NATIONAL INTELLIGENCE SURVEY 14; POLAND; TRANSPORTATION AND TELECOMMUNICATIONS

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• Collection: NIS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP01-00707R000200070025-1
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• Document Page Count: 35
• Document Creation Date: October 25, 2016
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FIGURES
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Page
Fig. 1
Series EU07 electric Iocomotive
12
Fig. 8
(photo)
4
Fig. 2
Szczecin Warsaw highway (photo).
6
Fig. 3
jelcz 316 truck photo)
6
Fig. 4
Pusher operation on the Oder river
21
Fig. 12
(photo)
9
Fig. 5
Construction of gas pipeline photo)
10
Fig. 6
Selected pipelines (table)
11
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Page
Fig. 7
High -speed coal loader photo)
12
Fig. 8
Gdansk phosphate plant photo)
13
Fig. 9
Major ports (table)
14
Fig. 10
Two LOT aircraft photos)
19
Fig. 11
Selected airfields table)
21
Fig. 12
Terrain and transportation
(nwp) follows 24
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Transportation and
Telecommunications
A. Appraisal (S)
The transportation and telecommunications
(telecom) systems of Poland, despite qualitative
deficiencies, are generally adequate for the national
economy. Poland's geographic position in the northern
European plain makes RE main transportation lines
especially significant for transit military and economic
movement between the U.S.S.R. and East Germany;
also, the arterial north -south routes provide
Czechoslovakia and Hungary access to the Baltic Sea.
All of the transportation systems are government
owned and operated.
The overall transportation complex is marked by a
concentration of facilities in the western part of the
country, largely the result of historical events that
determined Poland's boundaries. The poorly
integrated and unevenly distributed rail network was
established after World War I from portions of three
distinct railroad systems. The western region, formerly
held by Germany, is served by a dense rail system
having numerous connections and alternate routings
but oriented primarily toward Berlin rather that
toward an all- Polish network. The central and eastern
areas, formerly held by Austria and Russia, have
comparatively sparse and underdeveloped systems
comprising a few major lines radiating from Warsaw
to principal rail centers in the west and to the frontiers
in the east. Highways, like the railroads, are better
developed in the ex- German territory in the west, and
are of lesser quality and density in the central and
eastern areas once occupied by Austria and the
U. S. S. R.
The rail, highway, and inland waterway systems
provide international connections with all adjacent
countries; pipeline connections are made only with the
U.S.S.R. and East Germany.
Railroads are the chief long -haul freight carriers.
The standard -gage system is compatible with those of
East Germany and Czechoslovakia but requires
transloading facilities at connections with the broad
gage system of the Soviet railroads except on tow lines
where standard -gage and broad -gage trucks for special
passenger cars are exchanged. Highway transport is
used primarily in short -haul service and has been
growing in importance. The inland waterways,
although reflecting a relatively small contribution in
the overall transportation effort, are nevertheless an
important long -haul bulk carrier supplement to the
overworked railroads. Pipelines are a significffnt
complementary facility to the other surface
transportation modes; the major pipeline is part of the
Council for Economic Mutual Assistance (CEMA)
international system which carries most of the
country's crude -oil imports in addition to transit
shipments destined for the Schwedt refinery in East
Germany.
Of the almost 1,529 million short tons hauled by the
three major transport modes in 1971, highways
accounted for 70.6% of the total as compared with
28.6% for railroads and 0.8% for inland waterways; in
terms of ton -mile performance, the railroads produced
83.9% of the total, highways 14.3 and waterways
1.8
The growing merchant fleet of 252 commerical
ships of 1,000 gross register tons and over operates on
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40 shipping routes worldwide. In 1971 the fleet carried
almost 47% of Poland's seaborne foreign trade, the
total volume of which is adequately handled by the
four major and six minor ports. The Szczecin/Swinoujs-
ciel port complex comprises the country's largest
marine facility and normally handles over 45% of the
annual bulk trade.
Despite continuing personnel and facility deficien-
cies, civil aviation has been improving gradually since
its near demise in the mid- 1960's. LOT, the Polish flag
carrier, operates 39 major aircraft �all of Soviet
manufacture�and in 1971 transported over one
million passengers, a new high for the airline. The air
facilities system is more than adequate for present
military and civil requirements. Currently there are
146 known airfields, most of which serve the military.
Several airfields support both military :md civil
aircraft; Warsaw %Okecie, the international airport of
entry. is the principal facility for civil aviation.
Development and improvement of the various
transportation facilities are progressing under the
current Five Year Plan (1971 -75). Railroad programs
are focusing on converting all main lines to automatic
signaling, changing motive power from steam to diesel
and electric, and constructing some container
terminals. Main emphasis of highway programs is to
improve existing routes by adding wider and better
surfaces; also, a new arterial highway under
construction is to follow the Baltic coastline. Some 770
miles of new pipelines are being installed, including
an addition to the CEMA system. Facilities at several
inland waterway ports are being modernized and
expended, and some new fluvial ports are under
construction; fleet development is also continuing.
The first stage of construction is underway on what is
to be the largest deepwater maritime port in Poland
Polnocny. The target for the expanding merchant fleet
is 3.5 million deadweight tons, and the shipbuilding
industry is being enlarged. Plants relative to air
transport call for modernizing facilities, renovating
equipment, and acquiring new aircraft.
Services of the Warsaw- centered telecom system,
which adequately supports government needs, include
domestic �and some international telephone,
telegraph, radiobroadcast, and TV. Nearly 50% of the
villages have telephone service, and radiobroadcasts
reach 96% of the population. TV is transmitted to
about 78% of the people. Telegraph channels are
provided to 27 countries. Direct lines are available
from Warsaw to Prague, Budapest, Moscow, and East
'For diacritics on place names see the list of names on the apron
of *the Terrain and Transportation map, Figure 12, and the map
itself.
Berlin, and indirect access is available to Western
Europe via Hamburg. Telecom services are being
modernized and increased under the present Five Year
Plan; main emphasis is on renovating and improving
intercity networks, expanding telephone facilities, and
increasing automation.
B. Strategic mobility (S)
Poland's transportation facilities, including the port
and airfield installations, could adequately support
military logistical operations. There are, however,
certain deficiencies in the overall transportation
complex that would impose limitations on any large
scale movement and supply of military forces. While
main rail and highway routes provide for rapid
deployment to all regions of the country, adequate
alternative routes are available only in the western
parts. Most of the highway net comprises natural
surface roads which limit the capability of the system
to handle heavy military traffic. The predominance of
single trackage on the rail system is a major deficiency
limiting the uLa of railroads for large -scale movements.
Because they are capable of handling large quantities
of ammunition, equipment, and supplies and despite
being limited in total !ength and areal distribution,
the inland waterways could provide excellent long
distance supply resupply routes in any military
operations. Through connections with East German
waterways, the Polish waterwa: network forms an
integrated part of an international waterway route
across Eastern Europe, connecting major maritime
ports along the Baltic and important strategic areas in
the interior with points on or near the West Germany
border. Within Poiand, the inland waterways could
provide logisticai support to military units travelling
north or south and east or west between major ports on
the Baltic and important strategic centers in the
interior. Tactically, the waterways are natural barriers
to rapid overland movement. Most vulnerable are
locks, dams, and weirs on some parts of the system,
destruction of which would completely halt through
traffic. Damage to dams could cause widespread
flooding and flash flooding with subsequent loss of
water -level control and shipping channels. Serious
interdiction could also be achieved by destroying
ports, repair facilities, and large bridges. The large
lock and dam at Wloc',awek on the Vistula river and
the 22 locks on the cross country Oder Vistula
waterway are the most vulnerable installations on the
international through route.
The Polish merchant marine would he able to
provide substantial logistic support but very limited
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long -haul troop transport to military operations. The
166 dry cargo and four refrigerator cargo ships have a
combined lift capability of about 1,094,200 long tons
of cargo. The small tanker fleet (four ships) could
transport about 70,800 tons (603,800 barrels) of
petroleum products. For amphibious lift support, 72
cargo ships totaling 779,700 d.w.t have a heavy -lift
capability of 40 tons or more; nine cargo ships totaling
31,000 d.w.t. have at least one large hatch (over 50
feet in length); and three cargo ships totaling 40,500
d.w.t. have a large- hatch /heavy -lift capability. The
780- passenger capacity of the transoceanic passenger
ship could be considerably expanded under emergency
conditions. In addition to the oceangoing fleet, three
large ferries have about 650 passenger berths, and a
small passenger ship has another 120 berths. Very
limited logistic support would be provided by the
coastal fleet consisting of 29 small cargo ships having a
cargo- carrying capacity of about 20,300 long tons,
four small tankers having a capability of about 2,600
tons (21,900 barrels) of petroleum products, and a
small passenger ship having 25 berths. The 61" major
vessels in the fishing fleet have crew quarters for about
7,OOJ persons; no doubt, these quarters could be used
under emergency conditions.
There appears to be no formal mobilization plan for
LOT aircrews and aircraft, but it would seem that
they would be readily available in time of emergency.
LOT is controlled by the Polish Government, and
most of the staff either have had prior military
experience or are in the military reserves. Aircrew
instructions referring to such an emergency direct that
those aricraft and crews on duty in Warsaw would
remain there, and crews at other airports would report
to the military airfield designated in their reserv
forces booklet. The air crew and aircraft v ,nuld?
immediately fall under jurisdiction of the nearest
military airfield commander. LOT did participate in
the transportation of militia personnel to Gdansk from
Warsaw during the late -1970 uprising in that city.
LOT pilots flew two AN -24 aircraft to augment flights
made by the Polish Air Force Transport Command. In
any future emergency this type of augmentation
would probably be repeated to reinforce the airlift
capability of the air force. The equipment, facilities,
and personnel of the air ambulance groups and
aeroclubs are used in the performance of such
activities as transporting injured persons, carrying
medical supplies, and engaging in air reconnaissance
and air /sea patrol and rescue. Under emergency
conditions the scope of these services could be
widened, and these groups would be of great value in
a military supportive role.
The Polish defense forces are the largest single
subscribers of the common carrier landline telecom
networks, and they also maintain extensive separate
military cables, open -wire lines, and point -to -point
radio facilities. Military communications are also
transmitted over the Postal Service telex network,
which became fully automated in 1971. Cables used
for military traffic are under constant surveillance by
government security forces, and special alarm devices
have been installed to alert switchboard operators if
any attempt is made to tap the lines. The cutting of
cables around the main exchange in Warsaw would
create considerable havoc, and the cutting of ring
cables at ot!ier important cities- would practically
destroy wire telecom traffic throughout Poland.
C. Railroads (S)
Railroads provide the most important and efficient
means of long distance transport in Poland. The Polish
State Railroads (PKP), a government agency under the
Ministry of Transportation, operates a network
totaling 16,469 route miles and accounts for over 80%
of the total ton- miles.
The rail system is densest in the north, west, and
southeast, where industrial development is heaviest,
and sparse in th central and eastern areas. Primary
lines lead from the heavily industrialized areas around
the city of Katowice to the eastern and western borders
and to Warsaw, Poznan, Wroclaw, and the major
ports. The few major lines in eastern and central
Poland radiate from Warsaw to the principal outlying
areas. There are also few alternate routes or cross
connections between the main lines in these areas. The
topography of most of Poland consists of relatively flat
to gently ceiling terrain over which railroads may be
built without difficulty. On routes in the Sudeten and
Carpathian Mountains near the Czechoslovakia
border, however, sh:rp curves a steep grades are
numerous.
As of December 1970, the Polish railroad network
consisted of 16,469 route miles- 14,381 route miles of
standard gage (4'8'/2 of which approximately 4,644
route miles are eouhle track, and 2,088 route miles of
various narrow gages. There are 2,400 miles of
electrification, all on standard -gage lines and mostly
in south- central Poland.
International connections are provided with all
neighboring countries. Main lines are standard gage,
and direct interchange of equipment is possible with
the East German and Czechoslovak standard -gage
systems. Direct exchange of equipment with the
U.S.S.R. 5'0" broad -gage rail system, however, is
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possible only after interchanging standard- and broad
gage trucks; facilities for this process, used for special
passenger cars only, are available at Brest in the
U.S.S.R. and at Przemysl, Poland. Well- equipped
freight- transloading facilities are available at nearly
all border crossing points.
The east -west routes are particularly strategic as
they afford direct connections between the U.S.S.R.
and East Germany. A significant volume of
commercial and military traffic moves on many of the
main east -west through routes, the greatest being on
the Brest Poznan Frankfurt and Medyka- Wroclaw
routes. The north -south traffic flow is heaviest in the
Silesian industrial areas, on the routes that connect
Czechoslovakia, Silesia, and Warsaw with Poland's
major ports.
More than two thirds of the approximately 12,000
bridges in the railroad network span relatively narrow
watercourses and are less than 50 feet in length; most
Lridges 1,000 feet or longer are crossings of the Vistula
and Oder rivers. Bridges are generally of steel or
concrete and are well structured and in good
condition. The few existing timber structures are on
minor routes. Many bridges are being reconstructed
and reinforced to permit increased tonnages and the
addition of a second track. Most of the 25 tunnels on
the network are in the mountainous southern region;
the longest is a 5,253 -foot structure southeast of
Walbrzych near the Czechoslovakia border.
Track structure of the Polish railroads is generally
poor. Heavy traffic demands and inadequate
maintenance and supplies have hampered improve-
ment efforts. Poland produces rails in sufficient
quantity for export as well as domestic use. All rail is of
the T- section type and ranges in weight from 61 to 122
pounds per yard. As a rule, standard -gage main lines
are laid with 85- and 99 -pound rail, but 122 -pound
rail is being introduced. The standard length of rail is
9N. 1 feet. Wooden ties are gradually being replaced by
keel and reinforced concrete ties. Ballast is of crushed
stone on 70% of the main lines; gravel and some sand
are used on lines of less importance. Axleload limits are
generally 19.3 to 22 short tons on main lines, 16.5 to
18.1 tons on secondary ones, and as low as 11 tons on a
few local lines. Heavy track maintenance equipment
is imported from Austria, Switzerland, and the
U.S.S. light and medium equipment are produced
domestically.
Both manual and automatic block systems are in
operation on the Polish railroads. Plans to convert all
main lines to automatic signaling have been in effect
for several years, and work is progressing toward that
goal. Experimental installation of the dispatcher
signal control (Dyposytorskie Urzadzenic Nas-
tawcze �Dun) system are also being made. Colorlight
signals are being installed to replace the manually
operated semaphores and signal control boxes on main
lines. Most interlocking is mechanical; however, relay
installations and automatic interlocked switches are
planned for main -line stations. Telephone and
teletype transmissions are used almost exclusively
within the communication system.
Coal is the principal railroad fuel, but because of its
importance as an export item, its use is being
decreased as electrification, dieselization, and use of
other fuels expand. The supply and quality of water
are satisfactory for locomotive use.
Economic expansion has caused a steady annual
increase in long -haul and intercity rail traffic. In 197 1,
railroads hauled 438 million short tons of freight and
carried 1.06 billion passengers, accounting for 71.4
billion short -ton -miles and about 22.7 billion
passenger- miles.
Railroad equipment manufacturing is a large
industry in Poland and an important part of :hc
economy. Full utilization of domestic production by
the PKP has been prevented by a large export
program, and much of the existing rolling stock is old
and in poor condition.
Although none have been acquired since 1957,
steam locomotives are still used in over half the PKP
operations; some of the units in operation have been
converted to use mazut (a petroleum residue) and will
be relegated to use on secondary lines. Dieselization
has moved rather slowly. In general, Poland's
development of diesel locomotives has been limited to
units of 150 to 750 horsepower (hp.), but some 800 -hp.
units have been produced locally. Almost all heavy
duty diesels have been imported from Romania or the
Soviet Union; however, the current Five Year Plan
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FIGURE. 1. Series EU07 electric locomotive built in
Poland under English Electric license (U /OU)

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calls for the domestic production of some diesels of this
type. Electric locomotives have been purchased from
the United Kingdom, Sweden, East Germany,
Czechoslovakia, and from the domestic industry
(Figure 1), which in 1970 introduced a new 4,080 -hp.
electric locomotive. Two prototypes are being tested
and should be in operation sometime in 1973.
The estimated PKP locomotive and rolling -stock
inventory in December 1970 was as follows:
Locomotives:
Steam
5,200
Diesel
1,000
Electric
800
Rolling Stock:
Freight cars
�280,000
Passenger cars
13,900
�Includes 30,000 unit.- having four or more
axles.
The rolling -stock industry has concentrated on
building four -axle freight cars having an average
capacity of 28.6 sho tons. New types of passenger
cars are being developed for long distance domestic
and international traffic. Poland's membership in the
CEMA freight -car pool has helped relieve the shortage
of rolling stock considerably.
Expansion and modernization of repair shops has
continued to be among the top priorities for increasing
railroad efficiency. The introduction of electric and
diesel locomotives resulted in the reorganization of
repair shops; separate maintenance shops were merged
into the association for Railroad Rolling Stock Repair
Shops (?NTK), where, in addition to maintenance,
several types of freight and some special cars are
produced. There are 19 regional ZNTK's, but it is
anticipated that this number will decrease as
electrification progresses and the use of steam
locomotives decrease.
Containeiization 1.s been lagging; however, the
government recently launch ^d a program which it
hopes will be in full -scale operation by 1980. Plans call
for building at least 10 rail container terminals
throughout the country. A very important installation
is to be built at Lodz to serve the textile and other big
:::dustries there.
Five Year Plans through 1980 stress a continued
effort to increase long -haul rail traffic. Further
electrification and dieselizaiion are planned along
with the reconstruction of some lines. The present Five
Year Plan (1971 -75) calls for an increase of more than
1,000 miles of electrification. Emphasis is also placed
on modernizing classification yards, extending the use
of automatic block signaling, and installing
centralized switch controls on main lines and in yards.
Projects now iinderway and future main -line
improvements include constructing and electrifying
the Lokow� Pilawa stretch on the Terespol� Poznan
line and building a "Central Arterial Route'
connecting Silesia and Warsaw via Zaaiercie. Radom,
and Pilawa.
D. Highways (S)
Highway transport in Poland has expanded
considerably in recent years. Although used primarily
for short -haul freight and passenger services, its
increased usage reflects the significance of highway
transport to the nation's economy. In 1971, highways
transporter' 1,080.3 million short tons of freight, more
than double the amount hauled in 196.5; in 1971 also,
12.2 billion short- ton -miles were achieved, represent-
ing a 46% increase over the 1965 figure. Principal
goods transported were construction materials,
foodstuffs, fuel, and light industrial products.
The existing highway network is capable of meeting
the current economic needs. However, the overall
condition of the system is assessed as poor because of
inferior surfacing of some main roads and the
predominance of local roads built to inadequate
construction standards. Through military movement
would thus be confined to the main north -south and
east -west routes.
The network is adequately distributed throughout
the country. It is densest in the western regions and in
the industrial areas of the southwest. The overall
density is 1.5 miles of highway per square mile,
compared with 0.92 in Czechoslovakia and 0.70 in
East Germany.
The Polish highway system totals approximately
190,093 miles, 39,700 of which are classified as state or
national routes. These are the main through routes
which connect Warsaw, the capital, with all the large
cities, key military and industrial areas, as well as with
border crossing points to all adjacent countries. Most
national routes are paved (Figure 2) and in good
condition. A breakdown of the highway mileage of
surface types is as follows:
Concrete, bituminous, cobblestone, stoneblock 40,389
Crushed stone, gravel 39,479
Earth including unimproved) 110,227
Highway surface widths range from 10 to 48 feet.
Most main routes are 18 to 24 feet wide, but
approaches to the more important cities have widths
up to 36 feet and sections of tho ex- German autobahn
system are divided highways with two 24- foot -wide
surfaces. Local routes generally have gravel, crushed-
5
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FIGURE 2. Szczedn� Warsaw high-
way, typical of many national
routes (C)
stone, or earth surfaces and widths as narrow as 10
feet. Shoulder widths range from 3 to 9 feet but are
almost nonexistent on local roads. Except for some
sharp curves and steep grades in the south along the
Carpathian and Sudeten mountain ranges, alignments
are good and gradients moderate.
The highway net has an estimated 17,100 bridges,
more than half of which are timber structures less than
250 feet long. Bridges on the more important routes
are of steel, concrete (reinforced or prestressed), or
masonry construction. With the exception of timber
structures, most bridges are in good condition and are
of at least 33 -ton capacity. Timber bridges are
generally restricted to 10 tons; many of these are
gradually being replaced by modern steel or concrete
bridges. The only known highway tunnel is a 643 -foot
structure located within the Warsaw city limits. The
single major ferry on the network is on the east -west
route from Swinoujscie to the East Germany border.
Traffic is impeded by the effects of adverse weather
conditions in mountainous and estuary areas, by
narru.v streets in cities and villages, by numerous sharp
curves an"-' steep grades in southern Poland, and by
slow- moving horse -drawn vehicles on local roads.
Bypasses have been built around several of the larger
cities and towns to help reduce urban traffic
congestion.
Highway construction and maintenance activities
are administered by the Ministry of Transportation
through the Central Administration of Public Works.
Highway transport is operated by the State Motor
Transport WKS), also under the Ministry of
Transportation, and by the socialized industries and
farm cooperatives. The PKS is gradually absorbing
these latter categories into a centrally controlled
organization in an effort to improve efficiency. The
major operating problems facing the motor transport
industry are a shortage of spare parts and inadequate
repair facilities.
6
Containerization in Poland has been developing at
a relatively slow pace. Currently, container usage is
limited nnos`ly to small shipments over short distances.
This situation is c"ue primarily to the inability of the
road surfaces to withstand heavy axleloads, the
maximum load gearing capacity on main routes being
8 tons per single axle. The Jelez Motor Vehicle Plant
has recently produced the 8 -ton Jelez 316 truck
(Figure 3), which the government hopes will help
stimulate long -haul container shipments.
As of June 1970 registered Polish vehicles totaled an
estimated 747,550 (454,900 passenger cars, 259,050
trucks, and 33,600 buses). In addition, there were
approximately 1.8 million motorcycles. Mthc-ugh
Poland produces passenger cars, the automobile
industry has been incapable of meeting the country's
demands and must rely on imports to some degree.
The government is taking great strides to improve the
vehicle industry and is predicting that the yearly rate
FIGURE 3. Jelck: 316 truck and trailer. This new -model
vehicle produced by Poland was designed especially for
container traffic (U /OU)
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of passenger cars will increase from the 90,000
produced in 1971 to 150,000 by 1975; most of the cars
produced are built under license from Fiat of Italy.
Road construction and maintenance are influenced
by topography and climate. The terrain is generally
favorable for construction except in the mountainous
regions of the south, where large cuts and fills are
required, and in parts of central and eastern Poland,
where flooding necessitates building roads on
embankments. Repair and maintenance problems are
extensive, particularly during the winter. In many
instances, road surfaces are not strong enough to
withstand heavy volumes of traffic, having been built
mainly to accommodate agricultural needs and light
commuter services. The heavy traffic in conjunction
with severe weather conditions make frequent repair
work necessary. Main through routes are accorded
priority in maintenance, however, and are usually in
good condition. Construction and maintenance
projects are undertaken by public road enterprises, but
military units and civilian Social Action volunteer
groups provide assistance. There is an adequate supply
of construction materials, except for bituminous
materials, which are imported from Albania, Bulgar
Romania, and the U.S.S.R. Road constructi,;u
equipment is in short supply; most units are of
obsolete design.
Long -range plans call for the development of a
highway system commensurate with expanding
economic and military requirements. Emphasis is
placed on improving existing roads toward which
about one -half of the 1971 -75 highway budget has
been allocated. Improvements, such as road widening,
resurfacing, realignment, and construction of bypasses
around large cities, are continuing under the current
Five Year Plan. Although progress has been slow on
construction of high -speed expressways, it is predicted
that 310 miles of limited- access highways will be
completed by 1980. A major project underway is the
construction of the new Baltic Arterial Highway,
which is to extend along the coastline in the north
central and northwestern regions. A significant project
recently completed is a highway bridge over the
Vistula at Kiezmark on the Gdansk Warsaw route;
the bridge replaced a ferry and seasonal pontoon
bridge.
E. Inland waterways (S)
The navigable waterways of Poland, totalling about
3,700 route miles, comprise two north -south systems,
the Oder and Vistula, both interconnected by the east
west Oder Vistula waterway. Although forming a
sparse network, the navigable inland waterways are
fairly well integrated and geographically well
distributed between the eastern and western parts of
the country. They serve most major centers of
population, production, and foreign trade and make
strategically important international connections with
the inland waterways of East Germany, Czecho-
slovakia, and the U.S.S.R. The inland waterways
primarily supplement the railroads and provide
mining and other basic industries with a low -cost
means of long -haul transportation for bulk commodi-
ties. They are important in affording industries in the
Upper Silesia industrial complex, as well as those in
East Germany and Czechoslovakia, dependable access
to maritime ports or the Baltic Sea. The waterways
and waterway facilities are not being utilized to full
capacity but generally are adequate for current traffic
demands placed on them. In 1971 Polish waterway
shipping transported 10.6 million short tons of freight
and generated 1.5 billion ton miles; during the same
year 7.8 million passengers were carried and 85.6
million passenger -miles produced. The principal
cargoes carried are construction materials, coal, ores,
and lumber The traffic pattern is mainly long -haul
north -south shipments to and from the Baltic Sea
ports, and about 60% of the total yearly tonnage
moves on the Oder system. In recent years, however,
multidirectional short -haul transport service has
increased, and coastal shipping for the supply of
industries located on the Baltic coast has been
introduced by the waterway navigation enterprises.
Foreign waterway traffic to and from East Germany
and Czechoslovakia moves through Szczecin on the
Oder.
The Oder provides access west to the East German
system via direct connections with major East German
routes �the Hohensaaten- Friedrichsthaler Was
serstrasse, the Oder Havel Kanal, and the Oder- Spree-
Kanal �which extend west and converge on Berlin
beyond which other high- capacity roues provide
waterway access to the Elbe river and 'Jest Germany.
To the south the Oder provides direct access to
Ostrava, Czechoslovakia, for small barge units; Czech
transit cargo, however, is transloaded to and from rail
facilities at the ports of Kozle and Gliwice, the upper
termini of commercial shipping on the Oder and the
Kanal Gliwicki. The lower Vistula distributaries via
the joint Polish- Soviet controlled Frisches Haff afford
a direct connection to Kaliningrad, U.S.S.R.
Of the 3,700 route miles of navigable waterways in
and bordering Poland, about 40% comprise principal
navigation integrated into a national network in
support of or under development for large -scale long-
7
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distance commercial operations. The principal
waterways are as follows:
These principal routes are geographically well
distributed and form essentially an H- shaped pattern.
Those of the well- developed Oder system serve the
major centers of industry, trade, and population in
western Poland, and the less- developed routes of the
Vistula system serve the major urban and production
centers in eastern and central Poland. The Oder
Vistula waterway in west- central Poland affords the
only significant navigable east -west through route
joining the north -south oriented Oder and Vistula
systems.
Poland's generally flat topography results in
meandering waterways characterized by slight
gradients, low current velocities, and unstable flow
regimes. The principal navigable routes have been
improved considerably, and about one -half or their
length consists of regulated streams. Natural streams
and lakes, mostly in the Vistula system, account for
about one- fourth, and the 'remainder are canalized
streams and land -cut canals.
Structures on the principal waterways include locks,
bridges, and regulatory dams and weirs. Most of the
70 locking installations are of concrete construction,
and single- chamber arrangements are most common.
Locks vary considerably in size throughout the
network but are generally of uniform dimensions on
individual waterways. Locking cycles range from
about 20 to 45 minutes, and lifts from 4 to 26 feet. Of
about 265 known bridge crossings, most are fixed -span
structures, and all have adequate horizontal and
vertical clearances for craft normally operating. Small
regulatory dams and weirs, most of which are of
concrete and masonry construction, are generally two
to four -gate sluices. The Vistula dam at Wloclawek is
the largest structure on the waterways. The principal
routes are adequately equipped with floating and
8
shore -based navigational aids of standard design and
specification including kilometer markers, channel
markers, and signals on bridges and locks. Lighting is
available at ports, locks, and bridges, but only the
Oder as far upstream as Wroclaw is sufficiently
marked with lights and audio equipped aids.
Despite their general adequacy in meeting present
traffic demands, reconstruction and development of
the inland waterway ports continue in an effort to
:educe vessel turnaround time and to meet the
projected requirements of the national transport plan.
Old mechanical handling equipment is gradually
being replaced by modern high- capacity units
augmented by smaller automotive cranes. Specialized
quays and basins are being constructed or
reconstructed at or near developing industries. Most of
the inland ports have artificial basins, masonry quays
and reinforced embankments for berthing, shoreside
jib cranes and specialized bulk cargo- handling
equipment, extensive open but limited covered
storage, and direct rail and /or road clearance from
quayside. Principal ports in terms of annual cargo
turnover and extent of facilities are: Kozle on the Oder
and Gliwice on the Kanal Gliwicki, vital trans-
shipment centers for upper Silesian industry and
Czechoslovak transit cargo; Wroclaw on the Oder, a
key manufacturing, shipbuilding, and transportation
center; and Warsaw including the port facilities in
the suburb of Zeran�on the Vistula and the Kanal
Zeran Zegrze, the largest industrial center and
transport hub on the Vistula system. Other ports of
significance are Plock, Elblag, and Malbork on the
Vistula system; Bydgoszcz and Kostrzyn on the Oder
Vistula waterway; and Cigac'ice, Globow, Malczyce,
Nowa Sol, Opole, and Scinawa on the Oder system as
well as the river port areas along the banks of the Oder
in Szczecin. These 16 ports provide an estimated
158,456 linear feet of suitable berthing space for
waterway craft. The four principal ports provide about
one -third of this total berthage and yearly handle
about two- thirds of the total port turnovers. They also
have the highest rates of tons handled per linear foot
per day.
On 1 January 1971 the inland fleet consisted of 918
dumb barges, 345 self propelled barges, 281 tugs, and
93 passenger vessels. The fleet has no tanker barges.
The total cargo capacity amounted to 565,000 short
tons, of which 30% was provided by self propelled
barges, 40% by dumb pusher barges, and 30% by
conventional dumb barges. The aggregate cargo fleet
horsepower approximated 158,000, of which 56% was
supplied by self propelled barges, 30% by pusher tugs,
and 14% by conventional tugs. The 93 vessels of the
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MILES OF
NAVIGAHILM
Oder System:
Szczecin Maritime Fairway
41.6
Oder and branches
496.0
Kanal Gliwicki
24.7
Oder Vistula System:
Oder Vistula Waterway
182.8
Warta
108.0
Vistula System:
Vistula and branches
646.5
Kanal Zeran- Zegrze
10.9
Frisches Haff
23.0
Elblag
9.2
Total
1,542.7
These principal routes are geographically well
distributed and form essentially an H- shaped pattern.
Those of the well- developed Oder system serve the
major centers of industry, trade, and population in
western Poland, and the less- developed routes of the
Vistula system serve the major urban and production
centers in eastern and central Poland. The Oder
Vistula waterway in west- central Poland affords the
only significant navigable east -west through route
joining the north -south oriented Oder and Vistula
systems.
Poland's generally flat topography results in
meandering waterways characterized by slight
gradients, low current velocities, and unstable flow
regimes. The principal navigable routes have been
improved considerably, and about one -half or their
length consists of regulated streams. Natural streams
and lakes, mostly in the Vistula system, account for
about one- fourth, and the 'remainder are canalized
streams and land -cut canals.
Structures on the principal waterways include locks,
bridges, and regulatory dams and weirs. Most of the
70 locking installations are of concrete construction,
and single- chamber arrangements are most common.
Locks vary considerably in size throughout the
network but are generally of uniform dimensions on
individual waterways. Locking cycles range from
about 20 to 45 minutes, and lifts from 4 to 26 feet. Of
about 265 known bridge crossings, most are fixed -span
structures, and all have adequate horizontal and
vertical clearances for craft normally operating. Small
regulatory dams and weirs, most of which are of
concrete and masonry construction, are generally two
to four -gate sluices. The Vistula dam at Wloclawek is
the largest structure on the waterways. The principal
routes are adequately equipped with floating and
8
shore -based navigational aids of standard design and
specification including kilometer markers, channel
markers, and signals on bridges and locks. Lighting is
available at ports, locks, and bridges, but only the
Oder as far upstream as Wroclaw is sufficiently
marked with lights and audio equipped aids.
Despite their general adequacy in meeting present
traffic demands, reconstruction and development of
the inland waterway ports continue in an effort to
:educe vessel turnaround time and to meet the
projected requirements of the national transport plan.
Old mechanical handling equipment is gradually
being replaced by modern high- capacity units
augmented by smaller automotive cranes. Specialized
quays and basins are being constructed or
reconstructed at or near developing industries. Most of
the inland ports have artificial basins, masonry quays
and reinforced embankments for berthing, shoreside
jib cranes and specialized bulk cargo- handling
equipment, extensive open but limited covered
storage, and direct rail and /or road clearance from
quayside. Principal ports in terms of annual cargo
turnover and extent of facilities are: Kozle on the Oder
and Gliwice on the Kanal Gliwicki, vital trans-
shipment centers for upper Silesian industry and
Czechoslovak transit cargo; Wroclaw on the Oder, a
key manufacturing, shipbuilding, and transportation
center; and Warsaw including the port facilities in
the suburb of Zeran�on the Vistula and the Kanal
Zeran Zegrze, the largest industrial center and
transport hub on the Vistula system. Other ports of
significance are Plock, Elblag, and Malbork on the
Vistula system; Bydgoszcz and Kostrzyn on the Oder
Vistula waterway; and Cigac'ice, Globow, Malczyce,
Nowa Sol, Opole, and Scinawa on the Oder system as
well as the river port areas along the banks of the Oder
in Szczecin. These 16 ports provide an estimated
158,456 linear feet of suitable berthing space for
waterway craft. The four principal ports provide about
one -third of this total berthage and yearly handle
about two- thirds of the total port turnovers. They also
have the highest rates of tons handled per linear foot
per day.
On 1 January 1971 the inland fleet consisted of 918
dumb barges, 345 self propelled barges, 281 tugs, and
93 passenger vessels. The fleet has no tanker barges.
The total cargo capacity amounted to 565,000 short
tons, of which 30% was provided by self propelled
barges, 40% by dumb pusher barges, and 30% by
conventional dumb barges. The aggregate cargo fleet
horsepower approximated 158,000, of which 56% was
supplied by self propelled barges, 30% by pusher tugs,
and 14% by conventional tugs. The 93 vessels of the
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passenger fleet have a total seating capacity of roughly
18,000. Most of the fleet cargo capacity is allocated for
use on the Oder and Odc-r- Vistula system. The fleet,
largely dieselized, has undergone substantial
modernization and as a result is adequate in size and
capacity for current traffic demands. A total of 14
principal shipyards, including a new yard at Kozle,
and 37 minor yards adequately supply and maintain
the domestic fleet; they also produce some vessels for
export, mostly to the Eastern European Communist
countries and to Indonesia. Poland is a major
contributor to the CEMA plan for standardizing
inland vessel designs and operations.
About 75% of the commercial waterway freight is
handled by tug- pushed or tug -towed dumb barges.
Most of the remainder is shipped via 500- to 600 -ton
self propelled barges which operate only un the Oder
and Oder Vistula waterway. On the Vistula system
100- to 300 -ton craft are most common. On all
waterways, tug and dumb -barge operations are
limited to conventional tows of one to four units astern
or one to two units pushed in line -ahead formation.
Pusher operations are now practiced on all principal
routes (Figure 4).
Aided by the variety of shore -based and floating
navigational aids, two -way navigation is normally
practiced on all the principal routes. Round the -clock
operations are practiced on the Oder as far upstream
as Wroclaw. Elsewhere on the principal routes
navigation is limited to a maximum of 18 hours per
day.
The principal traffic interruption factors are ice and
seasonal water level variations. Ice conditions
interrupt navigation for up to 90 days annually
between mid December and mid March. Icebreakers
operate on the lower Oder and Vistula; army- engineer
blasting is also used to break jams and prevent
buildups. The lack of sufficient retention reservoirs,
most apparent on the Vistula, results in abrupt
fluctuations in the water level. Other traffic
interruption factors are spring floods, the more
intensive of which may halt traffic for periods of 2
weeks, and fog on the lower Oder and Vistula, which
can suspend operations temporarily for short periods in
November and December.
Insufficient depths remain a major operating
problem on the middle Vistula and require the light
loading of barges by 40% of payload capacity except
at high water. Other problems are insufficient
numbers of high capacity cargo handling equipment,
limited amounts of covered storage, and inefficiency
in water -rail transshipping. The comparative
imbalance of operating conditions on the Oder and
Vistula prohibit a countrywide interchange of craft
between systems.
The Ministry of Shipping has jurisdiction over
waterway transport policy and operations. Adminis-
tration is delegated to the ministry's Department of
Inland Navigation, and departmental directives are
implemented and executed by the Wroclaw
headquartered Union of Inland Navigation and River
Shipyards. Construction and maintenance is largely
planned, coordinated, and administered by the
Central Office of Water Economy; suboffices of 11
District Water Administrations manage the waterways
within their geographic regions.
The slow development of waterway transportation in
the past has been the result of its low priority in the
national budget. Despite this, considerable fleet
expansion and modernization has been achieved,
modest advances made in waterway regulation and
.ock enlargements, and significant port improvements
accomplished. Partial regulation of the lower Vistula
was accomplished in 1969 by the Wloclawek lock and
dam, one of nine installations scheduled for that
section of the river. Oder regulation has progressed
significantly faster, and construction projects
underway are expected to provide year -round river
stabilization upstream to Raciborz by 1980. The new
river maritime port at Police on the Oder is
operational, and expansion of Warsaw port at nearby
Zeran continues, as does fleet development in the form
of improvement of its mobility and capacity through
use of standard- design pusher tugs and barges.
Experiments are being conducted toward the eventual
inauguration of 24 -hour shipping on all principal
waterway routes.
Long -range plans through 1985 include complete
regulation of the Vistula and Oder and extension of
F
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070025 -1
FIGURE 4. Pusher operation on the Oder river. The tug
is pushing two 600 -ton dumb barges. (U /OU)

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APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070025 -1
Ltd. (CHIPOLBROK), a joint shipping company
organized in 1950. Although the original agreement
specified equal partnership and control, a subsequent
agreement was signed in November 1966 whereby the
People's Republic of China acquired the controlling
interest -51 These ships do not participate in PLO's
operations in Polish seaborne trade.
PZM has a 10,180- d.w.t. dry -cargo ship (Mic-
kiewicz) on' time charter to the Korean- Polish
Shipbrokers Company, Ltd. (CHOPOLSHIP), a joint
shipping company formed in November 1966 and
headquartered in Pyongyang, North Korea. Although
the Mickicwicz reportedly was purchased outright by
North Korea in September 1970, it still flies the Polish
flag and moves regularly from North Korea to North
Vietnam, Hong Kong, and Japan.
By mid -1972 PLO was operating 32 lines serving 40
routes worldwide. Of these, 23 lines function under
PLO exclusively, and the rest operate jointly with
other Communist and non- Communist steamship
companies; i.e., INDOPOL (Poland and India),
BALTAFRICA Poland and East Germany)
UNIAFRICA and BALTAMERICA (Poland, East Ger-
many, and U.S.S.R.), and CUBALCO (Poland, Czecho-
slovakia, East Germany, and Cuba). Polish ships call
at major world ports, carrying s+ ;:h cargoes as coal and
coke, sugar, grain, timber, cement, ores, petroleum,
fertilizers, rolled steel, trucks, metals and metal
products, machinery and equipment, rubber, and
textiles. In 1971 the country's seaborne foreign trade
amounted to about 30.7 million metric tons, almost
47% of which was transported in domestic bottoms.
Poland's Five Year Plan (1971 -75) calls for
expansion of the merchant fleet to 3.5 million d.w.t
with the aim of transporting two- thirds of the
country's total seaborne foreign trade. Planned
additions to the fleet are to concentrate primarily on
bulk cargo ships for PZM (58 ships, 1.5 million d.w.t.).
PLO is scheduled to receive 44 ships (327,000 d.w.t.),
and the major function of their operations is to
improve and modernize existing services. This
acquired tonnage (about 1.8 million d.w.t.) is to come
from both domestic and foreign shipyards. Mean-
while, disposals would account for about 860,000
d. w. t.
One of the most significant factors contributing to
the growth of the Polish merchant marine is the
rapidly expanding domestic shipbuilding industry.
The industry is not only meeting the program for the
expanding domestic fleet b: t is also building a
16
number of ships for foreign owners. Prior to 1971 the
greater part (59% in 1969, 55% in 1970) of the
deadweight tonnage produced in Polish shipyards
went to the U.S.S.R. In 1971 the situation changed,
and the U.S.S.R. received only 13% of the annual
output. This downward trend appears to be
continuing, since only 7% of the tonnage completed
by 31 October 1971 was destined for the U.S.S.R.
Poland's shipbuilding industry, almost nonexistent in
1946, now ranks 13th among the shipbuilding nations
of the world, producing 1.9% of total world ship
production. Polish shipyard production of merchant
and fishing vessels over 1.000 g.r.t. in 1971 was as
follows:
DOMESTIC
No.
G.R.T.
TYPE
No.
G.R.T.
D.W.T.
Dry and bulk cargo
12
141
200
Refrigerator cargo
0
0
0
Training
0
0
0
Scientific research
0
0
0
Fishing vessels
5
13
9
Total
17
154
209
EXPORT
TYPE
No.
G.R.T.
D.W.T.
Dry and bulk cargo
18
209
301
Refrigerator cargo
5
27
23
Training
2
12
11
Scientific research
3
10
3
Fishing vessels
7
63
45
Total
35
321
383
NOTE G.R.T. and D.W.T. figures are in thousands.
Plans for expansion of the shipbuilding industry in
the 1971 -75 period call for about 350 ships totaling 3.6
million d.w.t. to be constructed for Polish (800,000
d.w.t.) and foreign owners. Most of these ships are to
be series of completely new types of ships. By 1975
Cdansk is to be producing 3,600- d.w.t. factory
supertrawlers and 24 ,000 -d.w.t bulk carriers. Gdynia is
to specialize in big bulk carriers and tankers, and the
first Polish -built 100,000- d.w.t. ore /bulk /oil carrier
(Ob( was to be launched in April 1973. Tlw yard's
future production is to comprise chiefly bulk carriers
up to 400,000 d.w.t. and tankers ranging from 20,000
to 25,000 d.w.t. Szczecin is to build the prototype of a
roll -on /roll -off (RO /RO) trailership for PLO
operation in the Baltic and North Seas. In addition,
Poland is to continue to purchase modern ships from
abroad. As of 31 October 1972 the merchant marine
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15
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a a.m a m m
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had the following types of ships on order from foreign
shipyards:
SCHEDULED
G.R.T. D.W.T. No. SOURCE DELIVERY
Bulk
carrier 30,380 51,300 3 Denmark 1974
Dry cargo na 15,100 2 Finland na
Sulphur
carrier na 7,800 2 Italy 1974
na Data not available.
Augmenting the larger units of the merchant marine
is the following fleet of ships under 1,000 g.r.t.:
TYPE
No.
G.R.T.
D.W.T.
Dry cargo
29
17,194
24,187
Cattle carrier
2
984
1,075
Timber carrier
1
809
1,075
Tanker
4
2,225
2,925
Passenger
1
407
50
Training
3
1,068
670
Icebreaker
1
833
330
Total
41
23,520
30,312
The United Fishing Industry, a department
subordinate to the Ministry of Shipping, is responsible
for operation of the following fishing fleet:
TYPE
No.
G.R.T.
D.W.T.
Over 1,000 g.r.t.!
80
8,959
4,426
Factory trawler
61
133,422
75,403
Fish factory
2
27,747
19,399
Refrigerated transport
3
10,043
9,354
Fish base ship
1
8,280
10,021
Total
67
179,492
114,177
Under 1,000 g.r.t.:
Trawler
102
52,552
36,755
Cutter
80
8,959
4,426
Research
4
1,280
682
Total
186
62 ,791
41 ,863
Grand total
253
242,283
156,040
About 11,000 officers and men are engaged as crew
members ai oceangoing and coastal ships of the
Polish merchant marine. Another 2,500 persons :kre
employed in land -based operations of the shipping
companies. r +iaritime personnel are subject to
compulsory military service. Officers are required to
attend special training courses and must pass
exami,.ations to receive naval reserve officer
commissioi.s. Officer candidate students of the state
maritime schools receive military training in those
schools and obtain reserve .:ommissions upon
graduation.
It is estimated that one -third of the Polish seamen
are members of the Communist party. An officer now
must be a party member to become a master, but there
are nonmember masters who obtained their
certificates prior to this requirement. Reportedly, in
recent years some of the latter have been relieved by
younger masters educated in Communist doctrine.
Since 1957 each master has been responsible for the
political education of the men aboard his ship.
The continuing emphasis on improvement and
expansion of the maritime educational facilities
reflects the priority role given the merchant marine in
national economic development. Three major
institutions, all with university status, provide training
for merchant marine officers. The State Maritime
School at Gdynia, founded in 1920, offers a 3 -year
course; the Higher Nautical College, opened in 1969
at Szczecin, has 3- and 4'/ -year programs particularly
emphasizing technical subjects related to engineroom
and bridge automi +tion; and the Gdansk University,
opened in early 1970, specializes in maritime
economics. Early in 1972 the Higher Nautical College
and the Maritime School for Navigation and Ship
Engineering in Warnemunde, East Germany,
formalized a 3-ye,� r experimental cooperative program
providing for exchanges of scientific workers and
information on scientific and didactic achievements;
technical scientific collaboration among research
stations, laboratories and libraries; exchange of
students (for both studies and practical application);
and organization of joint scientific conferences and
participation ir, conferences organized by particular
maritime schools. Candidates for admission to the
maritime schools must be high school graduates; if
military service has been completed, candidates must
be under 30 years of age, and if without military
service, under 23.
I. Civil air (S)
After years of neglect the Polish state air carrier
LOT appears to be headed for a vigorous period of
expansion and growth. A variety of factors contributed
to the past decline of LOT, chief of which was the lack
of political recognition of the multiple benefits
accruing from modern civil aviation. This lack of
awareness at policymaking levels was compounded by
the scattered division of authority that was shared by a
number of ministries holding varying degrees of
decisionmaking power over Polish civil aviation.
The legal framework for Polish civil aviation was
contained in the Aviation Law of May 1962, which
stated that the Minster of Transportation was
17
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responsible for the regulation and control of this mode
of transport. Directly subordinate to the Minister
were: LOT, the national air carrier; Department of
Civil Aviation, the policymaking and regulatory
agency; and Air Traffic and Airports Administration,
the technical body providing and administering
airfields, navigational aids, and air traffic control.
While the chain of command appears intact on
paper, it, in fact, had been seriously impinged upon by
a number of different ministries which had gained
some degree of control over various aspects of civil
aviation. Each of these ministries has different
priorities and missions which further tended to erode
the policymaking power of LOT officials and added to
the stagnation that plagued LOT operations
throughout the 1960's.
This situation began to change quickly in 1971 with
the advent of the Gierek administration, which
planned systematically to modernize air transport. An
interagency commission was formed to study and
recommend solutions for the centralization of civil
aviation under a single authority. Full Politburo
approval remains the only barriers to this necessary
administrative unification. The Gierek administration
also announced a Five Year Plan to modernize
airports, renovate equipment, expand air routes, and
purchase new equipment for air traffic control. LOT
planners have managed to establish service to 28
airports in Europe and feature stops in Nicosia, Cairo,
and Beirut. Current LOT regional route planning
points to stablizing European operations with some
thought of extending services to Munich, Oslo,
Manchester, and Barcelona Present emphasis by LOT
planners is to expand international routes to North
and South America and Africa. LOT has charter
flights to New York and planned scheduled serv-
ice between Warsaw and New York in the spring.
of 1973. The routes to North Africa are soon to be
extended to Dakar and, in the longer term, services are
to be extended to South America. Plans are also in hand
for developing routes to East Asia and the Middle
East. Ambitious route exploration by LOT planners
can be noted in the announcement that a LOT II -62
was to have ti- "ode two chartered flights to Australia
late in 1972. Another indicator of LOT expansion is
noted by the fact that in 1971, for the first time, LOT
transported over one million passengers. These
statistics appear impressive until compared with those
of neighboring Czechoslovakia. In 1969 the
Czechoslovak national carrier, CSA, transported .*.ell
over one million passengers, considerably more than
LOT. The Czechs received their first jet transports, the
IS
Tu -104, from the Soviet Union in 1937, but LOT did
not receive their Tu -134's until late in 1968.
In an effort to overcome the stagnation of their air
service, LOT officials have moved vigorously to
update airports, aircraft, and service. International
routes, according to Polish aviation economists, have
been profitable, but internal air routes have yielded
quite different results. Domestic services are operated
primarily from the Warsaw /Okeeie airport to Gdansk,
Krakow, Katowice, Poznan, Wroclaw, Koszalin,
Rzeszow, and Bydgoszcz.
Polish civil aviation authorities continue to be
frustrated by the inefficiency of the domestic flight
systerr. Air service has been hampered by the fact that
airports in Poland lack modern equipment and trained
personnel. Most of LOT's domestic schedule is
confined to daytime (visual flight regulations or VFR)
flights. This inflexibility has been the basic cause for
inconvenient, unreliable scheduling, often resulting in
changes or cancellation of flights, and consequent
inefficient utilization of aircraft. Polish authorities,
moving to correct this situation, have initiated a strong
public relations program designed to attract
government officials, merchants, and tourists.
LOT officials hope to increase their hold on the
traveling public by modernizing their international
and domestic airfleets. The 48 major civil transport
aircraft (20,000 pounds or greater gross weight) are all
of Soviet manufacture and consist of three CLASSIC (11-
62), eight COOT (11 -18), six CRUSTY (Tu -134), 14 COKE
(An -24), and 17 CRATE (11 -14) aircraft. Acquisition of
the two large I1 -62 transports in 1972 was part of a
plan to upgrade service of the international routes and
to release a number of the older I1 -18 aircraft for
domestic flights. LOT officials believe that the 11 -18
will be more efficient on heavily traveled routes than
the obsolete piston- engine II -14 aircraft, which have
been used since 1953 and are gradually being
withdrawn from service. The COKE aircraft will
continue to be alternated between domestic routes and
some limited international service. If traffic increases
sufficiently, LOT will probably buy the 11 -86, which is
a wide- bodied medium -range transport now being
developed in the Soviet Union. Two LOT aircraft are
shown in Figure 10.
It is estimated that LOT employs over 3,500
personnel, among whom are about 200 transport
pilots, 200 to 300 other technical flight personnel, over
500 administrative personnel, and over 1,000
maintenance technicians.
The only facilities for basic flight training other
than those available in the air force are offered by the
Aeroclub of the Polish People's Republic through its
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A. Long -range 11 -62 transport. Polish avia-
tion officials hcpe to use this aircraft for
extension of international services to Africa
and North America.
S. Soviet -built AN -24 aircraft, workhorse of
Polish air fleet on internal routes
system of about 37 regional aeroclubs. This
organization has close liaison with the military
establishment, and many of its top positions are held
by military officers. Although training activities are
conducted primarily in the interests of military
aviation, civil aviation training needs are also fulfilled.
LOT officials have sponsored two schools located in
Warsaw to train qualified students for future positions
with the airline. The first school, known as Economic
School Number 1, is designed to produce skilled and
administrative personnel such as fare calculators,
ticket agents, hostesses, and publicity agents. The
school accepts high school graduates of both sexes for a
2 -year study course. The second school, the Basic
Vocational School of the Polish Railroads, admits only
males who have a primary school certificate and trains
them over a period of 3 years to be airplane
mechanics. It is claimed that these mechanics are in
great demand, and the best graduates of the school
can continue their study at Wroclaw Aircraft Engine
Design Technical College. Personnel working for the
aeroclub's Utility Service Air Group (LZUG) are
trained to perform agricultural and forestry ^.erial
spraying and dusting operations and various other
services including firefighting, aerial mapping, and
air /sea pa,rol and rescue. The Central Air Ambulance
Group (CaLS), under the direction of the Ministry of
Health, operates air ambulance services in 15 cities
throughout the country. Its flight personnel are
recruited from the aeroclubs and air force reserve. A
majority of the LOT flight personnel have received
training in the Polish Air Force and remain in reserve
status. LOT has some capability to provide advanced
instruction for flight ^rews in its own training
program. Polish pilots are sent to the U.S.S.R. for
advanced aviation and transition courses offered in
schools that are jointly run by Aeroflot and the Soviet
Air Force. Proficiency continues to be islatively high,
and LOT has a fair safety record.
Maintenance facilities for LOT aircraft are located
at the Warsaw /Okecie airfield. This facility is
permitted to perform aircraft maintenance up to
minor overhaul service on both the II -18 and Tu -134,
while major aircraft maintenance is performed in the
U.S.S R. The facility in Warsaw performs all
maintenance, including major overhauls, on the I1 -14
and other smaller aircraft. A sufficient supply of parts
is always on hand, but they do not meet quality
control standards in all cases. LOT does not have the
capability to perform major maintenance and
overhaul on the II -62, which must be returned to the
Soviet Union for that purpose.
In addition to air transport services, there are
general aviation and sports aviation, but private
19
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FIGURE 10. LOT aircraft (U /OU)

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aviation is forbidden. The previously noted CZLS acts
in a supervisory role over the activities of the Polish Air
Ambulance Service. This small ambulance service has
a staff of about 200 people, including pilots, doctors,
medical assistants, and aircraft mechanics. The service
transports patients, supplies, and medical personnel in
emergerney situations.
Agricultural aviation plays a large role in Poland
and is a source of foreign currency. LZUG operates 100
light aircraft for agricultural spraying and has sprayed
crops and forests in the Federal Republic of Germany,
Austria, Libya, Tunisia, Egypt, Sudan, Finland,
Bulgaria, and Czechoslovakia. Of 60 Polish aircraft
stationed in Africa, 42 PZL -101 "Gawvron" and 18
COLT (AN -2) are prepared to fly agroaviation
missions. Negotiations have been initiated to provide
similar services to Ethiopia, Kenya, and Uganda. It L
expected that Polish agricultural aviation will
continue to expand.
Principal international conven+aons and multilateral
agreements relating to the conduct of international air
services to which Poland is a party are the 1944
Convention of International Civil Aviation and the
International Air Services Transit Agreement, which
led to Poland's becoming a member of the
International Civil Aviation Organization (ICAO). In
November 1958 LOT was one of the first Eastern
European Communist carriers to become a member of
the International Air Transport Association (IATA).
Bilateral air agreements with 34 other counties
sanction the range of ;r services between Poland
and those countries. These include 26 agreements with
West European, North American, Middle Eastern,
and African states and agreements with all the Eastern
European Communist states. In addition LOT is party
to the multilateral Six -Pool Agreement with the air
carriers of Bulgaria, Czechoslovakia, Hungary, East
Germane, and Romania. At present 17 foreign carriers
serve Poland, including Aeroflot (U.S.S.R.) and all the
European Communist intern- itional carriers. Non
Communist carriers serving Warsaw are Air France,
Pan American, Alitalia, SEA- British European
Airways, SABENA- Belgian Airlines, Lufthansa, KLM-
Royal Dutch Airlines, SAS Scandinavian Airlines
System, Swissair, and Austrian Airlines.
J. Airfields' (S)
Poland has a total of 146 known airfields, 85 of
which have runways 6,000 feet or more in length.
"Detailed information on airfields in Poland is contained in
Volume la, airfields and Seaplane Stations of the world
(ASSom). published by th a Defense Intelligence Agency.
20
There are no active seaplane siations. Of the larger
airfields, 65 have permanent runways; about half of
these are in the northwest quadrant of the country,
and the remainder are about equally divided along the
southwestern and southern frontier and around the
Warsaw area. The air facilities system is more than
adequate to meet existing military and civil air
requirements. Nine of the larger airfields with
permanent runways, which are used by regularly
scheduled LOT flights, are Warsaw /Okecie, the
;nternationa) airport of entry; Poznan/ Lawica, the
alternate international airport; Rzeszow /Jasionka;
and Zendek, Zegrze Pomorskie, Balice, Goleniow,
Bydgoszcz, and Wroclaw /Strachowice. Of these, all
but Poznan /Lawica and Rzeszow /Jasionka support
home -based Polish Air Force and civil aircraft. Gdansk
(54 18 also serving civil airline flights, is
to be replaced by a new airfield under construction
(Gdansk /Rebiechowo, 54 18 about 4
miles west of the city.
In the early 1960's the runways at most operational
airfields were extended to accommodate FisHBEn jet
fighters. In the mid- to late 1960�s runways were added
at Wileze Laski (54 16 �43'E.), Brocz
(54�31'N., 16 Kakolewo(52�14'N., 16�1E.)�
all formerly sod- surfaced deployment fields �and at
Olesiiica (51 17 an Officers Technical
Training School. In the early I.170's runways were
added at Ploty (53 �45'N., 15 Bednary
(52 17 and Labien (54 17
all formerly sod surfaced dep!oymert fields, and
runways were extended at Balice, Mirslawiec, anti
Sochaczew /Bielice. Thil development of War
saw /Okeeie, continued through the 1960's and the
early 1970'x, included extensions to both runways,
additional taxiways and aprons, and a modern
terminal building. Facilities at Rzeszow /Jasionka ar:
being improved, with the reported intent of making it
an alternate international airport. In the late I P60's
and early 1970's, airfield defenses were added at most
active military fields. Thi, included SA -3 (SAM sites)
and hardened hangarettes at all the Soviet occupied
fighter bases and antiaircraft artillery and aircraft
revetments at Polish Air Force airfields. At some of the
latter, hardened hangarettes were being added in
1971 -72, and more are expected to be built.
Of the 65 larger airfields with permanent runways,
28 have regularly assigned tactical aircraft -20 by the
Polish Air Force (including Modlin, which has an
advanced training mission); one (Cewice) by the
Polish Naval Air Arm; and seven (Kolobrzeg an the
Baltic Coast, Stargard, Konigsberg (Chojna), Zagan,
Szprotawa, and Osla along the western frontier, and
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FIGURE 11. Selected airfields (S)
LONGEST RUNWAY:
LARGEST
SURFACE; DIMENSIONS;
AIRCRAFT
ELEVATION ABOVE
NORMALLY
NAME AND LOCATION
SEA LEVEL
SUPPORTED
REMARKS
Feet
Babimost
Concrete..............
FRESCO...........
Polish Air Force (PAF) fighter base.
52 15
8,200 x 200
190
Balice.....................
Concrete
CUB..............
PAF transport base, also used by LOT.
50 �05 19
7,900 x 200
800
Brzeg
Concrete..............
BEAGLE...........
Soviet Air Force (SAF) light bomber bare.
50 17
8,200 x 200
500
Bydgoszcz
Concrete............
FITTER............
PAF fighter base; also used by LOT.
53 �06 17 �59
8,200 x 260
230
Cewice
Concrete..............
BEAGLE...........
Naval air base.
54 17 �46
6,600 x 200
492
Debrzno
Concrete..............
FIsxBED...........
PAF fighter base.
53 17
8,200 x 200
515
Gdynia
Concrete..............
....do............
Do.
54 18
8,200 x 260
147
Goleniow
Concrete..............
....do............
PAF fighter base; also used by LOT.
53 �35'N., 14 �54'E.
8,200 x 200
150
Kolobrzeg
Concrete..............
....do............
Do.
54 15
8,200 x 200
20
Konigsberg (Chojna)........
Concrete
FISRBED...........
SAF fighter base.
52 �56 14
7,500 x 200
180
Lask
Concrete...
....do............
PAF fighter base
51 �33 19 �11
8,200 x 260
630
Leznica Wielka
Concrete..............
....do............
Do.
52 19 �09'E.
8,200 x 200
400
Malbork
Concrete..............
....do............
Do.
54�02'N., 19�08'E.
8,200 x 200
20
Minsk Mazowiecki.........
Concrete
....do............
Do.
52 �12'N., 21 �39'E.
8,200 x 200
540
Miroslawiec
Asphalt...............
FRESCO...........
Do.
53 16 �05
8,200 x 200
490
Modlin
Concrete..............
FIsxBED...........
PAF advanced training /transition.
52`27 20 �39'E.
8,200 x 260
340
Osla
Concrete..............
FITTER............
Do.
51 15 �44
8,200 x 200
680
Pila
Concrete..............
FRE.co...........
PAF fighter base.
53 16
7,600 x 200
265
Footnote at end of table.
21
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FIGURE 11. Selected airfields (S) (Continued)
Concrete..............
LONGEST RUNWAY:
LARGEST
SURFACE; DIMENSIONS;
AIRCRAFT
ZbEVATION ABOVE
NORMALLY
NAME AND LOCATION SEA LEVEL
SUPPORTED REMARKS
Po widz
Concrete..............
BEAGLE...........
Largest PAF base.
52 17
11,500 x 260
374
Poznan /Krzesiny...........
Concrete
FIsnBED...........
PAF fighter base.
52 16
8,200 x 200
276
Poznan /Lawica
Concrete..............
COKE.............
Alternate international airport of entry.
52 16
7,100 x 160
300
Rzeszow /Jasionka
Concrete
COKE.............
LOT civil airport.
50 �07 22 �01
8,200 x 260
700
Slupsk
Concrete..............
BEAGLE...........
PAF fighter base.
54 �29 17 �06
7,900 x 200
225
Smardzko
Concrete..............
FRESCO...........
Do.
53 15 �50
8,200 x 230
377
Sochaczew /Bielice..........
Concrete
FISnBED...........
Do.
52 �12 20 �18
8,200 x 200
300
Stargard
Concrete..............
....do............
PAF fighter base.
53 14
8,200 x 210
90
Szprotawa
Concrete..............
FRESCO...........
Do.
51 15
8,200 x 200
410
Warsaw/ Boernerowo........
Concrete
BEAGLE...........
Warsaw Air Defense Sector headquarters.
52 �16 20 �56
8,200 x 340
360
Warsaw /Okecie
Concrete..............
COOT.............
Joint PAF /civil. Airfield of international entry;
62 �10 20
9,800 x 190
principal civil airfield.
345
Wroclaw /Strachowice.......
Concrete
FIsxBED...........
PAF fighter base; also used by LOT.
51 16 �53'E.
8,200 x 200
395
Zagan
Concrete..............
....do............
Do.
51 15 �25
8,200 x 160
500
Zegrze Pomorskie...........
Concrete
....do............
Do.
54�03 16
8,200 x 200
246
Zendek
Concrete..............
FARMER...........
Do.
50 �28 19 �05
7,900 x 200
980
NOTE �All above airfields have on -base fuel Storage; however, exact storage capacity cannot be determined.
22
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APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070025 -1
Brzeg in the southwest) by the Soviet Air Force. Of the
remaining 37 airfields, seven are militarily active with
other than fighter or bomber aircraft, three are strictly
civilian in usage, 16 are dispersal /deployment
airfields, and 11 are highway landing strips, most of
which were built in the early 1970's.
Poland has only one flight intormation region, the
Warsaw FIR. The airways system is so designed that
civil air traffic does not overfly military airfields. A
new system of controlled airspaces in the Warsaw FIR
was introduced in March 1968.
Details of airfields used by operational combat units
of the Polish and Soviet Air Forces, and the one naval
airfield, are summarized in Figure 11. War
saw/Okecie, Warsaw /Boernerowo, Balice, Rzeszow/
Josionka and Poznan /Lawica are also included be-
cause of their special importance.
K. Telecommunications (S)
Poland's strategic location makes it a vital transit
center for communications with the U.S.S.R.,
Czechoslovakia, East Germany, and the Scandinavian
countries. The basic national telecommunication
(telecom) system has been developed primarily to
fulfill requirements of the state, and the needs of the
general public have been a secondary consideration.
The networks are relatively modern and effective;
however, the facilities are somewhat less developed
than those of the neighboring countries�Czecho-
slovakia, East Germany, and the U.S.S.R. Services
include domestic and international telephone, regular
telegraph, telex (private teleprinter subscriber service),
facsimile, data transfer, AM and FM radio
broadcasting, wired broadcast, and TV. Nearly 50% of
the villages have telephone connections, and most
industrial towns have automatic local exchanges.
Telegraph facilities are also available in most
communities, but they handle only a small portion of
the telecom traffic.
The resources, administration, and operation of the
civil telecom systems are the responsibility of the
Ministry of Communications (MOC), which is
directly subordinate to the Council of Ministers.
All civil telecom systems are based on the
organization and facilities available at the provincial
level of administration. All trunk and most district
channels are in underground cables, and an extensive
open -wire system still exists in rural areas. Both old
cables and newly laid special carrier frequency (CF)
cables use 12 24- and 60- channel CF equipment.
The main center for switching intercity telecom traffic
is in Warsaw, where telegraph circuits can be
automatically switched between major cities. On 1
January 1972, telephones, the most important means
of communications, numbered 1,970,856 units or
about six per 100 population. Over 85% of the
telephones are connected to automatic exchanges,
which have capacities ranging from 200 to 15,000
lines.
Radiobroadcast service is provided by 28 AM
transmitters and 40 FM transmitters and reaches
about 96% of the population. Three national
programs originate at the main studios in Warsaw and
are transmitted from main stations in the Warsaw
suburbs. Program I is transmitted by a low- frequency
AM transmitter station in Marysin, Program II is
transmitted by a medium frequency transmitter
station in Wola Rasztowska, and Program III is an FM
program transmitted from the Marysin station and
carried by regional network FM stations. The foreign
language broadcasting service operates 12 MF -HF
transmitters and provides programs for audienc;,s in
Europe, Australia, Africa, and South America. As of
June 1972 there were 5.7 million radiobroadcast
receivers in use.
A single program is transmitted to about 78% of the
population by 18 regional TV transmitters. Nearly all
programs originate in the main TV studios at the
Warsaw Palace of Culture and Science. The principal
transmitters and studios in the TV network are joined
by microwave relay routes; international links are
available with the U.S.S.R. and East Germany. An
experimental color TV program is transmitted weekly
by transmitters in Katowice, Lodz, Warsaw and
Wroclaw. About 5.3 million TV receivers were in use
as of August 1972.
International landlines are an extension of the
domestic wire networks. The most significant line is an
underground four -tube coaxial cable interconnecting
Poland with the U.S.S.R. and Czechoslovakia via
Katowice. This cable also provides for exchanging
international TV broadcasts. Radio -relay links extend
to Czechoslovakia, East Germany, and the U.S.S.R.
Coaxial and single conductor submarine cables
provide international connections to Scandinavian
and Western European countries via Denmark.
Poland has direct telegraph channels to 27 countries;
the automatic public telegraph (GENTEX) exchange
in Warsaw has direct channels to Prague, Budapest,
Moscow, and East Berlin, and access to the GENTEX
network of Wesict i Europe is provided via Hamburg.
Special- purpose telecom systems are operated by
various government organizations, including the
Agency for Electrical Power, the state railroads, public
safety security forces, and the Ministries of Internal
23
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070025 -1

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APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070025 -1
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070025 -1