boxcar
Flatcar
Gondola/Hopper
Tank car
Refrigerator
PERCENT
38
30
20
10
2
Passenger cars are secondary in priority, but the gen-
eral trend of improvement is being applied to this equip-
ment. Old cars were mostly wooden and classed as either
hard or soft, according to whether or not the seats were
upholstered. The backs of the seats in both classes may
be swung up over the seats to form berths. Most are
side-corridor compartments cars, but some of the hard
class cars are not closed off from the corridors. All of
the old cars provide primitive accommodations by Amer-
ican standards.
Two trains of seven new all-metal cars are in service,
one on the Moscow - Leningrad run and the other on the
Moscow - Simferopol' part of line 4. The cars are 77'6"
long, weigh 60.6 short tons, and are equipped with a gener-
ator and year-round air conditioning. The construction
program includes 6,000 of these cars to be built by 1950.
With about 34,100 passenger cars on hand at the end of
the war and the addition of these new cars, less some es-
sential retirements, the total inventory in 1950 will prob-
ably equal the 1941 estimated total of 37,000.
Fifteen long-distance, 25 local, and 240 new suburban
trains are to be placed in service. The latter will make
6% more suburban trains in service than in 1941.
c. Service equipment.?Track-laying machines
are in use, but the numbers and types of other special
and labor-saving equipment are unknown. There is a
considerable amount of this service equipment and the
inventory includes some completely self-contained steam-
operated mobile electric units for emergency and rehabili-
tation work.
(c) Strategic lines.?The USSR railnet is strategically
more important than either highway or waterway sys-
tems. In time of war, the scarcity of vehicles and hard-
surfaced highways, and the inadequacy of the water-
ways, place an additional burden on the normally over-
loaded railroads. There are few highways suitable for
long-distance transport and the waterways are shallow
and considerably affected by the extreme seasonal varia-
tions. Except for locally consumed products there is
hardly an item of commerce not borne by rail in the traf-
fic from producer to consumer. The paucity of paved
Original
highways makes the rail system essential for personnel
movement when long distance and short time are elements
of the requirement.
The map of the Strategic Transportation Systems (FIG-
URE I-11) shows the more comprehensive railnet in com-
parison with the sparse waterways and highways. Pipe
lines also are shown on the map. A comparison of this
map with the more comprehensive map (PLANS 22 to 25)
will show the supporting networks of all forms of trans-
portation.
Twenty-one lines have been selected as the frame of the
railroad network of European USSR. Other connecting
lines under certain circumstances may assume impor-
tance over these selected lines. For example, cutting of
the line between Belomorsk and Leningrad would imme-
diately give great importance to the line from Belomorsk
to Obozerskaya for continued use of the port of Mur-
mansk (PLANS 22 and 23) . In fact, there is hardly a line
without some strategic value; all of them contribute to-
ward the maintenance of the political and industrial in-
tegration of the country.
Eight of these railroad lines (1 to 8) connect Moscow
with the perimeter of European USSR, principal USSR
ports on the Baltic, Black, Arctic, White, and Caspian
Seas. Those same lines connect with other European
lines on the west and the eastern and southern areas of
the USSR. Nine lines (9 to 13 and 17 to 20) branch from
terminals on the eight radial lines to form alternate
routes and through connections to intermediate areas.
Four lines (14 to 16 and 21) in the southern part of Euro-
pean USSR swing through an arc to connect the west
with the eastern parts of the area. The interlacing of
these lines with the other rail routes is discussed in Topic
7, A, (1), 3, above.
The total length of these 21 lines is about 14,725 miles,
of which about 9,240 miles were double-tracked lines in
1941 and comprised almost all of the double-track rail-
roads in European USSR. According to the Fourth Five-
Year Plan, about 12,520 miles of these 21 strategic routes
will be double-tracked by 1950. Pertinent information on
these strategic lines are summarized in TABLE 1-6.
All of these lines, as well as nearly all of the connecting
lines, are 5'0"-gage track except sections of lines 3 and
16 which have a single-track 4'8 V2"-gage in lieu of a sec-
ond 5'0"-gage track between Kiev and L'vov and on into
Poland. In the Baltic States and White Russian USSR
there are some narrow-gage connecting lines.
Each of the 21 selected strategic lines are briefly dis-
cussed in the following paragraphs, numbered in agree-
ment with the line identifying numbers on the maps
(FIGURE I-11 and PLANS 22 to 25). Additional known
data are summarized in TABLE 1-6.
1. MOSCOW - LENINGRAD.?An important economic
and military trunk line linking Moscow to Leningrad, the
largest USSR port on the Baltic Sea as well as an impor-
tant industrial center. Offshore in the Gulf of Finland
is the island naval base of Kronshtadt which, combined
with Leningrad, is the nerve center of the Soviet Baltic
Fleet.
The railroad is about 404 miles long and a key route of
the "October" system. Radial lines from Leningrad and
Moscow connect with the principal lines of the entire
USSR network, including the annexed territories, and all
bordering countries. The fastest trains of the USSR
railroads operate on this line at a speed of about 44 miles
an hour.
In 1941 the line was 3-track for about 26 miles out of
Leningrad between Moskovskaya Slovyan and To,sno. The
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-38 JANIS 40
remainder of the line was double-track, and by 1947 part of
the war destruction had been repaired and reconstruction
to a double-track route was completed.
Five known bridges longer than 328 feet are on the
line. The longest (No. 34 on map) is across the Msta
and is a 1,093-foot double-track structure. The next
longest (No. 211) across the Volkhov river is 990 feet and
single-track. A new bridge to replace this structure has
been started and is scheduled for completion in 1948.
The bridge (No. 179) across the Volga at Kalinin, an im-
portant inland river port, is double-track and 640 feet
long. The bridge (No. 155) across Kanal Imeni Moskvy
(Moscow Canal) is 640 feet long, double-track, and of re-
inforced concrete arch construction on concrete piers.
The 328-foot bridge (No. 328) was destroyed in 1943 and
subsequently repaired.
2. Moscow - SIVIOLENSK - MINSK - BREST.?This
668-mile double-track line (1947) is the main east-west
route linking Moscow with western European USSR, War-
szawa (Warsaw), and Berlin. Via intersecting lines it
provides connections with Riga, Latvia, and Kaliningrad
(formerly Konigsberg, East Prussia). In 1941 the entire
line except a 37-mile section between Minsk and Negore-
loye was double-track, and the route was the axis of the
German offensive against Moscow.
Seven bridges ranging from 226 to 450 feet long are
known to be on this line, and totaling about 2,335 feet.
The longest structures are (No. 114) the 450-foot Dnepr
crossing and (No. 226) the 436-foot Lesna river bridge.
The 226- and 262-foot structures (Nos. 227 and 228) span-
ning the Vop' are auxiliary structures destroyed in 1943.
The southwest end of this line is laid across the Pripet
Marshes.
3. Moscow - KIEV - ZHMERINKA.?This 700-mile
line is an important link of Moscow with the agricultural
regions of the southwest. Kiev, the chief city along this
line, ranks next to Moscow and Leningrad, and its Dnepr
river harbor, Podol, is ranked as the largest inland river
port of the USSR. Important rail lines to the northwest
and southwest junction with line 3 at Kiev. At Zhmer-
inka the line meets line 16 which connects Odessa, the
major Black Sea port, with L'vov and the Carpathians.
In 1941 about 289 miles of the Moscow - KonotoP sec-
tion was single-track but the remainder of the route was
double-track line. According to the Fourth Five-Year
Plan the entire line is to be double-tracked, but in 1947
one of the two parallel tracks was retained as 4'81/2" gage
as converted by the Germans between Kiev and Zhmer-
inka. From Zhmerinka on through L'vov via line 16 and
thence into western Europe this double-gage arrangement
was continued to facilitate through shipment of repara-
tions, including machinery and dismantled plants, from
defeated countries into the USSR as far as Kiev.
A 53-mile section between Fastov and Kazatin is doubly
used as lines 3 and 15, and in this section there is a 2%
grade of unknown length. The minimum radius of
curvature on that section is unknown, but immediately
north of Kalinovka there is a 656-foot minimum radius
of curvature.
Nine bridges more than 240 feet long and totaling 7,500
feet are on this line. The longest bridge (No. 74) is
about 3,500 feet long and spans the Dnepr river at Kiev.
This 12-span double-track railroad and highway bridge
was scheduled for completion in 1941, but there is a pos-
sibility that there are two bridges at this crossing.
4. Moscow - KURSK - KHAR'KOV - ZAPOROZH'YE -
SEVASTOPOL'.?This 933-mile line is the westernmost of
three nearly parallel north - south lines linking the capi-
tal with important industrial areas of central and south
USSR and with the Donbass. Line 4 is the only line
clearing to the north from the Crimea. This line is con-
nected by several transversals to other parallel lines run-
ning from Moscow south and to the Ukraine. The
southernmost of these transversals crosses the northern
part of the Crimea and is the east - west line connecting
all of the Black Sea and Sea of Azov ports.
In 1941, 717 miles of this route was a double-track line,
with single-track sections totaling 216 miles between Se-
vastopol' and Novo Alekseyevka and between Fedorovka
and Zaporozh'ye.' From the latter town, north to Mos-
cow it was all double-tracked. The line is scheduled for
reconstruction to at least 1941 track condition by 1950.
It is reported that the Kursk - Khar'kov section is recon-
structed as double track and time tables indicate that
other short sections have been restored to double track.
Immediately out of Sevastopol' are 5 of the 11 tunnels
of European USSR. These were all damaged extensively
during the war. The maximum grade of 1.25% is also
near Sevastopol'. There are 13 known bridges, fairly well
distributed south of the Oka river where the longest (No.
162) is located. This 1,475-foot dual bridge has roadway
for double-track railroad on upper level and the highway
crossing on lower deck. Bridge 331 crosses part of Sivash
(Gniloye More) at 46?00'N and 34?40'E and is about 535
feet long and double-tracked. At this point the Crimea
Peninsula is connected with the mainland, but whether by
causeway, trestle, or other structures is not reported.
The bottom of the Siva* is soft, but in 1944 the Red Army
effected a crossing by fill. The bridge was destroyed in
1944, but is assumed lo have been rebuilt.
5. Moscow - ROSTOV.?This 817-mile trunk line is
the central one of three parallel lines to the south coast
of European USSR. It passes through the rich coal min-
ing area and the two ports of Taganrog and Rostov en
route to the Caucasus. Coal, particularly anthracite, is
a heavy-volume commodity shipped to Moscow over this
route. About a dozen lines cross this line to provide con-
nections with the flanking trunk lines and the areas to
the east and west.
Between Moscow and Danilovskaya the line was triple-
tracked about 56 miles and the remainder was double-
tracked in 1941. Soviet timetables indicate some sections
already have been rebuilt to double-track condition which
is scheduled for completion along the entire line by 1950.
There are 8 or 9 known bridges longer than 246 feet
with one 2,050-foot single-track bridge across the Oka
river at 54?51'N and 38?12'E. The bridge is steel para-
bolic through-type girder with 5 equal spans.
6. Moscow - ROSTOV.?This 762-mile line generally
parallels line 5 at about an average distance of 80 miles
to the west. At Rostov it junctions with the line which
runs south into the Caucasus. Oil and grain from the
Caucasus and anthracite from the Donbass are trans-
ported north; machinery and manufactured goods move
south from Moscow and intermediate industrial centers.
The line has considerable traffic, especially in the south
on the Millerovo - Rostov section.
A nine-mile section between Moscow and Sovkhoz was
four-tracked line and the remainder of the route was at
least double-tracked in 1941. The Fourth Five-Year Plan
schedules rehabilitation to 1941 condition by 1950, and a
Soviet timetable indicates that short sections already have
been restored to prewar condition.
At Kolomna (55?04'N, 38?50'E) there is a 1,781-foot
double-track, steel deck-type truss girder bridge across the
Oka river. A few miles to the northeast across the Mos-
Approved For Release 2003105114: CIA-RDP79-01144A000200010001-8
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
BRIEF
Page 1-39
cow river is a 791-foot double-track steel bridge. At
Svoboda there are three bridges crossing the Don river.
One (No. 121) on line 6 is a double-track steel diagonal
deck-type truss bridge about 1,204 feet long. The other
two are single-track bridges each about 1,214 feet long.
All three were destroyed and replaced by the Germans in
1943. Several other shorter bridges make a total of about
eight known bridges on line 6.
The right-of-way of line 6 is also line 15 between Lik-
haya and Zverevo (about 15 miles) , and line 21 between
Svoboda and Voronezh (about 55 miles).
7. Moscow - GOR'KIY - MOLOTOV.?About 780 miles
of this 844-mile line are in the area of European USSR;
about 64 miles and the terminal of Molotov are outside
the area limits. This secti9n of the Trans-Siberian Rail-
road is the northernmost link of Moscow with the Urals.
Westbound traffic consists of metals, anthracite, chemi-
cals, and lumber from the Urals, and oil from the Ukhta
area.
In 1941 the line was triple-tracked out of Moscow be-
tween Kuskovo and Zheleznodorozhnyy, about 10 miles,
and double-tracked to Gor'kiy. By 1950 the line is pur-
posed to be double-tracked, and already it is completed as
far as Kirov, about 545 miles. Timetables show other
short sections between Mokino and Molotov are now
double-tracked.
There are eight known bridges longer than 465 feet
on this line. Of the four longer bridges, one (No. 139) is
at Molotov across the Kama and is 2,933 feet long and
single-track. The two longest are at Gor'kiy and the
third major bridge is across the Vyatka river (58?17'N,
48?19'E), in European USSR. The 3,609-foot double-
track bridge (No. 205) crossing the Oka at Gor'kiy has
steel central girders and 6 arched ferroconcrete spans.
The other one at Gor'kiy (No. 25) crossing the Volga river
is 3,360 feet long. The structure on the left bank of the
river is formed by 12 concrete deck arches, and over the
river bed by 4 steel through lattice truss spans of which
each of 2 is about 420 feet long and each of the other 2
about 174 feet long. The type and structure of the bridge
(No. 173) across the Vyatka is unknown, but it is 2,241
feet long and single-track.
At Zaporozh'ye, spanning the Dnepr, are sites of two
long and very important dual bridges for branch lines to
Krivoy Rog. These steel bridges, double deck with
double-track electrified railroad lines on the top and
single-lane highway (route 6) , spanned the Dnepr, prior
to their destruction in 1944, to provide connection of the
important steel center of Krivoy Rog with the highway
and rail route 4, Moscow - Sevastopol'. The longer (80A,
highway 1128) is reported to be from 2,264 to 2,313 feet
long and the other (80B, highway 1128B) , 1,214 feet long.
8. Moscow - VOLOGDA - ARKHANGEL'SK.?This trunk
line is the only land connection between Moscow and the
interior of the area with the White Sea ports of Ark-
hangel'sk and Molotovsk. En route to Arkhangel'sk the
line passes through the industrial center and Volga river
port of Yaroslavl'. During World War II lend-lease sup-
plies delivered to the port of Arkhangel'sk were carried
into the interior over this 703-mile line. Oil, coal, and
ore are the principal northbound freight items, timber and
textiles, southbound.
Recent reports indicate that the section between Ko-
nosha to Obozerskaya of about 183 miles has been double-
tracked to increase the 1941 double-track line from Mos-
cow to about 623 miles. The 80-mile remainder to Ark-
hangel'sk station, on the left bank of the Severnaya Dvina
Original
has been graded for the second track but it was unlaid in
1947.
There are three transverse lines connecting this route
with the Leningrad - Murmansk route, line 9. The most
northern of these three connects Obozerskaya south of
Arkhangel'sk with Belomorsk on the Murmansk line.
This connecting route is single-track and from the Onega
branch line to the west it nears the shore line. The other
two lines, farther to the south, provide single-track con-
nections between lines 9 and 8.
The 682-mile Pechora line branches from line 8 at Ko-
nosha. In 1941 it was constructed to Vel'sk but was re-
ported to be as far as Vorkuta in 1947. This line passes
through the important oil areas of Ukhta and Ust' Ko-
zhva. A line from Kotlas connects this Pechora line with
the Trans-Siberian Railroad (PLAN 23).
The northern terminus of line 8 is on the left bank
opposite the city of Arkhangel'sk. Crossing of the Se-
vernaya Dvina is via ferry to Arkhangel'sk except when
the river is frozen over, at which time tracks frequently
are laid on the ice. A spur line via permanent bridge
connects the island Ostrov Solombaskaya with Arkhan-
gel'sk. A branch line provides single-track connection
with the port and shipyard area of Molotovsk.
The motive power on this line generally uses wood for
fuel except on the electrified sections.
The two known important bridges on this line cross
the Volga river at Yaroslavl'. Both of these bridges are
double-track; one (No. 3) of unknown type is 1,969 feet
long and was being constructed in 1941, the other (No.
208) is a steel through-type truss composed of five 469-
foot spans.
9. MURMANSK - LENINGRAD - TALLINN.?This 1,124-
mile line connects the ice-free port of Murmansk with the
naval base at Tallinn, Estonia. Branch lines at the north
connect the naval bases of Polyarnyy and Vayenga. Mur-
mansk is the westernmost port on the Northern Sea Route
and the principal import harbor on the north coast. In
addition to the import cargo, apatite, nickel, timber, and
fish are moved south over the route. At Belomorsk, the
northern terminus of the Stalin White Sea - Baltic Canal,
a transverse line connects this route with line 8. Other
lines connect lines 8 and 9 farther south.
It is reported that in 1947 the line was double-tracked
north from Leningrad about 347 miles to Medvezh'ya Gora
or 94 miles north of Petrozavodsk, the 1941 end of double-
track. The line from Leningrad to Tallinn has been
reconstructed as single-track, but in 1941 only about 22
miles within suburban Leningrad was double-tracked.
This route has several sections of electrified line, total-
ing about 300 miles. Most of this is the 276 miles be-
tween Loukhi through Kandalaksha to Murmansk. Ex-
cept on these electrified sections the motive power is re-
ported to use wood for fuel.
Two lines to the north of Ladozhskoye Ozero (Lake
Ladoga) run west from this line and cross the Finnish
border. Three other single-track lines run 30 to 40 miles
in the direction of, and about half-way to, the border.
South of the lake are two lines from Finnish territory
which connect with this line at Leningrad. Between
Leningrad and Tallinn there are several connecting lines
which traverse the annexed Baltic States. Narrow-gage
lines meet this section of the line at a couple of places.
There are 11 known bridges over 340 feet long, totaling
about 6,420 feet. The longest of these known bridges is
(No. 35) across the Volkhov river, east of Leningrad. An
important bridge (No. 36) spans the Svir' river, a major
link of the Stalin White Sea - Baltic Canal. The re-
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-40 JANIS 40
ported total length of 686 feet is not definite, but it is- a
steel double-track structure with a 60-foot center lift span.
An old bridge is about 100 yards to the west. The de-
struction of these bridges would interef ere with both
water and rail traffic in this important corridor.
Two other fairly long bridges are the single-track struc-
tures of unknown design across the Kern' river (No. 344),
about 785 feet long, and across the Niva river (No. 345) ,
about 876 feet long. Between Leningrad and Tallinn
there are bridge crossings (Nos. 153 and 216) of the Luga
and Narva. The steel structures were each about 480
feet long and single-track; both were destroyed in 1944.
10. LENINGRAD - VIL'NYUS - GRODNO.?This trunk
line is of great importance and is about 110 miles inland
from the Baltic coast. The route crosses two principal
generally east - west lines (Nos. 11 and 13) and with two
others (Nos. 2 and 12) running in a general northeast -
southwest direction, converges on Warsaw, Poland. Little
information is available on the line between Ostrov, at
the old Latvian border, and Grodno.
In 1941 this 535-mile line was double-tracked except
the 220-mile Pskov - Svenvionys section. A 1946 Soviet
timetable map indicated that the Leningrad - Pskov and
Dukshty (about 30 miles south of Daugavpils) - Grodno
sections are being reconstructed to double track. The
191-mile single-track Pskov - Dukshty section is a traffic
restriction, but it is somewhat relieved by the single-track
line from Pskov to Polotsk where there are two single-
track lines providing a connection with line 10 (PLAN 22).
There are at 7 or 8 known bridges 250 to 820 feet long.
The longest (No. 135) crosses the Zapadnaya Dvina or
Daugava (Latvian) at Daugavpils. This 820-foot high-
way and double-track railroad bridge was destroyed in
July 1944. Data as to its replacement are not available.
At Pskov were two bridges; a 328-foot double-track steel
structure (No. 212) across the Chereka river was de-
stroyed in 1944, but later information is lacking; the other
(No. 213) is a single-track 650-foot steel structure, with
semiparabolic trusses on stone piers. This latter bridge
across the Vlikaya was destroyed and rebuilt by the
Germans in 1944.
11. SMOLENSK - RIGA.?This 383-mile line through
western USSR links Leningrad and Moscow with Riga,
Latvia. Information on the section west of the Latvian
border is sketchy. In 1941 the Polotsk-Smolensk section
of about 149 miles was completed and the remainder of
the line was under construction. The entire line is
planned as double-track under the Fourth Five-Year Plan
but the status of reconstruction is unknown.
There are six known bridges longer than 250 feet on
this line. The longest crosses the Daugava river at Riga,
Latvia. This double-track structure (No. 137) is about
2,438 feet long, accounting for greater length of bridging
than the total of the other five bridges. The bridge was
destroyed in October 1944, but was reconstructed by the
Soviets the next month. One bascule span is about 39
feet long. At or near Vitebsk there are three bridges on
line 11, the longest (No. 197) is 785 feet long. The next
in length (No. 133) is 535 feet long.
12. BOLOGOYE - VOLKOVYSK.?This 550-mile line
from Bologoye on line 1 to the Polish border converges at
Siedlce, Poland with line 2. In 1941 it was a double-track
line except for the 164-mile Polotsk - Bogdanuv section.
A 1946 timetable map indicates that all but the 127-mile
Polotsk - Molodechno section was under construction as
double-track line as far as Siedlce, Poland.
Seven bridges longer than 250 feet and totaling about
2,625 feet are on this line. Three of the seven, including
the longest, are in the vicinity of Polotsk. The longest
(No. 103) crossing the Daugava is a single-track, steel
semiparabolic truss structure about 768 feet long. There
are four equal-length spans and a 417-foot center span.
A similar parallel bridge was destroyed in 1944. The
other two are northeast of the town and cross the Polota;
No. 199 is double-track and 282 feet long, No. 229 is single-
track and about 270 feet long.
The second longest bridge (No. 60) across the Neman is
about 745 feet long and the second track was being laid
in 1942. The bridge was destroyed in 1944. Two parallel
bridges across the Volga (56?54'N, 32?46'E) were de-
stroyed and replaced by one single-track bridge.
13. ZHLOBIN - MINSK - KALININGRAD.?This 468-mile
trunk line from Kaliningrad (Kanigsberg, East Prussia)
connects that important port with line 10 at Vil'nyus
(Wilno), line 12 at Molodechno, line 2 at Minsk, and line 14
at Zhlobin, its eastern end. On the western part of the
line there are eight or nine intersecting or branching lines
to the north - south. It provides a fairly direct route
between Moscow and Kaliningrad via Minsk over line 2.
Continuation to the southeast from Zhlobin is via line 14
and its numerous connections.
Detailed information is even scarcer in the area of for-
mer East Prussia than the scant information within old
Russian territory.
In 1941 the line was double-tracked except on the 186-
mile Minsk - Kaunas section, which was single-tracked.
The line from Minsk to Kaliningrad is scheduled for
double-tracking in the Fourth Five-Year Plan, and accord-
ing to the Soviet timetable is now completed.
Data are available on only three bridges and one tun-
nel on this route. The longest bridge (No. 54), a double-
track structure of about 1,070 feet across the Nemanus
(Neman) and the 4,216-foot double-track tunnel (No. 11)
are in the vicinity of Kaunas. This tunnel is the third
longest known tunnel in European USSR. The bridge
was destroyed by the Germans in July 1944 and rebuilt
by the Soviets in the same month. The tunnel was dam-
aged and blocked in 1944. The other long bridge (No.
111) is the 840-foot double-track structure over the Bere-
zina. This bridge, like most bridges in the German oc-
cupied areas, was destroyed in 1944.
14. NEVEL' - VITEBSK - ZHLOBIN - KURSK.?This 602-
mile trunk line is a part of 'a continuous route, commenc-
ing at Leningrad and maintaining a radius of about 300
miles from Moscow, which makes a semicircle through
the southern half of European USSR to Gor'kiy, the inter-
secting point of lines 7 and 21 on the east of Moscow. This
arcked route intersects or connects with 12 strategic
routes and many more secondary lines.
Line 14 is to be reconstructed as double-track for its
entire length as it was in 1941, according to the 1946 So-
viet timetable map. This line and line 3 make double
use of the 17 miles of tracks between Bakhmach and
Konotop.
There are 12 known bridges totaling about 7,456 feet
of bridging, and individual lengths range from about 256
to 1,073 feet. Most of them are double-track or parallel
single-track steel structures of various designs and were
destroyed either in 1943 or 1944. The two longest bridges
are: the 1,073-foot structure (No. 351) across the Desna,
and the 1,033-foot bridge (No. 198) across the Zapad-
naya Dvina at Vitebsk. North of Vitebsk on this route is
a 577-foot structure which? also crosses the Zapadnaya
Dvina. Other bridges with lengths ranging from 800 to
900 feet are (Nos. 100, 118, and 349), across the Dnepr,
and Sozh rivers. Number 100, across the Dnepr, con-
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
.91011,?,?,figi. Approved For Release 2003/05/14: CIPaW79-01144A000200010001-8
Page 1-41
sisted of two single-track, 830-foot steel structures on
common piers. Bridges across the Drut' (No. 101) and
a Dnepr tributary (No. 236) consist of parallel single-
track bridges.
15. BREST - STALINGRAD.?This 1,323-mile trunk line
is the longest in European USSR. From Brest it arcs
south and east with a radius of about 550 or 600 miles
from Moscow, approximately paralleling the arc formed
by lines 13 and 14. Line 2 junctions with this line at
Brest to connect into the line to Warszawa (Warsaw)
where line 10 meets. At Siedlce, between Brest and War-
szawa, line 12 extension junctions with this Polish line.
En route to the east, line 15 crosses the lines 3 to 6, and
at the eastern end intersects line 18 at Stalingrad. This
route links the Ukraine, Donbass, and the lower Volga
basin to serve as a carrier of agricultural products, coal,
metals, and oil.
Under the Fourth Five-Year Plan this entire line is to
be double-tracked. In 1941 the line was double-track from
Brest to Likhaya (about 1,086 miles) , except possibly for
a 24-mile stretch between Shepetovka to Mogilyany (im-
mediately east of bridge No. 142) which was single-tracked
in 1939.
A 53-mile section of the line between Kazatin I and
Fastov in 1947 was double-line with one 5'0"-gage track
and one 4'81/2"-gage track. This section is also a part of
line 3 which is double-line between Kiev and Zhmerinka
and thence west via line 16 through L'vov into Poland.
At Popel'nya (PLAN 24) between Fastov and Kazatin there
is a 2(A grade of unknown length and unknown minimum
radius of curvature. At Stalingrad there is a 11/2 70 grade.
About midway on the (1939) single-track Shepetovka -
Mogilyany section there was a minimum radius of curva-
ture of about 656 feet and a 0.9% grade.
The 15-mile Zvehevo - Likhaya section (PLAN 25) is
doubly used by lines 6 and 15.
There are 11 known and located bridges longer than
250 feet and totaling about 11,220 feet. The longest are
crossings of the Dnepr and Don rivers. Across the Dnepr
is a 4,115-foot highway-railroad bridge (No. 356) with
double-track railroad lines on the lower deck. Clearance
above 20-foot-deep channel is about 39 feet. This bridge
was nearly completely destroyed but was repaired in 1943.
The Don crossing (No. 21) is 2,336 feet long and single.
It is the German replacement of the 2,100-foot single-
track bridge (No. 122) which was destroyed by them in
1942. The other bridges range in length from 256 to 990
feet (No. 12 across Severnyy Donets) . Three of those
crossings consist of parallel single-track bridges: No. 242,
across the Goryn', 440 feet; No. 290, over the Ross', 732
and 771 feet; No. 352, crossing Volch'ya, 410 feet long.
Bridge crossings over the Ross' and Volch'ya were de-
stroyed in 1944 and 1943, respectively.
A car ferry crossing at Stalingrad connects this line with
the Akhtuba - Paromnaya line which junctions with line
19 to provide through-car traffic to Astrakhan'.
16. ODESSA - ZHMERINKA - L'vov.?This 459-mile
route roughly parallels the Dnestr river at distances which
vary from about 10 to 50 miles from Odessa to L'vov. It
is the trunk line nearest the Rumanian - Hungarian
Czechoslovakian border. There are 14 junction points on
this line and many of the connecting lines run into the
bordering countries. At the important port of Odessa
connection is made with the coastal line which connects
with all south coast ports from the Rumanian border to
Kerch'.
In 1941 the line was double-tracked except the 97-mile
single-track Derazhnya - Ternopol' section. The 60-mile
Original
line from L'vov to the Polish border makes an uninter-
rupted route from Germany to Kiev. This section (which
is not included in the total length of line 16), line 16 to
Zhmerinka, and line 3 into Kiev is a double-line with
one track of 5'0" and the other of 4'8/2" gage (1947).
There are only two known bridges, one about 270 feet
and the other about 375 feet long. Immediately west of
the border, however, there is a 610-foot bridge (No. 358)
across the San river.
17. BRYANSK - KHAR'KOV.?This 286-mile connecting
line is to be reconstructed to double-track line, but the
proposed completion date is unknown. It was, except for
a few short single-track sections, double-tracked in 1941.
Between Navlya and Bryansk the line is part of strategic
route 3 into Moscow. North of Bryansk there is a single-
track line which runs almost due north to connect with
line 1.
Nine known bridges totaling about 3,495 feet are on this
short line. The 879-foot double-track bridge (No. 260)
across the Seym, located just below the junction of lines
14 and 17, was destroyed in February 1943. The other
eight shorter bridges are fairly well distributed along the
line.
The maximum grade is 0.84% on the Gotnya - Lgov
section. Along this section is also located the minimum
radius of curvature of about 722 feet.
18. GRYAZI - STALINGRAD - ROSTOV.?This 733-mile
single-track line connects the important industrial city
and inland port of Stalingrad with Moscow via Gryazi,
and with Rostov and the Caucasus. Over this line is
borne the transit commodities of the Volga, oil, lumber,
and grain, and the products of the Stalingrad industries.
In 1.947 there had been no improvement to double-track
line.
Line 18 junctions with line 6 at Gryazi, and intersects
line 21 en route to Stalingrad where it junctions with line
15. A ferry at Stalingrad provides connection with the
Akhtuba - Paromnaya railroad on the east side of the
Volga river.
There are at least 10 bridges that are 250 feet or more
long totaling 7,964 feet. The two longest are each about
1,640 feet long. The one across the Don tributary (No.
23) is a single-track reinforced arch bridge. The other
(No. 224) is a highway and single-track railroad bridge
across the Cheprak (Karycheplsk) . At Rostov-na-Donu
there is a 1,115-foot bridge (No. 123) which carried double-
tracks but it was destroyed in 1942. Another bridge across
the Don river at Rostov (No. 338) was 971-foot double-
track structure which was destroyed in December 1942.
A replacement erected on a spur line also was subse-
quently destroyed. The 909-foot structure (No. 24) across
the Medveditsa is single-track, steel, through lattice truss
type. The other bridges, of which several are concrete,
range from 322 to 699 feet long.
19. MICHURINSK - SARATOV - ASTRAKHAN'.?This
eastern link of Moscow via line 6 with central USSR, the
lower Volga and the Caucasus is about 691 miles long
between Michurinsk and Astrakhan'. The principal com-
modities carried are grain, coal, pig iron, machines, and
oil. Besides the industries of Astrakhan' and Saratov, the
salt refineries at Verkhniy Baskunchak and El'ton origi-
nate an important traffic item of this line. The large
fishing industry of the Caspian Sea and Astrakhan' ship
considerable freight over this route.
In 1941 only the Michurinsk - Saratov section of about
280 miles was partly double-track, and the remainder was
single-track. According to the 1946 Soviet timetable map
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-42
Approved For Release 209M4o CIA-RDP79-01144A000200010001-8
the 280-mile section was 75% completed as a double-track
line; no other information is available.
There are five known bridges on this line totaling 14,590
feet 'of structures. The longest bridge (No. 181) is about
5,520 feet long across the Volga river below Saratov. It
is single-track and built in 1934-35. Three single-track
bridges (Nos. 27, 28, and 29) span the Akhtuba, Buzan,
and Bol'shaya Bolda in that order and are respectively
1,558, 1,400, and 2,884 feet long. It is known that the
1,400-foot bridge (No. 28) has a movable 60-foot span, but
specific data on the others are unknown. In addition to
those three structures in the Volga delta, there are 11
other bridges varying from 174 to 420 feet long and total-
ing about 3,890 feet.
During World War II there was a car ferry in operation
at Astrakhan' for crossing the Volga, but its present status
is unknown.
20. RYAZAN' - KUYBYSHEV - UFA.?This 862-mile
trunk line (about 646 miles in European USSR) will form
a part of the South Trans-Siberian Railroad line which
is proposed to junction with line 20 at Kuybyshev. It is
an important line linking Moscow via line 6 with the mid-
dle Volga river area and the south Urals.
In 1941 the 452-mile Ryazan' - Syzran' section was
single-track with the second track under construction, but
the 1946 Soviet timetable map indicates some change.
The timetable shows: Ryazan' - Ruzayevka, 260 miles,
single-track; Ruzayevka - Syzran', 191 miles, partially
double-track; Syzran' - Ufa, 411 miles, double-track.
On the European USSR part of the line there are five
known bridges longer than 561 feet and totaling about
7,620 feet. The considerably longest bridge is the double-
track structure (No. 180) spanning the Volga past Batraki,
the river port a few miles upstream from Syzran'. This
bridge is about 4,885 feet long and is double-track. It was
constructed in 1880 with 13 equal-length spans of steel
through-type parallel chord trusses on stone piers. The
first 2 trusses on the left bank were blown up in 1919 and
subsequently replaced with semiparabolic trusses.
The other four known bridges in the area range from
561 feet to 839 feet long. The 839-foot bridge (No. 16) is
a single-track steel structure across the Tsna river.
At Ufa, outside the European USSR area are two long
bridges; No. 326 across the Belaya is double-track and
2,149 feet long; No. 327, east of Ufa and spanning the
Ufa river, is an 853-foot single track structure.
The maximum grade on this line is 1 %, but it is noted
that the line rises about 820 feet above sea level at Kadosh-
kino (PLAN 25) about 54?00'N and 44?26'E.
21. KURSK - VORONEZH - GOR'KIY.?This 877-mile
line is the last of the selected strategic railroad routes.
It has been discussed briefly as the eastern part of the 240
degree arc from Leningrad through the south to Gor'kiy
with a radius of about 250 miles from Moscow (PLANS
22 to 25). The strategic lines 14 and 21 are shown on
FIGURE 1, but the mostly single-track line north from
Nevel' to Leningrad appears only on PLAN 22. Line 21 of
the arc connects the important industrial and mining
areas of Kursk and Voronezh with railroads to Stalingrad
and the lower Volga, as well as with all three lines from
Moscow to the Urals.
In 1941 the 410-mile Voronezh - Penza section was
double-track line, and the remainder was single-track.
According to the 1946 timetable only the sections
Voronezh - Liski (Svoboda) - Povorino, about 195 miles,
were reconstructed to the 1941 double-track statlis.
(About 55 miles, Voronezh - Liski, is jointly used by lines
6 and 21.) Apparently there is no other change on the
line.
Only two bridges of any great length are noted on the
line. One (No. 120) across the Don is about 865 feet long.
The original 3-span structure was destroyed in 1943 and
the Soviets replaced it with a steel single-track structure
composed of 4 equal-length through-trusses totaling about
578 feet and 5 equal-length deck-plate girders totaling
about 287 feet. The other bridge (No. 184) is also near
Voronezh, single-track, and about 440 feet long.
(d) Operation and traffic.?The distribution of oper-
ating supplies, maintenance and construction materials
consumes a considerable portion of the traffic capacity of
the USSR railroads. In order to meet the planned expan-
sion and improvement goals this self-consumed capacity
will continue for some time.
1. SUPPLY
a. Fuel.?The principal fuels are coal, oil, and
wood in European USSR. Some lignite and peat is uti-
lized, but main line operation relies upon the principal
fuels.
Suitable railroad coal is available in only a few places
among the numerous coal deposits and about 60% of the
railroad coal is mined in the Donbass. Distribution of this
fuel requires long hauls, and the railroad authorities have
been endeavoring to secure supplies of coal which are more
equalized with the location of operation requirements. In
1937 about 48 million short tons, or 37% of all coal hauled,
was consumed by the railroad system and involved hauls
varying (1939) from 746 to 1,846 miles.
Petroleum, the second .most important fuel, is used in
both steam and diesel locomotives. In 1937 about 2,095,-
000 short tons of oil were used principally in the diesel
equipment with only a small amount in oil-fired steam
locomotives. About 12(7( of the total national consump-
tion was railroad fuel, and required hauls as long as 1,243
miles with more than half of the oil carried 497 miles.
Wood is used as fuel on at least two lines, Murmansk -
Leningrad and Moscow - Arkhangel'sk on the nonelectri-
fied sections. The connecting line, Belomorsk - Obozer-
skaya, probably used wood as the primary fuel. Other
lines in the forested regions of European USSR probably
utilize wood but data are not available on them or the
amount consumed by the two main and connecting lines.
b. Water.?An adequate, supply of water is usu-
ally available in the most important and densely built-up
areas, but in some regions, such as the northern Cau-
casus, both the quality and quantity are poor. In the
northern part of European USSR the low temperatures
have an adverse effect on the water supply. Treatment
of water is controlled to preclude deleterious action on
the boilers and cooling systems. Because of German de-
struction there are some remaining difficulties with the
water supply systems and stations in the war-ravaged
areas, even in the more densely populated areas.
c. Maintenance and construction.?The three
major items of timber, steel, and ballast constitute a high
percentage of all freight hauled. In European USSR the
war-devastated areas are particularly burdened with re-
construction freight requirements. To handle the bill-of-
material for 13,000 bridges, totaling about 186 miles, alone
will require considerable traffic space. The ballasting of
9,300 miles of single track by 1950 with six inches of
crushed stone will require about 30 million short tons of
material. In 1946 about 6.2 million ties were brought
into the USSR from Germany. Those ties amounted to
about 400,000 short tons and a little more than one-fifth
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
mmenifillimilimmo Approved For Release 2003/05/14: CIABIM79-01144A000200010001-8
Page 1-43
of the total tie requirements for the year. The laying of
31,070 miles of new rail during the Fourth Five-Year Plan
implies the movement of new rail and accessories amount-
ing to 5.5 million short tons. Premised on those figures,
an average of about 8 million tons of track and ballast
material will have to be transported each year of the cur-
rent Plan. In addition to that calculable tonnage, mate-
rial for rehabilitation and construction of bridges and
other structures, terminals and stations, shops, locomo-
tives, and rolling stock will amount to a tremendous vol-
ume of self-consumed railroad freight. The location of
accessible resources and manufacturing plants mostly in
European USSR results in the fact that most of this ton-
nage originates in and must be transported in and
through the area.
2. EFFECT OF WEATHER.?The climate of European
USSR is characterized by severe, long winters and mod-
erate, short summers. The area is approximately between
the same latitudes as the North American continent from
the Great Lakes to the Arctic coast of Canada. The cli-
mate, however, is not so severe as that of an equivalent
latitude of the North American area.
During the winter months the entire area has below
freezing temperature. In the northern part the mean is
below freezing for about six months of the year, but the
severest winters are experienced in the northwest interior,
away from water areas. As a result of these low temper-
atures winter operation of steam motive power is especially
inefficient on the northern lines. A considerable part of
the Leningrad ? Murmansk line is electrified and that
eliminates part of the line efficiency loss. Freezing of
switches and water supply slow operations, but the drifting
of snow is the worst effect of winter. Restricting the
nearness of structures to the lines, placing of wind breaks,
and elevating the lines above the surrounding tundra have
reduced the blocking of lines by drifting snow.
The solidly frozen sand-ballast roadbed is injurious to
the equipment and rails, and spring thawing, especially
on the Murmansk line, so unstabilizes the roadbed that
slow operation is required. Maintenance of drainage
ditches is a serious problem along some sections because
the soil becomes a semifluid mass incapable of holding
and regular shape. Although sometimes ten feet deep,
the ditches are frequently inadequate to carry the peak
spring flow.
The effect of rigorous cold on lubricants has been offset
by a small volume but extremely important petroleum
product. Waste axle and cylinder oil are mixed with
"Solaroil," a light yellow liquid obtained as an end product
from crude oil. "Solaroil" has a viscosity of 1.2 to 1.9 de-
grees on the Engler scale and a freezing point of minus 50
to 60 degrees.
3. TRAFFIC.?The railroads are the overburdened
arteries of traffic in European USSR for long distance
movement. Although considerable bulk commodities are
carried by coastwise and inland water shipping, delivery
to final destination is generally by railroad. A large fac-
tor which causes this burden is an unbalanced distribu-
tion of freight load, the dearth of motor vehicles, and in-
adequate highways for other than local distribution in
the larger centers.
a. Freight.?A characteristic feature of the rail-
road freight traffic is that north ? south traffic is much
heavier than the east ? west traffic, but the domination of
satellite countries on the west will affect this pattern.
Coal, iron, and steel are moved north from the Donets and
Dnepr areas to the' heavy industries of central European
USSR, Moscow and Leningrad. On the other hand tim-
Original
ber from the north is carried to the southern Ukrainian
steppes. The Ukrainian SSR is the area of the highest
traffic density, with the Donbass network handling about
25(/? of the total USSR railroad freight in 1937. In the
whole USSR in 1937 about 570 million short tons of freight
was originated and about three-fourths of this was orig-
inated in and destined for areas of European USSR. Of
this European USSR freight, the Southern area which in-
cludes the rich Donbass originated about 42(A while only
about 30?was destined for the area. The North and
Upper Volga originated around 15%, about 1% more than
received. The Southwestern area originated about 14%
and received about 16%. The Northwestern origins
amounted to about 107 while receiving about 16%, and
the Central area originated a little less than 127 but
received 18 percent. The Lower Volga had only a frac-
tional difference between origin and destination freight,
both amounting to between 6 and 7 percent.
In 1940 the total freight traffic of the USSR amounted
to about 285 billion short ton-miles; the planned traffic for
1941 was about 10 billion increase, and that for 1950 is
about 364 billion short ton-miles. Coupled with this
planned increase of traffic is an attempt to increase the
amount of freight but to reduce the undesirable growth
of the length of haul. Despite concerted efforts com-
mencing with the First Five-Year Plan, the average length
of haul has steadily increased. Between 1928 and 1940
the amount of originated freight increased 3.8 times, but
the ton-miles increased by 4.4 times and the length of haul
was increased by about 17 percent. Part of the USSR
difficulty is in the growing pains of the industrial develop-
ment with industries at places far from the consuming
centers, and newly discovered raw materials in the out-
lying areas of the country. In the program for 1946-1950
emphasis is placed on the development of local industry
and the opening of local mines and quarries, which will
contribute to reduction of the length of the average haul
so that an average of not more than 429 to 430 miles may
be attained.
Despite the planned betterment of the equipment in-
ventory, the announced goal of 846 million short tons of
originated freight in 1950 (about 97% more than 1945)
can be met only by a tremendous increase of daily car
loadings and some increase of the average load per car,
as well as shortening of the haul. The 1945 daily car
loadings was about 61,400 with an average load of 17.6
short tons, and the Plan calls for 115,000 loadings with
an average load of 20.2 short tons for 1950. There is no
explanation of why car loadings in 1945 was about 40(A
below the prewar daily average when industrial output
was reported only about 10?A less. In any case carload-
ings for 1946 were 11% greater than 1945, but the planned
quota for the first quarter of 1947 was underfilled. Oper-
ations for the second quarter reflected recovery as did all
reported aspects of railroading, but the performance had
not compensated for the setback of the first quarter.
Almost three-quarters of Soviet freight consists of six
bulk items which in 1938 were divided for the whole USSR
as follow: coal and coke 26%, wood 14%, oil 10%, grain
8 A , iron 7%, and mineral building materials 4 percent.
b. Passenger.?The passenger traffic has been
forcibly reduced in order to allow for greater increase of
freight traffic, but even with maximum utilization of pas-
senger equipment, the capacity is inadequate for the needs
of the country. The government has promised to im-
prove passenger traffic facilities during the Fourth Five-
Year Plan to an announced goal of 2 billion passengers
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-44
Approved For Release 200M144.6 CIA-RDP79-01144A000200010001-8
and with an increased number of long-distance trains.
Restrictions on passenger service show clearly in the de-
crease in the number of passengers: 303 millions in 1932
decreased to only 274 millions in 1937. The average pas-
senger trip was decreased from 85 miles in 1913 to 50 miles
in 1939. Despite the restrictions on passenger traffic the
Soviet railroads haul more passengers than the railroads
in the United States. A tremendous number of passengers
are hauled on Soviet railroads because there is inadequate
motor transportation. A comparison of the USSR and
the United States for 1937 is:
Number of passengers carried (millions):
USSR
U.S.
Suburban
869.3
245.8
Long distance
273.4
251.5
Total
1,142.7
497.3
Average haul (miles)
49.7
49.6
Total passenger miles (billions)
47.5
24.7
Average number of trips per
person per year:
Suburban
5.3
1.9
Long distance
1.7
1.9
Total
7.0
3.8
TABLE I - 6
SELECTED STRATEGIC RAILROADS, EUROPEAN USSR
(Reference. FIGURE I-11)
1
2
3
4
5
Moscow -
Moscow - Minsk -
Moscow - Kiev -
Moscow - Khar'kov -
Moscow - Yelets -
Leningrad
Brest
Zhmerinka
Sevastopol'
Taganrog - Rostov
Length of route . . miles.. 404
Percent of grade (and lo- 0.5 to 0.6 (Tosno-
cation). Chudovo).
Minimum radius of curva- No data
ture (and location) feet..
668
No data
. do
700
2.0 (Popyel'nya)
722 (Kazatin - Kalin-
ovka).
933
1.25 (Sevastopol' - Sim-
feropol').
0.8 (Simferopol' - Kursk)
984 (Sevastopol' - Sim-
feropol').
817.
1.0 (Debal'tsevo-
Valuyki).
1,394 (Debal'tsevo -
Valuyki).
794 (Brovki, 75 mi.W of
2,100 (Simferopol' -
Fastov)
Kursk).
738 (Chernorudka, 85 mi.
W of Fastov).
Maximum spacing of ties
(and location) on line
track inches..
on bridges inches.
22.4 (Tosno - Chud-
ovo).
No data
. do
17.7 (Smolensk
Borisov).
25.6 (Orsha - Lepel
branch).
15.7 (Navlya -Konotop)
16.7 (Kiev - Nezhin) . . .
19.7 (Nezhin Priluki
branch).
23.6 (Kiev - Koresten'
branch).
No data ,
17.7 (Belgorod - Khar'-
kov).
No data.
Do.
Rail weight (ana location)
lb/yd..
88 (Tosno - Chud-
ovo).
No data
No data
No data
Do.
Maximum permissible axle
load on bridges (and lo-
cation) . short tons..
22.0 to 25.3
. do
22
22 (Moscow - Aprelevka)
17.6 (Sevastopol')
17.6 (Debal'tsevo
Valuyki).
Electrified sections. miles. .
40.4 (Moscow - Pod-
solnechaya).
8.7 (Moscow- Setun,
operating).
26.1 (Moscow - Apre-
levka).
39.8 (Sinel'nikovo - Za-
porozh'ye).
23 (Moscow - Domo-
dedevo).
18.6 (Setun - Goias-
yno, projected).
26.7 (Moscow - Podol'sk)
8.1 (Podol'sk - L'vov-
Stations:
Number 88
Distance between sta- 4.6 average
tions
Number of:
Junctions 12
Fuel stations 3
Water stations 8
Locomotive depots 7
Locomotive sheds 4
Car repair shops 7
Terminal yards 7
Speed of trains. . miles/hr. .. No data
Remarks Fastest trains in
USSR, up to 43.5
miles an hour.
This line has auto-
matic block sig-
nals.
132
5.1 average
8
5
15
No data
10
8
3
29.8
Main route to Poland
and Germany.
Southwest section
crosses Pripet
Marshes.
166
4.2 average; 15.5 maxi-
mum.
13
13
32
7
8
19
12
15
One track of 4'8" gage
and one of 5'0" gage
form double line from
Kiev to Zlimerinka to
junction with double
line 16 through L'voy
into Poland.
skayo, projected).
189
5.0 average; 15.5 maxi-
mum.
15
3
37
8
8
2
17
24.9
5 tunnels and 2 bridges
immediately outside
Sevastopol', the princi-
pal naval base of the
Black Sea Fleet. From
Zoporozh'ye through
Dolgintsevo an elec-
trified 162-mile line
connects with Line 15
at Pyatikhatki.
Approved For Release 2003/05/14 : CIA-RDP79-01144A000200010001-8
134.
6.1 average.
14.
4.
21.
No data.
2.
No data.
9.
No data.
Provides direct route
through Donbass to
Caucasus through
Rostov.
Original
Approved For Release 2003/05/14: CIA-RD IEP79-01144A000200010001-8
BRF
Page 1-45
Length of route....miles..
Percent of grade (and lo-
cation).
Minimum radius of curva-
ture (and location) feet. .
Maximum spacing of ties
(and location) on line
track inches..
on bridges inches.
Rail weight (and location)
lb/yd..
Maximum permissible axle
load on bridges (and lo-
cation) short tons..
Electrified sections miles..
Stations:
Number
Distance between sta-
tions miles..
6
Moscow - Ryazan' -
Rostov
762
1 .0 (Voronezh -
Michurinsk and
Kamenolomny -
Novocherkassk).
1,739 (Voronezh
Michurinsk).
No data
.do
.do
22 (Moscow - Ry-
azhsk).
17.6 (Ryazlisk - Ros-
tov).
27.3 (Moscow - Ro-
menskoye).
115
6.1 average; 9.9
maximum(Michur-
insk - Voronezh);
TABLE I - 6 (Continued)
7
Moscow - Gor'kiy -
Molotov
844
0.6 (Moscow-Gor'kiy).
0.72 on tangents (Gor'-
kiy- Koternich).
0.6 on curves with
2,100-foot radius or less
(Gor'kiy - Koternich).
1,739 (Gor'kiy - Koter-
nich).
3,281 (Moscow- Gor'kiy).
No data
. do
.do
17.6 (Moscow-Gor'kiy)
22 (Gor'kiy - Kotel'-
nich)
14.9 (Moscow - Zhelez-
nodorozhnyy).
146
5.8 average; 14.9 maxi-
mum (Moscow - Ko-
tanich).
8
Moscow - Vologda -
Arkhangel'sk
703
0.8 (Vologda-Ark-
hangel'sk).
999 (Vologda-Ark-
hangersk).
(2,100 to 2,250 ties
per mile).
do
60.5 to 64.5
22
70.2 ( Mos cow-Alek-
sandrov).
32.3 (Arkhangel'sk-
Molotovsk).
118
6.0 average; 12.4
maximum.
9
Murmansk - Leningrad -
Tallinn
1,124
0.6 (Volkhovstroy-Pet-
trozavodsk).
1.4 (Petrozavodsk -
Murmansk).
1,394 (Volkhovstroy
Petrozavodsk).
1,050 (Petrozavodsk
Murmansk).
2,100 (Leningrad - Volk-
hoystroy).
(2,100 to 2,250 ties per
mile).
. do
60.5 to 64.5
22
276 Murmansk - Kan-
dalaksha - Loukhi.
14 (Apatity - Kirovsk,
branch).
7 (Tallinn-Piiiiskilla).
159
7.1 average; 12.4 maxi-
mum/1.
10
Leningrad- Vil' nyus-
Grodno
535.
0.6 (Leningrad -
Pskov.
971 (Leningrad -
Pskov).
27.6 (Leningrad -
Gatchina).
No data.
62.3 to 87.8 (Lenin-
grad - Gatchina).
19.8 (Leningrad -
Gatchina).
28.6 (Leningrad
Gatchina).
81.
6.7 average.
Number of:
Junctions
Fuel stations
14.3 maximum.
13
10
No data
7
No data
17
No data
18.
No data.
Water stations
21
39
11
42
11.
Locomotive depots
11
8
6
11
4.
Locomotive sheds
16
8
4
10
No data.
Car repair shops
9
1
1
3
2.
Terminal yards
19 (many smaller
ones).
12
4
11
No data.
Speed of trains. . miles/hr. .
No data
No data
No data
No data
Do.
Remarks
Direct route to Cau-
About 780 miles in Euro-
Wood fuel except on
Grades probably reduced
Sand ballast Lenin-
casus through Ros-
pean USSR. North-
electrified sections.
on Petrozavodsk -
grad - Gatchina.
tov.
ern route of the trans-
Siberian railroad.
Line to the Pe-
chora resources
branches at Ko-
nosha.
Murmansk section.
Wood fuel except on
electrified section.
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-46
Approved For Release 200J3ing44bCIA-RDP79-01144A000200010001-8
TABLE I - 6 (Continued)
11
Smolensk - Polotsk -
Riga
12
Bologoye - Polotsk -
Volkovysk
13
Zhlobin - Minsk -
Kalingrad
14
Nevel' - Vitebsk -
Zhlobin - Kursk
Brest - Stalingrad
Length of miles.... miles. . 383 550 468 602 1,323.
Percent of grade (and lo- No data No data No data 0.7 (at Nezhin) 2.0 (at Popel'nya).
cation). 0.8 (Konotop-L'gov-1.5 (at Stalingrad).
skiy). 1.0 (Mironovka-Fastov)Kri-
vomuzginskaya - Stalingrad.
0.9 (Brest - Kovel', Shepe-
Minimum radius of curva- do
ture(and location) . feet.
Maximum spacing, of ties No data
(and location) on line
track inches..
on bridges inches. . do
Rail weight (and location)
lb/yd..
Maximum permissible axle
load on bridges (and lo-
cation) short tons..
Electrified sections. miles. .
.do
13.8 (Bologoye - Toro-
pets).
23.6 (Polotsk- Molodech-
no).
7.9 (Polotsk-Molodech-
no).
.do No data
do......do
.do 13.8 (Vitebsk -
Orsha).
tovka - Kazatin).
0.8 (Berdichev - Brovki,
Tsvetkovo - Mironovka, Li-
khaya - Krivomuzginskaya).
656 (near Shepetovka be-
tween Baran'ye - Krivin).
699 (Mironovka - Tsvet-
kovo).
738 (Shepetovka - Kazatin).
820 (near Popel'nya).
965 (Kazatin - Brovki).
1,050 (Krivomuzginskaya -
Stalingrad).
1,148 (Fastov - Mironovka).
1,739 (Likhaya - Krivomuz-
ginskaya).
2,100 (Kovel' - Brest).
No data.
Do.
15.7 (Velikiye Luki -
Kun'ya branch).
17.7 (Bologoye - Staraya
Russa branch).
. do
No data
. do
No data
Do.
No data
. do
. do
.do
22 '(Likhaya - Stalingrad).
None
None
None
None
77.7 (Pyatikhatki - Nishne -
Dnepropetrovsk). A line,
Pyatikhatki - Dolgintsevo -
Zaporozh' ye, about 160 miles,
connects with line 4.
Stations:
Number
55
66
82
91
165.
Distance between sta-
tions miles. .
7.1 average
8.5 average
5.8 average.
6.7 average
8.1 average; 10.0 maximum
(Likhaya - Stalingrad).
Number of:
Junctions
8
11
14
13
31.
Fuel stations
2
2
3
6
14.
Water stations
13
5
12
36 (Novel'
nearly
tions).
- Gomel',
all sta-
55.
Locomotive depots
3
2
10
10.
Locomotive sheds
3
1
6
6
17.
Car repair shops
8
1
3
8
15.
Terminal yards
2
No data
4
6
13.
Speed of trains.. miles/hr..
37.3 express,
24.9
No data
No data
No data
No data.
Remarks
local (Smolensk -
Vitebsk) 31.7 ex-
press (Vitebsk -
Polotsk).
R.R. Ferry at Stalingrad to
cross the Volga river.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
BRIEF
Page 1-47
Length of route.... miles. .
Percent of grade (and lo-
cation).
Minimum radius of curva-
ture (and location) feet..
Maximum spacing of ties
(and location) on line
track inches. .
on bridges inches.
Rail weight (and location)
lb/yd..
Maximum permissible axle
load on bridges (and lo-
cation) short tons..
16
Odessa -
ZInnerinka -
vov
'FABLE
17
Bry-ansk -
Kliar'key
I - 6 (Contin
18
Gryazi -
Stalingrad -
Host ov
led)
19
Michurinsk -
Saratov -
Astrakhan'
20
Ryazan' -
Kuybyshev -
Ufa
21
Kursk - Voronezh -
Gor'kiy
459
1.0 (near Odessa)
0.97 (Podorskiy
Post. - Derazh-
nya).
0.81 (Grecliany -
Volochisk).
2,357 (near
Odessa).
1,702 (Denizli-
nya - Prosku-
rov).
1,312 (Grechany -
Volochisk).
No data No data
286
0.84 (Got nya
722 ((iotnya -
Lgov).
9.5 (Khristinov- . do
ko - Tsvetkovo
branch).
67.5 (Odessa-- . do
RazdeVnay-a).
19.8 . do
Electrified sections. miles. . None None
Stations:
Number
Distance between sta-
tion miles..
73 67
6.0 average .. 4.3
Number of:
Junctions 14 13
Fuel stations 6 7
Water stations 22 11
Locomotive depots 7 4
Locomotive sheds 5 5
Car repair shops 6 2
Terminal yards 1 5
Speed of trains.. miles/hr. . 25 average and 12.5 to 15.5 av-
34 maximum at erage.
Odessa with 040
ton loaded train.
Remark -
733
0.8 (Gryazi-
Stalingrad) ?
1,739 (Gryazi -
Stalingrad).
No data
. do
. do .
17.6
None
01
8.1 average;
13.7 maxi-
mum.
6
No data
16
6
1
No data
lilt, ferry at
Stalingrad to
cross I he Volga
river.
(2) Roads
(a) General
1. DEVELOPMENT.-The Soviet Union inherited from
the Tsarist regime only a few disconnected stretches of
relatively good highways. The belief that poor roads were
Original
601
1.0 (Tambov -
Saratov at place
just W of Sara-
tov).
0.8 (Michit-
rinsk - Tambov
and Saratov -
Astrakhan').
1,730 (all sections
so far as known).
No data
. do
. do .
17.6 (Michu-
rinsk-Saratov).
22.0 (Urbakh -
Astrakhan').
None
103
6.7 average;
22.4 maximum
on Saratov - As-
trakhan'.
14
1
16
5
7
2
9
No data
862
1.0 (Ryazan' - Mt-
zayevka and
Chishmy - Ufa).
0.8 (Ruzayevka -
Chisinny).
1,394 (Ryazan' -
Ruzayevka).
1,730 (Ruzayevka -
Chishmy).
No data
. do
do
17.6 (Ryazan' - Ru-
zayevka, Chish-
my - Ufa).
22.0 (Ruzayevka
6.8 (Kuybyshev -
Bezymyanka).
1-18
5.9 average; 16.8
maximum.
0
No data
17
0
0
1
8
No data
RR.. ferry across About 646 miles of
Volga during the line are in
World War II. European USSR.
877.
1.0 (Goekiy- KtuP-
ma).
0.8 (KuiPina- Kras-
nyy Uzel and Ruza-
yevka -
0.7 (Krasnyy Uzel -
ltuzayevka).
860 (Goekiy - Kucr-
ma).
1,394 (Krasnyy Uzel-
Ruzayevka).
1,739 (Kud'ina- Kras-
nyy Uzel and Ruza-
yevka - Liski).
No data.
Do.
Do.
17.6 (Liski - Kras-
nyy Uzel).
22.0 (Krasnyy Uzel-
(ior'kiy).
None.
122.
7.2 average; 11.2
maximum.
14.
2.
27.
9.
7.
5.
12.
No data.
a barrier to military aggression deterred road building,
and the few existing roads were constructed for either po-
litical or limited military purposes. During the Revolu-
tion and the early years of the reconstruction period the
few existing roads were allowed to deteriorate. When the
USSR began to industrialize in the mid-twenties, the roads,
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-48 JAN IS 40
scarcely a network, were uncoordinated and badly in need
of repair.
Although the New Economic Policy recognized the need
for better roads, highways were relegated to third impor-
tance in the forms of transportation which, as a whole,
was placed secondary to the development of heavy indus-
try. Another retarding element undoubtedly was the
slow development of the automotive industry. Most road
building of modern type was accomplished after 1917, but
by March 1941 the road system was inadequate and for
the entire USSR totaled about 1,042,000 miles. (Data
are not available for European USSR separate from the
remainder of the country.) Of this total only 60,000
miles, or about 6%, consisted of hard-surfaced roads;
112,000 miles, about 11%, of improved dirt roads; the re-
mainder or 870,000 miles, about 83%, were unimproved
dirt roads. The mileage of all roads in the USSR was
about 30% of that in the United States, though spread
over an area three times as large. The Soviet Union has
about 1 mile of surfaced road per 1,000 square miles of
area in contrast to about 400 miles in the United States.
Shortages of trained personnel, equipment, and material
have contributed to the inadequate development of roads
in the USSR. There are some indications that the impor-
tance of good roads was recognized during World War II,
and the postwar period may show more progress in road
development. The critical need of ballast material for
the railroads, which has preference over stone for high-
way construction, is only one of the many obstructions
that will slow highway development. These many defi-
ciencies will delay development of a road network to equal
that in the United States in the thirties.
2. ADMINISTRATION.?The responsibility for the ad-
ministration and maintenance of all important highways
has been with the Ministry of Internal Affairs (MVD)
since April 1946. Subordinate to the central administra-
tion are oblast and rayon main transport agencies. The
basic production units responsible for the maintenance of
roads are the exploitation sections, rayon sections, and
local road administrations. The major source of man-
power is forced labor controlled by MVD, but the local
rural population is also required to contribute labor, tools,
and draft animals for six days each year without compen-
sation.
3. PATTERN OF ROAD NETWORK.?In 1947 the princi-
pal road net of European USSR consisted of a few spokes
radiating from Moscow to Leningrad, the Baltic States,
and the European border, and one or two others to the
south and east for varying distances. At railheads, navi-
gation heads of inland waterways, and ports there were
some short feeder roads but mostly uncoordinated with
the roads from Moscow (FIGURE I-11 and PLANS 22 to 25).
The Moscow - Leningrad road is the only through all-
weather route from the capital to the borders or to any of
the sea ports. Many areas are without any improved
roads. In other areas, the existing routes are motorable
only in dry weather or when unrutted and frozen. Al-
though of very low type, the existing roads are extremely
important both economically and militarily.
a. Moscow area (PLANS 22-25).?Moscow is the
hub of 11 all-weather and 3 mostly-all-weather radial
roads of various lengths. These roads provide the nucleus
for a good highway network focused on Moscow. The 11
all-weather roads have either concrete or bituminous sur-
faces. The highways, arbitrarily assigned numbers for
mechanics of discussion, are shown on the maps of the
Strategic Transportation System (FIGURE I-11), and on
the General Transportation Systems (PLANS 22 to 25).
The four longest routes are:
ROUTE
1, Moscow - Minsk
2, Moscow - Leningrad
3, Moscow - Shcherbakov
4, Moscow - Gor'kiy
LENGTH IN
430
450
201
260
MILES
Belt highways were planned to encircle Moscow, but
little information is available on the construction prog-
ress. The one belt route partially encircles Moscow
starting at Ruza and running clockwise for about 145
miles to Zagorsk with a radius of about 45 miles. A road
from Zagorsk, also mostly all-weather, to Aleksandrov
connects with a road that leads to the south to a junction,
about 50 miles from Moscow on the road to Ryazan'.
There is no information of a road through the southern
arc to connect with Ruza.
b. Northwest sector (PLAN 22) .?This sector em-
braces the near-barren annexed Finnish territories and
the climatically severe northwestern Karelia and Kola of
-European USSR, the Leningrad area, the Baltic States
and former East Prussia. Between the Barents Sea and
Leningrad there are only a few short stretches of roads to
the west from the Murmansk - Leningrad railroad.
Most of these roads in Karelia and Kola were constructed
during the Finnish-Russian War of 1939-40, and are
classed as improved, dirt, ice, and winter roads. The im-
proved roads are graded and some are stabilized with field
or broken stone, but none have all-weather surfacing for
wheeled vehicles. Tracked and runner vehicles are prac-
tical and much used in the area for winter transportation.
The frozen snow crust frequently provides a trafficable
surface on roads and swamps, and ice roads may be used
by wheeled vehicles.
Prior to World War II the Baltic States individually
launched extensive bridge building programs and their
all-weather roads have almost exclusively concrete and
masonry bridges. The importance of these three repub-
lics to the USSR will probably result in considerable de-
velopment of highways.
Estonia has a network of all-weather roads focused on
Tallinn from Tartu, Viljandi, Valga, Parnu, and Haapsalu.
These roads continue on to connect with the surrounding
area networks. The all-weather Tallinn - Leningrad road
is either concrete or bituminous surface as far as Narva.
Estonia has large supplies of limestone close to ground
surface for road building.
Latvia has a road pattern of a triangle, Riga - Daugav-
pils - Pskov, formed by three all-weather roads which
roughly follow railroad lines. Other roads, but of lower
type, cross or branch from these roads to form a fair net-
work so that no place is more distant than about 20 miles
from a fair (although some are seasonal) road.
Lithuania had about 1,240 miles of all-weather roads
prior to World War II, but reliable information is not
available on individual routes. Several of these routes
connected with the roads in the Kaliningrad (formerly
Konigsberg, East Prussia) area and thence into Poland,
and to the White Russian network.
Leningrad, although the capital of Russia for 203 years,
relied almost entirely upon barges and the canal system
in summer and sleds and the frozen waterways and roads
during 140 to 160 days of winter for communication with
the interior. Some road building was done under the tsar-
ist regime to connect Leningrad with important towns in
central and western Russia, but none compared with the
better roads of other European countries. Since 1917
Approved For Release 2003105114: CIA-RDP79-01144A000200010001-8
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
BRIEF
Page 1-49
better roads have been constructed and possibly the best
system is in the relatively short Baltic coastal strip toward
Tallinn, Estonia. The best road is the Moscow - Lenin-
grad route, but other all-weather roads lead to Ladoga
(possibly Lodenoye Pole), Luga with forks to Staraya -
Russa and Pskov, and Tallinn. From Lodenoye Pole an
all-weather road to the east connects with Vytegra. The
southern and western roads connect into the sparse nets
of the contiguous areas.
Several lower type roads lead to the northwestward from
Leningrad for a few miles into the former Finnish terri-
tory.
c. The Northeast sector (PLAN 23) .?In this sec-
tor are the Moscow - Shcherbakov and Moscow - Gor'kiy
roads with only a scattered few surfaced roads connecting
them and other points close in to Moscow. North of
Vologda there are only dirt roads. Utility of these chiefly
ungraded and local roads depends upon the season and
type of soil. Roads of this area are seldom dry enough
for traffic before July, and the rains commence in Septem-
ber. The winter period makes them more trafficable. By
October the roads are sufficiently frozen for traffic which
may continue until the spring thaw. Impediments to
efficient winter use consist primarily of the huge snow
drifts, frozen ruts, and the extreme shortness of daylight.
d. Southwest sector (PLAN 24) .?The Ukraine
including the rich Donbass, Crimea, and White Russian
SSR, are considered in this portion of the network. The
Donbass could be considered in the southeast quadrant as
well.
The all-weather route Moscow - Minsk and thence
mostly all-weather into Brest is the base route of White
Russian SSR roads. It is patterned after the German
"Autobahnen" but is not the equivalent. The thin sys-
tem of feeder roads in the area are focused on Minsk,
Brest, and Vitebsk. The Pripet Marshes are a formidable
barrier to road transportation on the low-type roads dur-
ing thaws and rainy seasons. Winter freeze, of course,
improves the trafficability of these roads. There are large
gaps between the White Russian roadnet and the former
Polish territory.
The Ukrainian network is densest in its western part
and the general pattern consists of radial roads emanat-
ing from the more important centers, of which Kiev and
L'vov are most important road junction points. In this
area there are active military highway construction proj-
ects starting along the general line Korosten' - Zhitomir -
Berdichev - Kamenets - Podol'skiy, and leading to the
1939 Polish border. East of 31? E longitude, improved
roads are rare except around Khar'kov and in the Donets
mining region. Even the through routes have little value,
except local, because of lack of surfacing and unstabilized
bases.
Routes 6 and 6A, Moscow - Sevastopol' and Rostov-na-
Donu, consists of some paved sections but from Khar'kov
to a midpoint of the Crimea peninsula and Khar'kov to
Rostov, the road is in part dirt and subject to seasonal
trafficability.
e. Southeast sector (PLAN 25) .?In this Volga
valley region from Gor'kiy to the river mouth there is no
network of any extent. Short sections of all-weather
roads are feeder roads to the railroads or connections be-
tween stations and river ports. One road along the west
bank of the Volga extends from Astrakhan' to Kazan'
(Route 8), but Stalingrad - Kamyshin is improved dirt or
low-type gravel, and Vol'sk - Kazan' is only earth with
seasonal trafficability. The other sections are all-weather.
Original
When completed, along with the south extension from
Astrakhan', the route will be an important link with the
Caucasus. The Volga has only three railroad bridges, and
no highway bridges, along the 800 miles of its course from
Kazan' to Stalingrad.
4. VULNERABILITY.?Except for the generalized vul-
nerability of important road junctions and industrial cen-
ters, particularly in the densely built-up areas and in the
border regions where bridges and overpasses are concen-
trated, the network is such as to preclude selection of par-
ticularly vulnerable points or features. The structures,
like the roads, are of different types and are rarely ade-
quate for heavy traffic. Winter, in this country, improves
the trafficability of most of the roads as well as cross-
country routes, except in the Carpathian Mountains near
the Rumanian border, where passes are sometimes blocked
for weeks. War destruction was concentrated primarily
on bridges but military traffic caused extensive deteriora-
tion, even to the best road (Route 1) in the USSR. Be-
cause of the inadequacy of the network and the roads
composing the net, from the standpoint of heavy military
traffic the entire system is vulnerable to bottlenecks which
exist or are created.
5. RECONSTRUCTION AND EXTENSION.?The immediate
postwar reconstruction of roads and an unknown number
of damaged and destroyed bridges both in the area occu-
pied by the Germans and the areas subjected to aerial
attack possibly forestall any immediate and major exten-
sion of routes. Data on the number of bridges and miles
of road which required repair or reconstruction are not
available. Even in peace time the lack of efficient equip-
ment and trained personnel contributed to a low standard
of road maintenance of the inadequately constructed
roads.
The main objectives of the road planning to improve
the system are: connection of large industrial centers
with each other and with ports; creation of through roads;
preparation of the network for possible war with an enemy
on the west. Each Five-Year Plan has provided for the
building of first-class roads to meet those objectives, but
the scarcity of essentials and the relatively secondary po-
sition of highways in planned development of the country
have contributed to keep the roads in an undeveloped
state.
(b) Highways and equipment
1. HIGHWAYS
a. Classification and numbering.?Roads in the
Soviet Union are officially grouped first according to the
importance and second according to type, quality, and
capacity. The more important roads are assigned route
numbers and are well marked, but specific data on the
numbering systems in use are not available.
Roads are grouped in accord with relative importance
as follows:
Group I. All-union importance and always the best long roads
in a given region, but the technical characteristics may be
the highest type of road, improved gravel, or dirt roads. It
is planned that roads in this category be raised to all-
weather routes for heavy traffic.
Group II. Republic importance and provide internal lines of
communication within an administrative area and to con-
tiguous areas. These roads are generally important to one
Soviet republic or more, may be of any type, and take sec-
ond place in the construction programs.
Groups III to VI. These roads are of decreasing importance,
down to roads of only local importance. Many of these
roads in industrial towns, ports, and larger cities have good
base and surface. Otherwise the roads of these groups are
generally poor gravel to unimproved earth types.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-50
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
JANIS 40 4.1911111R1frirri
In this discussion route numbers have been arbitrarily
assigned to only eight routes, of which seven radiate from
Moscow, and starting with the Moscow - Minsk road, are
numbered clockwise. The other route, Astrakhan' -
Kazan' number 8, follows the west bank of the Volga river.
Graphic presentation of the roads on FIGURE I-11 and
PLANS 22 to 25 are grouped, without economic considera-
tion, into four types: 1) all-weather, asphalt or concrete;
2) mostly all-weather, good base, possessing crushed rock,
cobblestone, or asphalt surface; 3) seasonal, poor base,
sub-grade, and improved dirt roads; 4) mostly seasonal,
type of construction unknown.
b. Types of roads.?Adherence to fixed construc-
tion standards has been the exception rather than the
rule. The lack of road metal, adverse climatic conditions,
poor equipment and inadequate trained personnel, and
large expanses of terrain with soil unsuited for road con-
struction have hindered construction and adherence to
specific types.
Only the Moscow - Minsk road in European USSR has
been constructed to standards comparable to those of
western Europe. Although some sections failed under the
heavy military traffic during World War II, the road is
substantially constructed with a good alinement, no sharp
curves, and only slight grades. Some sections of the
Moscow - Kazan' road are to be reconstructed to meet the
same standards.
Other concrete or bituminous surface roads are lower
quality. According to United States standards these
roads are of light construction and the surfaces may be
uneVen, but generally the base is sufficient to support mod-
erately heavy traffic in all seasons. In areas of unstable
soil the base at some places is 16 feet or more thick. The
base of large stones or slag is rolled and a finish course of
sand or crushed stone added. Some sections of these
roads have a bituminous binder and others are traffic
bound. These paved roads are shown as the two higher
classifications on the maps, according to available data
on the type of road.
Seasonal roads are relatively usable according to sea-
son and area and consist of improved earth roads or low-
type gravel roads. Drainage is a problem in the usability
and maintenance of all of this class. They are motorable,
as a rule, only during the summer dry weather and the
winter deep freezes.
c. Widths of roads.?Acquisition of right of pas-
sage is no problem because all land belongs to the state,
and even a minor road will have an extremely wide right-
of-way. Width of roadway, traveled way, and shoulders
vary between one road and another of the same class and/
or type, and frequently from point to point along the
same road. Widths of the roads become restricted only
at entrances to towns and at bridges; the course of the
road may be limited only by soil and weather effect, and
possibly the presence of cultivated areas may result in
slight change of course.
The best type of roads are 36 to 52 feet wide with 23 to
46 feet of pavement, but there are only two roads with
these widths. The narrower traveled ways are frequently
flanked by broad berms which are called "summer" roads
and are used by animal traffic during the dry periods.
d. Grades and curves.?Maximum grades and
minimum radii of curves are now established by adminis-
trative rulings for the several technical classes of roads
and different terrain characteristics. German officers re-
ported that any curve on the Moscow - Minsk highway
could be travelled at 43 miles per hour. The hilly and
mountaihous sections, of course, have steep grades and
sharp curves. Data on the specifications are unknown.
e. Base and surface materials.?The vast size of
the country and the relatively small areas close to popu-
lated centers where stone is near the surface, combined
with inadequate transport facilities to haul material from
the more remote areas, combine to restrict the availability
of good base and sub-grade materials. Consequently,
most of the roads are either not reinforced or industrial
waste material and usually abundant logs are used where
available. The large amount of stone ballast planned to
be placed on the railroad roadbeds will consume much of
the fragmented stone supply, at least during the current
Five-Year Plan.
Cement plants are few and situated at large industrial
centers. Natural asphalt is obtained from three places,
two of which are in the east-central European USSR and
the other just beyond the area limits. The 1941 planned
production of asphalt was about 165,300 short tons, only
about 12,000 more than was mined in 1938. The syn-
thetic products would contribute materially to the total
available, but bitumen products, as well as cement, are in
relatively short supply for the tremendous amount of
needed reconstruction.
2. STRUCTURES, FERRIES, AND FORDS
a. Bridges and culverts.?Complete data on high-
way bridges of European USSR are not available, but the
known bridges which exceed 265 feet in length are located
On PLANS 22 to 25, and those pertaining to the selected
strategic routes appear on FIGURE I-11, divided into struc-
tures between about 164-492 feet (50-150 meters) and
more than 492 feet long. A summary of the known high-
way bridges, including 9 dual railroad-highway structures,
by lengths is:
NUMBER
OF BRIDGES
LENGTH
Feet
133
164- 490
31
491- 980
14
981-1,639
11
1,640-2,624
4
2,625-3,280
4
3,281-4,920
1
5,905
1
6,561
The more important bridges and particularly those in
the larger cities are good modern designs of ferroconcrete,
but as late as 1938-39 a large portion of the bridges in the
open country were of timber construction. Timber con-
struction is used more frequently for the shorter bridges
in the more remote areas, but there are some long wooden
structures. One 6,560-foot long structure of timber (No.
1126) spans the Dnepr at 49?25'N, 32?03'E, and a 3,116-
foot floating timber bridge provides the means by which
the Bug is crossed to reach Nikolayev from the west. The
types of structures are known for only part of the bridges
summarized above, and they are: 55 timber, 26 concrete,
8 masonry, and 28 steel. Just preceding the outbreak of
World War II the Baltic States had built many concrete
and steel bridges.
Load capacities, widths, clearances, bypasses and re-
lated data are inadequate for a conclusive report. Three
concrete bridges (Nos. 1011 to 1013) on route 1, are re-
ported about 40 feet wide and as having a "military ca-
pacity" of about 71.7 short tons (65 metric tons). But
on the same route where it crosses the Pripet Marshes,
bridges of unknown widths, two of concrete and, two of
wood are reported as having a military capacity of only
about 17.6 short tons. The capacities range downward to
Original
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
mmaseuilk.memmo. Approved For Release 2003/05/14: ClAgNr79-01144A000200010001-8
Page 1-51
as low as 2.2 tons. Many of the timber bridges have a load
capacity greater than some of the steel, concrete, or ma-
sonry bridges.
Long road stretches, as well as railroads, are shown tra-
versing natural drainage without indication as to how
stream crossings are made. Undoubtedly bridges and cul-
verts are located at many of those points, but the bridge
information is sketchy and there is no information on
culverts.
b. Ferries, fords, and cableways.?Crossings of
many of the larger rivers are via ferries, fords, and in some
instances cableways, and many of the smaller streams are
crossed only by fords.
The locations of 14 known ferries are shown on PLANS
24 or 25, except the one at Kirov, shown on PLAN 23. Ca-
pacities, time required for crossing, and other data are
unknown. There are other ferries in port areas, such as
Arkhangel'sk and Leningrad, as well as at other inland
river points.
Fords are known to be extensively utilized in European
USSR, and even larger rivers are fordable at many places
and in the dry season become fordable for almost their
entire lengths.
Cableways are occasionally used for crossing rivers in
lieu of bridges. Across the Volga at Stalingrad is an 8.8-
short ton capacity transporting structure, 5,900 feet long
and supported by 310-foot towers. It will accommodate
a 3-ton truck and the crossing time is 6 minutes.
Generally the rivers are frozen in winter for various
lengths of time, and not only does the ice provide a bridge
but frequently the frozen rivers are more motorable than
the roads.
c. Tunnels.?Little material is available on the
highway tunnels of European USSR. The predominantly
flat or rolling terrain would preclude the necessity for
many tunnels. In the mountainous regions, where roads
are unprotected by overhanging rock, some timber or
concrete "tunnels" are designed to provide chutes to carry
snow slides across the road and into the valley below.
Information on the locations of underpasses or tunnels
is restricted to the underpass between the two chambers
of lock 8 beneath the Kanal Imeni Moskvy, just west of
Moscow on the road to Volokolamsk.
3. FACILITIES.?Little information is available on
the facilities available along the highways of European
USSR. Garages, filling stations, and repair shops are
relatively few except in the larger centers and military and
other governmental installations.
4. EQUIPMENT
a. Vehicles.?In 1913 Russia had 8,800 vehicles
of all kinds, 15,000 at the end of the civil war, and only
18,000 in 1928, all of which were imported. Government
monopoly manufacture of automobiles commenced in
1929. Between 1930 and 1940 registration of motor vehi-
cles was increased from 57,640 to 801,000 vehicles. Own-
ership of vehicles is practically a government monopoly.
The registration possibly is less than the vehicle inventory.
The Fourth Five-Year Plan has set a manufacturing goal
of 500,000 annually to be attained by 1950, and 80'4 of
production is to be trucks. The planned inventory for
1950 approaches 2 million vehicles of which more than
904.is to be trucks. The total vehicle registration for
the United States in 1946 was more than 34 million vehi-
cles, of which 5.7 million were trucks and truck tractors.
The Soviet-manufactured vehicles consist of a few basic
types and chiefly trucks. Two truck models use diesel
fuel; the largest of these is the YAZ-200 with 4 cylinders,
98.6 U. S. hp., and a rated capacity of 5.5 to 7.7 short tons
Original
and a speed of 37 miles an hour. The gas-fueled trucks
are 6-cylinder models with capacities ranging from 2.2 to
3.9 short tons. Two 4-cylinder and 8-cylinder passenger
cars are gas fueled. The U.S. horsepower ratings are 22.7,
49.3, and 138. The latter is a 7-passenger luxury sedan
rated at 87 miles per hour. The others are 4- and 5-pas-
senger vehicles with speeds of 56 and 68 miles per hour.
b. Construction and maintenance equipment.?
Mechanical equipment is manufactured but details as to
types and inventory are not available.
(c) Strategic routes.?Seven of the eight through
routes converge at Moscow and the other is a north -
south route, Kazan' - Astrakhan', which connects at
Kazan' with route 4 to Moscow. These routes consist of
paved and unpaved roads which form the better highways
of European USSR, but are not necessarily all of the par-
tially paved routes. Other short sections of good roads
are in other directions and are important to the local
areas.
1. Moscow - MINSK - BREST.?This 674-mile route
connects the capital with White Russian SSR and is the
main highway route into western Europe. Originally
planned to have a 4-inch reinforced concrete base and
1.2-inch bituminous surface on the entire route, it is not
completed. It has a good base for the entire length, but
concrete only for 430 miles to Minsk. From there for 62
miles to Slutsk through swampy terrain it is mostly all-
weather with a traffic bound crushed rock surface. The
182-mile remainder of the route is bituminous-surface, all-
weather road. The original paving was destroyed in
several places and the concrete base failed under the
heavy traffic during the German invasion.
There are 19 known bridges totaling 4,935 feet on the
route and the longest (1188) is 1,083 feet across the Bere-
zina and constructed of timber. At the same place,
34?17'N, 28?30'E, a 328-foot steel bridge (1131) is lo-
cated. In addition to these two there are 6 other bridges
totaling 945 feet and 6 culverts totaling 315 feet between
Yartsevo and Borisov. Nine of the known bridges totaling
1,929 feet are located along the 152-mile stretch through
the Pripet Marshes between Slutsk and Kobrin.
The traveled portion of the road is generally about 40
feet wide.
2. Moscow - LENINGRAD.?The 451-mile road is all-
weather and between Moscow and Vyshniy Volochek via
Torzhok for 182 miles it is bituminous surface. The re-
mainder of the 26-foot-wide traveled way is intermittently
bituminous surfaced and contains road holes. Between
Valday and Novgorod there are 7 known bridges totaling
1,243 feet, and the longest (1070) near Novgorod is 699
feet long and of concrete. There are at least 2 culverts
in the same stretch. Six short culverts and two bridges
totaling 220 feet are on the stretch between Chudovo and
Leningrad. The city of Leningrad has more than 400
bridges; the number that this route crosses in the city is
unknown.
3. Moscow - SHCHERBAKOV - ARKHANGEL'SK.--Be-
tween Moscow and Shcherbakov, 201 miles, the traveled
way is between 26 and 39 feet wide with all-weather bitu-
minous surface. The 44-mile section, Yaroslavl' - Shcher-
bakov, has a good base and a 33-foot traveled way. Be-
tween Moscow and Zagorsk both sides of the road may be
used. The estimated 500-mile Shcherbakov - Arkhan-
gel'sk stretch is improved or partly improved dirt road.
The 233-mile section to Vel'sk (61?05'N, 42?08'E) is im-
passable to motor vehicles after a heavy rain. North from
the latter place the road, after about 100 miles, follows the
Vaga river which it crosses at least twice north of Vel'sk
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-52
Approved For Release 200J3M1446CIA-RDP79-01144A000200010001-8
and thence along the left bank of the Severnaya Dvina
into the Arkhangel'sk area. North of Vel'sk the road is
impassable to motor vehicles. The identified bridge
(1139) spanning the Volga at Shcherbakov is a 2,297-foot
steel structure.
4. Moscow - GOR'KIY - KAZAN'.?This 502-mile route
is an all-weather, bituminous-surfaced highway for about
260 miles to Gor'kiy, but from thence on it is a seasonal
road unusable by heavy vehicles after a heavy rain. The
roadbed to Gor'kiy varies from 26 to 39 feet wide, the base
has about 30 inches of stone, and the surfaced traveled
way varies from 16 to 26 feet wide. The Klyaz'ma river is
crossed at Noginsk (55?52'N, 38?20'E) and at Gorokho-
vets (56?12'N, 42?40'E) by ferry and east of the latter by
a 1,969-foot ponton or timber bridge (1032) . At Gor'kiy
the Oka river is crossed via 3,281-foot concrete structure
(1136).
The 242-mile remainder of the route generally follows
the right bank of the Volga passing through hilly and
mountainous terrain. The 100-mile section, Gor'kiy -
Vasil'sursk, is an improved seasonal road and the Chebok-
sary - Kazan', 89-mile section has a good base; both sec-
tions are impassable for heavy vehicles after rain. The
intermediate section has an inferior base and cannot be
used by vehicles after rain.
At Kazan' route 4 junctions with route 8 which passes
through Stalingrad to Astrakhan' and thence south into
the Caucasus. Four other roads converge at Kazan'.
5. Moscow - TAMBOV - KAIVIYSHIN.?This route
consists of about 564 miles of various types of road, but
most of the mileage consists of seasonal roads. The road
passes through several inland river ports on the Oka and
junctions with route 8 at Kamyshin on the Volga, about
382 miles upstream from Astrakhan'. Moscow via
Kolomna - Ryazan', 168 miles, is all-weather with a good
base and bituminous-surfaced 20-foot traveled way. Rya-
zan' - Tambov, estimated 186 miles, is all-weather to about
Michurinsk with a good base and a traffic-bound crushed
rock surface, but the southern part is seasonal with a
poorer base. Tambov - Balashov, 112-mile section, is sea-
sonal with a base of inferior quality. The remainder of
the route is profiled and crowned, with ditches; the north-
ern part is mostly all-weather with good base and prob-
ably a traffic-bound crushed-rock surface, but the south-
ern mileage is mostly seasonal road.
There are several timber bridges along the route, but
other data are unknown.
6. Moscow - KHAR'KOV - SEVASTOPOL' (and Ros-
Toy) .?This road is about 888 miles long to Sevastopol'
and the branch (route 6A) from Khar'kov to Rostov is
about 307 miles long. The road to Sevastopol' has a gen-
erally good base and is mostly all-weather except for two
intermediate sections. The first poorer section is Khar'-
kov - Zaporozif ye, 178 miles through hilly terrain, and
consists of a seasonal improved-dirt road which is im-
passable for traffic during about 10 days each spring and
unusable by heavy traffic after a rain. One of the longest
bridges (R.R. 356), a 4.114-foot, highway-railway dual
bridge, spans the Dnepr at Dnepropetrovsk on this section
of the road. At Zaporozh'ye two other long and impor-
tant dual bridge sites (R.R. 80a and b on PLAN 24) (1128 A
and B on PLAN 24 and FIGURE I-11) are located. Both were
destroyed in February 1944 but were originally double-
deck steel with a single-lane highway on lower deck with
a double-track railway on the upper deck. The longer
(1128A) spans the river on the east side of Khortitsa island
and is variously reported from 2,264 to 2,313 feet long.
The other (1128B) is 1,214 feet long and on the west side
of the island. These two bridges are extremely important
because traffic over them, especially rail, connects the im-
portant steel center of Krivoy Rog with this highway and
rail route 4.
The other poorer road section, the first 120 miles south
from Melitopol', includes the crossing of the Sivash via
Poluostrov Chongar to the Crimea Peninsula.
In addition to the three bridges discussed above there
are 16 others, one of which (R.R. 162) is a dual double-deck
1,485-foot steel structure across the Oka. At Kursk, span-
ning the Tuskor', are a 590-foot timber bridge (1115) and
a 984-foot concrete bridge (1117). At Mtsensk (53?17'N,
36?28'E) a ferry and a 394-foot bridge (1116) cross the
Zusha. The 12 remainder average about 110 feet long
except the timber bridge (1120) across the Psel, which is
328 feet long. The identified and located bridges between
Moscow and Sevastopol' total about 12,668 linear feet of
structures.
From Moscow to Rostov-na-Donu via route 6 is about
449 miles long. This branch from Khar'kov to Artemovsk,
about 160 miles, is all-weather with a good base and prob-
ably a bituminous surface; through Stalino to Chistya-
kovo, about 60 miles, the road is mostly all-weather with
traffic-bound crushed rock surface. The remainder, about
87 miles, into Rostov is an improved dirt road. On this
branch route is one identified culvert and one 138-foot
bridge. The traveled way from Stalino is about 23 feet
wide.
7. Moscow - KIEV - ODESSA.?This road for its en-
tire length of about 928 miles has a good base and is mostly
all-weather although considerable distances are through
lowlands. Although numerous river crossings are made,
including the Bug at Pervomaysk and Tiligul at Bere-
zovka, the identified bridges are restricted to those at
Kiev, or nearby. One (R.R. -74) is a 3,481-foot railroad-
highway bridge which was scheduled for completion in
1941. The other three are steel highway bridges of the
following lengths: (1123) 820 feet; (1124) 2,625 feet; and
the longest of all four, (1125), 5,906 feet.
8. KAZAN' - STALINGRAD - ASTRAKHAN'.?This route,
west of the Volga for its entire mileage follows the right
bank for a considerable portion of the approximately 880-
mile distance. (The distances are approximate for the
entire route.) The first 124 miles to Ul'yanovsk has a
good base in part; the next 186 miles is an improved-dirt,
seasonal road to Vol'sk; the next 186 miles through Sara-
tov to Kamyshin is an all-weather road, built especially for
heavy traffic and consists of stone paving. From Kamy-
shin to Stalingrad, about 115 miles, the route reverts to a
seasonal, improved-dirt road. The 267-mile remainder,
Stalingrad - Astrakhan', although the stone pavement is
mostly in poor condition, has a good base. From Astra-
khan' a road leads to the west and south to the Caucasus
inland from the Caspian.
(d) Operations and traffic
1. SUPPLY.?There are no data on the distribution
of fuel stations along the routes, but because ownership of
motor vehicles is vested almost entirely in the Govern-
ment, the location and spacing of stations would be only
adequate to meet essential requirements.
2. AFFECT OF WEATHER.?Spring, other than on all-
weather roads, is the time of impassability over most of
? the roads. The run-off of melting snow causes tremen-
dous floods and the impact of broken-up ice in the rivers
frequently damages if not destroys many bridges. The
following period of thawing by day and freezing by night
creates a false hard crust through which wheels and tracks
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Original
mcomfernimm, Approved For Release 2003/05/14 : ciAmp79-01144A000200010001-8
Page 1-53
of vehicles sink and animals may break their legs. Fol-
lowing this is the extended thawing without freezing and
the roads become seemingly bottomless; this period of
non-trafficability lasts from two to four weeks according
to the area. After complete thawing the roads dry out
rapidly, but roads in the forest area may remain suit-
able only for sleighs for several weeks after wagons have
commenced using the roads in the open ground.
Although summer is the best period of road utility,
weather instability must be taken into account. Rains
immediately reduce the trafficability of dirt roads every-
where. The weather in the Baltic States and Leningrad
area is particularly variable. In the black-earth area,
broadly the South Ukraine - Donbass - Middle Volga re-
gions, the roads become very slippery after a rain, but be-
cause of the absorbent soil they dry quickly.
Downpours of rain in autumn cause damage to roads
everywhere in the country, especially in the marshy areas.
Dirt roads with only shallow drainage ditches become im-
passable until the early winter freeze. Alternating frost
and thaw during early autumn causes a crusted condition
as in spring. Frequently deep frost solidifies the rutted
roads, and the resulting hard and uneven surface places
a strain on wheeled vehicles, although sleighs and tracked
vehicles negotiate the surface without too much hin-
drance.
Generally speaking, the frost period is second to sum-
mer for trafficability of roads, because firmness is given to
roads, even those which are without reinforced base, and
solid ground off the road makes by-passing fairly easy.
But, as the frost period progresses into winter, there oc-
curs the normal interference of deep snows when roads
become blocked with drifts, especially in the northern
areas. The abundance of snow, however, in the northern,
eastern, and central regions makes cross-country routes
easily traversable. The frozen swamps and rivers will
bear traffic and heavily laden sleighs move safely through-
out the area. Snow drift has been practically eliminated
from the Moscow - Minsk highway by elevation of the
road, in some places ten feet above the surrounding
ground, to allow the wind to sweep the snow from the
highway.
European USSR is roughly divided into four zones ac-
cording to the frost and winter period:
DURATION AREA
6-7 months Arkhangel'sk and northwards.
5 months A strip passing through Leningrad, north
of Moscow, and south of Kuybyshev.
4 months A strip through Riga, Minsk, north of Kiev,
through Poltava and Kamensk-Shakhtin-
skiy, and south of Stalingrad.
3 months A strip through Odessa, Kherson, Azov, and
south of Astrakhan'.
3. TRAFFIC.?Automotive transport in the USSR was
only beginning at the start of World War II. The Soviet
secret plan for 1941 allotted 54.5% or 995,106,000 short
tons of domestic shipments for truck haul, but the aver-
age short haul of 6.5 miles relegates truck transportation
traffic to a relatively insignificant position. Truck ton-
mile traffic represented only 27 of all transportation.
The relatively insignificant position of truck transporta-
tion in the economic pattern was demonstrated during
World War II when most of the trucks were used by the
Red army, with little or no effect upon the required do-
mestic shipments.
Busses operate on regular routes, particularly in and
out of the larger cities and in the Baltic States, but specific
data on routes or schedules are not available.
Original
Highway and street traffic move on the right; other traf-
fic regulations are not available. The roads and their
conditions impose speed limits regardless of the estab-
lished limits, which are unknown. New and improved
roads are being built to allow for greater speeds.
(3) Inland waterways
(a) General.?A dense network of natural waterways,
generally radiating from Moscow, provides transportation
arteries for the plain of European USSR (FIGURE I-11 and
PLANS 22-25) . Because of the low elevation of most of the
watershed, the rivers are wide and flow with relatively
slow velocities, and artificial linking through canals is
comparatively easy. Despite the natural advantages, ef-
fective utilization of the waterways is low compared either
to that of other countries or to railroads in the Soviet
Union.
(b) Development and planned construction.?The
waterways were the backbone of Russian transportation
for centuries, and as early as the time of Peter the Great
(1689-1725) the interlinking of natural waterways by
canals was undertaken. A few canals of dwindling im-
portance when compared with modern works were com-
pleted under tsarist regimes. Large-scale inland water-
way development was inaugurated with the Five-Year
Plans, transportation being an interrelated phase with
hydroelectric power, irrigation, and water supply. Only
waterways as related to transportation are considered in
this topic.
The announced objective of waterway development is
to make Moscow the head of navigation or an inland "sea-
port," with direct connection for large vessels plying the
surrounding seas. A tangible part of this scheme, to pro-
vide inland water traffic arteries from the Baltic Sea to
the Urals and from the Black Sea to the Arctic Ocean, is
the Baltic-White Sea Canal which was completed in 1933.
This route reduces the water distance from Leningrad to
Arkhangel'sk from 2,200 miles via the open sea to about
500 miles via the inland route. Although used extensively
for war ships during the war, utilization is limited to
vessels with drafts of destroyers of the Engels class.
Other works completed before the war included: the
Moscow-Volga Canal in 1937; improvement of the Pripet-
Bug Canal; the Dnepr Dam in 1933; and a part of the
Manych Canal. The Moscow-Volga is considered one of
the world's major artificial waterways and a part of the
program to connect Moscow with the Caspian Sea for large
vessels on the sea and the Volga. The Manych Canal is
designed to provide a waterway between the Sea of Azov
and the Caspian Sea.
The growth of the railroads in the country during the
last quarter-century has relegated the waterways to a
secondary position in terms of utilization. The Soviet
Government has taken cognizance of the decrease of effec-
tive utilization, which is reflected in the lesser tonnage
and shorter haul on the waterways and the greater ton-
nage and longer haul on the railroads, and plans have
been announced to reverse this trend.
A Soviet source reported that about 52,500 miles of
waterways were being exploited for navigation in the en-
tire USSR in 1937. Another prewar report gave 22,400
miles as the amount of navigable waterways in European
USSR. The mileage of the Baltic States is probably addi-
tional. Many of these "navigable" rivers are suitable only
for very shallow boats, barges, and timber rafts. Others
are considerably affected by the seasons, navigation being
impeded during the dry summer and halted in winter.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-54
Approved For Release 2003/0504 ? CIA-RDP79-01144A000200010001-8 mossmerwirm
JANIS 40
?
Winter freezing, however, provides extensive arteries for
sleigh and other vehicular traffic on the frozen rivers.
In addition to the natural obstacles which somewhat
offset the natural advantages, other drawbacks include
the lack of technical personnel, ineffectual administrative
control of personnel, poor maintenance of the waterways
and fleet, and inefficient administration. These elements
partially explain the loss of effectiveness of the water
transport system. Freight carried by the waterways in
1913 amounted to one-third of that carried by rail, but by
1937 the proportion had fallen to only one-eighth. This
1937 figure -is about one-half of the inland waterway traf-
fic borne the United States.
A considerable amount of the loss of effectiveness is
due to depletion of the river fleet during the First World
War and the ensuing Civil War. Despite subsequent ef-
forts to rebuild the river fleet, the number of vessels, horse-
power of self-propelled units, and the tonnage of dumb *
craft in 1941 were still short of the 1913 totals. Efforts
to modernize the fleet included change of composition by
putting into service units of greater motive power and
tonnage. This trend was continued up to the outbreak of
hostilities. A comparison of reported river fleet totals pre-
ceding the two world wars is:
YEAR
SELF-PROPELLED DUMB
Units Horsepower Units
Tonnage
(Short tons)
1913
5,302
1,309,000
23,149
15,077,000
1941
3,600
810,000
11,500
9,700,000
The impact of World War II, despite war booty, repara-
tions, and recovery of captured and sunken vessels, fur-
ther depleted the river fleet and it is estimated that the
indicated postwar horsepower of the self-propelled units
totaled about 530,000. Similarly the dumb fleet should
have been about 6,338,000-short ton capacity.
Mechanization of handling facilities has progressed in
some respects, but as yet is far below efficiency.
(c) Administration.?The Ministry of River Trans-
port, through five central administrations and between 35
and 40 regional administrations, manages the inland
waterways. Through regionally established shipping lines
or other agencies attempt is made to operate all effective
craft, maintain channels and navigation aids, and operate
some port facilities. There has been little success in the
operation of ports, and other agencies have performed
about 70% of this work.
The regional administration shipping lines operate on
specific routes with most of the craft, but some small craft
are operated by local commerce, collective farms, and
similar organizations for their own purposes. Other Gov-
ernment agencies, each of which appears to serve the sys-
tem as a whole, have functions relating to supply of labor
. and material, wooden shipbuilding, and other aspects of
the entire system.
Although administrative control is supposedly cen-
tralized, personnel are not amenable to such supervision.
This ineffectual control is indicated in the amount of
shipping which is consistently below quota. Frequent
criticisms from the Soviet press deal with the poor organi-
zation at high levels and down to inferior workmanship
in construction and maintenance.
(d) Pattern of the waterways network.?The concen-
tration of the principal transportation arteries is quite
pronounced in European USSR. In that area, which is
* Water craft having no motors, masts or sails, and depending
on outside power, as of a tow, flow of river or tide, for locomotion;
as, a dumb barge; a dumb lighter.
aelYPITIEMITIrmm
a little less than one-quarter of the entire USSR, is located
more than one-half of the aggregate length of principal
rivers. The longest rivers of Europe, excepting the 1,725-
mile Danube which ranks second to the 2,290-mile Volga,
are in European USSR. These long rivers, with their trib-
utaries, form a network of navigable waterways about one-
third as dense as the railroad network. The rivers above
about 60?N are north flowing, a few on the west flow into
the Baltic waters, but the majority of the rivers flow south
into the Black Sea - Sea of Azov waters and, of course,
the Volga into the Caspian Sea. The proposed canals,
added to the existing links, will enhance this extensive
network which flows in every part of European USSR
except the Karelia and Kola peninsulas.
The main rivers which form the basic waterways struc-
ture radiate from Moscow, as from a hub, to the five seas:
To the southeast: Volga to the Caspian Sea
To the south: Don to the Sea of Azov
To the southwest: Dnepr to the Black Sea
To the northwest: Daugava (Zapadnaya Dvina) and the
Volkhov via the Neva to the Gulf of
Finland in the Baltic Sea
To the northeast: Sukhona via Severnaya Dvina to the
White Sea
The Volga, Dnepr, and Daugava sources are at the Val-
dai plateau; the Don rises near Tula, about 125 south of
Moscow; the Sukhona starting at Ozero Kubenskoye,
about 300 miles north-by-west of Moscow flows northeast
and helps form the Severnaya Dvina which flows north-
west to empty into the White Sea at Arkhangel'sk.
Other important channels originating farther from the
Moscow region are:
North:
West:
South:
Pechora and Mezen' to the Barents Sea; Onega to
the White Sea; and the Stalin White Sea Baltic
Canal through lakes and river channels to the
White Sea.
Narva, Venta, Neman, Pregel' to the Baltic Sea.
Three rivers flowing southwest and approximately
parallel into the Black Sea are the Yuzhny Bug,
Dnestr, and the Prut; the last and most southern
flows with the Danube to the sea.
Those principal rivers with numerous tributary streams
form the several river systems which are, or are to be,
linked with each other.
1. VOLGA SYSTEM.?The 2,290-mile Volga is the
longest river in Europe and is the main trunk of a system
which consisted of about 6,000 miles of usable waterways
in 1935. The Volga is regularly navigable for about 2,000
miles from its mouth, 71 miles below Astrakhan'.
The main left bank tributary is the 1,180-mile Kama
which is navigable for about 930 miles. The main right
bank tributary is the 915-mile Oka which is navigable for
about 728. The Moscow tributary of the Oka via the
Kanal Imeni Moskvy (Moscow-Volga Canal) provides a
western connection for the Oka in addition to ith normal
confluence with the Volga at Gor'kiy.
Other tributaries of the Volga are: left bank?Mologa,
Sheksma, Vetluga Samara; right bank?Sura. The 'Mo-
loga and Sheksma flow into the Rybinskoye Vodokhrani-
lishche (Rybinsk Reservoir) which is a water-level con-
trolling body for the Volga system. The reservoir is also
the first link of the Mariinsk waterway system which also
uses the course of the Sheksma. Secondary but impor-
tant tributaries of the Volga are the Vyatka and Belaya
(mostly outside JANIS 40 area) tributaries of the Kama
(partly outside the area).
The Volga system via tributaries and canals is or is
planned to be linked with all seas surrounding European
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Original
Approved For Release 2003/05/14 : CIA-RDP79-01144A000200010001-8
gmtiffrPragialffirloma BRIEF
Page 1-55
USSR, and the Ural river. Connection with the Baltic
and White Seas is via the Mariinsk Waterway and the
White Sea - Baltic Waterway systems. The eastern part
of the Mariinsk Waterway and the Severo Dvinskiy Kanal
connect the Volga with the Sukhona, western tributary
of the Severnaya Dvina which flows to the White Sea,
emptying at Arkhangel'sk. The Yekaterininskiy Kanal,
now in complete disrepair, connects the Volga tributary
Kama with the Vychegda, the principal and eastern trib-
utary of the Severnaya Dvina. A proposed canal, possibly
under construction, is the Kama-Pechora canal between
a point just below Tulpan (61?21'N, 57?25'E) on the Kolva,
a secondary tributary to the Kama almost due north to
the Pechora. When completed this will provide a Barents
Sea - Caspian Sea route, and establish a reservoir of water
for the falling Caspian Sea. An unconfirmed canal utiliz-
ing the Samara river supposedly connects between Kuyby-
shev on the Volga and Chkalov on the Ural (outside JANIS
40 area) . The Volga-Don canal is to be constructed be-
tween the two rivers at their nearest points below Stalin-
grad. The proposed Dnepr - Volga canal will connect the
Desna tributary of the Dnepr with the Zhizdra, a tributary
of the Oka.
2. DNEPR SYSTEM.?The second longest river in Eu-
ropean USSR and the third in Europe, is the 1,410-mile
Dnepr. About 1,200 miles of its length is navigable and
the trunk of a system of which about 2,650 miles were
utilized in 1935. This system courses through the south-
western part of European USSR with tributaries entering
on each side. The more important tributaries are the
670-mile Desna which is navigable for about 435 miles from
its mouth to Bryansk, and the 497-mile Pripyat' which is
navigable for 373 miles.
The Dnepr - Volga canal route will utilize the Desna,
the Pripyat' is utilized by the Dneprovsko-Bugskiy Kanal
to link the Wista, and the Oginskiy Kanal to link the
Neman.
Although not a tributary, the Yuzhny Bug which is
navigable for more than a hundred miles, is considered
administratively a part of the Dnepr system.
3. DON SYSTEM.--The 1,235-mile Don ranks third
among the European USSR rivers and is navigable for
about 1,000 miles. The Donets is the chief tributary.
The Volga-Don Canal will connect the Don with the Volga
at Stalingrad. The partially constructed Manychskiy
Kanal will course from a point upriver from Rostov-na-
Donu to an outlet on the Caspian Sea just south of the
JANIS 40 boundary line.
4. DNESTR AND PRUT.?These two rivers are in the
southwestern part of European USSR and flow from the
Carpathians to the Black Sea. The Prut forms a part of
the Rumanian-USSR border and empties into the Danube.
5. WESTERN AND NORTHWESTERN WATERWAYS.?The
rivers and canals in this part of European USSR flow
toward the Baltic or into waters that lead to the Baltic.
The most important waterway is the White Sea-Baltic
Canal which connects the White Sea with the Baltic. The
rivers and canals which formed the Mariinsk waterway
system are to be rehabilitated.
In addition to the canals discussed under the Dnepr
system, canals are to be constructed to connect the Dau-
gava and the Volkhov rivers with the Dnepr.
6. NORTHERN RIVERS.?The Severnaya Dvina is
formed at the confluence of the Malaya (Little) Dvina
and the Vychegda rivers and flows past Arkhangel'sk into
the White Sea. It is navigable for its entire length of
about 418 miles. The western tributary, Sukhona, pro-
vides a route connecting with the Volga system. The
Original
Vychegda river is the eastern tributary and is navigable
for about 420 miles.
The Pechora, during its short navigation season, is usa-
ble for about 932 miles. It flows into the Barents Sea
and, when the proposed Pechora-Kama canal is completed,
traffic will be able to move via this route between the
Barents and Caspian Seas.
The other rivers are of local importance and have rela-
tively short navigation seasons.
The Stalin White Sea-Baltic Canal opening into the
White Sea at Belomorsk connects the two seas and indi-
rectly connects with all other waterways of the principal
systems.
7. LAKES.?The lakes of European USSR are con-
centrated in the northwest. The important bodies are
east and south of Leningrad and are connected by naviga-
ble rivers or canals. The water levels are moderately con-
stant and serve to maintain navigation levels in the con-
nected waterways.
(e) Waterway characteristics.?The flat terrain of
European USSR makes sandbars, reefs, islands, and shal-
lows the more serious obstacles in most major rivers, in-
cluding the Volga, Don, Dnepr, and Pechora. The mouths
of large rivers are particularly susceptible to silting and
many have deltas or broad shallow estuaries. On the
other hand, rapids are comparatively rare although some
are in the Dnestr, Daugava (Zapadnaya Dvina) , Onega,
and the streams of Karelia and Kola. Dam-created
reservoirs on the Dnepr and Svir' cover former rapids and
the waterways development program includes additional
reservoirs partially for this purpose.
Flat profiles but tortuous courses are predominant in
most rivers except those of Karelia, Kola, and the north-
west. The gradients of the navigable portions of the main
rivers vary from 0.6 to 6.3 inches per mile. Gradients of
each river have various ranges with the steeper gradients
usually in the upper courses. The only exception in an
important river exists in the Sukhona which has gradients
ranging from 0.3 to 2.9 in the upper reaches and from 10
to 13 inches per mile in the lower reaches.
main trunk rivers are:
RIVER OR RANGE
LOCATION OF MEASUREMENT
Gradients of
INCHES
PER MILE
Volga
Astrakhan'
0.95
Gor'kiy
3.8
Rzhev
19.
Don
Average
3.8
Minimum
0.89
Maximum
8.9
Dnepr
Zaporozifye
3.2 - 5.7
(now controlled)
Dnepro-GES
(dam)
21.
Daugava
Minimum
9.5
Maximum
48.
Severnaya Dvina
Minimum
0.6
Maximum
5.7
The steepest gradient is reported on the 27-mile Niva
which issues from lakes and enters the bay (guba) at
Kandalaksha. The average gradient is about 18'/2 feet
per mile and several hydroelectric plants are located on
the course. The rivers of Karelia and Kola alternate be-
tween lakes and rapids. The range of the Pechora is from
1 to 11 inches, but the Onega has the steepest gradients
and greater range of the important northern rivers. The
average of the Onega is 16.9 inches with a maximum of
18 feet in the rapids.
The low gradients common to most rivers are accom-
panied by low velocities, generally between 1 to 3.3 feet
per second. Spring floods, however, may double or even
Approved For Release 2003/05/14 : CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-56 JANIS 40 meoweeduumPieilmmm
triple the normal rates of flow; in summer the smaller
rivers, especially in the Ukraine, may dry completely.
Wide rivers are common. The Volga varies from 300
to 400 feet in its upper courses and from about 2,000 to
7,100 feet in its lower courses. At its spring peak it may
reach widths in excess of nine miles at numerous places.
Most other rivers are comparable, considering their pro-
portionate size and the type of banks along their courses.
In the northwest, however, the rivers are fairly constant
and do not form large flood plains.
The lower courses of the major rivers, the streams of
Karelia and Kola peninsula, and the lake-fed rivers of
the northwest have depths of 66 feet and more, but their
average depths throughout are only about 3 to 10 feet.
Spring floods may cause a rise of as much as 52 feet above
mean water level in the Volga ? Kama area. The mini-
mum levels of the major rivers may vary as much as 10
feet from year to year, but in the northwest this variation
is lessened by the lakes which are natural reservoirs. The
low water levels accentuate obstacles and impede naviga-
tion, and many of the rivers need constant dredging. The
mouths and estuaries of the northern rivers are subject to
tidal variations. All are subject to change by winds.
With some exceptions the right banks of the rivers of
European USSR are higher than the left banks. This is
particularly true in north - south flowing streams, and gen-
erally the more important river towns are on the higher
bank. The Volga, Don, and Dnepr have predominantly
high-right and low-left banks. Rivers in the southwest
and those emptying into the Baltic generally have high
banks, whereas the banks of the major rivers are mostly
low and often swampy in some sections. The banks of
rivers in the lake area and far north are low and flat.
The waters of the Volga and Don are hard, with con-
siderable permanent hardness. Turbidity of major south-
ern and far northern rivers is quite high. Information
on chemistry of the rivers, worm, rot, and other similar
conditions is sketchy. There is considerable growth of
water plants in some Dnepr tributaries.
(1) Seasonal variations.?The peak water levels,
greatly exceeding the mean levels, are usually reached
four to eight weeks after the spring thaws. During sum-
mer the levels usually fall and remain low throughout the
winter freeze which affects all rivers, with the lowest levels
reached just before the spring thaw. The date of freez-
ing varies from year to year and so does the date of thaw
ing. The passage of ice may last only a few days in the
upper reaches but continue for as much as a month in the
lower part of major rivers. As the ice moves downstream
it frequently jams to cause floods, and at all times en-
dangers structures.
(g) Maintenance.?Prior to World War II the ma-
jor rivers and some smaller important rivers were dredged
regularly and other less important rivers less regularly.
The 1934 dredge fleet numbered 153 craft, mostly the
bucket type, and only 4 were scheduled for construction
that year. By 1941 scheduled completion for that year
had been increased to 8 of the 12-bucket and 2 of the
suction type. Normal attrition combined with war losses
probably resulted in a postwar fleet smaller than the pre-
war fleet. Practically all of the dredges on the Don and
Dnepr were destroyed.
In 1934 more than 200 snag removal craft were in
operation, 29 on the Volga alone, performing this essen-
tial maintenance task. This essential equipment is prob-
ably in short supply because of the war.
(h) Navigational aids.?A system of lights and
markers, fairly well standardized, is used on most of the
waterways. Certain small areas such as the Volga Delta,
however, deviate from the standards. Almost every
stream of any importance has some markers, and report-
edly 75% are lighted for night navigation. Pilots are
required in some places.
(i) Crossings.?Bridges are negligible obstacles to
navigation and there are no fords on the major rivers.
Many of the smaller streams dry in summer and become
easily fordable. Some of the major rivers become ford-
able at some places during the dry seasons, and the ice
formed during the long winters has considerable weight-
bearing capacity. At Arkhangel'sk, for example, railroad
tracks are laid on the ice from the city on the right bank
to the station and main line on the left bank of the
Severnaya Dvina.
Ferries are important in urban traffic and have carried
steadily increasing numbers of passengers.
( j) Traffic.?The most prewar ton-mile traffic moved
on the Neva-Svir' system, Volga and Kama, and Severnaya
Dvina, and this pattern probably has changed but little.
On the Volga the cargo is primarily oil being moved up-
stream, on the others mostly timber in rafts and barges
being moved downstream. Other bulky commodities are
moved, of course, and in a typical prewar year the ton-
mile traffic by classes of commodities were:
CARGO
Timber in rafts
Timber in barges
Oil
Mineral constructim
Grain
All other
material
PERCENT OF TRAFFIC
30
15
30
10
5
10
The long-distance movement of oil, an average of 724
miles in 1937, gives that commodity a high percent of ton-
mile traffic, but the volume is relatively lower. On the
other hand, timber volume is high and distance less. Fig-
ures on timber tonnage moved exclude a high volume of
loose and unrafted logs floated downstream.
The latest year of complete figures on tonnage and dis-
tance is 1937 for the four major cargo commodities:
COMMODITY MILLIONS OF
SHORT TONS
Timber:
MILES
In rafts
30.08
286
Carried cargo
9.03
286
Oil
8.7
724
Mineral construction materials
10.47
131
Grain
4.74
250
In 1932 about 27.5 million short tons of timber were floated
loose, but the danger to other traffic and the amount of
timber lost has resulted in a more rigid control of move-
ment by that method.
Only a negligible part of the inland waterway traffic
moves directly in the export-import traffic; most is trans-
shipped at ports and intermediate points of shipment.
Although urban ferry passenger traffic has steadily in-
creased, long distance passenger traffic has changed but
little.
(k) Principal river ports.?Little information is avail-
able on specific ports. The principal commercial ports
are shown on FIGURE I-11, but almost without exception
each community on a navigable waterway has some water-
way cargo traffic. Landing stages are the most common
port facility, but the natural banks are used in many
places.
Inefficient handling of cargo has been an uncorrected
problem and an impediment to expansion of river traffic.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Original
4.essisiimig Approved For Release 2003/05/14: CIAEIM79-01144A000200010001-8
Page 1-57
Slow improvement has been made, and since the war a
high percentage of cargo has been handled mechanically,
but only because the volume of cargo has been low, not
because of great improvement or increase of facilities.
The most important ports are on the Volga-Kama-Oka
route, and Astrakhan' is by far the most important.
About 72 miles downstream from Astrakhan' to the river
mouth and about 31 miles offshore is the "16-foot road-
stead" which is the transfer point for oil cargo. The next
two important ports on the Volga are Stalingrad and
Gor'kiy, but heavy traffic also moves eastward to Molotov
(outside the JANIS 40 area) up the Kama, and westward
to Moscow. There are three separate port areas at Mos-
cow, the center of the entire waterway network. Other
cities, including Leningrad, Arkhangel'sk, Kherson, and
Riga serve as river ports but are primarily seaports. An
announced Soviet intention is to make Leningrad "the
largest river port in the world".
About 75% of port facilities in the occupied areas were
destroyed or extensively damaged during the war.
(1) Shipbuilding.?During 1930-35 the shipbuilding
industry was rapidly rehabilitated from its previous dete-
riorated condition, but subsequent expansion was slower
although adequate to meet Soviet needs. Postwar plans
call for considerable expansion under the supervision of
the ministries of Shipbuilding and River Transport. The
latter is responsible for the construction of wooden barges
which compose the bulk of the fleet.
The majority of the inland yards are located on the
Volga system with Astrakhan' and Gor'kiy having the
largest concentration of building yards. Many large in-
land vessels, however, are probably built at seaport instal-
lations.
The quality of workmanship, including both repairs and
new constructions, is generally considered poor.
(m) Strategic importance.?The waterways of Euro-
pean USSR are primarily important as carriers of essen-
tial commodities, especially oil and timber. They are, as
now developed, unimportant as possible routes for naval
vessels. Only the smallest seagoing types can move from
the White Sea to the Baltic, and even these must make use
of pontons and other special measures to utilize the canal.
The White Sea ? Baltic Canal does, however, shorten the
water route from Leningrad to the White Sea by about
1,700 miles.
The long winter during which the rivers are frozen, and
the dry summers during which the water levels are low
combine to lessen the economic value of the rivers.
The relatively more important routes are selected and
numbered on FIGURE I-11 and PLANS 22 to 25.
(n) Vulnerability.?The waterways, by reason of their
relative unimportance in the USSR transportation system,
would appear to be a secondary strategic objective except
for those portions providing hydroelectric power and flood
control. Proportionately the waterways suffered more
damage than the railroads under German attacks, and re-
construction requires much longer time. Damage to wa-
terways will affect particularly the movement of oil and
timber and add a burden to the already overloaded rail
system. Destruction of hydroelectric dams would reduce
considerably the available power as well as impede trans-
portation on some of the major navigable rivers. Break-
ing of water-impounding dams at some places would cause
flooding of extensive areas, destruction of shipping, and
inundation along the course.
Critical points include several major dams, the locks of
important canals, bridges, port installations, shipping and
maintenance fleets. The water network would be ren-
Original
dered largely inoperative if the two approaches to Moscow
and the one to Leningrad were severed, the lock of the
Dnepr dam destroyed, and the lower Volga made impass-
able. The dams controlling the waters of the Rybinsk
reservoir would affect the levels of the entire Volga system
in both directions.
Key railroad bridges are vulnerable points for both the
waterways and the railroads.
Tankers and tugs are normally in short supply and their
destruction would affect the water movement of oil which
amounts to about 26% of the oil traffic.
(4) Petroleum and gas pipe lines
(a) General
1. PETROLEUM PIPE LINES (FIGURE I-11).?The So-
viet Government realizes that the existing pipe lines sup-
plying petroleum to European USSR are inadequate. In
1947, about 3,510 miles of pipe lines were supplying oil, as
follows:
AREA
MILES
Northern Caucasus
1,440
Emba
625
Volga-Urals
1,140
Northern Russia
250
Western Ukraine
55
Total
3,510
Although the first two regions are outside the JANIS 40
area they are discussed for completeness. The Northern
Caucasus supplies oil to Rostov-on-Don and Trudovaya
and the Emba area is to supply Astrakhan' from Gur'yev
when the double pipe line is completed.
Although the most important oil fields are connected by
main or feeder lines to refineries or distribution points,
the pipe lines transport only 25% of the crude oil extracted
from the wells. The older pipe lines are reported to be in
a very poor condition. As a consequence, in the last year of
the Third Five-Year Plan (1942) about 60% of all crude oil
transported and at least 90% of the byproducts were
shipped by water or rail.
The 1942 planned total oil pipe-line capacity for the en-
tire USSR was about 20,111,500 short tons. The average
yearly pipe-line capacity per line is about 1,432,600 short
tans. The line with the lowest yearly capacity is the 39-
mile line leading from the Makhachkala storage tanks to
the Izberbash railroad terminal in the Northern Caucasus,
with 551,000 short tons.
2. GAS PIPE LINES (FIGURE I-11) .?The longest and
largest pipe line in USSR is the 500-mile, 13-inch diameter
natural gas carrier from the Saratov gas fields on the
Volga river to Moscow. The line, completed in 1946, has
an estimated daily capacity of a little more than 45 million
cubic feet. Other gas lines are in the Kuybyshev, Groznyy
and L'vov areas.
(b) Detailed characteristics.?The entire oil and gas
industry of the Soviet Union is government owned and
operated under the Petroleum and Gas Division of the
Ministry for Fuel, with each area under the local admin-
istration of a "trust".
1. PETROLEUM PIPE LINES.?The only information
on the Northern USSR and Western Ukraine areas is the
approximate length of the lines. Available data on the
characteristics of lines in other areas are sketchy and lack
pertinent information on type of construction, construc-
tion difficulties, gradients, descriptions of terminals and
terminal facilities, pumping stations, equipment, and stor-
age facilities. The location of fields and refineries, and
planned, under-construction, and operating lines, with
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-58
Approved For Release 20960A1446 CIA-RDP79-01144A000200010001-8
Confidential
diameter of pipe in centimeters are shown on FIGURE I-11.
a. Northern Caucasus.?Most of the operating
pipeline mileage in this area, as in the Emba and the Volga-
Urals areas, consists of pipe diameters of 7.9, 9.8, and 11.8
inches (20, 25, and 30 cm.). The 1940-built, Makhachkala-
Groznyy-Armavir-Rostov-Trudovaya line, about 660 miles,
consists of 9.8 and 11.8-inch pipe and has an annual ca-
pacity of about 1.65 million short tons. The old, 7.9-inch,
Makhachkala-Groznyy-Armavir line was built in 1914 and
has a capacity about half of the new line. The Goragor-
skiy-Groznyy line is about 35 miles long, of 13.8 and 15.7-
inch pipe (35 and 40 cm.) and has an annual capacity of
about 2 million short tons; it was constructed in 1938.
The Malgobek-Mozdok 9.8-inch, 25-mile line was built in
1941 and has nearly 3 million short tons annual capacity.
There is about 35 miles of 4 and 5-inch line, part of which
at least was built in 1916.
b. Emba area (between the Ural and Emba
rivers) .?The 1940 built Gur'yev-Orsk line is 441 miles long
and of 23.6-inch pipe with a 3 million short tons annual
capacity. The largest diameter, 43.3 inches, comprises
the 25-mile, Bol'shoy Peshnoy Ostrov-Gur'yev line; ca-
pacity is unknown. The 158-mile remainder consists of
12 miles of 7.9 and 146 miles of 9.8-inch line.
c. Volga-Urals area.?The oldest lines in this area
were constructed in 1940. The diameters and capacities
of the 12-mile, Naryshevo-Urussu station (near Tuymaza)
line, and the 124-mile, Sterlitamak-Magnitogorsk line are
unknown. The most extensive system is the 106-mile, five
20.7-inch lines, about 13 feet below the surface, located
between Ishimbay and Ufa refinery; it was built in 1943
and has a reported capacity of 1.65 million short tons an-
nually. The Astrakhan'-Saratov line is about 421 miles
long and has an annual capacity of about 1.65 million
short tons.
2. GAS PIPE LINES.?The 1947 operating gas pipe
lines are shown on FIGURE I-11. Dimensions of pipe in
however, that the Soviet objective is to reduce rail and
river shipments of oil to the Moscow and Western Ukraine
areas. Eventually, the Trudovaya - Voronezh pipe line,
either under construction or completed, with its planned
extension will supply Moscow with about 4.4 million short
tons per year. Oil lines to Astrakhan' from Makhachkala
and Gur'yev are planned to reduce the Caspian Sea ship-
ping. The proposed Astrakhan' - Kuybyshev line would
improve control of oil transportation and reduce the num-
ber of oil tankers now required on the Volga river between
these two points.
Petroleum pipe lines under construction 1941-1945:
LOCATION
APPROXIMATE
MILEAGE
Trudovaya?Voronezh
250
Saratov?Kuybyshev
200
Saratov?Moscow
480
Syzran'?Kryazhim
75
Ufa?Tuymaza?Naryshevo
125
Dzhambay?Sor Ozero?Uil
95
Dossor?Ural'sk *
215
Astrakhan'--Our'yev
565
Total
2,005
* Double
in 1942.
pipe line (each about 282 miles) under construction
Planned petroleum pipe lines:
LOCATION
Trudovaya?Dnepropetrovsk
Voronezh?Moscow
Lozovaya?Khar'kov
Groznyy?Astrakhan'
Astrakhan'?Kuybyshev
Orsk?Ishimbay
Total
APPROXIMATE
MILEAGE
130
295
95
250
500
195
1,465
centimeters are shown where known. Little information
is available, even on the known lines:
2. GAS PIPE LINES.?Planned natural gas lines are:
APPROXIMATE
LOCATION
LENGTH
COMPLETED
LOCATION
MILEAGE
Miles
Year
Dashava?Proskurov?Kiev 325
Saratov?Moscow
500
1946
Kohtla--Arve?Luga?Leningrad 165
Saratov?Yelshanka Pervaya
258
Tula?Moscow 125
Pokhvistnevo?Kuybyshev
125
1943
Kuybyshev?Yablonovyy Vrag
20
1947
Total 615
Malgobek?Groznyy
Groznyy?Pravoberezhnoye
99
15
1945
1946
The line from Dashava to Kiev will have an ultimate
Dashana?L'vov
37
daily capacity of 176,572,000 cubic feet. The Kohtla-Jarve
to Leningrad gas line will be about 8 inches (20 cm.) in
1,054
Total
diameter.
The transmission line to Moscow from Saratov is about
6'6" underground and has six pumping stations with the
first one about 27 miles from Saratov. The daily capacity
of this line is about 151 million cubic feet. The daily ca-
pacity of the Malgobek - Groznyy line is 2.1 million cubic
feet.
(c) Vulnerability.?Oil and gas transmission systems
are generally vulnerable. Tank farms, open and other
storage plants, terminals, pumping stations, and river
crossings are critical points.
(d) Pipe lines under construction and planned (FIG-
URE I-11)
1. PETROLEUM PIPE LINES.?Before 1936, pipe-line
construction was the responsibility of the Petroleum Pipe
Line Construction Trust (Nefteprovodstroy). Probably a
similar body still exists to perform large scale construction.
Short lines are constructed by local trusts.
The extent of completion of the pipe lines under con-
struction was indeterminable in late 1947. It is apparent,
n ential
B. Telecommunications
(1) General
The telecommunications facilities of the Soviet Union
are a government monopoly under the Administration for
Signal Communications (Narkomsvyaz, or People's Corn-
missariat of Signal Communications). During World
War II the civil and military administrations were prac-
tically the same. In either case administration is centered
in Moscow (Moskva) with subdivisions following the po-
litical subdivisions of the country (FIGURE I-12).
The domestic network is less dense than in many other
countries (about 0.75 telephones per 100 population in
1940) ; still it is possible for almost any community to com-
municate with Moscow. In general, the service is ade-
quate for the needs of the country, since the main purpose
of the domestic network is to provide official rather than
private communication means. The primary means of
international communication is by radio.
Approved For Release 2003105114: CIA-RDP79-01144A000200010001-8
Original
EUROPEAN U.S.S.R.
(Excluding the Caucasus)
TELEPHONE AND TELEGRAPH NET
Telephone and Telegraph Line
U.S.S.R. Administrative Boundary, 1946
International Boundary, 1937
Boundary of Report Area
Submarine Cable
? l0 Tr Br
Prilemeas
recft c.-npdea n 1947 CINRDENTIAL
usE. "42
3r 3,13?
DONETS BASIN
)9 20
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
OT7 SINVf
sNouvoiNn.wwooarias,
ZI - mama
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
9?
200
12?
15?
18?
21?
24?
EUROPEAN U.S.S.R.
STRATEGIC TRANSPORTATION SYSTEMS
Kilometers
0 200 400
100
100
THIS MAP IS BASED ON MATERIAL AVAILABLE
IN WASHINGTON, D. C., ON 1 JANUARY 1948
RAILROADS
Broad gage (5'00 Steam Electric
Double track
Double track in 1941,
mostly single track in 1947
Single track
Single track, being made electric
Standard gage (4'8W)
Single track
Bridges over 75 and under 150 meters
Bridges 150 meters and over
Tunnels
Strategic route numbers
CITIES. AND TOWNS
Over 500,000 population
=.0104C
LEGEND
ROADS
(Classification based on 1941 German intelligence)
All weather, asphalt or concrete
Mostly all weather, good base, possessing
crushed rock, cobblestone, or asphalt surfaces
Seasonal, poor base or sub-grade; improved dirt roads
Mostly seasonal, type of construction unknown
200 Miles
Strategic route numbers
Bridges over 75 and under 150 meters
Bridges 150 meters and over
BOUNDARIES
JAN IS
International
Selected political
1MC41) to 5K000 population 0 Limit of farthest German penetration
10,000 to 100,000 population 0 WATERWAYS
OIL AND GAS Depth classification, 0 to 1 meter
Oil pipelines:
Operating, with diameter in centimeters where known 25 1 to 3 meters
Under construction
Planned
Oil fields: Canals
Active Dredged channel
Exhausted io Ferries and Locks
Oil refineries _ Dams
Gas pipelines: Existing
Operating GAS Under construction
Planned _GAS _
Gas fields
Active
over 3 meters
Terminus of known river boatlines
Ports
Strategic route numbers
NOTES
Depth classifications are shown only for the StrategT,
Waterway Routes.
S!reams w!t,out ciasscatior are na
most o' le7vh
27?
30?
33?
36?
39?
42?
45* 48*
;1* "i'."
ELOYE MORE
(WHITE SEA)
F (2)
0
,,,..,,,,,Dvlli Icatia \
`? Gt, ba k
?,---z
Royce \
\ _...r.3-'' IARKH,Ar...? GEL'SK
b
C)
\
ero
---(00nega
FIGURE 1-11
STRATEGIC TRANSPORTATION SYSTEM
JANIS 40
mIDEM1ISEP11011
33? 36? 39? 42? 45? 48? 51? 54? 57? 60?
63?
66? 69?
62
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
?zr
?zr
Approved Fo
62?
60?
58?
56?
54?
Planned
Gas fields
Active
0-Ratle
GAS
tg)
NOTES
Terminus of known river boatlines
Ports
Strategic route numbers
S:,SaMS diprfT
throughout most of their length
C5i'y a few fr' Vie Unifies, ruoiii,is, fe?ries, di:if
"W",' "Ch3oteT
Ports arid Ter,o1 of D,D.?t. lineo a!!! H
cr, toe Selooroo Strategi: y'iat!-,ry,a?s
Road classification "Asphalt" may range from asphaltic
concrete to bituminous emulsion used as dust palliative.
Alikkeli
4-ARKHA GEL'Sik
-
00nega
TO,
STz/70
-Petrozavodsk
cinezh.sicaL
' Ozero
k a', 0 ne
? adeynoye Pole
achti
)zero
7 lucks
1-5
ottas
3 tr,k,
to lonctme
Malaya
Vishera
4 Cherepovets,
Gryazo vets
Staraya Russa
1 r. tifri '!
Rybinskoye
lokhranilishche\
5insic Reservoir)
Bologoye
,
Vyshniy Voloc
VY5)-iNlY" ,
0000TS1,11,
Velikiye
Toropets
Perestavr-
Zalesskiy
10 Valley Dams
11 Locks
rnitrov
ONer?
0 ?
Rostov wFAuNtimoavnoove odni
0 Rooki
Teykovoo Shuya
Kovrov
Zagorsk
ytishchi
Polotsk
-Nlozhays
Orekhovo-Zuyevo
Olo
Yartsevo
Vvaz'ma
Naro Fominsk
_
odol's
Yegor'yevsk
resensk
0
Gus'-Khrustal'nyy
Murom
- oKulebaki
0 OVyks3
Melenki
Arzamas
343
sicaya
j-ARKHA GEL'SK
zero
0 Onega
?
eldino
Syktyvkar 0
SKI 1"
NAL
:61:feYnoy
khvin
I3orovichi2
Q )
'Bologoy
;HMI r
arsx,
ANA,
Gryazo vets
V
(R
okhranilishche
binsk Reseruoi;-i?
oGalich
Torzhok
Pereslavr
Zalesskiy
ey Dams
Locks
mttrov
Zagorsk
ytishchi
ONer?
Furmanov 0
Rostov
IVANOYO? Rodni%
0 Teykovo? ?Shuya
e 0 Kovrov
ksandrov
i'cginoVIathm
ichuga
Yuzha
YoshIcar-Ota
Mozbga 0 Sarapul
CheboksarY
cMcizhays
MOS
11:171.fsevo
Naro Fominsk
re khovo-Zuyevo
o
114
11111.
? 'Yegor'yevsk
41 q resensk,?..,
0 p. urom
Gus'-Khrustal'nyy Kulebaki
0
Melenki ? Vyksa
ArzanlaS
toisisko?
0 A,
tetS4-
403
4A000200010001-8
tt
olotsk
r
VITEBSK
1
Mozhays
rekhovo-Zuyevo
:110 kS
Approved For Release 2003/05/14 : CIA-RDP79-01144A000200010001-8
Slutsk
_
?
0 --?47134 c ovno(ss.
0
Lutsk Ravine)
Zdolbunov?
Afogily4?)
Shepetuy,
'Balashov
a- Atka,
yell*
khoictika
?
0 Ko/onlyka 0
CHERNOVTSYN*
?
?
Starobel'sk
??
\???
RUSH I L: R A D
osvhoiC)lov-sk-t_? Kamensk-S ha khti nskiy
0 Li khayl
Slavyansk
Kra matorsk
Uruzhkovka 0
Konstantinovka
oggejr-A?, Gorlovka
ikovo
46?
0Sibiu
_
Brapv0
Krasnyy San
?Shakhty
Noveiberkassk
OSt0V- -
( Rostov- na-Don u
Osipenkoo
Foe
0
TeCi ir;
tievskava
Rostov-no-Dont
Ozer()
MOS
Ktin:fsero 0
Mozhays
odol's
Fominsk
Z-11 ns
? _j
or Orekhovo-Zuyevo
Yegor'yevsk
Vyaema
0
Gus-Khrustarnyy
0
resensk Melenki
)
(-
\--` 3
'
MUFOM
oKulebaki
Vyksa
Arzamas
Kasimov
t'
oAlatyr'
Istagstlevo
Bugd
actIkhov
0
okiffIchev
.D 2 Orel
tsensk
Yefremov
ts. Dons
Kaovic
C
Sasovo
Nizhniy Lomovo
Kirsanov
sskazovo
oKrasivka''
Rtishchevo
PEN ZA
Petrovsk
0
Kuznetsk
Utz,11'yanovsk
oMelekess
VORON EZH
Balashov
StmYY Oskol
SARATii
54.
52?
50?
0 oBobrov
Ostrogozhsk o
Svoboda
edin
Akhtyr
.TAVA
'nog WIfO
Borisogle
oButurlinovka
? \
oKalach
Yelan'
Kras
Nikolayevsk
ikhaylovka
Frolovo
ZAPOR
0
elitopol'
Lozovaya
Slavyansk
Kramatorsk
Druzhkovkar)
ograt Konstantinovka
a
ikovoC)-s Gorlovk
Starobel'sk
????.
rtemovsk VpROSH I L-0 ViG R A D
?
ZH'YE
ekhov
Krasnoarme skoye
Millerovo
?Voroshilovsk6
oDebal' sevo Kamensk-Shakhtinskiy
enakiye Likhaysa
Zverevo
C.)
Morozovsk
STAL I NO
Amvrosiyevka
MAR I UPOL' TAGANROG
?
ostov-
(Rostov-rra?Zonu
erkassk
MANYCHSK,
KANAL
0
aysk
Staro-Minaaya
li.evskaya
Rostov-na-Donu
02
CAR FERRY
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
mogilyany--\
ShoPetovc?a 0 Zhitomir
Go - Fa stov
e
Kobyzhcha priluki
0 oRomny
_
- 0Lebedin
PirYatin
tkreyasiav 0
oAkhtyrka
0-Khmel'nitskiy Lubnv
? 0
? Stanislav
?
? 0 Kolomyya
Belgorod
-:0 Volchansk
KHAR'KOV
Q.)
Sioboda oButurlinovka
oKalach
khaYlovka
?POLTAVA
0
,Izyum
rasnyy Liman
0
tikhatki
DNEPRODZERZHINSK ((
4
Slavyansk
Kramatorsk
Druzhkovka0
ogmad Konstantinovka
r.A.,
Gorlovka
ikovo-
Starobel'sk
vo
0 Likhayaa
LOt,ILGRAD
oRtishrovillsk
46?
42?
Nov6c-herkassk
44'"":="'
OSt0V-OTPDOri
(Rostov-na-Donu
?zr
?zr
cr)
Rgtov-na-f
ozesz
)16*
Mva
OC`uacal
C))(7)
Yevpatoriya
o
IFERDPOL' Feodosiya ?
r
_
stopol'
Yalta
i
/
Priniorsko-Akhtarsk:xa:
ii
Azousk.oye Ale m:::::.
Timashevskaya
Aria.Kesp: \lep
NOVOROS$1 r'ovo?
? 0
?
?
1 0.2
KRASNQDAR
SlavyanmsskakaKii_Yare
inatovo
o 64)
stavroPor
to
Nevinnomyssk cez
Mi
ral'i
go>
Kislovodsk 0 Pro
latiarchik
0-
27?
30?
33?
36?
39?
42?
Kutaisi
D:
yo
tattoo
0
Sv'oboda
Belgorod
/0 Volchansk
KHAR'KOV
(19
Novouz
0
Butudinovka
oKalach
? ak
ikhaylovka Ka
VITNAI.: ?
1'0410
? ?
Starobersk
R6HICKGRAD
?
osvhoilovskl Kamensk-Shakhtinskiy
e Li khay'a
Lozovaya
Stavyansk
Kramatorsk
Druzhkovka0
Konstantinovka
? Gorlovka
?4.-M::6 ?
-
0I patovo
t Roadstead
,
? A Khasavyurt
420
ERS-A
S 6-48
immmermiggemin.mmApproved For Release 2003/05/14: CIAM79-01144A000200010001-8
Page 1-59
To the extent permitted by production methods and fa-
cilities, the Russians prefer to use equipment of their own
manufacture; however, much of the equipment which they
do make is a modification of equipment which has been
imported from other countries for that purpose. Some
developmental work has been and is being done on tele-
vision, frequency modulation, and high-frequency radio
links; however, the present status of development is not
definite. Radio amateurs are again being encouraged to
operate, though kept under close government supervision.
(2) Domestic telecommunications networks
The domestic telecommunication system is organized
along a "four-step plan". Moscow is the first step, with
successively less important centers forming the other
steps. Cross communication facilities between steps are
limited except at the second-step level.
(a) Telephone.?Most of the intercity lines, as well
as the lines in the smaller towns, are of the open-wire pole
type. In many cases the telephone lines are on the same
poles as the telegraph lines. In and near the largest cities
underground cable is used quite extensively. A few of the
intercity lines also are underground cables. Carrier is
used on many circuits to provide the maximum possible
number of channels. Maintenance is good, considering
the methods used, but there is rather limited use of mod-
ern techniques, particularly as applied to line testing and
fault location. Exchanges are being modernized and
changed as rapidly as possible to automatic equipment,
most of which is Ericsson Rotary.
(b) Telegraph.?The telegraph system is older and
more extensive than the telephone system. The original
telegraph lines followed the railroads, but as highways
were built lines also were built along them, so that today
telegraph service is available in almost all localities.
Many different types of station equipment are used, in-
cluding some American teletype which is well liked. Fac-
simile, either by wire or radio, is used when available since
it alleviates difficulties caused by a lack of skilled opera-
tors and the use of more than one alphabet.
(c) Radio.?The domestic radio network is the most
modern of the Soviet communication systems. Moscow,
being the center of the communication system, is well
equipped with all types of radio facilities. The main com-
munication centers (step two of the four-step plan) usually
have several first-quality transmitters, including one 15-20
kw. set, with features including multichannel high-speed
telegraph and telephone facilities, and crystal control for
several frequencies. The smaller communication centers
have less powerful equipment. Many otherwise isolated
communities are linked with the wire network by means
of low-power radio stations. Much of the radio equip-
ment is Soviet-made and is quite modern in design. Early
in 1946 it was reported that a very high-frequency radio
telephone circuit was being constructed from Moscow to
Leningrad, and another from Moscow to Gor'kiy was being
planned.
In addition to the regular communication stations there
are other government-operated radio services, such as avia-
tion facilities, ship-to-shore and navigational-aid stations,
police stations, meteorological stations, and railroad corn- ?
munication systems.
(3) International telecommunications networks
(a) Radio.?In 1940 there were about 15 short-wave
radio stations in European USSR which were used for in-
ternational communication. The most important were
those near Moscow, although other stations were more
Original
favorably located for communication with the United
States and Canada. In addition, there were long-wave
stations at Leningrad, Kiev, and Khar'kov.
(b) Telephone and telegraph.?Prior to World War II
there were trunk lines from Moscow to the important cities
of other European countries; most of these circuits have
been re-established. The few submarine cables that are
used are two to Denmark, four to Finland, and one to
Turkey.
(4) Broadcasting
The government-operated broadcasting system of the
Soviet Union differs from that of most other countries in
that greater emphasis is placed on the use of a wire-dis-
tribution system than on the use of receivers for direct
listening. In the entire USSR there are about 5 1/2 million
speakers connected to this wire system. During the war
all receivers were confiscated but they are now being re-
turned, and the production of home-type receivers has been
resumed.
Most of the broadcast station equipment is of Soviet
manufacture. The wire-broadcasting system is similar to
a power-distribution network with local amplifiers up to
24,000 watts used in some stations. The radio broadcast
stations are frequently used as relay stations for programs
originating in Moscow for distribution in other localities.
Since the war several transmitters have been reconstructed
and some new stations built.
Receivers are licensed by the government. The most
popular prewar model was a copy of a 1936 RCA. Since
World War II, production has been resumed on several 5-
to 7-tube models with dynamic loudspeakers, some of
which are made for battery operation.
8. CITIES AND TOWNS
A. General description
(1) Introduction
European USSR is the European portion of the USSR
with revised postwar boundaries, but excludes the Cau-
casus. It includes all of Estonia, Latvia, and Lithuania,
and areas annexed from Finland, East Prussia, Czecho-
slovakia, Poland, and Rumania (FIGURE 1-13). This area
also includes 53 cities and towns with prewar populations
of 20,000 and over, 30 of which were in the area occupied
by the Germans and alffered much structural damage.
Some of the 23 cities in the unoccupied area, including
Moscow (Moskva) 107 * and Leningrad 37, both of which
were near the front lines, suffered extensive damage by
bombardment. In both of the cities mentioned, recon-
struction centers around opening major arteries and elimi-
nating points of congestion.
The area of European USSR is mostly low-lying, nearly
level or gently undulating plain. Wide river flood plains
border most of the streams, but many of the larger rivers
flow at the foot of eastward-facing bluffs as much as sev-
eral hundred feet high. Most of the larger cities are
situated on bluffs overlooking strategic river crossings.
Gullies dissect the bluffs and divide the communities into
several parts. Although obstacles to lines of communica-
tion, such gullies may be useful as routes from high levels
down to the river, or for defense.
* Major cities are identified by italicized numbers throughout
the text and by underlined numbers on FIGURE 1-13; minor cities
are identified throughout by numbers in parentheses.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-60 JANIS 40
(2) Pattern and urbanization
Russian internal communications prior to the revolution
of 1917 were inadequate, even for the predominantly agri-
cultural economy of that time. The rivers were the prin-
cipal carriers of freight, and nearly every urban center of
importance was located on one of the major rivers. The
intense industrialization which occurred between 1917 and
1940 was accompanied by a considerable increase in rail-
road mileage. However, little effect was seen in highways,
except around Leningrad and Moscow.
Odessa 238, Sevastopol' 246, and other cities on the Black
Seacoast, and Murmansk 3 with its satellites on the White
Sea (Belcye More) have become major seaports.
Areas incorporated in the USSR since World War II do
not conform to the general pattern of urbanization, as
they differ in racial origin and history. Most of the major
urban areas, such as Riga 86 and Kaliningrad (Konigs-
berg) (263) are seaports.
(3) Degree of urbanization
Prewar industrialization resulted in extensive popula-
tion shifts from rural to urban areas and brought about
considerable overcrowding even prior to the invasion. As
a result of subsequent destruction and the fact that recon-
struction cannot be effected immediately, a large percent-
age of urban areas are now seriously overpopulated. This
is particularly true of Moscow and Leningrad.
It is difficult to evaluate the effects of the war on urban
areas, as numerous shifts of population have occurred.
Industrial populations were moved eastward to the Urals
and Siberia during the war. The populations of areas
annexed since the war have been shifted elsewhere and
Russian populations introduced. The German inhabit-
ants of the former German Volga ASSR have been moved
to western Siberia and USSR middle Asia, but their in-
fluence is still seen in Engel's 193, Marks (Marksshstadt)
194, Kuybyshev 130, and even the rural areas.
(4) Functions
The major urban areas of European USSR are of com-
paratively recent origin. Moscow was a small village in
the twelfth century, and Leningrad was founded in the
seventeenth century. Many cities were built around a
kremr (citadel) , or kremlin, which, in many instances, is
still standing. However, the trend to industrialization has
altered city patterns. Many cities, such as Moscow 107,
Gor'kiy 58, Kuybyshev /30, and Leningrad 37, are now
centered around industrial plants. Stalingrad 197 ex-
tends about 50 kilometers (31 miles) along the Volga river,
a waterway of considerable importance to its industries.
(5) General characteristics
Prior to the revolution, urban areas were normally
spread out, comprising few buildings over two stories in
height but with numerous detached wooden structures
with fenced gardens or yards. Despite overcrowding, such
areas have low population densities and low percentage
of land occupied by structures. Areas developed during
the Soviet regime or acquired by annexation are more
heavily built-up.
Street plans are usually gridiron, sometimes combined
with a radial plan, as in Moscow. Some modern main
streets are wide and well paved. Such construction has
often necessitated drastic measures in widening and
straightening the rights-of-way. However, dirt surfaces
are the most common. The traveled way wanders, accord-
ing to the condition of the road surface, along a wide
public or open strip marked off by garden fences. The
better main streets are paved with cobblestones. The
smaller communities, many of which are bisected by
streams, are often bottlenecked by inadequate bridges and
by narrow, winding streets. In many villages, the main
street is part of the dirt road which constitutes the only
access route.
For the most part, urban areas are not divided into sec-
tions based on racial or religious differences. Certain
areas, such as that of the now nonexistent German Volga
ASSR, have characteristics attributable to specific racial
groups, although the original inhabitants have been re-
located. Areas annexed since the war retain such char-
acteristics.
Notable growth in hospital facilities was accomplished
between 1913 and 1941. In the latter year, there were
491,543 hospital beds in the cities of USSR as a whole, an
average of 8.2 per 1,000 population. There were 24,792
out-patient clinics and a trend toward expansion of these
facilities. Technical equipment is poor. Doctors are
lacking, but latest reports indicate that medical schools
are currently crowded. The most common diseases are
malaria, tuberculosis, and dysentery. Sand-fly fever is
limited to Krymskaya Oblast' (Crimean Oblast). Al-
though progress has been made in retarding the more
common diseases, the incidence of tuberculosis and ve-
nereal disease is high.
Rural hospital beds in the entire USSR numbered only
169,888 in 1941, or 1.47 beds per 1,000 population. Rural
medical centers numbered 13,512. Technical equipment
is poor. Bacillary dysentery and common diarrheas are
widespread in rural areas.
Only 107 cities had sewerage systems in 1938. Sewer-
age mains totaled about 5,000 kilometers (3,100 miles).
Little information is available on garbage and trash col-
lection. Leningrad has a planned system of collection,
and large industrial plants and adjoining communities
have provided their own systems. Small villages have no
modern sewerage or systematic garbage-disposal systems.
Water-supply systems were in operation in 411 urban
areas of the USSR in 1938. The 14,000 kilometers (8,700
miles) of water mains included primitive types made of
hollow logs. Villages obtain most of their water from
wells, often of poor design and construction. Use of con-
crete construction has been encouraged around Moscow
and Pskov (81).
Except in those communities with their own generating
equipment, electric power for domestic consumption is
limited by industrial demands. Natural or artificial gas
is available for domestic or industrial use in most of the
larger towns. Few villages have electricity, but some large
farms have their own generating plants. Gas is available
to some villages.
The most important structure in an urban area is
usually a government building. The railroad stations on
the older lines are also of considerable importance. Com-
mercial buildings, as found in the United States, are lo-
cated only in the most important cities, such as Moscow,
Leningrad, and Khar'kov.
Prewar residential construction conformed to the fol-
lowing several fairly definite patterns:
a) Rectangular blocks with buildings forming a continuous
front along the building lines on all four sides, with uni-
form cornices and pitched roofs, and small interior courts
(Moscow, Leningrad, Odessa) . Structures occupy 70% to
80% of the available space.
b) A variation of the first type with breaks between adjacent
structures, and its interior courts open on one side. Struc-
tures occupy 50% to 70% of the block.
C) Groups of rectangular multidwelling structures erected on
areas within the confines of the block embodying other
types of construction.
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Original
Approved For Release 2003/05/14: CliMP79-01144A000200010001-8
Page 1-61
d) Several storied structures with numerous dwelling units.
The usual gridiron of alternating major and minor streets
is discarded in favor of an irregular arrangement.
e) Rectangular blocks with deviations from this pattern as
required by terrain. Large buildings occupy business sec-
tion and residences are detached but closely spaced, and
have pitched roofs.
f) Closely spaced detached residences facing outward on the
two long sides of the block, with occasionally one or two
on the short sides. Each house has a garden.
g) Smaller and poorer houses with larger gardens, fronting
on two long sides of the block. Mostly on the outskirts of
cities and towns.
h) Small wooden residences in a row fronting on the long
sides of the block, each with a plot of land. Chiefly in the
older communities of eastern and southeastern European
USSR and Ukrainian SSR.
i) Simple forms of construction in the smaller villages along
the roads, trails, and streams of the USSR (except in re-
cently annexed areas) , consisting of small detached resi-
dences arranged in a row along the road or stream, each
with a garden in the rear. Although the majority of houses
are of wooden construction with tile or sheet-metal roofs,
many are constructed of sun-dried brick or pounded earth,
and have thatched roofs.
(6) War damage
War damage was most extensive in the occupied areas.
The utilities, transportation, and industrial facilities were
systematically destroyed. Residential areas were widely
burned out. However, specific information on war dam-
age is generally inadequate. In the plans for reconstruc-
tion more extensive use of concrete can be expected.
(7) Major urban areas
Six of the seven largest cities of the USSR are located
in European USSR, exclusive of the Caucasus; these are
Moscow, Leningrad, Kiev 171, Khar'kov 208, Gor'kiy 58,
and Odessa 238.
(8) Minor urban areas
Three-fifths of the minor urban areas lie in the occupied
zone. They follow the general patterns of the larger
urban areas.
(9) Analysis of small towns, villages, and farms
The smaller urban units of European USSR, conform to
a fairly standard pattern. They vary in proximity in ac-
cordance with the population density of the area. In
Ukrainian SSR, it is often difficult to determine the lines
of separation.
The large villages may occupy a greater area than the
small towns, but the latter usually have a greater popu-
lation density. The villages consist of widely separated
houses, each with its individual garden or farming area.
The towns have much less space between houses and much
smaller garden plots.
Isolated farmsteads were almost completely lacking in
prewar USSR, although they did exist in western areas
subsequently annexed.
Certain variations from the standard pattern are found
in particular geographic areas. In the north and north-
east, above 65?N, the communities other than Murmansk
3 and similar boom towns are small. They are usually
confined to clearings in the evergreen forests, except for
those located in the tundra region of the far north. They
are often located on the banks of lakes on other navigable
waterways. Most villages are dependent on fishing.
In the areas acquired from Finland, particularly the
Karelian Isthmus northwest of Leningrad, residential con-
struction is more substantial and more elaborate than the
Slavic types. Neatness and cleanliness are a characteristic
of the areas.
Original
The urban areas of the Baltic states are middle or west-
ern European or Scandinavian in character. Masonry,
particularly brick, is used to a considerable extent in the
towns and, to some extent, in rural areas. Rambling vil-
lages and individual homesteads, similar to those of the
eastern United States, are common throughout much of
the area. However, a transition to the Slavic communal
type of farming, evidenced by regimented rows of rural
buildings, occurs in southern Lithuania and in White Rus-
sian (Belorusskaya) SSR.
The southern part of White Russian SSR, is densely
populated by comparison with the northern part, where
there are few, but often large communities. Residences
are mostly of wooden construction with thatched roofs.
The Ukrainian SSR has a heavy population density.
Small communities are very numerous and closely spaced,
frequently constituting a continuous line of development
for considerable distances along minor river valleys. Most
smaller communities are open in design, but the older
sections of cities and towns are more compact. Recent
expansions on the outskirts of major urban areas are
usually regular in pattern.
The Black Sea coast from Rumania along Krymskaya
Oblast' (Crimean Oblast) is rocky or mountainous, with
numerous lakes and estuaries of major rivers. Because
of the difficulties of land travel, most communities are
situated on a waterway or on the coast. Krymskaya
Oblast' is the most mountainous. Its villages are located
in the valleys and numerous villas are strung along the
coast. Throughout the area, but particularly in Krym-
skaya Oblast', the population is concentrated in the cities
and towns. Mediterranean influences are apparent in
local architecture, and many structures possess oriental
or Turkish features of design or ornamentation. Masonry
structures with stucco finish and low-pitched Spanish tile
roofs are numerous. Stone walls are used in place of
wooden fences. The entire area is a recreation center for
the USSR.
The dry steppes between the lower Don and Volga rivers
have a sparse rural population, and villages are small and
far apart. Towns are usually located on a major river
and follow a compact gridiron pattern. Because of the
scarcity of wood, most small residences are built of sun-
dried brick or pounded earth.
Although its 'original German population has been de-
ported to the east, the lower Volga basin is characterized
by structures of German type, adapted to Russian mate-
rials. Residences and outbuildings surround courtyards
and are enclosed in wooden palisades. Living quarters are
mostly well built and neat in appearance, often consisting
of two-story structures with masonry walls and wooden
gable ends. Roofs have a steep pitch, often with hipped
gable peaks. Clay tile roofs and brick chimneys are com-
mon. Multifamily apartment buildings are found in the
cities.
B. Occupied area
(1) introduction
The line of farthest German penetration passed through
or near a number of urban areas, including Sestroretsk
(25) Novgorod (80) , and Voronezh (181) . It approached,
but did not take in Moscow, Leningrad, and Tula 110. The
German armies were held to the Don river southward as
far as Stalingrad, where the Don was crossed and Stalin-
grad was entered. Southward from Stalingrad, isolated
patrols penetrated as far as 46?E (FiouRE 1-13).
The cities and towns of the occupied area often became
major battlegrounds. Typically, they are located on high
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Page 1-62
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
JANIS 40 waLeMPFONNWigiimm.
banks of major rivers and command strategic crossings.
Cities such as Smolensk 103, Kiev 171, and Khar'kov 208
were, therefore, vigorously defended and suffered extensive
damage before Russian evacuation. Although the Ger-
mans restored some facilities for their own use, they put
a systematized plan of total destruction into effect before
their retreat. Smolensk had only 40 buildings standing
when recaptured by the Soviet army.
Equipment left behind in German-occupied areas was
either taken westward or destroyed before the German re-
treat. Moreover, in accordance with the current Soviet
policy of developing eastern industry, the plant equipment
evacuated eastward under wartime emergency will prob-
ably never be returned to those plants. In view of these
factors, it appears that much new equipment will be
needed and that a general modernization can be expected.
The occupied area is, as a whole, the more densely
populated part of European USSR, and it includes a ma-
jority of the urban areas. It takes in the westernmost
SSR states and Ukrainian SSR. Occupied cities of
Ukrainian SSR, include Kiev 171, the capital; Khar'kov
208; Odessa 238, the most important Black Sea port; and
Dnepropetrovsk 210.
The large urban population of prewar Ukrainian SSR
and White Russian SSR was distributed among numerous
closely spaced towns. A limited arc south of Leningrad
had a high population density. Urban areas of the south-
eastern steppes were mostly located in the river valleys or
grouped at strategic points.
Villages are generally characterized by features inci-
dent to the communal system of farming.
(2) Major cities and towns (TABLE 1-7)
Thirty cities and towns of the occupied area had popu-
lations of 30,000 or more in 1941. The largest city, with
a population of 850,000, was Kiev 171, the capital of
Ukrainian SSR. This city was noteworthy as a commer-
cial center, a naval base, and a rail and road junction.
The second largest city, Khar'kov 208, was being de-
veloped into one of the major USSR industrial centers
before the invasion. Eighty percent of its factories were
destroyed.
Odessa 238 was the most important Black Sea port and
a water - rail transshipment point. Most war damage in
the port area was repaired by 1946.
Prewar sea and river ports, which were generally subject
to extensive damage, included Rostov-na-Donu 256, Stalin-
grad 197, Riga 86, Taganrog 254, Nikolayev 240, Tallinn
27, Simferopol' 245, Liepaja 90, Klaipeda 260, and Vyborg
24.
Prewar metallurgic industries had been developed at
Kursk 177 and Stalino 252, where local deposits of coal and
iron were available, and at Zaporozh'ye 250 and Krama-
torsk 203.
Several cities and towns, such as Rostov-na-Donu, Riga,
L'vov, 227, Taganrog 254, and Chernovtsy 223, were pri-
marily of commercial importance, although most had some
local industry. The border city of Brest 164 derived its
importance from its rail connections.
Because of their location, Dnepropetrovsk 210 and Stal-
ingrad have been important lumber centers, and Simfero-
pol', Kursk 177, and Orel 145 have been important agri-
culturally.
Most cities had some prewar industrial facilities. The
following had substantial numbers of factories, though
varying considerably in importance: Rostov-na-Donu,
Dnepropetrovsk, Stalino 252, Minsk 155, Kalinin 74, Voro-
shilovgrad 201, Vil'nyus 92, Nikolayev, Smolensk 103, Tal-
linn, and Stanislav 226.
4.1
?//Ca'
Ca

aD
C)
Ca
C.,
a).0
Ca
0
ec
Oblast capital
CD M4;
? ?
.5 0 -.--
Cq an
0
, VI Pi
0 ,24 -6 2..,) g m
4 A.,
6 .?
"5 g g to' w-
c "f' .5
o cq 8 ?-:,:i., '-,7-,' o -ai, ,-ciL)'.:4 -..-
c0
ad ..
2 ;1 '!' ,j' ca.? II :?, '5 'ivl
92? 'c. -
., -4, F.., M
c'`,d'-' t ''...:') .5 a
,? 2 cg w
m
O 73.
7)." a' g 4'3 E E4 il?
T. t r-
P ..- ? `_1,?) -O -,Vt 073 ?el 0, - -V , .,? .,... .F.,.' 0 P oo
t g
? ,i'. g
o o ;-. 0 0 , 4., 75 0 ::-. w
24 PC1 -, a c) 101.1 t-
Varied light industries
a>
--, 7 :c1 r?r?.?
?) -?? Iw-
^ 1,, ? :
4-e 4. c
' P4
0X 4 - +a3
0 7c4 0.
,ii CI" ? '73 el 4
M-
'2 -5 - ? fa i=- , (1.)
-cs
lab . g
0 ^ ?. .,?,. ..5,-- ad ? cq '3 i -
0 -- .-- o -,?=i
" 1 +2' E
.71 g Ft ?i3 ..t? 0 M -, -?-' g _ ,,,,j
+.24
- , ?/) -o _
w0. cl ..0 , 0 co
-'
?ro 0 g 4 ., 3' ' ,73
... ba 'D g 0 .? 0 i- ? ',"U 0 ? ^.
?,03' ?-0 PLI 73 4 7S ..'? P-, i..: ... ../), M q 5 i-.,
P4 f'
0 .0 '
..-,
?-.0 ?-,t' 71
P4 14
+.'
4 4:1 :5
0
g ? a) ?, .
al _C +D el Cc 4 g
4 ?_,_ 'I 75 04 1.1 .,
`...-+ 0 EC
a) cyl
5 P r,4 0
7) =1
, 4;) 64 4: 04 cT
F-: > 0 5 d) a) .., ?,-,
COC)
r-r 3.2, cd 0 0
4 aD
? t
T? .)? ,
O f: CI 0 0
1
? , - 1
0 ?a4 0 E
PP cm
>c3 . c..-
0 t
O0 - .., ..._...
? , 7-' ? 00 o c,
, 0
4 ? GO 0
Pq ,0 13-1 0 ?:14 P-1
Crc
Approved For Release 2003/05/14: CIA-RDP79101144A000200010001-8
Original
0
Ca
a
210 Dnepropetrovsk (formerly
Yekaterinoslav)
48?27'N, 35?03'E
Pop. 500,700 (1939)
600,000 (1946 est.)
74 Kalinin (formerly Tver)
56?52'N, 35?54'E
Pop. 216,100 (1939)
216,000 (1941 est.)
208 Khar'kov (Charkow)
49?59'N, 36?17'E
Pop. 835,000 (1941)
950,000 (1946)
171 Kiev (Kiyev, Kiew)
50?26'N, 30?31'E
Pop. 850,000 (1941)
650,000 (1946)
260 Klaipeda (Memel)
55?42'N, 21?10'E
Pop. 38,500 (1937)
203 Kramatorsk (Kramator-
skaya)
48?44'N, 37?32'E
Pop. 93,350 (1939)
177 Kursk
51?45'N, 36?12'E
Pop. 120,000 (1939)
On the right bank of the
Dnepr river
Dnepropetrovskaya Oblast',
Ukrainian SSR
On both banks of the Volga
and of its tributaries, the
Tvertsa and the T'maka
Kalininskaya Oblast',
RSFSR
At confluence of the Lopan'
and Khar'kov rivers
Khar'kovskaya Oblast',
Ukrainian SSR
On the right bank of the
Dnepr
Kiyevskaya Oblast',
Ukrainian SSR
On the sound connecting
the Kurisches Haff and
the Nemunas (Neman)
river with the Baltic Sea
Lithuania
On a small river, the Kazen-
nyy Torets; NW of Arte-
movsk
Elevation: 100 m.
Stalinskaya Oblast', Ukrain-
ian SSR
On two hills on the right
bank of the Tuskor' river
Kurskaya Oblast', RSFSR
Rail: Connections with the Donets
Basin and Kherson
Road: Hwys to Khar'kov, Niko-
pol', Zaporozh'ye, and Krivoy
Rog
Air: 5 landing fields
Water: River port
Railroad and combined railroad-
highway bridges over Dnepr.
Rail: Lines to Moscow and Bolo-
goye
Road: Hwys to Moscow, Bezhetsk,
Torzhok, Rzhev, Volokolamsk,
and Pokrovskiy
Air: Airfield and 2 landing fields
Water: River port
Rail: Lines to Belgorod, Moscow,
Kupyansk, Chuguyev, Krasnyy
Liman, Dnepropetrovsk, Lozo-
vaya, Poltava, and Lyubotin
Road: Hwys to Belgorod, Vol-
chansk, Chuguyev, Zmiyev,
Merefa, Poltava, and Bogoduk-
hov
Air: 8 airfields
Rail: Lines to Poltava, Nezhin,
Chernigov, Korosten', Fastov,
and Vasil'kov
Road: Hwys to Chernigov, Oster,
Vyshgorod, Gornostaypol', Gos-
tomel', Zhitomir, and Belaya
Tserkov'
Air: 3 airfields
Water: Steamer ferry across the
Dnepr
Rail: Lines to Sovetsk (Tilsit) and
Kaunas
Road: Roads to Sovetsk (Tilsit),
Kaunas, and Liepaja.
Air: Airfield
Water: Seaport
Rail: Lines to Stupki, Konstanti-
novk a, and Slavyansk
Road: Hwys to Konstantinovka
and Slavyansk
Air: Airfield
Internal: Streets in poor condition
Rail: Lines to Voronezh, Orel,
Khar'kov, and Kiyev
Road: Hwys to Orel and Khar'kov
Air: 3 airfields
Large-scale industry
(chiefly iron and
steel)
Varied heavy and light
industries
Varied heavy and light
industries
50% of Ukrainian in-
dustry (prewar)
Varied heavy and light
industries
Varied heavy and light
industries
Varied large-scale in-
dustries
Varied heavy and light
industries
Hospitals
Sanatoria
Hotels
Schools
Hospital
2 hotels
Barracks
Military schools
Public buildings
23 hospitals
Sanatorium
Rest home
Hotels
Barracks
Military schools
University
Public buildings
3 hospitals
Clinics
11 hotels
Barracks
University
Schools
Public buildings
Leprosarium
Orphanage
Advanced schools
4 hospitals
5 hotels
Barracks
Military aviation school
Steam power plant (30,000 kw.)
Post office
Radio telegraph station
3 lines on the telephone-tele-
graph network, E, SW, and
Broadcasting station
4 other radio stations
2 power plants (total 34,000
kw.)
Post, telephone, and telegraph
offices
Radio telegraph station
Broadcasting station
3 power plants (total 119,000
kw.)
Post office
In telephone-telegraph network
Radio telegraph station
Broadcasting station
5 power plants (all destroyed)
Post office
In telephone-telegraph network
2 broadcastng and 16 other
radio stations
Power plant (4,500 kw.)
Gas works
Coastal radio station
Waterworks
3 power plants (50,000-100,000
kw.)
3 lines on telephone-telegraph
network, N, ESE, and SSE
2 radio stations
Power plant (24,000 kw.)
Water tower
Post, telephone, and telegraph
offices
Radio station for air service
Broadcasting station
Oblast capital
Oblast capital
Oblast capital
Oblast capital
Explosives dump
Industrial development
rather recent
5,500 dwellings in 1939
Generally gridiron street
pattern
Built-up area 8 sq. km.
Oblast capital
a
ca
CD
8-1?0001?000Z000VM1.0-6/dCIU-VIO : 1%1/90/C00Z aseeieu -10d peACLICIdV
0
a-5
a
TABLE I ? 7 (Continued)
FIGURE
1-13
Index
Name, coordinates,
* population
Geographical
characteristics
Means of access and
internal transportation
Resources
and trade
Health, hospitals,
and billeting
Utilities and
telecommunications
Remarks
No.
90 Liepaja (Lepaya, Libau,
Libava)
56?31'N, 21?00'E
Pop. 57,000 (1935)
227 L'voy (Lw6w, Lvyv, Lem-
berg)
49?56'N, 24?02'E
Pop. 317,800 (1937)
155 Minsk
53?54'N, 27?34'E
Pop. 240,000 (1941)
150,000 (1946 est.)
240 Nikolayev (Vernoleninsk,
Nikolaev)
46?58'N, 32?00'E
Pop. 167,100 (1939)
288 Odessa
46?28'N, 30?45'E
Pop. 604,200 (1939)
604,000 (1941 est.)
145 Orel
52?58'N, 36?05'E
Pop. 110,600 (1939)
Located on the narrow strip
of land between the Baltic
and Liepajas Ezers (Lie-
paja Lake)
Latvia
On the Pel'tev river, a trib-
utary of the Bug
L'vovskaya Oblast', Ukrain-
ian SSR
On the Svisloch' river near
the former USSR?
Poland border
Minskaya Oblast'
Capital of White Russian
SSR
On the Yuzhnyy (Southern)
Bug river
Nikolayevskaya Oblast',
Ukrainian SSR
On Black Sea coast
Odesskaya Oblast', Ukrain-
ian SSR
At confluence of the Orlik
and Oka rivers
Orlovskaya Oblast', RSFSR
Rail: Lines to Alsunga and Riga
Road: Hwys to Zieumpe, Riga,
Saldus, Jelgava, and Rues.Ya
Air: 2 airfields and seaplane land-
ing
Water: "Municipal canal" con-
nects with Baltic. Liepaja is
ice-free practically all year
Internal: Streetcar system. Large
swing bridge in military harbor,
15 m. wide
Rail: Lines to Kovel', Brody,
Ternopol', Stanislav; Przemy?1,
Poland; Krakow, Poland; Yavo-
rov, and Rava-Russkaya
Road: Hwys to Rava-Russkaya,
Lutsk, Ternopol', Brody, Stryy,
Sambor; Przemygl, Poland; and
Yavorov
Air: 2 airfields
Rail: Lines to Vil'nyus, Moscow,
Bobruysk, and Brest
Road: Hwys to Logoysk, Borisov,
Mogilev, Slutsk, Radoshkovichi,
and Vil'nyus
Air: 2 airfields; 3 landing fields
nearby
Rail: Lines to Znamenka, Dnepro-
petrovsk, Kherson, and Okt-
yabr'skoye (formerly Bogoyav-
lensk)
Road: Hwys to Kirovograd, Khar'-
kov, Kherson, and Odessa
Air: 2 seaplane bases; 4 landing
fields
Water: Seaport
Rail: Lines to Ovidiopol', Ko-
tovsk, and PomosImaya
Road: Hwys to Ovidiopol', Niko-
layev, and Yasski (all at least
partly dirt roads)
Air: 4 airfields; 2 seaplane bases; 3
landing fields
Water: Important seaport
Rail: Lines to Tula, Yelets, Kursk,
Bryansk, and Verkhov'ye
Road: Hwys to Bolkhov, Tula,
Novosil', Maloarkhangel'sk,
Livny, Kursk, and Bryansk
Air: 7 airfields
Varied heavy and light
industries
Varied heavy and light
industries
Important trade city,
industrial and farm
products
Varied heavy and light
industries
Varied heavy and light
industries
Varied heavy and light
industries
Varied heavy and light
industries
Hospital
Sanatorium
3 hotels
Boarding houses
Military hospitals
Officers' quarters (now
general billet)
Barracks
6 hospitals
Sanatorium
Clinics
Hotels
Barracks
Schools
Hospitals
Hotels
Barracks
Hospital
Barracks
Several hospitals
Hotels
Barracks
Military schools
3 hospitals
3 hotels
Military schools
Gas works
Power plant (13,000 kw.)
Post, telegraph and telephone
office ?
3 radio stations
Broadcasting station
3 submarine cables
Belt of forts
4 power plants (total 26,781 Oblast capital
kw.)
Gas works
Water system
In telephone-telegraph network
Post and telegraph offices
Radio-telegraph station
3 broadcasting stations
4 other radio stations
1 power plant restored (15,000 Oblast capital
kw.)
Water system
Post and telegraph office
In telephone-telegrpah network
Radio broadcasting station
2 power plants (total 37,000 Oblast capital
kw.)
In telephone-telegraph network
5 radio stations
3 power plants
Water system
Post and telegraph offices
In telephone-telegraph network
14 radio stations
1 power plant
Post, telephone, and telegraph
offices
Radio station for commercial
airfield and one other
Oblast capital
Oblast capital

0
CD
0-
0
>
CD
0
CD
0
0
Z
0
0
???1
CD
8-1?0001.000Z000Vttl.1.0-6/dCIU-VI3 : 1%1/90/C00Z eseeiet1 Jod peAwddv
0 86 Riga
56?57'N, 24?05'E
Pop. 385,000 (1935)
480,000 (1946 est.)
Rigas Jfirmala: Pop. 7,860
(1935)
256 Rostov-na-Dorm (Rostov-
on-Don)
47?13'N, 39?42'E
Pop. 510,300 (1939)
246 Sevastopol' (Akhiar)
44?36'N, 33?31'E
245
103
197
15 km. above mouth of the
Daugava (Zapadnaya
Dvina), on both sides of
the river (800 m. wide)
The Lielupe empties into
the Daugava just below
Riga; the Gauja empties
into Gulf of Riga (Rigas
Juras Deis) farther east
Series of islands in the river
at Riga
City area 211 sq. kin. (36
sq. km. of it water) 175
sq. km. land
Rigas Rirmala (Riga Beach)
is 17 km. west of Riga, be-
tween Gulf of Riga and
the Lielupe
Latvia
On both banks of the Don
about 40 km. (25 miles)
above its mouth in Sea of
Azov (Azovskoye More)
Rostovskaya Oblast',
RSFSR
On high ground on W side
of the Yuzhnaya Bukhta
Rail: Lines to Ventspils, Daugav-
griva, Puikule, Sigulda, Daugav-
pils, and Jelgava
Road: Hwys to Ape, Daugavpils,
Baldone, Bauska, Jelgava, and
Kalnciems
Air: Airfield. Seaplane base
on KiSezers (lake). Minor air-
fields in Bolderaja, and two other
places
Water: River frozen Dec.-Feb.,
but ice breakers maintain traffic
Internal: Old city on right bank
has narrow, crooked streets.
New city is on right bank.
Trolley cars being replaced by
trolley busses
Rail: Lines to Novocherkassk,
Bataysk, and Taganrog
Road: Hwys to Novocherkassk,
Bataysk, and Taganrog
Air: 4 airfields
Water: Sea and river ports; harbor
ice-bound 107 days per year
Rail: 2 lines to Simferopol'
Road: Hwys to Simferopol' and
Pop. 111,900 (1939)
(Southern Inlet) of the
Mekenzivevy Gory; military
112,000 (1941 est.)
Black Sea
coast road running N and S from
Krymskaya Oblast',
RSFSR
the city
Water: Ice-free harbor with an-
chorage for large steamers
Air: 2 airfields; 2 others in area;
2 naval air bases with seaplane
moorings
Varied heavy and light
industries
Varied large-scale in-
dustries including
manufacture of air-
craft and agricultural
machinery
Shipyards
8 hospitals
12 large hotels
20 universities, colleges
and high schools
20,000 summer cottages
at RIgas JUrmala
11 barracks, large camp
at Kigezers
Hotels
Barracks
Military schools
Naval barracks
Simferopol'
44?58'N, 34?03'E
Pop. 142,700 (1939)
In the northern foothills of Rail: Lines to Melitopol' and Mostly light and engi-
the Khrebet Yayla, the Sevastopol' neering industries
second range of the Road: Hwys to Feodosiya, Yalta,
Krymskiye Gory, and on Sevastopol', and Perekop
both banks of the Salgir Air: Landing field
river
Krymskaya Oblast',
RSFSR
Hotels
University
Various public build-
ings
Smolensk
54?48'N, 32?03'E
On both banks of the Dnepr,
85 m. (279ft.) above
Rail: Lines to Sukhinichi, Bryansk,
Vyaz'ma, Orsha, and Vitebsk
Varied heavy and light
industries
2 hotels
Barracks
Pop. 156,700 (1939)
156,000 (1941 est.)
river
Smolenskaya Oblast',
RSFSR
Road: Hwys to Vyaz'ma, Roslay1',
Orsha, Vitebsk, Demidov, and
Dukhovshchina
University
Aviation and military
school
Air: 2 airfields
Public buildings
Stalingrad (formerly Tsar-
itsyn)
On bluffs of right bank of
the Volga
Rail: Lines to Likhaya, Sarepta,
Povorino, and the Donets Basin
Varied large-scale in-
dustry
Hospitals
Hotels
48?40'N, 44?30'E
Pop. 445,500 (1939)
Stalingradskaya Oblast',
RSFSR
Road: Hwys to Krasnoarmeyskoye
and Kachalino
Schools (including avi-
ation and military
over 300,000 (Tan. 1947)
Air: 8 airfields
schools)
600,000 (planned)
Water: Steamer landings
Public buildings
2 gas works
6 power plants
Several water towers
Post, telegraph and telephone
offices
Broadcasting station
3 other radio stations
Power plant (10,000-25,000
kw.; coal-burning)
6 industrial power plants
Post office
Radio telegraph station
Broadcasting station
10 other radio stations
2 power stations
4 water works
In telephone-telegraph network
Radio telegraph station
3 coastal and 2 other radio
stations
Power plant (500 kw.)
Post office
In telephone-telegraph network
Radio telegraph station
Broadcasting station
Oblast capital
Considerable war dam-
age
Important naval base
Oblast capital
Power plant (destroyed during Oblast capital
war) Cathedral
Post, telegraph, and telephone
office
2 radio stations
Broadcasting station
4 power plants (total 254,000 Oblast capital
kw.), coal-burning
Water system
Post and telegraph office
Broadcasting station
3 other radio stations
8-1.0001.000ZOOOVIV 1.0-6/dC1U-VIO 1%1/90/C00z aseeieu -10d PeACLICIdV
TABLE I ? 7 (Continued)
FIGURE
1-13
Index
Name, coordinates,
population
Geographical
characteristics
Means of access and
internal transportation
Resources
and trade
Health, hospitals,
and billeting
Utilities and
telecommunications
Remarks
No.
252 Sta.lino (Yuzovka, Yuzovo,
Hughesovka)
47?58'N, 37?48'E
Pop. 462,400 (1939)
462,000 (1941 est.)
117 Stalinogorsk (Bobriki)
54?05'N, 38?13'E
Pop. 76,200 (1939)
226 Stanislav (Stanislaw6w,
Stanislau, Stanislavyv)
48?56'N, 24?44'E
Pop. 60,000 (Dec. 1940)
254 Taganrog
47?13'N, 38?55'E
Pop. 188,800 (1939)
190,000 (1941 est.)
27 Tallinn (Reval)
59?27'N, 24?45'E
Pop. 146,000 (1939)
150,000 (1946 est.)
Said to be consolidated
with Nomme, pop.
15,110 (1934)
(Nomme entirely resi-
dential)
On the unnavigable Kai' rnius
river and in western part
of Donets Basin
Stalinskaya Oblast', Ukrain-
ian SSR
E of Tula; on right bank of
Don
Moskovskaya Oblast',
RSFSR
Bounded by 3 rivers
Stanislavskaya Oblast',
Ukrainian SSR
On N shore of Taganrogskiy
Zaliv (Taganrog Gulf),
part of Sea of Azov (Avoz-
skoye More)
Rostovskaya Oblast',
RSFSR
On a terrace on steep coast
along Gulf of Tallinn
(Tallinna Laht), Gulf of
Finland
Lower city on beach shelf;
upper city 80 in. (262 ft.)
higher, on limestone pla-
teau
Estonia
Rail: Lines to Taganrog, Krama-
torsk, Khar'kov, and Mariupol'
Road: Hwys to Taganrog, Khar'-
kov, Dnepropetrovsk, Kiev, and
Zaporozh'ye
Air: Airfield
Rail: Near Uzlovaya-Ozherel'ye
Line
Road: A few poor roads
Air: Airfield. 2 landing fields
Varied large-scale in-
dustries; coal and
iron-ore mining
Chemical industry
Machinery plant
Coal mining
Rail: Lines to L'vov and Kolomyya Varied industries (in-
Road: Hwys to Buchach, Dolina, eluding oil refineries)
and Nadvornaya
Air: Airfield
Rail: Lines to Ilovayskoye, Rostov-
na-Donu, and Pokrovskiy
Road: Hwys to Pokrovskiy, Mar-
iupol', and Rostov-na-Donu
Air: 3 airfields; landing field and
auxiliary seaplane base
Water: Harboe with 3 basins; port
ice-bound from mid-Dec. to
mid-March.
Rail: Lines to Tapa, Rapla, and
Paldiski
Road: Hwys to Narva, Tartu,
Viljandi, Rapla, Haapsalu,
Parnu, and Keila
Air: 2 seaplane bases; 2 airfields
Water: Port of import and export.
(See remarks)
Power plant (22,000 kw.)
Water system
Sewerage system
In telephone-telegraph network
Broadcasting station
2 radio-telegraph stations
Steam power plant (350,000
kw.; lines to Moscow)
Water system
Sewerage system
Telephone and telegraph con-
nections
Radio station for airfield and
one other
3 hospitals 3 power plants (total 1,932 kw.)
Barracks Gas works
Prison Post, telephone, and telegraph
38 schools offices
Public buildings Broadcasting station
Radio station
Varied large-scale in- Hospital Power plant (10,000-25,000 kw.;
dustries Hotels coal-burning)
Barracks 3 industrial power plants
Aviation technical Gas works
school Water system
Post office
4 radio stations including
coastal and radio-telegraph
stations
Varied heavy and light 5 hospitals Power plant (20,000 kw.)
industries 2 clinics Gas works
23 upper schools Water system
4 hotels Water tower
Barracks 3 post and telegraph offices
Radio broadcasting station and
3 other radio transmitters
Oblast capital
5,913 dwellings in 1931
Oblast capital
Lighthouse
Capital of Estonia
Tallinn: 8,627 dwellings,
6,680 of wood
NOmme: 2,466 dwell-
ings, 2,369 of wood.
4 R.R. stations, 2 of
them narrow-gage, in
Tallinn. Nomme is a
station on the Tallinn-
Keila line
Harbor consists of New,
Old, and Fishing Har-
bors, aggregating 60
hectares, length of
quays over 6 km., all
with track connec-
tions. 4 floating
cranes, 4 floating
docks. Depths 5.5 to
10 m.
Old walled center of city
has narrow, crooked
streets; newer districts
broad and regular
8-1?0001.000ZOOOVIVI?1?0-6/dCltl-VI3 : 171./90/?00Z aseeieu -10d peACLICIdV
0
Co
92
Vil'nyus (Wilno, Vilna,
Vilnius)
Confluence of the Vileyka
and the Neris
Rail: Lines to Daugavpils, Molo-
dechno, Lida, Grodno, and
54?41'N, 25?16'E
Lithuania
Kaunas
0
Pop. 209,500 (1939)
250,000 (1946 est.)
Road: Hwys to Pobrade, Oshmy-
any (Oszmiana), Eyshishki, and
Meyshagola
Air: Porubank airfield (military
and civilian)
201
Voroshilovgrad (formerly
At confluence of the Orkho-
Rail: In Severnyy Donets Basin
Lugansk)
48?35'N, 39?18'E
vaya and Lugan' rivers,
16 km. (10 miles) from
R.R. network
Road: Hwy to Voroshilovsk
Pop. 213,000 (1939)
the Severnyy Donets river
Air: 6 airfields
Voroshilovgradskaya Ob-
last', Ukrainian SSR
24
Vyborg (Viipuri, Viborg)
60?43'N, 28?47'E
Located on a peninsula and
an island in Vyborgskiy
Rail: Lines to Antrea, Leningrad,
and Helsinki.
Pop. 30,000 (1941)
Zaliv, a bay extending
NE from the eastern part
of the Gulf of Finland
Road: Hwys to Kheyn'yoki (Hein-
joki), Leningrad, Terioki, Koy-
visto (Bjorko), and Helsinki
Leningradskaya Oblast',
RSFSR
Air: Auxiliary seaplane base
Water: Ocean shipping. South
and north harbors, divided by
250 Zaporozh'ye (formerly
Aleksandrovsk)
47?48'N, 35?11'E
Pop. 289,200 (1939)
290,000 (1941)
On the left bank of the
Dnepr
Zaporozhskaya Oblast',
Ukrainian SSR
the Abo bridge. Uuras outer
harbor is for the largest ships
Rail: Lines to Dnepropetrovsk,
Stalino, Melitopol', and Nikopol'
Road: Hwy connections with
Mariupol', Melitopol', and Dne-
propetrovsk
Air: 5 airfields
Water: Military port
Varied heavy and light
industries
6 hospitals, 1 eye clinic
Barracks
Varied heavy and light Hotels
industries Barracks
Public buildings
Important trade city,
linked with the Finn-
ish interior, the Bal-
tic states, and USSR
Lumber exports es-
pecially spur track to
lumber harbor, 12
km. SW
Many sawmills
Vyborg once had 90
factories: sawmills,
shipyard, machine-
building shops, cereal
mills
Electric steel furnaces Barracks
Varied heavy and light
industries
Gas works
Power plant (4,800 kw.) ; 2
other small power plants
supplied 500 and 6,300 v.
Water-pumping plant, water
tower, water-pumping station
Sewer and drainage system
Post and telegraph offices
Automatic telephone system
Broadcasting transmitter
Power plant (25,000 kw.)
Post office
In telephone-telegraph network
Radio telegraph station
3 radio stations
In tetephone-telegraph network
Broadcasting station
Commercial airfield radio sta-
tion
Prewar hydroelectric develop-
ment on Dnepr (558,000 kw.)
New Zaporozhstal' plant
(25,000 kw.)
In telephone-telegraph network
2 radiotelegraph stations
12,083 dwellings in 1931
Capital of Lithuania
Old city in center, sur-
rounded by remains
of wall; new city out-
side, with straight,
broad streets
Oblast capital
Rayon center
City was almost com-
pletely destroyed in
the Finnish-Russian
war. No data on in-
dustrial reconstruc-
tion
Oblast capital
-0>
0
0-
-n
0
to
0
0
0
0
0
0
0
0
0
Approved For Release 2003/05/14 ? CIA-RDP79-01144A000200010001-8
Page 1-68 JANIS 40;
C. Unoccupied area
(I) Introduction
The unoccupied area of European USSR (excluding the
Caucasus, JANIS 41 area) comprises six ASSR's of the
RSFSR. Moscow and Leningrad, the two USSR cities of
over 1,000,000 population, were near the front lines and
suffered extensive damage. Other cities were bombed by
air, but damage was not comparable to that in the oc-
cupied area. The cities of this area received little of the
equipment evacuated from the east. Because of the un-
certainties as to the extent of German advance, equip-
ment and personnel were moved to the Urals or beyond.
However, considerable industrial development had oc-
curred in this area before the war. Gor'kiy 58, Saratov
192, Engel's 193, and Kuybyshev 130 are surrounded by
major industrial plants. Because war damage was lim-
ited, the prewar information provides a much more up-to-
date picture of the unoccupied area and fewer changes are
to be expected.
Although the unoccupied area is, as a whole, the less
densely populated, a limited area around Moscow east of
the line of occupation has the greatest density of popula-
tion in the USSR.
With the exception of Kronshtadt 32 (in the Gulf of
Finland) all the major cities of the unoccupied area are
located on major rivers and are important river ports.
Eight are located on the Volga river.
The smaller towns and villages conform to the general
types previously described, particularly types e) to i)
(Topic 8, A, (5)).
Most of the population is distributed through the valleys
of the Volga river and tributaries, and the Don river. In
the north, the population is mostly limited to the few
towns.
(2) Major cities and towns
(TABLE 1-8)
There were 23 urban areas with prewar populations of
about 20,000 and over.
Moscow 107 is the capital of both the USSR and the
RSFSR, as well as the administrative center of ten major
cities. It has a central location and is the hub of the
USSR's railroad and highway systems. Recent improve-
ments on the Moskva river and the Kanal Imeni Moskvy
(Moscow - Volga Canal) have made the city a major river
port. Moscow is one of the major industrial centers, com-
parable with Leningrad. A shift toward heavier indus-
tries has occurred since the war. Public utilities are gen-
erally well developed. Although the city was bombed, it
did not suffer damage comparable to that in Leningrad.
Leningrad 37 was the most important industrial city of
the Empire prior to World War I. Although much of the
subsequent industrial construction has been allocated to
Moscow, the Urals, or other locations, Leningrad is still a
major industrial center. It is served by rail lines radiat-
ing in all directions and, by a number of main highways.
It is a major port on the Baltic Sea and on the inland
waterway system. Although the city was subject to shell-
ing from both Finnish and German lines, a number of its
important industries remained in operation. Much in-
dustrial capacity has since been restored, and residential
structures are being rebuilt on improved plans.
Among the more important river and seaports are Ark-
hangel'sk 9, Astrakhan' 259, Shcherbakov 46, Murmansk
3, Kolomna 113, and Molotovsk 10. Kronshtadt 32, for-
merly an important commercial port, is now exclusively a
naval base.
Penza 136, Kirov 52, Tambov 138, and Vologda 47 are
junction points of railroads and highways and are of im-
portance primarily as centers of commerce, although they
have some industrial production.
Most cities have some factories and a number have some
heavy industries. Cities of primarily industrial impor-
tance include Gor'kiy 58, Kazan' 127, Kuybyshev 130, Sara-
tov 192 and Engel's 193, Yaroslavl' 70, Tula 110, Kostroma
63, Noginsk 115, Kolomna 113, and Lipetsk 141. For the
most part, the facilities of these cities survived the war.
Original
Approved For Release 2003/05/14 : CIA-RDP79-01144A000200010001-8
8-1.0001.000Z000VM71.1.0-6/dCIU-VI3 : 171./90/?00Z eseeiati Jod peAwddv
0
cs5.
1
FIGURE
I ? 13 Name, coordinates,
Index ' population
No.
9 Arkhangel'sk (Archangel)
64?33'N, 40?32'E
Pop. 280,000 (1941)
259 Astrakhan'
46?22'N, 48?05'E
Pop. 253,600 (1939)
193 Engel's (formerly Pok-
rovsk)
51?30'N, 46?05'E
Pop. 73,300 (1939)
58 Gor'kiy (Gorki, Gorky;
(formerly Nizhniy Nov-
gorod)
56?20'N, 44?00'E
Pop. 650,000 (1941)
900,000 (1946)
127 Kazan' (Kasan)
55?47'N, 49?08'E
Pop. 401,700 (1939)
650,000 (1946)
52 Kirov (formerly Vyatka)
58?36'N, 49?41'E
Pop. 143,200 (1939)
TABLE I ? 8
MAJOR URBAN AREAS IN UNOCCUPIED AREA
(This table lists only the known data. Many towns may have other facilities not listed herein.)
Geographical
characteristics
Means of access and
internal transportation
Resources
and trade
Health, hospitals,
and billeting
Utilities and
telecommunications
Remarks
Elevation: 9 m.
On right bank of Severnaya
Dvina, 45 km. (28 miles)
above its mouth in the
White Sea (Beloye More).
Rail: Connections via Vologda
with Leningrad and Moscow.
Connections via Kotlas and
Kirov with Trans-Siberian R.R.
Road: Road to Kholmogory
Varied heavy and light Military hospital
industries; important Hotels
shipyards Barracks
Power plant
Post and telegraph office
Radio broadcasting station
Naval post with radio station
8 other radio stations
Oblast capital
R.R. station is on left
bank (Arkhangel'sk-Pris-
tan')
Arkhangel'skaya Oblast',
RSFSR
On Dolgiy Ostrov, an island
in the Volga 90 km. (55
miles) above its estuary
in the Caspian Sea
Astrakhanskaya Oblast',
RSFSR
On left bank of the Volga
opposite Saratov
Saratovskaya Oblast',
RSFSR
At confluence of the Oka
and Volga rivers
Gor'kovskaya Oblast',
RSFSR
On left bank of the Volga
near mouth of Kazanka
river
Tatarskaya ASSR, RSFSR
On the high left bank of the
Vyatka river
Kirovskaya Oblast', RSFSR
Air: 8 airfields, 2 with seaplane
landings
Water: Ocean shipping; steam-
ship connection with Vard0
(Norway) and White Sea ports;
channel open to navigation 5
months per year
Rail: Connections with Buzau
Road: Highway to Stalingrad
Air: 4 airfields, 1 with seaplane
landing
Water: Harbor icebound 3 months
per year. 48 wharves with
cranes and facilities
Rail: Line to Anisovka
Road: Highways to Marks, No-
vouzensk, Gnadentau, and Rov-
noye (Zeman)
Air: Airfield
Water: River port
Rail: Lines to Moscow, Kirov,
Metallist (Pavlovo), and Ar-
zarnas
Road: Highways to Semenov,
Cheboksary, Arzamas, Gorok-
hovets, and Balakhna
Air: 7 airfields
Water: River port
Rail: Lines to Agryz and Yudino
Road: On Moscow ? Sverdlovsk
highway; connections with Arsk
and Gor'kiy
Air: 5 airfields
Water: River port
Rail: Connections with Kotel'nich
and Kotlas
Road: Highways to Glazov, Molo-
tovsk (formerly Nolinsk) and
Khalturin
Air: Airfield
Extensive shipyards
Important fisheries
Varied heavy and light
industries
Varied heavy and light
industries
Varied heavy and light
industries; center of
automobile produc-
tion
Varied heavy and light
industries
Varied heavy and light
industries
3 hospitals
Hotels
Barracks
Public buildings
Schools (including avi-
ation school)
Hotels
Barracks
Military school
University
Public buildings
2 hospitals
2 university clinics
Barracks
University
Schools
Prison
Public buildings
Hospital
Hotels
2 power plants Oblast capital
Waterworks Important river port
Telephone-telegraph service and harbor
Broadcasting station
6 coastal radio stations
Power plant
Pumping station
Broadcasting station
3 power plants
Natural gas plant
Post offices
Telephone-telegraph service
Broadcasting station
5 radio stations
2 power plants
Gas works
Water system
Post office
Telegraph office
Broadcasting station
4 radio stations
Power plant (61,000 kw.)
Water supply system
Telephone-telegraph service
5 radio stations
Oblast capital
Oblast capital
Oblast capital
0
0
0
0
Ern111
8-1?0001?000Z000VM71.1.0-6/dCIU-VI3 : 1%1/90/C00Z aseeletliOd peAoiddv
-9
Ca
a
TABLE I ? 8 (Continued)
FIGURE
I -- 13
Index
Name, coordinates,
population
Geographical
characteristics
Means of access and
internal transportation
Resources
and trade
Health, hospitals,
and billeting
Utilities and
telecommunications
Remarks
No.
113 Kolomna
55?05'N, 38?47'E
Pop. 75,100 (1939)
63 Kostroma
57?46'N, 40?57'E
Pop. 121,200 (1939)
32 Kronshtadt (Kronstadt)
59?59'N, 29?47'E
Pop. 60,000 (1939)
130 Kuybyshev (Kuibyshev;
(formerly Samara))
53?12'N, 50?09'E
Pop. 390,000 (1939)
600,000 (1946)
37 Leningrad (Petrograd, St.
Petersburg) Petersburg)
59?57'N, 30?20'E
Pop. 3,191,300 (1939)
2,800,000 (1946)
141 Lipetsk
52?36'N, 39?35'E
Pop. 66,600 (1939)
10 Molotovsk
64?34'N, 39?50'E
(approx.)
Pop. 15,000-20,000
(1944 est.)
10,000 (1945 est.)
On the right bank of the
Moscow river at its con-
fluence with the Oka
Moskovskaya Oblast',
RSFSR
On the high, steep left bank
of the Volga at the mouth
of the Kostroma river
Kostromskaya Oblast',
RSFSR
On the E side of Ostrov
Kotlin in the Gulf of Fin-
land 49 km. (30 miles)
W of Leningrad
Leningradskaya Oblast',
RSFSR
On hills between the Volga
and Samara rivers
Kuybyshevskaya Oblast',
RSFSR
In the Neva estuary at the
eastern end of the Gulf
of Finland
Leningradskaya Oblast',
RSFSR
On the high right bank of
the Voronezh river
Voronezhskaya Oblast',
RSFSR
W of Arkhangel'sk; on SW
coast of Dvinskaya,
Bukhta (Gulf) of White
Sea (Beloye More). Gen-
erally ice-free harbor
Arkhangerskaya Oblast',
RSFSR
Rail: Lines to Moscow, Ryazan',
and Ozery
Road: Highways to Moscow and
Ryazan'
Air: Airfield
Water: River port
Rail: Line to Nerekhta
Road: Highways to Nerekhta,
Galich, Kineshma, and Yaro-
slavl'
Water: River port
Air: 3 landing fields
Bail: Railway serving island and
outlying forts
Road: No roads to mainland.
Air: Airfield and seaplane landing
Water: Important naval base with
elaborate installations
Rail: Lines to Kinel', Saratov, and
Syzran'
Road: Highway to Krasnyy Yar
Air: 4 airfields
Water: River port
Rail: Lines to Oraniyenbaum,
Gatchina, Luga, Vitebsk, Nov-
gorod, Moscow, Murmansk,
Keksgol'm, Vyborg, and Sestro-
retsk
Road: Roads to Petrodvorets,
Novgorod, Moscow, the Karel-
ian Isthmus, and the Baltic
States
Air: 4 airfields, 2 seaplane bases.
Water: Important seaport
Rail: Lines to Gryazi and Yelets
Road: Highways to Ranenburg,
Voronezh, and Lebedyan'
Air: 4 airfields. Seaplane base
Rail: Line to Arkhangel'sk
Road: 5 km. road between port
and city
Air: Airfield. Seaplane landing
Water: Seaport
Varied heavy and light
industries
Varied industries
Munitions plants
Shipyards
Varied heavy and light
industries
Varied large-scale in-
dustries
Heavy industry
New shipyard
Metal industries
Hotel
Public buildings
Hospital
Barracks
Military and naval
schools
2 prisons
Hospitals
Hotels
Advanced schools
Hospitals
Billeting
3 hospitals
Aviation school
2 hospitals
Power plant (1,000-3,000 kw.;
coal-burning)
Water system
Telephone and telegraph con-
nections
Power plant' (10,000-25,000
kw.; peat-burning)
Post, telephone, and telegraph
offices
Power plant
Gas works
Pumping station
Telegraph station
Coastal radio station
Town completely barred
to civilian commerce
Gridiron street pattern
Hydroelectric power plant Oblast capital
(27,000 kw.)
Telephone-telegraph service
Post and telegraph office
6 radio stations
Broadcasting station
Water supply Oblast capital
Power plants
Center of telephone-telegraph
network
35 radio stations
2 broadcasting stations
Power plant (24,000 kw.)
Telephone and telegraph con-
nections
Radio telegraph office
Power plant
Sewerage system
Radio station
0
CD
0-
0
CD73
0
-0
???1
C.0
cb
Co
107 Moscow (Moskva) On Moscow river
55?45'N, 37?37'E Moskovskaya Oblast',
Pop. 4,342,000 (1941) RSFSR
4,500,000 (1946)
3 Murmansk
68?58'N, 33?05'E
Pop. 117,000 (1939)
95,000 (1946)
115 Noginsk
55?51'N, 38?26'E
Pop. 81,000 (1939)
136 Penza
53?12'N, 45?01'E
Pop. 157,100 (1939)
192 Saratov
51?32'N, 46?00'E
Pop. 375,900 (1939)
46 Shcherbakov (formerly
Rybinsk)
58?03'N, 38?51'E
Pop. 139,000 (1939)
138 Tambov
52?45'N, 41?23'E
Pop. 121,300 (1939)
110 Tula
54?12'N, 37?37'E
Pop. 272,400 (1939)
On the east side of inner
Kol'skiy Zaliv
Murmanskaya Oblast',
RSFSR
On both banks of the
Klyaz'ma river
Moskovskaya Oblast',
RSFSR
On left bank of the Sura
river
Penzenskaya Oblast',
RSFSR
On right bank of Volga
Saratovskaya Oblast',
RSFSR
On right bank of upper
Volga
Yaroslavskaya Oblast',
RSFSR
On the Tsna river
Tambovskaya Oblast',
RSFSR
On both banks of the un-
navigable Upa river near
the mouth of the Tilitsa
river
Tul'skaya Oblast' RSFSR
Rail: Lines to Vyaz'ma, Yaro-
slavl', Rzhev, Bologoye, Lenin-
grad, Ryazan', Vladimir, Tula,
and Yelets
Road: Highways to Serpukhov,
Noginsk, Gor'kiy, Dmitrov, and
Kiev
Air: 22 airfields
Rail: Terminus of the Murmansk
R.R. (from Leningrad)
Air: 15 airfields and 2 seaplane
landings
Water: The only ice-free, sheltered
harbor of northern USSR, ac-
cessible to the largest ships
Rail: Branch line connects with
Moscow ? Gor'kiy Line
Road: Highways to Moscow,
Vladimir, and Zagorsk
Air: 2 airfields
Rail: Lines to Rtishchevo, Kuz-
netsk, Lunino, and Morshansk
Road: Highways to Gorodishche,
Petrovsk, ,Mokshan, and Lunino
Air: Airfield
Rail: Lines to Moscow, Karnyshin,
Syzran', and Urbakh
Road: Highways to Penza and
Stalingrad
Air: 3 airfields
Water: River port
Rail: Lines to Yaroslavl' and
Sonkovo
Road: Highways to Yaroslavl',
Uglich, and Vologda
Air: 4 airfields
Water: River port
Rail: On Mocsow ? Ryazan' ?
Saratov and Tambov ? Balashov
Lines
Air: 2 airfields
Rail: Lines to Uzlovaya, Serpuk-
hov, Kaluga, and Orel
Road: Highways to Serpukhov,
Venev, Mikhaylov, Bogoroditsk,
Orel, Kaluga, Odoyevo, and
Aleksin
Air: 2 airfields
Varied heavy and light
industries
Varied heavy and light
industries
Varied heavy and light
industries
Varied heavy and light
industries
Varied large-scale
dustries
166 hospitals
3 hospitals
Hotel
Naval technical school
Barracks
2 hotels
Schools
in- Hotels
Barracks
Schools (including uni-
versity)
Varied large-scale in-
dustries including
shipyards, arma-
ments plants, and
huge underground
aircraft and locomo-
tive factory
Varied large-scale in-
dustries
Varied large-scale in-
dustries
Hotel
Barracks
4 hospitals
Hotel
Civil aviation school
Cavalry school
Public buildings
Hotel
Aviation school
Military quarters
Public buildings
Center of a large electric power Capital of entire USSR
grid
Water system
70 radio stations (10 interna-
tional)
7 broadcasting stations
Steam power plant (8,000 hp.) Oblast capital
Main current supply is from
the Nizhnyaya Tuloma
(Lower Tuloma) hydraulic
plant (50,000 kw.), 30 km.
SW
6 radio stations
Broadcasting transmitter
Power plant
Sewerage system
Telephone and telegraph con-
nections
Radio station
Power plant Oblast capital
Post, telephone, and telegraph
offices
Radio station
Broadcasting station
Power plant (with long distance Oblast capital
lines)
Post office
Telephone and telegraph service
Radio telegraph station
Broadcasting station
Hydroelectric development on Gridiron street pattern
Volga (330,000 kw.)
Post and telegraph office
Telephone office
Radio station
Power plant
Telephone and telegraph con-
nections
Airfield radio station
Oblast capital
Power plant (20,000-50,000 kw.) Oblast capital
Water system
Sewerage system
Gas works
Post, telephone, and telegraph
offices
Radio station for commercial
airfields and two others
Page 1-72
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
JANIS 40 asallmelohmildwIl="B
TABLE I - 8 (Continued)
Oblast capital
-1-
9. RESOURCES AND TRADE
European USSR is a key sector in the Soviet economy of
collective ownership and state control, with its announced
basic objective of increasing the military-economic poten-
tial sufficiently to secure the USSR against "any contin-
gencies".
The area contains about two-thirds of total Soviet popu-
lation, including the bulk of labor skilled by Soviet stand-
ards. Except for deficiency in petroleum production,
European USSR is a relatively self-sufficient economic area.
The area normally produces a food surplus, is a major
center of armament and other finished manufacture, has
more than 70% of USSR installed electric generating ca-
pacity and, despite industrial dispersion eastward and
World War II destruction, by 1950 is planned to again
produce from area ore and coal at least one-half of total
Soviet iron and steel.
A. Agriculture
Despite considerable industrialization, agriculture is the
chief factor in the economy of European USSR, employing
more than half of its population and over one-fifth of its
area. There are considerable regional differences with
respect to food supply: the country is broadly divided into
a grain deficit area, corresponding roughly to the zone of
nonblack soils, and a grain surplus area, broadly includ-
ing the black-soil area. European USSR as a whole is
normally self-sufficient in most foodstuffs and, before
World War II, exported small quantities of wheat, rye,
barley, oats, oilseeds, and sugar.
(1) Natural environment
The soils of European USSR, though diversified, fall into
twto well-defined geographic areas. The nonblack-soil
belt, composed of infertile, leached podsol, extends over
the northern and north central parts of the country and
accounts for 71% of its area. The black-soil belt, consist-
ing of chernozem, fertile and rich in humus, extends over
the steppe of the central agricultural, middle and lower
Volga and the southern regions, and accounts for 26% of
the area of European USSR (FiouBE 1-14).
In the northern and north central regions, low tempera-
tures and periods of excessive moisture hamper agricul-
ture. In the south, particularly the southeast, moisture
deficiency hinders production. The growing season is
relatively short, curtailing the period of field work, and
limiting the varieties of crops.
(2) Land tenure and farm system
Agricultural collectivization in the 1930's developed
three types of farm units. The collective farms or kol-
khozy represent the pooling of the holdings of formerly
independent farmers operating under tight government
control, and accounted for 86% of the crop area in 1938
(TABLE 1-9) . The state farms or sovkozy are entirely
owned and operated by the state; their share of the crop
area amounted to less than 8% in the same year. State
machine-tractor stations supply power machinery and op-
erators to the kolkhozy on the basis of annual agreements
for payment in kind at specified rates per hectare (2.471
acres).
(3) Farm practices
While acreage was being increased under collectiviza-
tion, the yield per acre declined, due to inferior land
brought under cultivation and inefficiency of management
and labor. The government's remedial program includes
crop rotation, conservation of soil moisture, control of
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
Original
NAME
VARIANT
MAJOR
INDEX NUMBER
Approved For ReleaseNEV544 / ? aims) P79-01144A000200010001-8
-Ln--
CITIES AND TOWNS ARE INDICATED BY
Akhiar
Akkerman
Aleksandrov
Aleksandrovsk
Aleksandrovsk-
Grushevsky
Alszandrov
Aleksandrovsk
Alatyr.
(Archangel)
Arkhangel'sk
Arzamas
Astrakhan'
Atkarsk
Azov
Balakhna
Balashov
Byelcy
Baltischport
Baranowicze
Haranovichi
Baronsk
Belaya Tserkov'
Belgorod
Belgorod-
Dnestrovskly
Belomorsk
Belozersk
Bel'tsy
Bendery
Bezhetsk
Bezhitsa
Bobriki
Bobruisk
Bobruysk
Bogorodsk
Bologoye
Borisoglebsk
Borisov
Borovichi
Brest
Sevastopol'
Belgorod-Dnestrovskiy
Alexandrov
Zaporozh'ye
Shakhty
Aleksandrov
Polyarnyy, Polyarnoye
Arkhangel'sk
Archangel
Bel'tsy
Paldiskt
Baranovichi
Baranowicze
Marks
Akkerman
Soroka
Bdlti, Byelcy
Tighina
Ordzhonikidze grad,
Rykovo
Stalinogorsk
Bobruysk
Bobruisk
Noginsk
Brest Litovsk,
BrzeSe-nad-Bugiem
Bryansk
BrzeSd-nad- Brest (Brest Litovsk)
Bugiem
Ryelcy
Cernduti
Cetatea Alba
Chapayevsk
Charkow
Cheboksary
Cherepovets
Cherkassy
Chernigov
Chernovtsy
Cherson
Chisinau
Chistopol'
Chuguyev
DaugavPils
Detskoye Selo
Dinitrovsk-
Stalinskiy
Dneprodzer-
zhinsk
Dnepro-
petrovsk
Dor pat
Drogobych
Drohobycz
Diinaburg,
Dvinsk
Dzerzhinsk
Engel's
Enso
Eupatoria
Fellin
Feodosiya
Gardinas
Gatchina
Gomel'
Goekly
Gorlovka
Gorodenka
Gorodets
Grodno Gardinas
Gryazi
Gryazovets
IiiipinO, Kirovsk
Khittnogorsk
Ismail Izmail (236)
Ivanovo Ivanovo-Voznesensk (62)
Ivashchenkovo Chapayevsk (131)
Izhevsk (53)
Izmail Ismail (236)
Jelgava Yelgava, Mitau, Mitava (87)
Kadnikov (50)
Kaffa, Kefe Feodosiya (248)
Ktiktsalmi Keksgol'm (Kexholm) (22)
Kalinin Tver 74
Kaliningrad Konigsberg (263)
Kratninsk Petrozavodsk (20)
Kaluga (105)
Kalyazin (73)
Kamenets- (221)
Podol'skly
Kamensk Kamensk-Shakhtinskiy (200)
Bel'tsy
Chernovtsy
Belgorod-DnestrovskiY
Ivashchenkovo
Khar'kov
Cerncluti, Czernovitz
Kherson
Kishinev
Dunaburg, Dvinsk
Pushkin
Makeyevka
Kamenskoye
Yekaterinoslav
Tartu
Drohobyez
Drogobych
Daugavpils
Rastyapino
Pokrovsk
Yevpatoriya
Viljandi
Kele, Kaffa
Grodno
Krasnogvardeysk
Nizhniy Novgorod
246
(237)
(67)
250
(258)
(67)
(2)
(124)
9
9
(122)
259
(190)
(255)
(59)
(189)
(232)
(26)
(156)
(156)
(194)
(215)
(178)
(237)
(12)
(44)
(232)
(235)
(75)
(147)
117
(152)
(152)
115
(77)
(185)
(99)
(42)
164
(146)
164
(232)
223
(237)
(131)
208
(55)
(45)
(214)
(172)
223
(241)
(233)
(128)
(207)
(96)
(35)
(253)
(211)
210
(30)
(229)
(229)
(96)
(61)
193
(23)
(244)
(29)
(248)
(181)
(38)
(148)
58
(202)
(225)
(80)
(181)
(140)
(48)
(5)
? See Leningradskaya Oblast' large scale
1-13).
insert
ITALICIZED NUMBERS IN THE TEXT, AND
BY UNDERSCORED NUMBERS ON FIGURE 1-13; MINOR
TOWNS BY PARENTHESES
NAME
VARIANT
INDEX NUMBER
NAME
VARIANT NAME I
INDEX NUMBER
VARIANT
INDEX NUMBER
Kamenskoye
Kamyshin
Kandalaksha
Kasan
Kashira
Katharinen-
stadt
Kaunas
Kazan'
Kele, Kaffa
Keicsgol'm
Kern'
Kerch'
Kexholm,
Kakisalmi
Khar'kov
Kherson
Khibtnogorsk,
Hiipinti
Kiev, Ktew
Kinel'
Kirov
Klrovograd
Kirovsk
Kishinev
Klyev
Klaipecia
Kobrin
Korehugino
Kolomna
Kolomyya
Kolpino
Konigsberg
Konosha
Konotop
Kostroma
Koternich
Kotlas
Kovno, Kauen,
Kowno
Koval'
Kozlov
Kramatorsk
Krasnogvar-
deysk
Krasnyy
Liman
Kremenchug
Krivoy Rog
Kronshtadt
Kutbyshev,
Samara
Kulebaki
Kuolayarvi
Kupyansk
Kursk
Kuybyshev
Kuznetsk
Lemberg
Leningrad
Lepaya
Libau, Libava,
Lipaya
Lida
Liepaja
Liman
Lipetsk
LIvnY
luck
Luga
Lugansk
Lutsk
L'vov
Lyskovo
Makar'yev
Makeyevka
Mariampole
Mariupol'
Marks
Melekess
Memel
Metallist
Mezen'
Michurinsk
Mikhaylovka
Millerovo
Minsk
Mogilev
Mogilev-Podol'-
sirly and
Ataki
Molodechno
Molotovsk
Monchegorsk
Morozovsk
Moscow
Moskva
Mozhaysk
Mozyr'
Munkachevo
Murmansk
Murom
Narva
Nerekhta
Nezhin
Nikolayev
Dneprodzerzhinsk (211)
(191)
Kantalahti, KandePskaya (7)
Kazan' 127
(111)
Marks (194)
Kauen, Kovno, Kowno (91)
Kasan 127
Feodosiya (248)
Kexholm, Kalcisalmi (22)
(11)
(249)
Keksgol'm (22)
Charkow 208
Cherson (241)
Kirovsk (5)
Klyev 171
(129)
Vyatka, Wlatka 52
Zinov'yevsk,
Yelizavet grad (213)
Iliipind, Khiblnogorvk (5)
Chisinau (233)
Kiev, Kiew 171
Klaypeda, Memel 260
(163)
(68)
113
Koomyja (224)
(38)
Kaliningrad (263)
(19)
(174)
63
(51)
(18)
Kaunas (91)
Kowei (165)
Michurinsk (139)
Kramatorskaya 203
Gatchlna (38)
Liman (204)
(212)
(242)
(32)
Kuybyshev 130
? (120)
Sono (8)
? (206)
? 177
Kuibyshev, Samara 130
? (134)
L'vov 227
St. Petersburg, Petrograd .37
Liepaja 90
L1epha 90
(160)
Lepaya 90
Krasnyy Liman (204)
141
(144)
Lutsk (187)
(39)
Voroshilovgrad 201
luck (167)
Lemberg, Lwow, Lvyv 227
Makar'yev (56)
Lyskovo (58)
Dmitrovsk-Stalinskty (253)
(93)
(251)
Marxstadt, Markschtadt,
Baronsk, Katharinenstadt,
Yekaterinenshtadt (194)
? (126)
Klaipecia 260
Pavlovo (121)
? (8)
Kozlov (139)
? (188)
(199)
155
(151)
(218)
(97)
10
(4)
Morosovskiy (198)
Moskva 107
Moscow 107
(108)
(153)
Munkacs, Mukachevo (231)
3
(11)
(31)
(84)
(173)
Vernolentnsk,
Nikolaev 240
Nikolayevsk
Nikopol'
Nizhniy
Novgorod
Noginsk
Novgorod
Novoannenskiy
Novocherkassk
Novograd-
Volynskly
Novogrudok
Novopokrovka
Novouzensk
Nyandoma
Odessa
0Evlopor
Onega
Oraniyenbaum
Ordzhoniklze-
grad
Orekhovo-
Zuyevo
Orel
Orsha
OsLashkov
Ostrogozhsk
Ozery
Paldiski
PaneveZys
Parra'
Pavlov?
Pavlovo-Posad
Pechory
Pechenga
Penevezhis,
Ponewesk
Penza
Pernau, Pyarnt
Pervomaysk
Pestovo
Petergof
Petersburg, St.
PetrodvOrets
Petrograd
Petrokrepost'
Petrovsk
Petrozavodsk
Petsamo
Petseri
Pinsk
Plesetsk
Pleskau
Pock
Podol'sk
Pokrovsk
Polotsk
Poltava
Polyarnyy
Ponewesk
Proskurov
Pskov
Pugachev
Pushkin
Pyarnu
Rastyapino
Rem!
Rezekne
Rezhitsa
Riga
Rogachev
Romanovo-
Borisoglebsk
Rositten
Rossosh'
Rostov
Rostov-na-
Donu
Rovno
Rtishchevo
Ryazan'
Rybinsk,
Ribinsk
Rykovo
Ryl'sk
Rzhev
St. Petersburg
Saila
Samara
Saransk
Saratov
Schouten,
Shaulyay,
Shavli
Semenov
Sengiley
Serdobol'
Sergiyev,
Sergiyevo
Berpukhov
Sestroretsk
Sevastopol'
Shakhty
Shavli
Shcherbakov
Shlissel burg
Pugachev
Gor'kiy
Bogorodsk
Svoboda
Pervomaysk
Bezhitsa
Baltischport
Penevezhis, Ponewesk
Pernau, Pyarnu
Metallist
Pavlovskiy Posad
Petseri
Petsamo
Panevetys
Parnu
Orviopor
Petrodvorets
Leningrad
Petergof
Leningrad
Shlisselburg
Kalintnsk
Pechenga
Pechory
Plesetskaya
Pskov
Polotsk
Engel's
Pock
Polyarnoye,
Aleksandrovsk
Paneveays
Pleskau
Nikolayevsk
Detskoye Selo,
Tsarskoye Selo
Farm'
Dzerzhinsk
Tallinn
Rezhitsa, Rositten
Rezekne
Tutayev
Rezekne
Rostov-on-Don
Rowne, Ryvne
Shcherbakov
Bezhitsa
Leningrad
Kuolayarvi
Kuybyshev
Siaulial
Sortavala
Zagorsk
Akhiar
Aleksandrovsk-
Grushevskiy
Mauna'
Rybinsk
Petrokrepost'
(133)
(243)
58
115
(80)
own
(257)
(189)
(157)
(182)
(195)
(18)
238
(239)
(13)
(33)
(147)
(116)
145
(102)
(79)
(180)
(112)
(26)
(95)
(28)
(121)
(114)
(82)
(1)
(95)
136
(28)
(239)
(43)
(34)
37
(34)
37
(135)
(20)
(1)
(82)
(158)
(14)
(81)
(98)
(108)
193
(98)
(209)
(2)
(95)
(220)
(81)
(133)
(35)
(28)
(81)
27
(83)
(83)
86
(150)
(71)
(83)
(183)
(88)
256
(168)
(137)
(118)
46
(147)
(178)
(78)
37
(6)
130
(123)
192
(94)
(57)
(132)
(21)
(72)
(109)
(25)
246
(258)
(94)
46
?
Siaulial
Simbirsk
Simferopol'
Slavyansk
Slonim
Ellutsk
Smolensk
Sokol
Soroka
Sortavala
Sovetsk
Stalingrad
Stalino
Stalinogorsk
Stanislav
Starokon-
stantinov
Stry
Sumy
Svoboda
Syktyvkar
Taganrog
Tallinn
Tambov
Tarnopol'
Tartu
Taurage
Ternopol'
Tighina
Tikhvin
Tilsit
Tiraspol'
Tsarevo-
Kokshaysk
Tsarskoye
Selo Detskoye
Selo
Tsaritsyn
Tukums
Tula
Tutayev
Tver
Uglich
Ul'yanovsk
Uman'
Uryupinsk
Usr-Sysorsk
Uzhgorod
Valga
Valka
Valuyki
Vellkiye Lukl
Velikly Ustyug
Ventspils
Vernoleninsk
Viborg, Viipuri
Viljandi
Vil'nyus
Vinnitsa
Vishniy
Volochek
Vitebsk
Vladimir
Vlaclimirovka
Vladimir-
Volynskiy
Volkhov
Volkovysk
Voloclimtr
Vologda
Voronezh
Voroshilovgrad
Vyaz'ma
Vyatka
Vyborg
Vyshniy
Volochek
Wiasma
Wan?
Wtndau, Venta
Wodzimierz
Wologda
Yalta
Yaroslavl'
Yefremov
Yekaterinen-
shtadt
Yekatertnoslav
Yelets
Y elgava, Mitau,
Mitava
Yelizavetgrad
Yevpatoriya
Yevstratovskiy
Yoshkar-Ola
Yuriyev,
Dor pat
Yuzovka,
Yuzovo
Zagorsk
Zaporozh'ye
Zhitomir
Zhlobin
Zinov'yevsk,
Yelizavet-
grad
Shavli, Schaulen,
Shaulyay
Ul'yanovsk
Belomorsk
Serdobe
Tilsit
Tsarttsyn
Yuzovka, Yuzovo
Bobriki
Stanislav, Stantslavyv,
Stanisawow
Stryj
Novopokrovka
UsV-Sysol'sk
Royal
Ternopol'
Yuryev, Dorpat
Tauroggen
Tarnopol'
Bendery
Sovetsk
Yoshkar-Ola
Stalingrad
Pushkin
Romanovo-Borisoglebsk
Kalinin
?
Simbirsk
Uryupino
Syktyvkar
?
?
yenta, Windau
Nikolayev
Vyborg
ViTgandi, Fellin
Vilna, Wilno, Vilnius
Vyshniy Volochek
Volodimir
Wodzimierz
Vladimir
Wologda
Lugansk
Wiasma
Kirov
Viborg, Viipuri
Vishniy Volochek
Vyaz'ma
Vil'nyus
Ventspils
Vladimir-Volynskiy
Vologda
Marks
Dnepropetrovsk
Jelgava
Kirovograd
Eupatoria
Tsarevokokshaysk,
Krasnokokshaysk
Tartu
Stalin?
Sergiyev, Sergiyevo
Aleksandrovsk
Ki.ro.vograd
(94)
(125)
245
(205)
(159)
(1541
103
(49)
(12)
(21)
(262)
197
252
117
226
(219)
(228)
(175 )
(182)
(15)
254
27
138
(222)
(30)
(2611
(222)
(235)
(40)
(262)
(234)
(54)
197
(35)
(881
110
(71)
74
(69)
(125)
(216)
(186)
(15)
(230)
(84)
(85)
(179)
(1001
(17)
(89)
240
24
(29)
92
(217)
(76)
(101)
(65)
(196)
(166)
(41)
(162)
(651
47
(181)
201
104
52
24
(76)
(104)
92
(89)
(166)
47
(247)
70
(142)
(194)
210
(143)
(87)
(213)
(244)
(184)
(54)
(30)
252
(72)
250
(170)
(149)
(213)
(Frouaz
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
CO
Aooroved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
6.
10?
12?
14?
16?
18'
20?
22?
24?
26?
/
/
1
.
28.
/
,t ,
30?
/
I
.1
'ri
Ens. (23) Keksgopvn 2
(2)
.. DOZH KO
34'
... ,......?.....
C.')
. j ''
1""'.... 1,
11
?
Vyborg zg A
*II
G"
GI
Sestroretsk (25) L. ...,,
t 4?11 I oliet
LENINGRAD
32 ,
61 Nod.) etrokrepost' ?
?
oo
?,((? Kolpino (38)
c's)5' ?
Gatchina (36)
c,,..?/..?'
'
?
LII go (39)
?---k.. ?
? Volkhov (41)
Tikhvin (40) 0
?
..1...) .
LENINGRADSKAYA
OBLAST' ?
...........-? .. '
-ftv--
"--..
.,.. ...... ?
70 Kilometers
11
-?,
60
..1"--.L: ____
20 10 0 10 20 30 40 50 60
lu0.0000000116=(_...... t" C?'4
10 0 10 20 30 40 Miles
28?
30?
32'
34?
36?
38?
40?
Kuolayeryi (6)
EUROPEAN U.S.S.R.
CITIES AND TOWNS
This niap is based on material available in Washington. D. C., on February 12. 1948.
200 100
200 300 400 500 Kilometers
100 0 100 200 300 Miles
50 (23)
?
Keksgoi'M
Vyborg g,?4
fate
(25)
2 LENINGRAD j2
(33,n 4
(34
(35) ? Vo/khov (41)
? (38)
(36)
hwin (40)
Belorersk (44)
Ch repo els (45
ovgorod (80)
4114
IQ op/ _RiGA
_r
_ (a?)
Pskov (81)
ologoye (77) Bezhel575)
,C)
shniy Volochek (76) u'(ch (69)
Ostashkov (79)
KALININ z4
?ge (261)
Vyarrna (104)
(114)
.ty
(109)
Ng)
Kaluga (105)
MINS K 155
TULA LLQ
SIu1sk (154)
FIGURE 1-13
CITIES AND TOWNS, EUROPEAN USSR
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8 JANIS 40
38? 40? 42? 44? 46? 48. 50? 52? 54? 56? 58?
60?
62?
64.
66?
68"
70.
72"
o'
Molotovsk
Onega (13)
-\
?
Plesetsk (14)
?
Nyandoma (18)
Konosha (19)
?
(44)
Kadnikov (50)
?
Sokol (49)
Cherepovets (45)
Vo ogda
? ' ?
Gryazovets (48)
15
SHCHERBAKOV 1Q
mr, Tutayev
YAROSLAVL' (71)
KIROV
(51)
sk (75)
ilich (69)
Li. Z4
e ? galek
Rostov (68)
Kalyazln (73) ?
Aleksandrov (67)
? Korchugino (66)
(72).. ?
LL?
0.0 (116)
(Ill)
113(108) r4ge
109)
KOSTROMA
Nerekhta (64)
IVANOVO (62)
? Sernenov (57)
GorodetS (60)
Baldkhna (59)tig
GOR'KlY 51 ?
?
Vladimir (65) DZERZHINSK
lyskove (56)
Metalli,71 (12)) (61)
Cheboks
NOM 12.1
KAZAN
1
Murum (119)
?
Kulebakt (120)
Arzarmis (122)
(124)
003/
LIL'YAN
(11
Ryazan (118)
Saronsk (12 )
"Nf,UTflC HP
(125)
ggagiley (132)
LEGEND
Area Boundary
International and S.5.17 Boundaries
Oblast. Boundary
A 559. Boundary
Capital of U.S.S.R.
Ma or Capdar
()liner of 0. Sit
Cilleb and IOW.:
Over 1.000.000
100.000 to 1 000 000
50.000 to 100.000
010001-8
..FRTVVVITT.
MOSCOW-0
LENINGRAD ?
KAUNAS ?
Bezhitsa 0
Millerovo ?
Farthest line of German Penetration /IV TV
r
Index Numbers:
a 41011 ---? -
Mator City or Town . OREL 145
68'
6
6
60?
66
56
rotted g iffr
52'
5
4
4
7'*
RIGA ac
41ix
LI
11;to Bezhats?. (751)
\
80104070 (77)
,Vyshnly Volochek (76) ugi'th (69)
20I/05I
'gavP's (96) .4'
1111 . . ?
KALININ 14
YARO!
Li 2
Rost
Kalyazin (73)
?Aleksa,
(72).'
115
CIO 01
(1)4)
.2/4,00
?,..,?(261)
rest?
Gr
Vo ? a 2) M/ NSK 155
odthor,;(2:0 moindeclir (9?)
4111 / ok (157)
*Baran.'
Yyarrna ((04)
*(1m)
(109)
?Orsha (102)
P:nsa
M971, (15))
Ryai
117
Bezhitssa. (.147)/ \
r3fryansk (146)
1: ? .. \ ..........\..N
ORtL 145
? ? i 1 Le 44PAtky
Yelets 0
?.----1 ?
? ? 41,zy (144) (143)
Yefrernov (I,
4/KURSK 122.
80180,0d (178)
1(.1,128) .TI
opor (222)
4,,hgoanis/avle..?
Kamenets>Po/do(skiy
omunfoh.:11 75) ? 0(22 .1.)
(231) oi ?
Mc'e'l (216)
POLTAVA (209)
Cherkassy (214) I
Kremenchug (212) ?
Ostrogoth,
?
VIluyki (179) I
PAS 111.11 s ? \
KHAR'KOV 2,0
Kupyansk (206)
Chuguyev (207)
asnyy Liman (20
Krama ors (203
GORCOVKA
(202)_.
MAKEYE\
12!
APOROZH'Y STALIN() 2_52
Nikapol' (243) TAGANROG
MARIUPOL/(251)?
620
8''199,(0c1.0
44
Yevpatonya (244) L
?
SIMFEROPOL' KERCH'
(249 '3
6PO1' 246 I
11?Y,11112:45(247:7d7""':;'
24.
26? Approved Far Release 200.3/05/14: CIA7RDP79- 1144A0002000100Q1-8
38?
Rostov (68)
Kalyazin (73) ?
A7.
Aleksandrov (67)
Kodchugmo (65)
?(77)?
? Nerekhta (64)
?11,--or.
0 IVANOVO (62)
AP
115
Vladimir (65)
'
Batakhne (59),
GOR'KlY
DZERZHIN.SK
ri ?
09ottoi44.
LEGEND
Lyskovo (56)
che bo s.ry (55)
Area Boundary
International and a.S.R. Boundaries
11101/01 8
A SSR Boundary
Capital of U.S.S.R.
Major Capital
C)11 0 (116)
(1(4)
tie
Mu rare (119)
ArZOOlaS (122)
Kulebaki ((20)
Oblast' or A.S.S.R Capital
Gales and Towns:
Over 1 000 000
100,000 to 1,000.000
((12)
Ryazan' (118)
Saransk (123)
50.000 to 100,000
Under 50,000
Farthest line of German Penetration
Index Numbers:
Major City or Town
Minor Town
Railroad Center
Road Center
TrOrOORre, WITer,e(1-n
MOSCOWO
*
LENINGRAD ?
KAUNAS ?
Bezhasa 0
rviilerovo ?
Yefrenkty (142)
Yelets
(143)
M$churinsk (139)
Lipets
ffj Gryazi (140) TAN144BOV.tuelia
0 141
Sea Port
River Port
Major Air Port
Mining Center
Major Industries
Minor Industrtes
IVY
OREL 145
Bryansk (146)
bid
Atkarsk (190)
Marks (194)
Chemical Industry
Agricultural Center
38
Svolanda (182)
0,0
Ostrogolzik (180)
Valuyki (179)
I 10 \ 0(183
Uryupinsk ((66)
7ansk (206)
-?rt Vevs,tratovskly (184
kr.?..-w? ?
asn yLiman (204)
Mikhaylovka (188)
?
Zagorsk (72)
t_ Miller?. (199)
-ama ors 72031'l
'---..' ,-,VOROSHILOVGRAD
GORLOVKA gir 2_04 se?e Morozovsk (198)
(202)_,
MAKE);EVKA amensk,'\
(200)
.Shakhlyt258)
rS2 i.11-)14?
?.......4?Cov (255) .. v0 V NAt 1. epf ok aNS u5 k S2567)
RO TO NO C
((96)
56-
Noginsk 115
Orekhovo-Zuyevo (116)
??
JAR Paylovo?Posad (114)
afing ??hge
MOSCOW wow
? mozhaysk (106)
1253)
252 \?"--"---
t?
\ NROG 214 UM
J '
0
Podol'sk (108)
Serpukhov (109)
: 0
Kolomna )J3
? 04erY ((12)
ashira (111)
r
R. S. F.
N
A U CA
Stalinogorsk 1.12
L
MOSKOVSKAYA
OBLAST'
40?
42?
44?
46?
48?
50?
10 0 tO 20
38'
52?
30 41' Miles
54.
54
52?
4
46
44
/05/14 CIA RDr73 01144A000200010001 0
Approved For Release 2003/05/14: CIA-RDP79-01144A000200010001-8
mollignewlmliorImm BRIEF
Page 1-73
EUROPEAN USSR: CROPS
PERCENTAGE OF DISTRIBUTION, 1938
10
5
20
30
35
65
70
75
BARENTS SEA
WHITE
SEA
Arkhangellsk
LAKE OMEGA
Fr
EIAL TIC GULF OF FINLAOD
Leningrad
Vologda.
\
55 ---___. L. /
-... / < ?
GERMAN / /
/ i 7.4X
10.4
/
2 0.5s ff 20.1s
k? 8.2
..1
; WHITE RU SIA
0iDj i WEST )
L.
16.1 1..
/
50 POLISH ;
? .- -..-: .,..?-? NORTH
UKRAINE
14.7
Kalinin.
NORTHWEST
Smolensk
+ 6 inches
RAINFALL LIMIT
-16 inch.
, MIDDLE
aratov
65
60
55
50
31.4
LOWER VOL
8.0
RUMANIAN
RUMANIA
CASPIAN
SEA
4 Wheat, other grains, and legumes
4 VegetaNes and potatoes
o Forage crops including tame hay
(Includes fibers, oilseeds
?) Industrial crops, Mar benircToca sprees,