THE BELOMORSK-POVENETS REGION

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• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01009A000300030004-2
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• Original Classification: S
• Document Page Count: 70
• Document Creation Date: December 15, 2016
• Document Release Date: April 12, 1999
• Sequence Number: 4
• Publication Date: April 1, 1953
• Content Type: IR

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0030004-2
trOINFIDENTIAC
GEOGRAPHIC INTELLIGENCE REPORT
THE BELOYORSK-POVENETS REGION
CIA/RR-GR-1
April 1953
NOTICE
This material contains information affecting the national defense of the United States
vuithin the meaning of the espionage laws, Title 18, USC ,Secs. 793 and 794, the transmiSSind
or revelation of which in any manner to an unauthorized person is prohibited by law.
CONFIDENTIAQ
EATRAL INTELLIGENCE AGENCY
Office of Research
and R13ort.e
13S,? OFFICIALS ONLY
DOCUMENT NO.
NO CHANGE IN CLASS.
! DECLASSIFIED
CLASS. CHANGED TO: IS S
REVIEW DATE?
Au TH ? Ht I
DATE.
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pQNTENTS
I.
1.
Introduction. 0 0 00000000 0 0 0 0 400000
Terraia and Vegetation. . . IJ 0 0 0 4 0 0 0 0 0 0 0 0 0
Ewa
1
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A. The White 5ea Coastal Belt . 00000000000
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B? Tne Lake Tin Basin . ............. 0 0
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Ci.iat CC CC 0 0000000 c40 04 o C C000 000
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A? Temperature. ? . o o cC 3 0 0 0 0 0 0 Cl 0 0
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B, Precipitation? 00 0 0 Id lO ,Q 00 f 000 ,00 0
7
C, 4VInds. , 0 0 0 0 0 0 0 0 CC V Cl 0 00000 0 Q 0
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Iisibility and Cloud Cover c, 0000Cr000000
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Length of Day . 0 0 0 0 0 Cl Cl Cl 0 0 0 0 0 0 Cl 0
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F. Snow and ice Cover 00000000000 000C':J
S tain 0 0 cc CC CC 00 00f, 0 Cl Cl CC 0 0
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V,
Pop-al.ation ar:3. SvAlevaent ? 0 CC 0 0 0 0 031
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Eth,omposition of the Population. C. 0 0 0 0 0 0 0
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r .t 0 0 CC 0 0 0 0 0 0 0 0 0 V 0 0 0 0
it)
2.
A lroade 0C.00.0.00 0 4 000000 00
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C. 0 0 0 0 0 0 c ? 0 0 C 0 0 0 0 0 a. 3
23
arY lationa, . 0 Cl 0 0 V Cl CO 0 0 0 0 0
"
Soto:. , 0 C, 0 0 0 .4 V 0 0 0 0 0 0 0
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ILLUSTRATIONS
Figures 1 through 13 0 , 6 Pages 30.37
NAPS AND PHOTOMAPS
Map of the Delcmorek-Povenets Region, 1:2509000
25 Maps of the Belomorsk.Povenets Region, 1:100,000
Rydrographic Chart of Northern Lake Onega9
approximate] 7 131009000
5
Photomaps of the Delomork-Povunets Region
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TRK BELONG= -POVENETS REGION
I. Introduction
This study is en analysis of selected geographic aepects of the
Belomorsk-Povenets Region of the Karelo-Finnish SSR. In a north-
south direction the region extends frau the White Sea (Beloye More)
coast to the northern shore of Lake Onega (Onezhekoye Ozero). On
the west and east the region is bounded by lines that have been
arbitrarily drawn to include a belt of land with a minimum width of
10 miles on each side of the Stalin (White Sea-Baltic) Canal.
II. Terrain and Veetteatle
The entire Belomorsk-Povenets Region is part of a natural 4epression
that extends in a north-south direction between Karelian hilly country
to the east and vest. Although low swampy terrain is characteristic
of the greater part of the depression, it can be divided into two
distinct sections. The especially high proportion of swampland along
the White Sea coast distinguishes it from the remainder or the region,
which, for convenience, may be called the Lake Vyg (Omer? Vygpzero)
Basin. The latter is relatively homogenous, with a slightly rolling
terrain consisting of a complicated mixture of low ridges, hillocks,
and depressions. Coniferous forest, in which pines are the dominant
species, covers a large part of the higher, drier Land in the
Belomorsk-Povenets Region.
A. The White Sea Coastal Belt
The northern part of the region consfste of a strip of low
swampy land along the coast of the White Sea, most of which averages
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about 12 miles in width. Near Letnyaya Pervaya, however, the central
part of the belt bulges an additional 8 to 10 miles inland, eepecially
along the eastern bank of the Vyg River. More than 90 percent of the
coastal strip is less than 200 feet above sea level. Elevations of
nom than 200 feet ere found only along the ielend margin of the coastal
belt and in a small circular area, about 3 miles in diameter, located
8 miles north east of Letnyaya Pervaya. Even in these small areas,
elevations do not exceed 300 feet. The coastal belt has an almost
imperceptible slope (averaging less than 0.5 percent) toward the sea.
Because of the lack of slope, the stream network on the coastal belt
is poorly developed. There are numerous streams, but all except
the Vyg are all with weak currents.
The White Sea coastline is moderately irregular. The principal
indentations are two small bays. The larger and more important,
Sorokskaya Cuba, is 5 miles wide and forms the entrance to the port of
Belomorsk. (Me other hay, which lie to the southeast near the
eettlement cet Sukhansvolotskoye, is not named. A large number of
ehalloy coves further break up the coastline. Even the largest of the
mall coves, howeveep extends no more than half a mile inland.
,k line of offshore ehallows fringes most of the coastline. Beyond
the shallcras are numerous islands, islets, and rocks, both exposed and
eubmerged? which further interferevith the navigation of larger veaeele-
Most of the elete ate very amen, the largest being only a few hundred
yards loarg. The appacchee to the port of Belomorek,-however are
relatively
r ef 1.1tece obetructions. One of the larger ealands,
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Ostrov Shey.Ostrov? at the northwestern margin of the coastal belt,
is over 6 miles in length. The greatest dimension of Ostrav Tumishche,
8 miles east-southeast of Belomorek, is about 2.1/2 milee. All the
islands are low, the highest elevation being 59 feet on ostrov
Tumishche. Most of the larger islands are wooded*
The entire length of the White Sea coast is Characterized by a
low there. /lest of the gentle elope toward the water's edge is
covered by a strip of coniferous forest that averages about 300 to
500 yards in width. Directly behind this narrow forested strip begins
the extensive swamp area that occupies well over three-quarters of
the coastal belt.
Large-scale Soviet maps indicate that the greatee' part of the
swamp is low, flat, and ixdpassable. Bushes constitute the principal.
vegetative cover. The eeeell irregular shaped areas of higher drier
ground that are scattered throughout the weep aie readi1y distine
guishable by their cover of mixed forest. The few Settlements
located in the northern belt other than those along the coast and
on the banks of the Stalin Canal are in these drier areas. Through-
out most of the, year these small areas provide the only natural
routes for cross-country movement through the swampy lowland. During
the spring thaws, the clayey soils of even these higher areas pro-
bab17 become enter-soaked and difficult to traverse. In winter the
frozen surface of the numerous streams and the fey ',winter roads"
.(tracks over the frozen ground) provide supplementary routes, and
cross-country movement on the frozen surface of the swamp is also
possible.
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If it becomes necessary to crosa the swamp during the earm season?
the wetter areas, which are generally recognizable by the bright.
green color of the moss, should be avoided as much as possible. Such
areas are especially difficult to traverse because of the danger of
sinking in up to the knees, These areas are often linked with very
wet quagmires, also bright greens which have only a thin moss wear-
ing over deep, soft? but tough decayed swamp matter_ Since a break-,
through in such places can be disastrous, it is reoommended that a
long peas be carried. Banger spots can usually bo recognized by
small open pools and surfaces of brown decayed matter. When moving
through such areas it is advisable to keep as much as possible to
the ohm* growth and to brown-red and other dark.colored mosses,
which are irdicatore of drier land, The presence of small mounds
is also an indication of safe paseageo
B. The Lake Vyg Basin
The distinctive characteristics of the southern area -include
a more rolling terrain and a somewhat lower proportion of seampland
than are found in the White Sea Coastal Belt, The terrain is also
marked by a characteristic northwest-southeast trend af low ridges
and depressions (Fure 1)0 especially south of the latitude of
Verkhnly Idell? Even on a map with no representation of relief,
this trend is clearly apparent in the outlines and distribution
of the islands in Ozero Vygozero? as well as in the shape of the
lake itself, The Lake Vyg Basin is also characterized by a higher
proportion of forest cover than is found to the north (Figure 2),-,
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All of the southern region is lowland. Since the lowest areas,
which are located along the shores of Lake Vyg and Onega? lie at 136
to 200 feet above sea level and the highest elevation is only 800
feet, the maximum difference in elevation is less than 700 feet.
Elevations above 500 feet are found in less than 10 percent of the
southern region, the greater part of the higher land being located
to the east of the canal. On the western side of the canals eleva.
tions in excess of 500 feet are found in only three areas. Two of
these are on the southern shores of the small lakes near the settle.
merits of Sellga and Verkhniy Idell. The third areas which is 15
miles long .- considerably larger than the first two .. begins
about 6 miles north of Eedvezhoyegorek. Absolute elevations,
however, are a poor index of either slope or relative relief.
Throughout the area the local differences in relief generally
amounts to less than 100 or 200 feet, and much of the land lying
above 500 feet is quite flat and poorly drained swamp.
In many areas the narthwest-southeast alternation of ridges
and depressions is so well marked that it can serve as an orienta.
tion feature for cross-country movement. The linear ridges are law,
probably averaging no more than 25 feet in height. In the depressions
between the ridges are innumerable small streams, lakes, and swamps.
The drier ridges are generally composed of sand and gravel deposits
and covered by coniferous forest, in which pine predominates. The
swampy depressions are somewhat drier than the swamps of the northern
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coastal belt* and many of the swampy areas are capable of supporting
a forest cover. Numerous patches, both in the depressions and on the
ridges, have been stripped of trees by forest fires or logging opera-
tions,
The dominant northwestesoutheast trend of the terrain becomes
somewhat obscured in the area northeast of Segezha, along the eastern
margin of the region, Between 640N and the latitude of the settle.
ment of Unezhma? on the northeastern shore of Lake Vyg* the Virra,in
is very heterogeneous. There is a hodgepodge of numerous small and
irregularly shaped hillocks; depressions of all sizes and shapes;
ponds* marshes, and a disorganised drainage system. The soil is a
complex mixture in eAch clays, sands, and gravels are side by side,
In general, however, the flatter tracts are probably composed of
sand and the small hills are more likely to be gravel. Many boulders
also are found in this area. The few forest lanes that cut across
the area in approximately north.south and east.west directions are
the only terrain features that have a semblance of regularity,
Movement will be considerably less difficult across the Lake
Vyg Basin than in the northern coastal belt. The swamps are smaller
and less wet and are generally passable on foot throughout most of
the year. The few areas of impassable swamp are small and in most
cases can be readily bypassed?
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III, Climate
The climate of the Belomorak-Ftvenets Region is characterized
by long severe winters with much snow, and short cool summers, Because
of the moderating influence of the White Sea in the north and Lake
Onega in the south, the climate is less severe than that at similar
latitudes farther east.
Ae Imperaturl
From mid-October until the last week of April, temperatures
average beim freezing? In January, the coldest month, the average
temperature is 11?F. In December, Janaary? and February, temperatures
may remain considerably below -15?F for 3 or 4 days. Temperatures
above 200F? however, may prevail for several days, even in midwinter,
Thawing begins during the first week of May, but frosts may occur
until the end of Mayo Warm weather begins in June. In July, the
warmest month, the average temperature is 60?F. ? The highest temperee
tare seldom exceeds 70?F, even on the hottest deem of summer 'a].l
sets in at the beginning of SepteMber? 'and the frequency of frosts
increases as the month progresses?
Bo Precipitation
The annual precipitation of the region averages 1402 inches,
most of 'which occur in summer. August is the wettest month, but
fall months are else weto January and February have the least pre-
cipitations and the spring months of April and Nay have less than
September and October. Most summer precipitation occurs in the form
or thundershowers with much rain falling within a comparatively
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abort time. Fall, winter, and spring precipitation is characterized
by light, steady falle of rain or snow (mostly the latter), which may
last 3 or 4 days. Snow occurs as early as 20 October, but the fre-
quency of snowstorms is not high until late October. By November
most precipitation is in the form of snow. Snow mAy fall until the
25th of May, but after mi&April the frequency of saodstorms is
usually las.
C. Winds
The prevailing direction of surface winds from October to
March is westerly. In both April and September, southwesterlies zee
predemleant. From May through August, surface winds are mostly !rom
the northeastern quadrant. The average wind velocite for the year
is 10 miles per hour, but winds exceeding 33 miles per hour ere not
infrequent. Spring and fall are especially winte; gales average two
a month during March, September, and October. Strong winds are most
infrequent in June and July.
D. Visibility and Cloud Cover.
The principal restriction to visibility in the region ia
fog, which occurs on 25 to 30 days a year, chiefly in early spring
and late fall. The White Sea coast in the north and the Lake Onega
region in the south are especially subject to fog. Fogs and haze
sometimes occur also in the interior of the region, particularly
in the early morning hours during spring and fall. Most fogs are
dissipated by middayi but sometimes fog remains throughout the day,
especially on the coast of the White Sea. Visibility is best in
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summers when there are fewer fogs, but dust is sometimes a minor
limitation at that season during ground storass blowing snow often
reduces visibility,
The frequency of cloudy days is high throughout the year. The
period with the most cloudiness is October to Februarys when there
is an average overcast of 8]. percent The umallest amaant of ?lowli-
ness occurs in the period from May to July; When it ranges beteeen
54 and 62 percent, In fall and winter an extensive cover of low
stratus clouds, lasting 3 or 4 days, is Vpical. Stratus clouds are
also characteristic in spring, but periods of extensive cloud cover
are short. In swemers clouds are of a cumtlus type and extensive
cloudiness is usually restricted to late afternoon.
E. ItnetlyfD
Winter days are very short. Daylieht lasts for approxi,
matAy 4 hours in feeeMbers increasing steaelly thereafter to 12
hours in Mareh. The longest days occur during Junes when there is
an average of 21 hours of daylight. The lergth of day decreases at
the rate of approximately 3 hours a month thereafter.
F. Sneer and Ice Cover
Although the frequency of snow and belawefreeeing weather
increases rapidly during October and early Novembers the snag cover
is not estab:dshed until mideNoveMber, The depth of the snag cover
(Figure 3) Licreasee as the season progresses and reaches ite greastest
depth, which averages 15 to 20 inches? in late February and early
Mardh. Drifts to to 5 feet deep, which may impede road and railroad
traffi - are not nneemmen, however, especially in open. places.
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In forested areas, sleds may be used on the roads and "winter roads"
from mid-November to mid.May. Movement on foot without snowshoes or
skis is difficult and exhausting. The depth of the snow cover
decreases during March and April, and by 15 May most of the snow is
relted.
Ice closes the northern part of the Stalin Canal between 18
Cctober and 11 November. The southern part is usually closed a few
days later. In most years, however, the canal is ice-bound by 26
October. The average date of the breaking up of the ice is 20 May,
but ice may melt as early as 2? April in the south and as late as
9 June in the north. In midwinter the frozen surfaces of the streams
and lakes are often used as routes of travel by sled and motor
vehicle.
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nT. The Stal.in Canal
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Completed in June 2933 by over .100,000 forced laborers, the
Stalin Canal was heralded by the Soviets as being of great economic
importance to the Soviet people. This statement was scarcely justified's,
however, since the economic significance of the canal as a peacetime
commercial route is net partioular3y great. There is little doubt
that the fun6amental reason for the project was to provide an inland
route between the Baltic and White Seas for transferring naval vessels
up to destroyer size T.Tithaut observation by or interference from
foreign powers. Thic is not to say that no economic advantage has
resulted from the coeutraction of the canal. The movement of bulk
cargoes via rater hae reduced the burden on the limited rail facilities
to the north, but this beneficial effect has been peenarily a useful
by-product of strategic planning. Commodities flowing from north to
south include lenher, apatite, nephelite, and feldspur. Petrolever,
grain, and manufacteeed articles are the principal products true.
ported in the opposite direction.
The canal route extends approximately 140 miles from the nortlharn
tip of Lake Cnega to the White Sea. The excavated sections of the
canal amount to on3y 30 miles, the remainder eonsisting of regulated
lakes or rivers. Baoys mark the. channel in the lake portions of the
route. Seven locks, closely grouped within a 9-mile section, raise
vessels 230 feet from Lake Onega to Vol Ozer?, the highest. point
along the canal. The descent from this high point starts at lock 8
and ends new- Belanorsk at lock 19 (sea locrel)? a total fall of about
336 feet.
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The dimensions of the lock chambers restrict the use of the
canal to vessels with drafts of less than 11.5 feet. However, by
the use of pontoons to raise the ship partially out of the waters,
vessels that normally draw more than 11.5 feet can be towed through
the locks. It has been reported that many such pontoons are avail.
able and that ships normally drawing as much as 22 feet can be moved
by this means. The cam, is limited chiefly., therefore, by the
length and width of the locks, which pernit the passage of medium.
sized Soviet destroyers and submarines of all classes but not of
large destroyers, cruisers, or battleships) Despite a few recent
reports that the canal installations have been rebuilt and enlarged
in the last few years, analysis of the best information available
leads to the conclusion that there probably has been no extensive
rebuilding of the canalls facilities.
At the end of 1942, the Stalin Canal was reportedly in poor
condition0 The walls of several lock Chambers were broken, canal
banks had worn away at some points, and, in spite of dredging each
spring, the channel was in many place too shallow for use. Some
of the machinexy had fallen into such disrepair that manual labor
had to be used to operate the locks. Daring World War II the canal
was completely closed by German bombers, but all damage was reported
to have been repaired after the lours and the canal WAS reopened to
navigation on 28 Jey 1946.
The length of time during which the canal may be used each year
depends upon ice conditions. The longest period during which the
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canal has been confirmed -as navigable is 215 days, and the shortest
period is 160 days, On the average, the canal is open about 180 days
a year, from 26 October to 20 May.
The canalized portions of the canal include 19 locks, 15 sluice
dams, and 49 retaining dams (Figures 4 to 6),. Thirteen of the locks
are double chambered the remaining six are single chambered. The
use of concrete as a construction material was restricted to a minimum?
The majority of the locks have rock foundations and wooden gates and
walls, Practically all of the dams are built of earth.
In addition to the locks, at least one ferry and a number ef
bridges permit east-west movement across the canal, A 2.car, manually
operated pontoon ferry reportedly crosses the Stalin. Canal north of
lock No, 2 near Povenets, serving the road between FiedvezhVegorsk and
Oabeel'ga. A pontoon bridge spans the canal south of lock No. 9 (south
of Ozero Telekino), Footbridges, apparently of a permanent type, cross
? the canal north of lock No. 10 at Stantsiya Nadvoitsy? Bridges are
also reported near seek No, 12 (about 3 miles south of Letrwaya Perveya)
and lock No, 1$ (south of sosnovets)? The railway bridge used by the
line running southeest from Belomorsk crosses the canal about 700 yards
northeast of lock No., 18 at Shizhqya, .According to a number of
prisoners-of.wax, a permanent railway bridge Was being constructed in
1948 to replace the existing one, which apparently ws of temporary
construction,
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V. Emiation and Settlement
The population density in the Belomorski-rovenets Region is
genera1.17 low. The lowest density, 2.5 to 25 persona per square
mile, is in the eastern half of the region, along the entire east
bank of the Stalin Canal and Ozero Vygozero waterway, The same law
density prevails immediately along the west bank of the canal, from
Povenets to Segezhal, but the remainder of the western half of the
region has a density of 25 to 65 persons per square mile. The higher
density in this area is primarily due to the concentration of popula-
tion along the Leningrad-Murmansk railway. Population density is
even higher in the vicinity of urban centers. Around Belomorsk?
Medvezhlyegorsk? and Povenets? it is 250 persons per square mile,
and densities vary from 25 to 125 in the vicinities of Segezha and
some of the smaller towns,
Although a few very small villages, barracks, cabins, and
lumber camps are scattered throughout the forests of the region,
most of the population is concentrated in the towns, industrial
centers, and special settlements located along the railroad and 'Vet
northern reaches of the Stalin Canal waterway. The principal centers
in the region are Belomorsk? at the northern terminus of the Stalin
Candi; Letniy (Letnyqya); Segezhas at approximately the half-way. mark;
Medvezhlyegorsk, on the Leningrad-Murmansk railway; and Pavenets, the
southern terminus of the canal, at the northern tip of Lake Ladoga?
Belomorsk (64?321N, 3071B) has a population of about 150000.
it is situated at the head of a small bay, Sorokskaya Guba? on the
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south side of the White Sea (Figure 7). The town is spread over a
considerable area, covering about 2.5 miles from north to south and
About 2 miles from east to west. Three sides of the town areshut
in by forest, and to the east is the White Sea, Skirting the town
to the north is the Mtrmansk railway $ and on the west and south a
factory spur line circles the town,
The town is the northern terminus of the Stalin Canal and an
important sawmillirg center. It has the largest sawmill in the entire
region. The export of lumber and pulpwood is the principal activity
of the port. Power for the town is supplied by the poster plant at
the luMber factory, Other industries and installations at Delomortk
are a. furniture factory, cannery, chemical plant, fish processing
plant, printing shop, railroad-egaipment repair shop, miliary rotor
-
vehicle repair shop, vitamin factory, radio 'station, an airport at
the southern edge of the town, a small shipyard, and a seaplane base,'
Shallow depths in the breakwater-protected inner harbor limit the use
of the wharves to medium-sized cargo vessels, but anchorage for.
larger vessels is available in the roadstead. Belomorsk is closed by
ice from the middle of October until the-middle of May.
? There is very little agriculture in the area. Only a few berries,
irmahrocms, and small vegetables are grown locally in the summer,
Most of the bread grains and other foods are shipped in from more
southern regions. Since the railway line is often blocked by snow,
supplies are stockpiled in summer and the town consequently contains
sizable storage facilities.
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Letn4r (Letneyeya) is a small penal taan about 40 miles north
of Segeiha. The population in 1948 was estimated to be about 3,000,
composed almost entirely of exiled persons or penal detainees. The
town stretches over a considerable distance from north to south along
the LeningradeMermanek railway line and the canal. It is made up of
several separate settlements, each of which has its own name. The
surrounding area is rich interests, but it is so far north that
the meager food crops consist wily of wild berries and mushrooms and
a few hardy species ef potatoes. Industrien include a sawmill ? brick
factory, cement factoey0 and a prefabricated-house factory*
Segesha (63?441N0 340191E) in a town with 3,000 to 40000 inhab-
itants. It stretches about 2 miles from its northern to its southern
outskirts and a little over a her mile from east to west. The
Murmansk railagy line virteelly forms the town vs western border0 and
the uneven shore of Leke Vyg in the eastern torder. Segetha obtains
its water supply by eeneduct from Lake Vag. The water is filtered
and chlorinated and then pumpod to Central points in the towne Most
of the houses do not have running water; the city residents draw
their water fran faueets located in the center of town. Some Of the
public and the large private buildings in and near the center of
Segezha do have modeee,water facilities, but the. water supply is
irregular and the entire system is urrelidble,
The port of Segezha is one of the main Soviet naval leastalletions
situated along the Sealin Canal. It is connected with the town of
Segetha by a rail liee.? Storage facilities include (1) the vast
7.6 ,
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Lesoperevalotchneye 3aea (timber-floating base), which eetende alcrg
the railroad for about 11 miles, turning southwest towards Ozer?
Segozero; and (2) underground concrete and metal cisterns for fuel
oil, alcohol, and gcsolino for military planes. The underground
fuel dumps are in V-e northwestern part of town and are connected
with the port by a eipeline.
Most of the iniestries of Segezha are operatel by hydrcelectric
power. They include a chemical combine, sawmills, and other planes.
A landmark visible .-A,roughout the town and probably for a considerable
distance offshore in the paper factory in the northern part of the
town; which is situated on somewhat hig4er ground than the rest of the
area0 lihite-stucccfe factory buildings and P high yellow smokestack
clearly distinguish this huge cellulose-paper combine, the largest of
its kind in the Soviet Union.
Although there fs a state farm (State Fare No. 15) within a mile
of the town$ agriculture is only of local significance and the tom
is dependent upon imports of staple foods.
Medvezhlyegorer. (62?55M, 3)4?70E) is located at the northwestern
tip of Lake Onega on the Leningrad-Murmansk railway. Forests border
the town. In 1941 Lt.s population was estimated to be abcat 17,0000
The town is the administrative center for the Stalin Canal mute and
a rayon center. It ee a major water-rail tranfer point and has a
number of industrieL and installations, including nickel-processing
plants; lumber nillsj, urniture, trunk, and barrel fectories? a tool
factory; auto repair &lop; oil storage tanks, and locomotive repair
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shop. The Wen has two thermoelectric power plants, the larger of
which supplies electricity to the town while the smaller one supplies
the factories in tho vicinity.
Iledvezhgyogorel is also a port. It has a wooden landing pier for
passenger vessels and a wooden (NT, about 395 feet long, which is
separated by a canal from an equally long wooden wharf and a nunber
of warehouses.
Agriculture in this area consists of animal husbandry for vat
and milk and the cultivation of vegetables, rye, oats, and potatoes
The State Farm BBCKQ Vichka is located northeast of the towna
Pindushi (6)?55% 34?341E) just east of Iedveziallyegorskshas
a population of about 500. The town has a shipyard where river and
lake barges are made,
Povenets (62?521N, 340509E) Is a port Uwe at the southern
terminus of the Stalin canal, about 12 miles (net-southeast of
Eedvezh2yegorsk. It is the center of Poveaets Rayon. The populatiae
of the toren is aboul, 23000, according to prewar population data but
with the further degeloament of this area since the war the population
has undoubtedly incieased. Economic installations include pert, facili-
ties, a power plant, and a radio station. Daicying and some crop
cultivation are cared on in the surrounding area.
In the norther, part of the Belomorsk-Poveseets negion? small
rural settlements, consisting of 10 to 20 builangs, are located at
various distances from 20 to 30 miles apart alma the major roads.
Occasionally single houses with small clearings are found aleng the
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roads, and there are scattered abandoned dwellings, The clearings, sane
of which are completely surrounded by forest, are used for growing
vegetables and graies, mostly potatoes, barley, and oats and in some
years Wheat,
Nearer to the larger towns are farms of 40 to 60 acres where a
few dairy cows, hogs, and she are raised for local consumption,
Native grasses serve as natural pasture (Figure 8).
Typical rural homes are one story high, censtructed with an
exterior of reugh ].ember or logs (Figure 9) =data interior finial
of either wooden bods or plaster. The houses have no basements,
and roofs are of wvolen shingles. The houses usually have two bed?
rooms, a living more, and a combination kitchen and dining mane,
The exteriors of outbuildings usually resemble the houses in appearance.
In the southern part of the region, settlements of the village
type are very small, sometimes comprising only 5 to 10 households and
are scattered veey eparsely along the banks of rivers or lakes
(Figure 20), The houees are fairly large, many having two stories.
In swampy areas, houees are often built on piles driven into the
ground. The buildine materials are similar to those used in other
parts of the region.
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VI. Ethnic Con oslon of the Population
The two dominant ethnic groups in the Belomorsk-Povenets Region
are Great Russian and Karelian. Great Russians with small ad/a:Ix-tures
of other Soviet peoples, are most numerous along the Leningrad
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Murmansk railway and eastward, whereas Karelians comprise the major
grasp westward. Even as early as several decades ago, the original
Karelian population was being crowded westward. A large proportion
of the people consiots of workers from the ranks of political
criminals banished -`-,o Karelia to work in the vast lumber enterprises,
The Great Russfsans are medium to tall in stature and of medium
baild. Their heads seem to be small in comparison to the rest of
their bodies. Faces are wide in brow, cheek, and Jaw, the jean; being
conspicuously heav,? Noses are fairly wide and rather shapeiesso
Hair is brown, either straight or wavy, and beard growth is hea.vy,
Eyes are brown? sria7.1, and wide set. Those wha practice religion
are Russian Orthodms Christians, and there are several Orthodox
churches in the cities of the region.
In physical appearance the Karelia= have broad heads and faces,
with a steep foreheads and wide-set eyes ? Their noses are short and
rather wide. They are of medium stature, slender, and well pro-
portioned. Grey eyes and light hair predominate. The Karelian
language is a Baltic 'Ann dialect closely related to Estonian and
mutually understandable with Finnish. Most religious adherents
among the Karalians are Russian Orthodox Christians.
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V110 Transportation
A. Retlreads
In the Belamorsk-Povenets Region, only the area west of the
canal is adequately served by railL. The most important railroad line,
the only narrow-gauge line, and ail but one branch line of the region
are found in the area west of the canal. East of the canal the region
is crossed by rail only in the extreme north. There are no important
rail centers0 little traffic originates in tha region; most of the
traffic that passes through is going north to the port of Murmansk
on the Barents Sea or south to Petrozavodsk and Leningrad?
The main rail line is a part of the Leningrad,Murmansk trunk
line of the Kirovak System .and traverses the region in a nerth-Sonth
direction. The line is Soviet bread gauge (5 feet), and, except for
a comparatively short double-tracked, electrified section from
Belomorek northward, it is steam operated and single tracked. From
this line connections can be made with the Mescow-Arkhangellsk line
to the east, the Finnish rail system to the soutwest? and the dense
railroad net of European Russia to the southe
The main railroad enters the region approximately 17 miles north
of the Stalin Canal terminus at Belormersku Between Belomorsk and .
segeSha the line closely parallels the route of the canal, but south
of Segetha its route is 3 to 20 miles west of the canal. The line
leaves the region approximately 16 miles south of Medvethlyegorsk,
Within the region, the line makes 27 bridge dressings Over water
bodies.
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According to the. 19E0 Soviet timetable, at least two scheduled
passenger trains operate daily in each direction on the main line.
One is a fast train? the other is slow. Six and eight hours of
running tbue? respectively, are required between the two principal
railroad stations in the region Bolomorsk in the north and
Eddvezhlyegortk in the south. Southbound freight consists of minerals?
timber, fish, and ieports received at Murmansk. Northbound freight
is neatly manufactured goods and foodstuffs?
The most important branch line runs seutheastward from Belomorsk
and continues beyond the limits of the. region. It connects the
Leningrad...Murmansk line with the MoscoweAekhapeeltsk line beyond the
region to the east. A short spur leads from Belamorsk to the harbor
area south of the city, and a narravegsage line, approximately 5_
miles long, runs northeastward to Pristano Razeovoloke
There are threc other branch lines in the region, The first
starts about 8 miles south of Stantsiya Idel aid extends west beyond
the limits of the region to Rugozero. The second leads norwesteard
from Maselfskaya and terminates at Velikwa Guba? on the easteen shore
of Lake Segozero, The third branch line started at a point about 4
miles south of MasellSkaya and leads eastward to the Morskaya Easellga
area on the Stalin Canal. At the junction of the Mordkaya Maseltga
branch line and the Ieningrad-Murmansk trek line, available maps
ahow Short spurs leading to the north and the least. The western spar
has apparently been abandoned, and an examination of available World
War II aerial photoeeephs of the terminal area of the northern spur
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fails to reveal any trace of a rail line, About midway on the route
to Morskaya Masellga another short spar line goes to the north, and
there are also several spurs from the pain line eastward to industrial
plants near Segezha? From Stantsiya Vezhma? near the eastermost point
of Lake Vyg? a narrow-gauge line extends for a ttort distance beyond
the eastern limit of the region, All the branches and spurs of the
main line belong to the Kirovsk System, and, except for the narrow-
gauge line from Beaomorsk to Pristanv Raznovolok? they are Soviet
broad gauge, single tracked, and steam operated,
At Belomorsk axe two freight yards and a railroad repair yard,
as well as other raLiroad facilities, At Medveshayegorsk there is
a track triangle for turning locomotives, as well as a railroad
repair yard and a freight yard, Other small- freight yards in the
region are located at Sosnovets, Letnier,(Letwaya) Zalivy? and
Segezha?
There are strong indications that strict security measures are
in force on the railroads and that all trains are guarded, Railroad
installations and stations are especially closely watched,
B, Roads
In the Belomorsk-Povenets Region the road system is poor
and lacks development, Although there are some comparatively long
routes, none traverse the region from north to south, Most roads
are short and of loeal importance only, The basic pattern consists
of a few roads radiating from the larger settlements, Unimproved
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dirt roads ranging lei-width from 10 to 15 feet are characteristic.
The roads are generally incapable of bearing heavy traffic without
improvements and maintenance is difficult. Corduroy roads provide
access to some isolated settlements in bogy areas, (Figure 11).
Most of the longer roads are found on the western side of the
canal, especially in the northern and southern parts of the region.
In the northern part three roads radiate from Belomorsk. The first
parallels the main Lail line leading north to ehuyas beyond the
limits of the regioro The second road crossee to the east side of
the canal and roughly parallels the shore of the White Sea to the
southeast of Belomorsks pasertng beyond the limits of the region
near Virma and continuing on to Suma. The third runs southwest
about 12 miles along the Stalin Canal to Sosnovetss where it turns
and leads west to settlements both within and beyond the region.
The roads from BeleTe-esk cross land dominated by swamp.
In the southerr part of the regions most of the longer roads
adjoin the PovenetsMy Zaliv (Bay) of Lake Onegas ani the majority
of the shorter roads provide access from the shore to points inland.
Eedvezhsyegoraks at the northern end of. Povenetskiy Zalivs is the
most Important road junction. Pindushis also at the northern end of
thee-bays and Povenetes the southern terminus of the Stalin Canals are
less important: road centers.
Three roads emanate from Medvezheyegorsk. One runs south along
the western shore of the bay. Just west of Perguba it forks 2 one
branch continaing a:
eng the shores the other loading southwest to
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Lesopunkt Unitsa. Both branches pass beyond the southern limit of
the region. The second read from Medveth,yegorak leads west along
the Kumsa River valley to Ohebino? at the western margin of the region.
The third road leads southeastward, paralleling the northern shore of
Povenetsky Zaliv at distances ranging free 1 to 5 miles. It passen
through both Pindushi and Povenets and continues beyond the limits
of the region.
From Fovenets a road (Figure 12) Which is only partly shown on
the orientation map parallels the canal northward to lock No, 9*
where it crosses the canal by bridge and continues northeastward.
After skirting the eastern shore of Lake Vyg, the road goes north
to Korosozero, where it crosses the eastern margin of the region and
continues north to Mma.
Elsewhere in the Belomorsk-Povenets Region, the road junctions
are minor, but a number of local roads originate at the larger
settlements along the canal route or on the north. south rail line.
'Weather strongly affects the condition and trafficability of
the roads in the.reLion. Euring the spring, most roads are made
impassable tormd and floods for 2 to 4 weeks .after the melting of
the snow cover. In the deep forest the snow and ice last longer,
and sleds can be ustd in some parts of the region until the end of
Hay. Bridges (Figure 13) are sometimes weakened by floods and are
dangerous to cross. The frequent and prolonged light rains in
SepteMber and October also change the roads into tracts of soft
ground and mud, but the condition of the roads is not as serious in
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the fall as in the Epring. In summer, when surfaces are usually dry
and firm, conlitions for travel by road are best? although flash
floods sometimes occar after heavy showers and road washouts are
common in some place In winter most roads are passable only by
sled, but motor vehicles may be used on well-cleared roads. "Winter
roads" across fro aaa ourfaces are characteristic in the region and
are generally usable until late April.
VIII, Military_lagkllations*
According to the available data, most military installations in
the region are locatcj in the northern part, principally at Belomorak.
The known air faailities consist of 10 airfields and one seaplane
anchorage. The airfields aresma1.10 and all except one have sod or
rolled-earth surfacea. Most of tham appear to be of no great importance
and were probably urnd for the defense of the transportation system
between Leningrad aza the Murmansk area during World War II, Some are
probably inactive at ;he present time.
The most import6at air base is located in the northern part of
the region, et the voathorn edge of Belomorsk. It has concrete run-
ways and is used by ;ambers and fighters of the Soviet Air Force and
the Soviet, Navy,: Ta may
be two other airfields in the Belomorsk
area, but information concerning them is not available, The 3elomorek
? *Data on illitary installations are based entirely upon infor-
mation readily availaUe to the Geography Division of CIA. In mast
cases? only approxiaate locations can be given.
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seaplane anchorage :i.ecated on the northern brei tori,is used by
the seaplanes of the 3oviet Naval Air Forces probably for patrol
purposes.
Them are three 4her airfields in the northern part of tha
region. The first IL located at the southern limits of Sosnovete,
on the west bank of 4.ec Vyg River. The second is on the north-
eastern edge of Lee.e5ya Pervaya, A third field is reported on the
southeastern edge of Ozero Idel. There are also a number of air-
fields in the central pert of the region, Three of these are located
2.2 miles oasts, 4.3 ee'des southeasti and 9.3 miles northwest of the
eettlement of hyargozoro on the western side of Ozoro Kyargozero.
The last is near the Segezha River just west of Popov Porog. Other
aiefields are locateel 1.3 miles northwest of Segezha and 1.8 miles
west of 4ta Lamb& ,Zrt the southern part of the region there is an
airfield 3 (dies east northeast of Piudushi.
Part f the Belomorsk harbor series as a base for submarines and
other lig he naval Segezha is reported to contain naval ware-
houses for food and oe'ner supplies as well as dumps for marine and
aircraft Awl.
A 1948 report 0. Jnknown reliability indicated the presence of
ceestal(1.4:4.:nnse gun 9 1)rth und south of Belomorek but the aum!er and
liber of the guns anknown. Aceopaing to anotherreport9 there
was: an armered teeeiu eith reeket launcUng ramps at BelomoroK in July
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No up-toedate comprehensive information is available about anti-
aircraft defenses in the regions but Delomorsk is known to have been
strongly defended te-antiaircraft guns during the war, and several
antiaircraft bntteriee were reported at Belamorsk during military
exercises In the summer of 19520
Prewar large-scale maps show numerous barracks in the forested
parte of the region, but which .are penal camps and which are military
camps is not known. All military installations are probably surrounded
by tight security zones,
hagat!a_liatc; -
The reliability of the information given in this report on terrain?
vegetation, and clielte ranges from good to excellent. Data on
population, transportation, and military installations are generally
eeliable but inemplete.
The place names used conform with those given on the 1:250,000
orientation. map,: The Russian 1:100,000 series provides the largest-
scale map coverage for the region. The Russian maps for this locality
are all based on surveys of'the period 1935-39,, A careful comparison
of a sample area on tho Reesian 1:100,000 series with available World
War II aerial photographe indicates that the reliability of the maps
Is only fair. Both the physical and cultural features on the maps are
e1 need of revision. One small lake was found to have been omitted,
and some discrepancies in the character of the vegetation cover were
also noted. The map preeentation of the secondary road network was
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-
found. to be intdequate, with numerous roads and lanes not shone: in
many cases, a,lignmenees were also found to be sunewhat inaccurato
Numerous dispersed houses and even a small settlement were omitted.
The results of this detailed photographic study is contained in a
sketch map of the Ata Lambe area, compiled at a scale of approximately
1:20,000, obtainable from the CIA Map Library (CIA 12524)e
The photosaaps accompanying the report are mosaics prepared from
aerial photographs made during World War II. The mosaics have :Lost
much of their usefulness because of excessive reduction? but General
Photo Interpretation Reports that provide indexes to the individual
photographs may be obtained from the Graphics Register.
A reproduction of .Eussian Hydrographic Chart No,, 43462, which
covers the northern part of Lake Onega, is also supplied with the
report. The chart should be reliable, having been compiled in 19142
and corrected in 1943? The White Sea coast of the region is covered
by British Admiralty alert No. 22754, with corrections to November
1904, a raproductioa of which can be obtained from the U.S. Navy
Hydrographic Ofericee:
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71gure 10 Alternation of ridges and lowland in
the Ktuasa Valley west ar Mectvozhiyo:',7':
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uro 2, nds cf coniferous forest bordering rapids of
the Segeaha Rivers, not far front Ozero.Segoserdo
Fielire 3. Snow. covering a construction site, apparently of
the Stelin Canal?
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Figure Ile Passenger vessel passing thror.gh lock
on the Stalin Canal at the tf.L.e of ic
opening in 1931,
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L,Th.a.re 5 A group of smaller vessels in a lock of the Stalin Canal,,
of CO Stalin Canal.
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Natural rneadcm near nasal slcaya;? southea:3t of
Ozer? Segozoro
Flgure9 Small settlement near Belomorsk,
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Figure 100 Village of Listya Cuba on the southeastern
shore of Ozer? Segozero (before:1921).
" 1)- Cor6.,y mad over typical ugmgy
of tk,a northaTn eoaotal
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l_gure 12. Roac between Povenets and Suma
Figure 11, Road brt,:e across stream near Pow:nets.
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1936 r.
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ITX-KARJALAN KARTASTO
Q-36-140 (BEPX. PIAE1113)
KAPEfibCKAP ACCP
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Q-36-1$1
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new sour. Ana Ar APP0402,0?0?0&-
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